CHAPTER-1

1.1 COMPLETE PREPARATION OF A LOCO STABLED IN SHED OR ON

STATION TRACK.
Preparations to be done by Asstt. Loco pilot and Loco pilot before leaving shed/station
track.
Ensure that loco is under catenary and there are no defect on loco roof. Then start
examination.
A. Outside corridor 2 (from Cab 1 to Cab 2) Ensure that: -
Additional BP cutout cock is in open condition. (if in under frame)
1. Sand pipes are properly fitted.
2. All sand boxes are filled up by sand.
3. Flexible shunts are intact.
4. On every axle the axle Protection cover and horn stay plate is intact.
5. Equalizing beam brackets and its center bolts are intact.
6. Centre pivot transition pin and its split pin is intact.
7. Oil in loading pad oil cups is up to the siphoning hole.
8. Grounding clip is intact and hand brake fitting is proper.
9. All brake block pins, brake hanger pins and its cutter pins are intact.
10. Helical springs are intact.
11. All brake cylinders fitting are intact, flexible rubber pipe fittings are intact.
12. R-1 cock is in open position.
13. Bogie-1 brake cylinder COC is in open position.
14. MR-4 cut out cock is in open condition.
15. Air duct bellow and joints are intact.
16. MR-4, MR-3 and CDC drain cock are in close position.
17. Battery box 2 and protection covers are intact.
18. C2 relay valve A-29 fitting is proper.
19. SL-1 protection cover is intact and no defect.
20. Duplex check valve and 6.0 kg/cm2 feed valve fitting is intact and its COC is open.
21. Oil in center pivot-2 is up to the siphoning hole at bogie 2.
22. SPM pulse generator cover and cable are intact at axle box no. 8
B. INFRONT OF CAB-2 ENSURE THAT: -
1. Cattle guard bracket and nut bolts are intact.
2. Both buffers bolts & nuts are tight.
3. Check the opening and closing of CBC and its locking pin.
4. Baby coupling threads is intact. If coupling is not in use it should be hang on hook.
5. Electric jumper coupler and all air hose pipe are properly secured.
6. Head light and marker light fittings are intact.
7. L. V. board is intact.
1. Single loco working: -
(a) Both side brake pipe, feed pipe, MR and BC equalizing pipe angle cocks are in close
position and all pipe are connected with their respective brackets.
(b) Electrical jumpers are secured on their sockets.
2. In multiple unit working: -
(a) All air hose pipe between the locos are connected with their respective pipes and
their angle cocks are open.
(c) On both free ends of loco all air hose pipes are intact on bracket and their angle
cocks are closed.
(d) Electrical jumpers are connected between the locos and well secured on the free
ends.

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C. Outside corridor 1 (from cab 2 to 1) ensure that: -
Same examination should be carried out as done outside corridor 2. Additional BP cutout
cock is in open condition. (If in under frame)
1. Grounding stud and fly nut intact on bogie no. 2
2. Brake cylinder isolating cock of bogie no. 2 is open.
3. Air intake cock is closed.
4. SL-2 protection cover is intact and no defect.
5. MR safety valve (10.5 kg/cm2) intact and its COC is in open position.
6. MR-1, MR-2, panto piping and CDC drain cock is in close position.
7. Cut out cocks of auto drain valve are open under the MR-1 and MR-2.
8. Battery box 4 and 3 protection cover intact.
9. C2 relay valve A-31 fitting is proper.
10. Air dryer A and B cock are open and C cock is close.
11. MCP safety valve (11.5 kg/cm2) fitting are intact.
12. Oil in the center pivot-1 up to the siphoning hole on bogie no. 1
D. In front of cab no. 1
Same examination to be carried out as done in front of cab-2.
E. Inside pit under bogie no. 1 (when loco stand on pit) ensure that: -
1. If TAO-659 TM provided, on every motor check suspension bearing oil level.
2. Check cardium compound in gear case.
3. Traction motor cables are well secured in wooden brackets.
4. Traction motor inspection covers and suspension bearing nut bolts are intact and
tight.
5. Traction motor nose suspension rubber pad is intact and its safety pin and locking pin
are intact.
6. Brake rigging adjusting rod pin, cutter pin and safety brackets are intact.
7. Check the main transformer oil drain plug and test plug not leaking and secured
properly.
8. SL protection covers are intact.
9. Both sides additional BP cut out cock in open condition.
10. Same examination to be carried out on bogie no. 2 as on bogie no.1. Then come out
from bogie no. 2 side and enter in cab no. 2
F. CAB NO. 2 IN FRONT OF TB PANEL: -
1. Put HBA on position ‗1‘ press ZUBA and check battery voltage on UBA. It should be
minimum 100 V when CPA is in working condition.
2. All the rotating switches to be kept on position ‗1‘ except HCP which should be
according to requirement.
3. HOBA is in ‗ON‘ position.
4. All fuses are provided in the holders and they are properly secured.
5. Check the all rating spare fuses at fuse tester.
6. Check conk connection couplings are intact.
7. ZRT/ZPR should be on ‗OFF‘ position in day time and at ‗ON‘ position in night time if
provided.
8. If ZLS/HLS switch provided it should be at ‗ON‘ position.
9. HRAVT and HSIV should be at ‗1‘ position in SI unit loco.
10. In microprocessor loco HPAR/HQ-51 should be on ‗1‘ normal position.
G. IN CORRIDOR NO. 2 ENSURE THAT: -
1. VEPT- 2 cut out cock is open and terminals are intact.
2. Sanding valves 3 & 4 cut out cock in open position and terminals are intact.
3. ARNO/SI unit and MVMT-2 foundation bolts and nuts are well secured.
4. QF-1 and QF-2 targets are not dropped.
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 5. (a) ensure in HT-2 compartment: -
i. HQOP-1 and HQOP-2 are in ‗ON‘ position.
ii.Check J-2 is not in lock position, CTF2 and 3 are on ‗RUN‘ position.
iii. C 145, all line and shunting contactors archute covers are intact.
iv. HT 2 cut out cock is in open condition.
v. CGR 1, 2, 3 archute covers are intact.
vi. Check GR oil level. It should be between +20 and -20, and there is no leakage.
vii. RDJ drain cock is in close position.
viii) Q-20, QD-2, SJ and RS (shunting resistance) are intact.
ix) RGR, RPGR, BUS bar connection, RSI damping panel, VCB conk connection,
transformer breather (silica gel), PHGR and its silica gel are intact.
x) MVSL-1, MVSL-2, QVSL-1, QVSL-2 are intact.
xi) MVSI-1, MVSI-2, QVSI-1,QVSI-2 are intact.
Note: - in WAP-4 loco if SMGR cut out cock is provided in HT-2 it should be in open
position.
(b) Ensure on SMGR panel: -
i) ZSMGR manual control handle is in vertical position.
ii) ZSMGR interlock spindle is not pressed.
iii) ZSMS is on normal position.
iv) SMGR drum is indicating ‗0‘. Try manual control handle on SMGR shaft and
rotate to see that the manual control handle fitting properly and its operation is
correct.
(c) Ensure beyond SMGR panel: -
i) Transformer oil level should be between minimum and maximum.
ii) No oil in oil trap chamber.
iii) Check oil level in sumps of all CPs. It should be between minimum and
maximum. Their foundation nuts and bolts are tight.
iv) In front of MCP-2 in corridor-1 RGAF, AFMV, R-6 relay valve and MV-4 fittings
are proper.
H. IN CAB-1: -
1. Ensure in PC-3 cabinet
(a) Apply the hand brakes and check that brakes apply on wheel no. 2 & 4. Release
the hand brake and see that it is released on wheel no. 2 & 4.
(b) Fire extinguisher, spare transition screw coupling and four wooden wedges
available in its proper place.
(c) HVCD should be on ‗1‘. (Where it is located)
2. RS-1 (D-1) is closed and additional BP cut out cock should be in open condition. (If
located in cab)
3. On driving desk measuring instruments needle are showing ‗0‘
4. A-9 and SA-9 cut out cocks to be kept in open position in the driving cab and close
in the non-driving cab.
5. A-9 and SA-9 handles should be on release position.
6. BP charging cock of loco should be open. If working in multiple unit the BP charging
cock of trailing loco should be close.
7. Horn and wiper cut out cocks should be open.
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 8. Ensure in PC-1 cabinet
a. RGCP cut out cock is open.
b. Sanding valves terminals are intact and cut out cock are open.
c. VEPT-1 terminals are intact.
d. RS and CPA drain cocks are in close position.
e. Open RAL cock, if RS pressure is below 7.0 kg/cm2 start the baby compressor by
ZCPA and buildup to 8.0 kg/cm2. If RS pressure is more than 7.0 kg/cm2 start
MCPA and check it‘s working.
f. Check CPA safety valve not leaking.
Note: - check CPA charging rate. It should be 1.0 kg/cm2 per minute.
9.Ensure in PC-2 cabinet
a. RGEB-2 cut out cock is open and VEF terminal intact.
b. MU2B is on ‗LEAD‘ position in single loco.
c. In multiple unit MU2B valve should be on ‗LEAD‘ position in leading loco and
on ‗TRAIL‘ position in trailing loco.
I. ENSURE IN CORRIDOR-1: -
1. VEPT-1 cut out cock is open.
2. ‗Freight‘ and ‗passenger‘ change over cock of distributor valve is on required position.
and DV isolating cock is in open position.
3. IP valve isolating cock is in open position.
4. VEUL-1,2,3 cut out cocks are in open position.
5. VEAD valve cut out cock is open.
6. MVMT-1 foundation bolts are tight.
7. Check in HT-1 compartment: -
a. Reverser J-1 is not in lock position. CTF - 1 is on ‗RUN‘ position.
b. All shunting contactors archute covers are intact.
c. HT-1 pneumatic cock is open.
d. QD-1 is intact.
e. ATFEX/MVRF is intact.
f. SJ is intact.
8. BV box fitting is proper. Insert ZPT key and remove fitchet key. Open & close both the
HT compartment.
9. All the tell-tale fuse in RSI-1 & 2 are intact and no fuse is melt. If there is LED type
RSI block check all LED is extinguished.
10. Both HVSI are on position ‗1‘
11. In MCPA working condition CHBA ammeter needle will show discharging current. If
MCPA not in working CHBA ammeter needle will show‘0‘ (if MCB provided, it should
be in normal position)
12. C-118 archute cover and R-118 cover are intact and sealed.
13. QTD-105, QTD-106 relay cover intact and sealed.
14. Switch HAD on position ‗1‘ and fuse CCAD intact.
J. ENTER IN CAB NO. 2: -
Check on TR panel: -
a) Check any relay target is not dropped. If any relay target found dropped, do not
reset it, Inform to shift supervisor who will examine and reset. Also see other relay‘s
covers are intact.
b) Check CCTFS/CCNR MCB if provided.
c) LSC-145 lamp should extinguish.

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 Check on TK panel: -
a) All EM contactors are open and arc chute cover intact.
b) Any EM contactor is not close/stuck up or wedge.
Check all equipment in CAB-2 as checked in CAB-1
Check in WAG-7 Loco all cotter pins & shock absorber are intact. Any cotter pin or
shock absorber is not broken or removed.
Total cotter pins = 28
Total shock absorber = 12 (8 vertical & 4 horizontal)

1.2 READING THE LOCOMOTIVE LOG BOOK: -

Check the Loco log book and see remarks of 2-3 trips given by Loco pilots or
maintenance staff. If there is repeated booking or any equipment is isolated or any
irregularities noticed while doing preparation of the loco, the same should be reported to
TCC/TLC.
1.3 FOR ENERGISING THE LOCO FROM CAB NO.2(SINGLE LOCO)
1. Ensure that A-9 & SA-9 cut out cocks are open in cab-2and close in cab no.1
2. Insert BL key and check the glowing of LSDJ, LSCHBA, LSGR, LSB and LSDBR (if
available). Check the LSRSI and LSP by BPT switch.
3. Ensure that 7.0 kg/cm2 pressure in RS. Insert ZPT key in socket and place it on
‗1‘and check the effective raising of rear pantograph in three steps.
4. Close BLDJ and press BLRDJ. Watch LSDJ extinguishes, UA deviates and LSCHBA
extinguishes. Release BLRDJ. Close BLCP, MR Gauge needle will deviate. Wait for
the MR pressure to build up.
Note: - If MR pressure does not build up more than 2-3 kg/cm2 close IP valve COC.
When MR pressure buildup 9.5 kg/cm2 check unloading and ensure BP pressure is
buildup 5.0 kg/cm2. Then open IP valve COC.
5. Close BLVMT and ensure that all blowers are working.
6. Apply SA-9 and ensure 3.5 kg/cm2 pressure in BC gauge. (in composite brake block
loco 3.0 kg/cm2)

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 Note: - In addition to the above preparation Asst. loco pilot is supposed to clean
both the cabs and look out glass.
1.4 ENERGISING THE LOCO IN CASE OF MU WORKING: -
1. Do the preparation of both the locos and ensure that everything is OK as per
requirement of MU locos.
2. Keep HBA on ‗1‘ in both the locos. Start CPA‘s in both locos and build up pressure in
RS up to 8.0 kg/cm2.
3. Unlock BL in working cab and insert ZPT key in ZPT socket and place it on ‗1‘. Check
the raising of rear pantograph of both locos.
4. Close BLDJ and press BLRDJ. Watch LSDJ extinguishes, UA deviates and LSCHBA
extinguishes. Release BLRDJ immediately. Ensure that LSOL is not glowing and
LSGRT is glowing.
5. Close BLCP MR Gauge needle will deviate. Wait for the MR pressure to build up.
Note: - If MR pressure does not build up more than 2-3 kg/cm2 close IP valve COC.
When MR pressure buildup 9.5 kg/cm2 check unloading and ensure BP pressure is
buildup to 5.0 kg/cm2. Then open IP valve COC.
6. Close BLVMT and ensure that all blowers are working in both locos.
7. Apply brake by A-9/SA-9 and release. Ensure brake application and releasing in both
locos.
8. Ensure LSB and LSGRT extinguishes when MPJ kept on ‗F‘ or ‗R‘. Ensure LSGR
extinguishes by 1st notch.
Note: -In case CPA of one loco is defective then energise from that loco in which CPA is
working. Keep BLSN open (lower side). Keep CPA working for more time because
building of MR pressure will take time. When MR pressure builds up to 9.5 kg/cm2close
(upside) BLSN and check the raising of pantograph of other loco. Press BLRDJ and
check extinguishing of LSDJ &LSCHBA. Release BLRDJ immediately. Change over to
working cab if required and switch off ZCPA.
1.5 H.T. TESTING IN WAG5 LOCOS FOR LOCO PILOTS (HIGH TENSION
TESTING)
(i) Lighting test: -
1. Test the head lights and marker lights.
2. Test cab lights and compartment lights.
3. Test flasher lights
4. Check the working of fans.
5. Check the working of heaters.
(ii) Brake test: -
(A) Testing of independent loco brakes (SA-9)
Move SA-9 handle to ‗full application‘ position. BC pressure gauge needle deviates to
3.5 kg/cm2. Ensure that all BC pistons are outside and check that all brake block are
binding on all the wheels. Bring SA-9 to ‗release position‘. Ensure that BC gauge needle
comes on ‗0‘. Check all BC pistons goes inside and brake block release on all wheel.
Note: - for checking the effective braking put SA-9 on ‗application‘ position. Ensure 3.5
kg/cm2 in BC gauge. Take notches loco should not move up to 600 amps. Move on 800
amps in goods train and should not move up to 800 amps and move on 1000 amps in
passenger train.
(B) Testing of Distributor valve & VEF
Apply hand brake and wooden wedges to avoid rolling down. Keep SA-9 on ‗release‘
position. Ensure BC pressure gauge needle comes on ‗0‘.

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 Ensure 5.0 kg/cm2 pressure in BP. Drop 0.5 kg/cm2 BP pressure by A-9 and check that
brake cylinder pressure raises up to 1.0 kg/cm2. Drop BP pressure further 1.0 kg/cm2
and ensure that BC pressure raises up to 1.8 kg/cm2 (1.4 kg/cm2 in WAG-7 loco L type
composite brake block type) Press PVEF and ensure that loco brakes are released.
Put A-9 to emergency position and ensure BP pressure comes to ‗0‘ and BC pressure
1.8 kg/cm2. Put A-9 to release and ensure BP pressure charges up to 5.0 kg/cm2 and
BC pressure comes to ‗0‘ kg/cm2. Open RS valve and ensure BP pressure dropped up
to ‗0‘ and BC pressure 1.8 kg/cm2 (1.4 kg/cm2 in WAG-7 loco composite brake block
type) close RS valve and ensure BP pressure builds up to 5.0 kg/cm2 and loco brakes
are released. Check the working of air flow indicator during above testing.
(C) AUTO FLASHER LIGHT TESTING
1-Test for working of magnet valve.
1.1 Ensure before start test: -
Brake pipe pressure 5 kg/cm2
Feed pipe pressure 6 kg/cm2
Brake cylinder pressure 0 kg/cm2
Main reservoir pressure 8 to 9.5 kg/cm2
Brake pipe leakage 0.7 kg/cm2 per 5 min.
1.2 above test should be done by starting 3 compressor of 1000 liter/minute capacity. If
two compressor having 2000liter/min. capacity then only one compressor should be
started. MR pressure should not drop during testing.
Action Inspection/result
1.2.1 Energise magnet valve by BP pressure should not drop below
pressing BPSW-1/BPSW-2. 4.4 kg/cm2 in one minute.
Attach 7.5 mm leak hole BP
test coupling on BP pipe and
open BP angle cock.
1.2.2 Release BPSW-1/BPSW-2 & BP pressure should be remain
De-energize magnet valve. between 3.5 kg/cm2 to 2.5 kg/cm2
1.2.3 Put A-9 on ‗emergency‘ BP pressure should come to ‗0‘in 1 to
position. 2 second.
1.2.4 Put A-9 on ‗release‘. Press BP pressure should increase up to 5
BPSW-1/BPSW-2 to energise kg/cm2 in 3 to 6 second.
magnet valve.
1.2.5 Put A-9 on ‗emergency‘ BP pressure should come to ‗0‘in 1 to
position. 2 second.
1.2.6 Put A-9 on ‗release‘. To de- BP pressure should increase up to 5
energise magnet valve release kg/cm2 in 6 second.
BPSW-1/BPSW-2.

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 2-Testing of electric circuit
2.1 Keep HVSI-1, HVSI-2, HVMT-1 & HVMT-2 on ‗0‘. Keep MPJ on ‗F‘ or ‗R‘
and take 2-3 notches by MP
2.1.1 Keep A-9 on ‗full service‘ BP pressure should drop up to 3.2 to 3.4
position. kg/cm2 in 3 to 5 second.

2.1.2 Keep A-9 on ‗release‘ - BP pressure should increase up to 5.0

kg/cm2
Flasher light should not glow.
- Buzzer should not sound.
- LED should not glow.
- Auto regression should not come.
2.2 In above 2.1position openD- -Flasher should glow in working cab.
1/D-2 valve or open any BP
- Buzzer should sound.
angle cock.
- LED should glow.
- Auto regression of GR should come.
2.2.1 Press SW-1/SW-2 in working -Flasher light should extinguish.
cab when flasher is glowing.
- Buzzer should stop.
- LED will remain glowing.
2.2.2 Close D-1/D-2 (RS) or BP When BP pressure increase up to 4.8
angle cock. kg/cm2 LED should extinguish.
2.3 Maintain Above 2.1 position -Flasher should not glow.
and keep A-9 on ‗Emergency‘
-Buzzer should not sound.
-LED should not glow.
-GR should come on ‗0‘ (by RGEB-2,
QRS and Q-51)
2.3.1 Keep A-9 on ‗release‘. Take 2- -According to position of MPJ flasher
3 notches. Connect 7.5 mm should glow.
leak hole palm coupling on BP
-Buzzer should sound.
pipe and open BP angle cock.
-LED should glow.
-GR should come on ‗0‘
2.3.2 In working condition of flasher Flasher light should extinguish.
light, buzzer and LED press
Buzzer should stop.
SW-1/SW-2
LED will remain glowing.

3. Keep MPJ on „0‟ and test above modification

3.1 Above any test of modification should not work when MPJ on ‗0‘i.e.
flasher light, buzzer and LED should not switch on automatically.

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Note: - 1. Testing should be done from both the cab of loco.
2. After above testing keep HVSI-1, HVSI-2, HVMT-1, HVMT-2 on ‗1‘.and HCP
as per requirement.
(D) CHECKING THE CAPABILITY OF MAIN COMPRESSORS
Keep HCP on such position so as to work three compressors. Place the Loco pilot
automatic brake valve A-9 in emergency position and ensure BP pressure comes to ‗0‘.
Let the MR pressure build up to maximum. (I.e. till unloading starts). Couple 7.5 mm
leak hole special palm test coupling with the rear end brake pipe coupling of the
locomotive. Move the A-9 handle from emergency position to release position to charge
the BP 5 kg/cm2.
Open the angle cock of the brake pipe on which test coupling has been attached and
observe BP gauge.
BP pressure should not drop below 4.4 kg/cm2 per minute when BPSW pressed.
BP pressure should remain between 2.5 to 3.5 kg/cm2 per minute when BPSW not
press.
(E) TESTING OF LEAKAGE IN BP AND FP OF LOCO ALONE
(i) Ensure B.P. pressure is 5 kg/cm2. Drop 0.6 kg/cm2 BP pressure through A-9. Close
BP charging cock. Observe the pressure drop on BP gauge. Pressure drop should
not exceed 0.7 kg/cm2 in 5 minutes. Open BP charging cock and keep A-9 to release
position.
(ii) Ensure FP pressure is 6 kg/cm2. Close FP isolating cock. After stabling of FP guage
needle, observe the FP pressure drop on the feed pipe gauge. Pressure drop should
not exceed 0.7 kg/cm2 in 5 minutes. Open FP charging cock.
(F) TESTING OF CORRECTNESS OF BP AND FP FITTING
Ensure B.P. pressure is 5 kg/cm2. Open BP angle cock of cab-1 side. If BP pressure
drops and Air flow indicator white needle deviates and LSAF lamp glows, it means
BP/FP connections are correct. Same procedure to be carried out from cab -2. Same as
above open FP angle cock, if FP pressure drops and after closing FP cock. Pressure
resumes 6.0 kg/cm2 then FP connections are correct.
(G) TESTING OF BPEMS
For BPEMS testing ensure that: -
(i) IP magnet valve cut out cock is open.
(ii) Wooden wedges and hand brake are applied to avoid rolling down of loco.
(iii) Keep HVSI-1 and HVSI-2 on ‗0‘. Keep MPJ ‗F‘ or ‗R‘ and take 2-3 notch.
Ensure when BPEMS pressed
(a) DJ/VCB should trip and panto should lower.
(b) IP magnet valve should de-energize and BP should drop up to ‗0‘
(c) Auto regression of GR.
Resetting BPEMS
If BPEMS is rotating type, rotate the switch towards the arrow marked on the switch. Keep
MP on ‗0‘and and energize the loco.
IF BPEMS is press button type: -
For raising panto first keep ZPT to ‗0‘ and then on ‗1‘. MP on ‗0‘.and energize loco.

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(iii) TESTING OF PANTOGRAPH
Close BLCPD & build up MR pressure up to 9.5 kg/cm2. Trip DJ/VCB
- Keep ZPT on ‗0‘ and ensure the rear pantograph lowering in ‗3‘ stage.
- Keep ZPT on ‗2‘ and ensure raising of the leading pantograph in ‗3‘ stage.
- Keep ZPT on ‗0‘ and ensure lowering of leading pantograph in ‗3‘ stage.
- Keep ZPT on ‗1‘ and ensure raising the rear pantograph in ‗3‘ stage.
- Close DJ/VCB.
(iv) TRACTION TEST
Apply loco brakes through SA-9. BC pressure gauge needle deviates up to 3.5 kg/cm2.
Close BLVMT & check working of all blowers.
Put MPJ to ‗F‘ and observe LSB extinguishes. Take one traction notch and observe
deviation of ammeters and notch repeater and LSGR extinguishes. Bring A-9 to emergency
position. Observe LSGR glows, ammeter & notch repeater needle come to ‗0‘. Bring A-9 to
release position. MP to ‗0‘ & MPJ to ‗R‘. Ensure BP pressure 5.0 kg/cm2. Take one traction
notch and observe LSGR extinguishes, ammeter and notch repeater deviate. Open RS
valve. Observe LSGR glows, ammeter & notch repeater needle come to ‗0‘. Close RS and
bring MP to ‗0‘.
EEC TEST–Put ZSMS to ‗0‘,MPJ to ‗F/R‘ & MP to ‗N‘. Press & release BPP. Watch LSGR
extinguishes, ammeter & notch repeater deviates. Press BPR watch LSGR glows, ammeter
and notch repeater needles come to ‗0‘. Bring MP, MPJ to ‗o‘ and ZSMS on position ‗1‘
TESTING OF Q-46 - Put ZSMS on ‗0‘ (if ZSMS switch is unmodified type). Put MP on ‗N‘
take one traction notch by EEC & MP bring to ‗0‘. If DJ/VCB trips it means Q-46 is working
properly.
MANUAL OPERATION OF GR–Put MPJ to ‗F‘, MP to ‗N‘. Bring ZSMGR handle from 6‘o
clock to 3‘o clock anti clock wise & remove it. Insert it on SMGR shaft on 6‘0 clock position.
Rotate one revolution clockwise in 0.4 to 0.6 second for progression and ensure LSGR
extinguishes, notch repeater and ammeter deviates. Rotate one revolution the ZSMGR
handle to anti clockwise in 0.4 to 0.6 second for regression & ensure LSGR glows.
Bring MP to ‗0‘and remove ZSMGR handle from SMGR shaft. Insert ZSMGR handle at
panel on 3‘0 clock position and move clockwise and keep it on normal 6‘0 clock position.
TESTING ON 6TH NOTCH –Close BLCPD & build up MR pressure up to 9.5 kg/cm2. Trip
DJ/VCB keep both HVSI on ‗0‘. Close DJ/VCB take 6 notches and wait for 15 seconds.
Watch DJ/VCB does not trip. After testing trip DJ/VCB & keep both HVSI to normal
position.
(v) RHEOSTATIC BRAKE TEST
Apply hand brake and wooden wedges to avoid rolling down of loco. Ensure IP magnet
valve cut out cock is open. Keep SA-9 to release position & ensure BC pressure gauge
needle is come to ‗0‘. Bring MP to ‗P‘ watch LSB flickers. Ensure LSC-145 lamp glows. Trip
DJ/VCB & ensure dropping of BP. Close DJ/VCB bring MP to ‗0‘ and ensure LSB flickers
again. Ensure LSC-145 extinguishes and BP pressure is build up.
(vi) SANDING TEST
Put MPJ to ‗F‘ and watch LSB extinguish. Press PSA. Depute ALP to check the effective
sanding in forward direction. Put MPJ in ‗R‘ position. LSB will flicker. Press PSA and depute
the ALP to check the effective sanding in reverse direction. Bring MPJ on ‗0‘.

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 (vii) HORN TEST
Blow both cab horn for testing. If horn is not working take action according to Chapter 9
page no. 56 sr. no. 26
1.6 ENTRIES TO BE MADE IN THE LOCOMOTIVE LOG BOOK
Fill up the entries in the loco log book correctly and neatly.
1.7 CHANGING OF CAB (SINGLE LOCO) IN DRIVING CAB
1. Stable loco and close BLCPD build up MR pressure up to 9.5 kg/cm2
2. Keep SA-9 on Application position to apply loco brake. Ensure BC pressure is 3.5
kg/cm2. Close A-9 & SA-9 cut out cocks and put both handle on release.
3. Open DJ/VCB and all BL switches. Lower pantograph. Put MPJ to ‗0‘. Lock ‗BL‘ and
remove all the keys.
4. Close the cab doors and windows and proceed to other cab.
5. Switch off head light if glowing. Switch on marker light as per requirement.
IN OTHER CAB
1. Keep SA-9 on application,
2. Open A-9& SA-9 cut out cock. Ensure that BC pressure gauge showing 3.5 kg/cm2.
Open window and doors.
3. Unlock BL, raise panto, Close DJ/VCB and start auxiliary.
4. Release loco brake by SA-9 and apply again. Test loco brake.
5. Apply A-9 and ensure of BP dropping. Keep A-9 on release and ensure BP 5.0
kg/cm2
6. Check Head light, flasher light and marker light.
1.8 CHANGING OF CAB (IN MULTIPLE LOCO) IN DRIVING CAB
1. Close BLCPD and build up MR pressure to 9.5 kg/cm2
2. Apply loco brake by SA-9 and ensure 3.5 kg/cm2 pressure in BC gauge.
3. Close A-9 & SA-9 cocks and keep SA-9 handle on release.
4. Keep MP and MPJ on ‗0‘ open DJ/VCB and open all BL switches. Lower pantograph,
lock BL and remove all keys.
5. Close BP charging cock.
6. Keep MU2B on ‗TRAIL‘ position.
7. Close doors and windows of cab
Note: - Apply hand brake and wooden wedges in gradient section.
8. Proceed to other loco cab.
IN OTHER LOCO CAB
1. Apply brake by SA-9 open A-9 & SA-9 cock. Ensure BC pressure in BC gauge 3.5
kg/cm2
2. Keep MU2B on LEAD position and open BP charging cock
3. Energize loco.
4. Ensure application and releasing of loco brake by A-9 & SA-9
Note- (1) Crew should visually check releasing of rear loco brake.
(2) If hand brake and wooden wedges are applied in gradient section to release
hand brake: - (a) Apply brake by SA-9 (b) Close bogie 1 COC in trailing loco
(c) Release hand brake (d) Open bogie 1 COC (e) Remove wooden wedge
5. If brake not releasing in trailing loco keep MU2B on LEAD for 5 to 10 second and keep
again on ‗TRAIL‘. If BP pressure not build up operate MU2B for 2-3 times in both locos.
1.9 SPECIFICATION OF BP/FP REQUIREMENT FOR WAG-5 A LOCOS
1.9.1 REQUIREMENT OF BP/FP ON LOCO/TRAIN
(A) LIGHT LOCO:
a) BP pressure on loco = 5.0 kg/cm2
11
 b) FP pressure on loco = 6.0 kg/cm2
(B) IN AIR BRAKE TRAIN
a) BP pressure on loco = 5.0 kg/cm2
b) BP pressure on brake van = 4.8 to 5.0 kg/cm2
c) FP pressure on loco = 6.0 kg/cm2
d) FP pressure on brake van = 5.8 to 6.0 kg/cm2
e) Air flow indicator (loco) = set red needle above white needle.
1.9.2 TESTING OF LEAKAGE IN BP/FP
(A) LEAKAGE TESTING IN LOCO ALONE
See chapter-1 page no. 9 para 1.5 II – E
(B) TESTING OF LEAKAGE IN BRAKE PIPE (BP) OF AIR BRAKE TRAIN
Ensure the prescribed BP pressure in loco and brake van. Para 1.9.1 (B) page no. 12
Drop BP pressure by A-9 from 5.0 kg/cm2 to 4.0 kg/cm2. Close BP charging cock, wait for
60 second for stabling BP pressure. Watch in BP pressure gauge up to 5 minute. BP
pressure should not drop more than 0.25 kg/cm2in 1 minute means should not drop more
than 1.25 kg/cm2in 5 minute.
(C) TESTING OF LEAKAGE IN FEED PIPE (FP) OF AIR BRAKE TRAIN
Ensure prescribed FP pressure in loco and brake van has been attained. Para 1.9.1
(B)page no.12. Close feed pipe isolating cock and watch FP pressure gauge of loco. The
permissible leakage in FP of the train is 1.25 kg/cm2in 5 minute.
1.10 CHANGING OF CREW ON LINE
(A) DUTIES OF INCOMING (RELIEVED) LOCO PILOT & ASSTT. LOCO PILOT
1. Without completing loco log book shall not leave the loco.
2. Shall not leave loco without informing the outgoing loco pilot about the abnormalities
experienced if any during the preceding run.
3. After stopping the train make entry in ESMON speedometer, enter ID ‗0‘ and note
the energy reading.
4. BPC, caution order, loco tools and any other memo should hand over to outgoing
loco pilot and then leave loco. Abnormality experienced during run should share
without going loco pilot. He should entry at lobby register or in CMS and inform to
TLC.
(B) DUTIES OF OUTGOING (RELIEVING) LOCO PILOT & ASSTT. LOCO PILOT.
1. On arrival of the locomotive the outgoing loco pilot will ascertain from the incoming
loco pilot about the abnormalities if any during the preceding run.
2. He should take & check BPC, caution order, loco tools and any other memo from
incoming loco pilot.
3. After taking charge from incoming loco pilot he should check entries in loco log book
and ensure loco keys are proper and due date of fire extinguishers.
4. Ask about train/loco brake power from incoming loco pilot. Check BP/MR pressure
is normal and no abnormalities on loco roof.
5. The outgoing Asstt. Loco pilot shall have a quick inspection of head light, flasher
light, marker light, sanders, wipers, under frame safety fittings, CBC & its part, bogie
frame crackness, brake rigging & its safety pin, equalizing beam/ compensating
beam cutter pin & helical spring, connection between loco & load, hydraulic damper
bolt & safety pin, TM nose pad, under slung MCP‘s safety fitting, axle box
temperature & any abnormality in underframe.
12
 6. ALP should drain moisture of MR-1 & MR-2 by opening drain cock partially. Ensure
EM contactor, target relay, rotating switches, battery charger, battery voltage and
current, AFL, opening of IP COC, RS valve and only one panto is raised.
7. In ESMON speedometer ALP should enter LP ID, Train no. train load. He should
note energy reading & kilometers.
Note: - generally Loco pilot should not test lowering and raising the pantograph,
open/close DJ, LT testing etc. while taking charge of loco.
1.11 L. T. TESTING
PROCEDURE FOR L. T. TESTING OF WAG-5 LOCOS.
1. Energise the loco as per normal procedure and buildup 9.5 kg/cm2 in MR and 8
kg/cm2 in RS. Ensure BP pressure charged up to 5 kg/cm2. Keep SA-9 on
application position. Ensure 3.5 kg/cm2 pressure (3.0 kg/cm2in composite brake
block loco) in BC gauge.
2. Open DJ/VCB, lower pantograph. Check that panto is lowered properly. Ground the
loco & take out two fitchet keys.
3. Close DJ/VCB. LSDJ extinguishes. Release BLRDJ. UA will not deviate. LSCHBA
will not extinguish.
4. Close BLCPD. Check closing of C101/C102/C103 corresponding to position of
HCP. Check on all the positions of HCP.
5. Close BLVMT. Check closing of C107, C105 & C106
6. Put MPJ on ‗F‘. Check LSB extinguishes. Put MPJ to ‗0‘ check LSB glows. Put MPJ
to ‗R‘ check LSB extinguishes. Put MPJ to ‗F‘ check flickering of LSB.
7. Put MP to ‗N‘ and then ‗+‘ ensure LSGR extinguishes. NR will not show notches.
8. Check closing of L-1 to L-6. Ammeter/voltmeter will not deviate in cab.
9. Press ZQWC. Check the closing of shunting contactors S-11, S-21, S-41 or S-31, S-
51, S-61 corresponding to the position of MPJ on ‗F‘& ‗R‘. Release ZQWC & check
the opening of above shunting contactors.
10. Bring MP to ‗0‘ and check opening of L-1 to L-6
11. Take 6 notches and check the working of PHGR.
12. Take 20 notches and check closing of shunting contactors by MPS. Bring MPS on
‗0‘ and check opening of all shunting contactors.
13. Bring A-9 to emergency position and check the auto regression of GR. Keep A-9 on
release position.
14. Progress GR again and check auto regression of GR by opening RS.
15. Check the notch by notch regression with MP on ‗-‗position and quick regression
with MP on ‗0‘ position.
16. Operate GR by EEC and manually.
17. Use wooden wedges and hand brake to avoid rolling down of loco. Ensure IP
magnet valve cock is open & LSGR lamp glows. Keep SA-9 handle on release
position and ensure BC pressure gauge needle is on ‗0‘. Keep MP on ‗P‘ check
flickering of LSB and closing of C-145. Ensure LSC-145 glows and BP pressure
dropped. Keep MP on ‗0‘ check LSB flickering and C-145 open. Ensure LSC-145
extinguishes and BP pressure is normal.
18. Apply loco brake by SA-9. Release Hand brake and remove wooden wedges.
19. Open BLCPD & BLVMT and check opening of all EM contactors.
20. Open DJ/VCB and un-ground the loco.
21. Energize the loco as per normal procedure.

13
 CHAPTER 2
DRIVING OF LOCOMOTIVE ON LINE: GENERAL INSTRUCTIONS
2.1. COMBINATION OF TRACTION MOTORS
In WAG5 locos all the six traction motors are connected in parallel to each other‘s. The
same traction motors are utilized to work as dynamo, during rheostatic braking. The
change over from traction i.e. running to braking or vice versa is effected by three
change over switches CTF-1, CTF-2 and CTF-3.Which have two positions.
1. Position ‗R‘ - Running ( Traction )
2. Position ‗B‘ – Braking
The three CTFs are operated simultaneously on operating of MP.
2.2. CLOSING OF LINE CONTACTORS
1. During traction, RSI-1 feed traction motor no. 1, 2 & 3 and RSI-2 feed traction motor
no. 4, 5 & 6. The supply of each traction motor is controlled by respective line
contactor L-1 to L-6. L-1 for M-1, L-2 for M-2 and so on…..
If all HVSI, HVMT and HMCS on normal position then on taking first notch line
contactors L-1 to L-6 close simultaneously.
2. When MP is kept on ‗P‘ at braking side contactor C-145 close. During braking all the
six inductors are connected in series through CTFs ‗‘B‘‘ contacts and are energised by
the secondary transformer ATFEX. The secondary ATFEX is fed by TFP-1 through
contactor C-145 and the AC supply is rectified through RSI-1. The line contactors
remain open during braking. The armatures of motors are dis- connected from
inductors and each armature is connected across braking resistance. M- 1 across RF-
1, M-2 across RF-2 and so on.
2.3. HANDLING OF MP
In the normal course the progression and regression of GR is actuated by a servomotor
controlled electrically by the master controller (MP) provided in each driving cab.
MP can be operated in both direction from ‗0‘ position. On position ‗0‘ of MP, CTF
occupies ‗Running‘ position. When MP is moved on to position provide in clock wise
direction the CTFs remain in running position and traction will be started. When MP is
moved on to position provide in anti -clock wise direction from ‗0‘ position the CTFs
occupied braking position and rheostatic braking will be affected.
The position of MP on traction side ‗0‘, ‗-‗, ‗N‘, & ‗+‘ and Braking side is ‗P‘, ‗-‗, ‗N‘, & ‗+‘.
2.4. EMERGENCY ELECTRICAL CONTROL (EEC) OF GR
In the event of MP becoming defective, the GR can be operated by EEC. There are two
push buttons provided in each cab.
BPP = for progression
BPR = for regression
To use EEC it is necessary to
Put MPJ on ‗F‘ or ‗R‘
Put MP on ‗N‘
Keep ZSMS on ‗0‘
To progress one notch press and release BPP. Repeat the operation for further
progression.

14
 For notch by notch regression Press and release BPR. Repeat the operation for further
regression. For quick regression press the BPR and release the same when GR comes
to 0.
2.5. MANUAL CONTROL OF GR
In the event of MP and EEC not responding, the GR can be moved manually with SMGR
handle. For manual control of GR following procedure should be adopted.
Keep MPJ on ‗F‘ or ‗R‘
Put MP on ‗N‘
Remove SMGR handle by moving it 900 anti- clock wise from 6 ‗0‘clock position. Fit the
handle on SMGR shaft in vertical position (6 ‗0‘clock).
For notch by notch progression – Rotate the handle clock wise one complete revolution
for each notch within 0.6 second.
For notch by notch regression – Rotate the handle anti-clock wise one complete
revolution for each notch within 0.6 second.
Note:-
1. Each notch should be completed within 0.6 second otherwise VCB will trip.
2. The manual operation of GR is permitted only to clear the section.
3. Rheostatic braking should not be used while taking manual control of GR.
4. The speed should be restricted to 40 KMPH only.
5. If VCB open bring GR manually to ‗0‘, put MP on ‗0‘, close VCB and again put MP
on ‗N‘.
2.6. DRIVING FROM REAR CAB
In the event of certain failures, if it becomes necessary to drive the loco from rear cab,
the following precautions should be taken.
1. Loco will be energised from rear cab. Position of any Pneumatic COC should not be
change.
2. Assistant Loco Pilot will remain in rear cab and do the operations including
operation of MP.
3. Loco Pilot will remain in front cab and will be responsible for applying brakes and
working of train safely.
4. Loco pilot and assistant loco pilot shall decide a code between them for progression
and regression of GR and tripping of VCB etc.
5. Loco can be driven from rear cab to clear section with the speed limit of maximum
40 KMPH.
6. Due to any reason if Loco pilot is in rear cab and ALP in front cab then close the
COC of A-9 & SA-9 of front cab and same will be open in rear cab. Loco Pilot will be
responsible for braking and speed should be maximum 15 KMPH.
7. Do not use rheostatic braking.

15
2.7. WORKING OF TRAIN
2.7.1. The maximum current rating of traction motors are as below, which should be
followed strictly.
Time WAG -5 WAG-7 WAM-4 (6P) WAP-4
TAO-659 HS-15250
2 minutes 1100A 1200A 1300A 1100A 1250A
10 minutes 1000A 1100A 1100A 1000A 1100A
60 minutes 840A 840A 960A 840A 960A
continuous 750A 750A 900A 750A 900A
voltage 700V 700V 750V 700V 700V
BRAKING CURRENT AND VOLTAGE
WAG -5 WAG-7 WAM-4 (6P) WAP-4
TAO-659 HS-15250 With MVRF Without
MVRF
850A 850A 850A N/A 850A 700A
350V 350V 350V 350V 350V

The loco pilot must strictly observe the driving rule for starting and acceleration, considering the
current rating of the traction motors and adhesion of locomotive.
2.7.2. FOR STARTING
Place the reverser handle MPJ on F.
Ensure loco brake and train brakes are fully released.
Take traction notches slowly one by one, strictly observing the maximum current limit until
the train starts.
If the train does not start within 10 to 15 second, of reaching the maximum current limit
bring back MP to 0 immediately. Try to find out reason for not starting (Train brake binding
and excess load etc.) & try again.
2.7.3. ACCELERATION
After the train starts, increase the traction notches gradually and do not exceed the
maximum current up to 2 minutes. Follow the maximum current and voltage rating as per
2.7.1.
2.7.4. DECELERATION
When it is necessary to control the speed of train at level section or at down gradients,
follow the procedure given below-
1. Keep A-9 on minimum reduction or drop BP as per requirement. Due to this brakes
will apply in Train and Loco.
2. Operate MP anti clockwise and put on P position, LSB will flicker, VEF valve will
energise and loco brakes should be release, only train brakes will be in applied
condition.
3. Take notch by taking MP on + from N in braking side. Increase notch as per
requirements, follow the maximum current and voltage rating as per 2.7.1. (If the
braking current increased for maximum limit, then auto regression will appear for
some notches, again notch can be increase as per requirements).
4. After reducing speed of train as per requirement, put A-9 on release position, due to
this BP will start again charging. ( For example if the speed of train is required to
reduce up to 20 KMPH, then release A-9 at the speed of approx. 40 KMPH ).
5. Reduce braking notch as per requirement, when speed is 20 KMPH put MP on 0.
Check flickering of LSB, This confirms CTF has taken running position.
16
 6. Use A-9 to dead stop the train. Apply SA-9 when train is dead stop.
2.7.5. ADVANTAGES OF RHEOSTATIC BRAKING
1. Easy to control train specially at down gradients.
2. Wear and tear of brake shoes and wheel tyre minimized.
3. Inter- sectional timing (running time) can be reduced.
4. No possibility of thermal crack in wheels.
5. .Prevention from wheel skid.
2.7.6. RESTRICTIONS ON USE OF RHEOSTATIC BRAKING
Rheostatic braking should not be used on following conditions
1. When the speed of train is below 20 KMPH. In WAP-4 locos where roof mounted
DBR is provided, when speed is below 40 KMPH.
2. When any TM is isolated.
3. When SMGR is not working by MP.
4. LSB remains glowing after bringing MP to P.
5. When MVRF burnt or not working.
6. When Q-50 wedged.
7. When any line contactor is wedged.
8. When any RSI block is isolate.
9. When working without pilot lamps.
10. When CTF are stucking in braking position.
11. When HQOP1/ 2 kept on off position.
12. When loco brakes are applying by SA-9 during DBR.
13. If QF-1, QF-2 or QE target drops repeatedly.
14. If ammeter or voltmeter are defective.
15. CCPT melting when PVEF is pressed.
16. When LSC-145 is not glowing.
2.8. READING OF TRACTION MOTOR CURRENT AND VOLTAGE
Voltage applied / induced and current passing through traction motors/ armatures can be
read from traction motor voltmeter and ammeter provided on the driver desk in both the
cab. The detailed chart is given below.
IN UN MODIFIED LOCO
NAME OF AMMETER/ IN CAB - 1 IN CAB -2
VOLTMETER
A-1 Indicates current flow in TM-3 Indicates current flow in TM-3
A-2 Indicates current flow in TM-4 Indicates current flow in TM-4
U-1 Indicates the voltage across ------------------
TM-1
U-2 ----------------------------- Indicates the voltage across TM-6
IN MODIFIED LOCO
NAME OF IN CAB - 1 NAME OF IN CAB -2
AMMETER/ AMMETER/
VOLTMETER VOLTMETER
A-3 Indicates current flow in A-4 Indicates current flow in TM-4
TM-3
U-1 Indicates the voltage U-5 Indicates the voltage across
across TM-1 TM-5
U-2 Indicates the voltage U-6 Indicates the voltage across
across TM-2 TM-6

17
2.9. ISOLATION OF TRACTION MOTORS
In WAG-5 loco two switches HMCS-1 & HMCS-2 are provided to isolate defective traction
motors. HMCS-1 for isolating any one of TM- 1, 2 or 3 and HMCS-2 for isolating any one
of TM-4, 5 & 6.
The positions of HMCS-1 & HMCS-2 are given below
Position HMCS-1 HMCS-2
1 TM-1,2&3 in service TM-4,5&6 in service
2 TM-1 isolate L-1 open TM-4 isolate L-4 open
3 TM-2 isolate L-2 open TM-5 isolate L-5 open
4 TM-3 isolate L-3 open TM-6 isolate L-6 open
2.10. ISOLATION OF RSI BLOCK/ MVSI/ MVMT/ MVSL
1. In case RSI-1/ MVSI-1/ MVSL-1/ MVMT-1 needs to isolate then open VCB and put
HVSI-1, HVSL-1& HVMT-1on 0. L-1, L-2& L-3 will remain open and TM-1, TM-2 &
TM-3 will get isolated along with. Train will be worked with normal current rating.
2. In case RSI-2/ MVSI-2 / MVSL-2/ MVMT-2 needs to isolate then open VCB and put
HVSI-2, HVSL-2& HVMT-2on 0. L-4, L-5 & L-6 will remain open and TM-4, TM-5 &
TM-6 will get isolated along with. Train will be worked with normal current rating .
2.11. SLOWING DOWN AND STOPPING
The speed of the train can be controlled by applying Rheostatic barking or train brakes or
both according to the requirement.
In WAG5A loco, for applying train brakes, the handle of A9 to be operated. A 9 has
following 5 positions
―1‖ - Release BP pressure 5.0 Kg/Cm2
―2‘ – Minimum reduction BP pressure 4.5 to 4.8 Kg/Cm2.
―3‘ -Full service BP pressure 3.5 Kg/Cm2.
―4‖ - Over reduction BP pressure 2.5 Kg/Cm2.
―5‖ -Emergency BP pressure 0 Kg/Cm2.
When A9 is moved from release position to any other position, the B.P pressure
reduces in loco and accordingly in train, distributor valve of the loco and each wagon
operate & thus train brakes get applied almost simultaneously.
2.12. STARTING THE TRAIN ON UP GRADIENT
Few meters before stopping, the sanders should be used. The train should be hold by the
use of A9. After stopping of train depending on load and gradient SA9 along with A9
should be applied.
At time of restarting, build-up 5.0 kg/cm2 pressure and wait till white needle of Air flow
indicator comes to actual position(Give adequate time , at least 3 minutes) so that brakes
of trains are fully released. The train will be tend to roll back giving slight jerk on the loco.
Press BPQD/ZQWC and at once the loco pilot should take 2-4 notches. Release the SA9
and take notches keeping BPQD/ZQWC pressed as far as adhesion permits without
exceeding maximum current limit, to improve adhesion use sanders. If the loco pilot is
unable to start, he will apply the loco brakes and try to start once again as mentioned
above. If not successful then clear the section as per G&SR.
2.13. TRAIN PARTING ON RUN
Whenever a train coasts (With MP ―0‖and GR ―0‖) and enters in a sharp curve/cross-
over at speed of 10 to 15 KMPH or when enters a level section after a short falling
gradient, the wagon buffers are generally pressed. When the front part of the train
18
 comes out of the curve, turnout or the gradient, the buffers start re-coiling and start
pushing the engine. At this time even if the loco pilot does not take traction notches a
severe jerk will be caused at the middle portion of the train & may resulting in train
parting. This can be avoided by permitting the train to be stretched by a light pull (on 5
or 6 notch)-thereby maintaining a constant speed as the train comes out of the curve or
gradient. Alternatively, the loco pilot has to apply a light brake application, as the engine
comes out the curve and take the traction notches only after the complete train has
come on the straight or level track.
2.13.1. HOW TO AVOID TRAIN PARTING/COUPLING BREAKAGES
The couplings do not generally break with normal tractive efforts. The electric loco
cannot exert sudden pulls as the voltage can be increased only gradually step by step.
However it is possible for the loco pilot to cause a jerk without aware or directly
responsible and cause breakage. The circumstances under which such failures can
occurs and how to avoid them are indicated below
(i) PARTING AND COUPLING BRAKAGE DURING SHUNTING
While performing shunting, charge full train by BP pressure and whenever brake
applied give adequate time for releasing and follow the speed limit during shunting.
(ii) PARTING ON HEAVY RISING GRADIENT
The parting on severe rising gradient is caused by the train engine exerting a very
high tractive effort with brake binding on the train. This happens during a re-start
after a stop. A golden rule for preventing the parting on rising gradients is as follows.
Do sanding before coming to a halt on rising gradient. Wait until the BP pressure is
fully re -created as obtained during the run wait for another three minutes for the
load to get released. Hold the train on the engine brakes fully. Make a start, do not
exceed the maximum starting current. If the train does not start at this value the loco
pilot must know that there is brake binding and attend to the train. It always
advisable to check the engine before proceeding to check the train.
2.13.2. PRECAUTION TO AVOID TRAIN PARTING
a. When starting a train, tractive effort should be applied gradually to ensure all the
coupling are stretched gradually.
b. Pick up speed notch by notch and start train smoothly & without jerk.
c. Specially on down gradients Rheostatic barking should be invariably used for
controlling the speed of the train.
d. If it is not enough to be guided solely by the BP gauge, sufficient time (3 min)
should be given to release train brakes fully.
e. Do not use loco independent air brake to stop train.
f. Ensure engine coupling is properly tightened and locked before stating train.
g. Reduction of BP pressure should be minimum for application of train.
h. In the normal circumstances emergency application should be avoided. If
emergency application has been made for any reason then never put A-9 to
release position until the train has come to stop.
2.13.3. LOCO PILOTS DUTY IN CASE OF TRAIN PARTING
On train parting GR will automatically come to 0, BP pressure drops and train brakes
gets applied. White needle or air flow indicator gauge shifts ahead and LSAF glows.
Auto flasher light will work.
Following should be done by the loco pilot in addition of observing of G &SR.
1. On train parting, Loco pilot will switch on FLASHER LIGHT immediately
2. After the rear portion comes to stop, loco pilot will put A-9 on emergency so that BP
pressure charging is stopped.

19
 3. After the front portion comes to stop, feed pipe charging cock of the loco should
close. When it becomes clear that adjoining lines has not been obstructed, switch
off FLASHER LIGHT.
4. Assistant loco pilot should go back and close the angle cocks of BP & FP of parting
portion and then Loco Pilot will keep A-9 on release position and open the FP
charging COC.
5. When BP rises to 5.0Kg/cm2 in front portion, try to couple the load again, connect
the hose pipes of BP & FP and open angle cocks.
6. Ensure requisite BP and FP pressure in guard‗s van and conduct BP continuity test
after that work the train.
2.13.4. SUDDEN DROP OF BP PRESSURE IN RUNNING TRAIN.
In case of sudden drop of BP pressure while train is in motion, loco pilot should presume
that some abnormality has developed in his train such as train parting/derailment or
fouling of adjoining line.
It should be presumed by the loco pilot on priority that adjoining line has been fouled and
immediately switch on ―Flasher light‘ after he should try to locate other abnormality
developed in his train. When it becomes clear that adjoining line has not been
obstructed, switch off ‗Flasher light‘ and do the needful.
Loco Pilot/Assistant Loco pilot should switch on the “Flasher light‟ in the following
circumstances during day and night. Also whistle 0000 and inform guard for train
unable to proceed ahead.
1. Train has derailed or train parting / accident has been taken place.
2. Without application of brakes by loco pilot, sudden emergency brakes got applied in
the train.
3. Heavy stretch with abnormal jerk or/and drop of BP pressure in train.
4. Sudden deviation in air flow indicator needle in loco.
5. In case of rail fracture/weld fracture.
6. Stalling of train on 1 in 400 falling/rising gradients.
7. In case of OHE failure/ tripping.
8. On seeing fire or smoke.
9. Obstruction on adjoining line or defects in OHE or any incident in which adjoining
line/ lines are obstructed.
10. When loco pilot working the train on wrong line with proper authority to proceed(If
Gateman, gang man, station staff notice that train running on wrong line without
switching on flasher light, should stop train immediately).
11. Unable to start train between sections and to give information to the incoming train.
12. In case of loco failure.
13. Switch on the ‗Flasher light‘ of vehicle going for opening communication system on
single line section.
Switch off the flasher light after confirming that adjacent line is not obstructed.
2.13.5. DUTY OF LOCO PILOT ON SEEING FLASHER LIGHT ON
Loco pilot should immediately stop the train on seeing flasher light is ON, also apply
emergency brake if essential so that train comes to stop before flasher light and after
confirming that there is no any obstruction/abnormality to start ahead.
2.14. PROCEDURE FOR PASSING NEUTRAL SECTION
It is necessary to switch off power on locomotive while passing through a neutral section
to prevent the possibility of arcing at the OHE and possible damage to it. Following
procedure should be adopted to pass the Neutral section.
1. Before approaching the neutral section
20
 a. Pick the speed of the train to maximum possible observing permanent and
temporary speed restrictions.
b. Build-up 9.5Kg/cm2 pressure in MR.
2. At ‗500M board‘ start regressing the notches gradually and if required, quick
regression may be done. Bring MP on ‗0‘.
3. At ‗250M board‘ the loco pilot should be ready to open DJ/VCB.
4. At ‗DJ open board‘ open BLDJ watching LSDJ.
5. If LSDJ does not glow, lower panto at once.
6. At ‗DJ close board‘ close DJ and ensure all blowers working.
7. Resume normal traction.
PRECAUTIONS:
i) If the locomotive stopped within the conventional neutral section, the train cannot
restart and special arrangements will have to be made to push or pull it by arranging
of another locomotive. Therefore, as a normal rule the train should coast through a
neutral section. However, if some reason it becomes necessary to stop the train in
the vicinity of a neutral section, the loco pilot must try his best to stop the locomotive
after crossing the neutral section. Only in an emergency or to avert an accident, may
the locomotive be brought to stop within the neutral section.
ii) If the speed of the train while approaching a neutral section is low. The master
controller off at 500m board, power may be kept ‗on‘ till the DJ/VCB is tripped at the
―DJ open board‖. In multiple loco press down ‗BLSN‘ simultaneously.
iii) It is also necessary to keep a watch on BP gauge while approaching a neutral section
the loco pilot should judiciously act to avoid the loco stopping under ‗dead Zone‘. The
loco pilot must recreate full BP pressure before notching up.
iv) If locomotive is stuck-up in PTFE neutral section then lower the rear panto and raise
the front panto close VCB and resume normal traction.
2.14.1. PASSING OF NEUTRAL SECTION IN MU
In case of MU locos-The procedure of passing neutral section is same as mentioned in
para 2.14, but following extra operations have to be done.
1. At ‗250M board‘ -- Press down BLSN and ensure DJ/VCB tripped and Panto lowers
of rear loco.
2. At ‗DJ open board‘ - open BLDJ watching UA :if UA does not comes to ‗0‘ lower
Pantograph.
3. After passing neutral section, at ‗DJ close board‘ - Close BLSN (UP) and ensure
rear pantograph raise, close BLDJ and press BLRDJ and ensure LSDJ
Extinguishes.
2.14.2. Measures to be taken while passing through „LOWER PANTO ZONE‟
(i.e. Temporary neutral section)
Same procedure to be adopted as mentioned in Para 2.14 with taking extra precaution
of lowering panto after tripping DJ/VCB at the given KM no. in caution order. After
Passing lower panto zone‘-raise panto, close DJ/VCB and proceed further.
2.14.3. ACTION TO BE TAKEN BY ASSISTANT LOCO PILOT AFTER PASSING
NEUTRAL SECTION
Unless a neutral section is immediately followed by station signals or any other
conditions where controlling of train is necessary , the Assistant loco pilot should go
inside the loco corridor after passing the neutral section and should check the following
i) All auxiliaries‘ means MVMT, MCP, MVSL, MPH, MVRH and MVSI have started
working.
ii) Ensure any auxiliaries are hot during running. If running hot then note it in loco log
book and inform to loco pilot also.

21
 iii) Check battery charger ammeter, normally it should not be more than 2-3 ampere, if
found more to be entered in log book. Also check battery voltage after every half an
hour and enter in log book.
iv) Check SMGR pressure 2.5-3.5Kg/cm2.
v) Check there is no smoke or abnormality in any equipment.
vi) Check all the ammeters, volt meters and speedometer of rear cab working properly.

2.15. OBSERVATION DURING RUN:-

1. Keep a frequent watch on the Ammeters, Voltmeters and pilot lamps.
2. Watch frequently the Line Volt meter, Speedometer, Pressure gauges MR, BP, FP
and air flow indicator etc.
3. ALP will check Locomotive in every half an hour regularly.
4. Always be vigilant to observe signals, track and OHE.
2.16. MEASURES TO BE TAKEN DURING HALT:-
ALP will check all sanders, wipers, safety fittings under frame, CBC & their parts,
crackness in bogie-frame, brake rigging,& its safety fittings, equalizing beam and it‘s
cutter pin, helical springs, connections between loco and load. Bolt of hydraulic dampers
and safety chain, TM nose pad, safety fittings of under slung MCPs and temperature of
all axle boxes and any other abnormality .ALP will drain all drain COCs of MR1 & MR2,
CFDCs and after cooler.
NOTE:- Pressure of MR4 is used for braking system, don‘t drain it.
2.17. PROCEDURE TO STABLE THE LOCO ALONE OR WITH LOAD:-
In shed/yard LP will adopt the following procedure to stable the loco
1. Keep SA-9 on application, ensure 3.5 Kg/cm2 pressure in BC gauge.
2. Apply hand brake and ensure chain is tight.
3. Release SA9 ensure BC gauge is showing 0kg/cm2.
4. Check hand brake piston is outside and brake blocks are binding with wheel.
5. Apply SA9 ensure 3.5 Kg/cm2 pressure in BC gauge.
6. Keep A-9 on emergency and close A-9, SA-9 COCs.
7. Check MR pressure 9.5 & RS pressure 8.0 Kg/cm2, and close RAL COC.
8. Keep MP on ‗0‘, & MPJ on ‗0‘.
9. Open all BL switches, open DJ, lower panto and lock BL Box.
10. Ensure all drain COCs are closed.
11. Switch ‗off‘ ZRT/ZPR, Keep HBA on ‗0‘.
12. Apply wooden wedges.
2.18. IMPORTANT INFORMATION REGARDING WORKING OF MU:-
1. On opening BLDJ, DJ of both loco opens.
2. On opening BLSN(press down),panto lowers/DJ opens of rear loco
3. VCB of front loco can‘t be open, from rear loco.
4. To open VCB of rear loco –press BLSN, but to close the DJ of rear loco, close
BLSN and press BLRDJ.
5. On DJ tripping of any loco, LSDJ, LSCHBA, LSGR, LSB will glow. If DJ trips of front
loco LSGRT will also glow. If DJ trips of rear loco –LSOL will glow and LSGRT will
remain extinguish.
6. Whenever HOBA of one loco to be kept in ‗OFF‘, then HOBA of both loco to be kept
‗OFF‘.
7. On rear loco –DJ can be closed by pressing BP2DJ but can‘t be open by BP1DJ. In
emergency DJ/VCB can be opened by removing CCPT.
8. Keep ZSMS on ‗0‘of both loco, for ‗EEC‘ working.

22
 9. If HQCVAR in front loco is kept on ‗0‘, then never close DJ separately. In such
cases, open DJ of front loco & then close VCB of both loco together.
10. If there is defect in any loco, remove the jumpers, clear section and do TSD as a
single loco.
11. In MU loco (conventional/MPCS) keep MP on ‗0‘ before applying braking & ensure
GR of both loco has come on ‗0‘.
12. While working a light load with MU, shut down the rear loco by opening BLSN. Put
HBA on ‗0‘ & if required close IP coc in rear loco.
13. If rear loco is shut down ,then while taking over charge, crew will check battery
voltage of rear loco .If it is found less then ‗100‘V Inform TLC & energize the loco &
note down in log book .
14. Enter the LP ID, T No and load in both loco SPMs. while taking over charge.
2.19. PROCEDURE TO BE ADOPTED IN CASE OF FAILURE:-
Observe G&SR 6.03 & 6.04(2) before clearing conventional loco as dead, when a relief
loco is WAG-5/7/diesel/3phase loco. As given below:-
1. Put A-9 on emergency, ensure BP is ‗0‘.
2. Put SA-9 on application position.
3. Open DJ/VCB, lower pantograph & HBA on ‗0‘.
4. Close BP/FP charging COCs& IPMV COC.
5. Close A-9/SA-9 COCs in both cabs.
6. Lock the J-1&J-2 in neutral.
7. Couple the working loco with dead loco, keep loco brakes in apply condition of
working loco.
8. Put A-9/SA-9 on release in dead loco.
9. Join the BP/FP hose pipes between both locos. Open angle cocs of BP/FP hose
pipe between both loco. Ensure BP/FP charging. Do continuity test & start train.
(A) MR/BC equalizing pipes cannot be connected
a) Dead loco is attached next to working loco will work as piped vehicle in train
Action to be taken in dead loco
1. Drain all MRs/ AR & close drain cock.
2. Isolate DV, & release loco brake by QRV. In case residual BC pressure remains
to be release by bogie isolating COC of both bogies and make it normal after
ensuring BC pressure 0 kg/cm2.
3. Keep MU2B on trail.
4. Open angle COC of BP/FP between working loco & dead loco and charge BP &
FP, and work the train after BP continuity test.
b) Dead loco is attached next to working loco will work as coupled light engine
Action to be taken in dead loco
1. Apply SA9 of working loco and in dead loco release loco brakes through QRV
of DV. Ensure loco brakes are fully released if in case residual BC pressure
remains, release by bogie isolating COC of both bogies and make it normal
after ensuring BC pressure 0 kg/cm2.
2. Keep MU2B on lead position.
3. Open angle COC of BP/FP between working loco & dead loco and charge BP &
FP, wait for 8 to 9 min so that MR of dead loco gets charged.
4. Loco pilot will ensure application and releasing of loco brakes in both loco by
A9.

23
 Note:-
1. Brakes will apply in both loco by A9 of working loco‘s working cab.
2. If in working loco brakes are applied by SA9 then brakes will apply in working
loco only.
3. Take traction notch after one minute of releasing the loco brakes .as in dead
loco, it takes about 1 min to release.
4. An ALP should be booked in dead loco for escorting.
5. Maximum speed should be 60 kmph.
(B) MR/BC equalizing pipes can be connected
Action to be taken in dead loco
1. Apply SA9 of working loco and in dead loco release loco brakes through QRV
of DV. Ensure loco brakes are fully released if in case residual BC pressure
remains, release by bogie isolating COC of both bogies and make it normal
after ensuring BC pressure 0 kg/cm2
2. Keep MU2B on trail.
3. Connect MR/BC equalizing pipe between working and dead loco. Open angle
COC of MR/BC/BP/FP between working loco & dead loco and charge BP & FP,
and work the train after BP continuity test.
4. Loco pilot will ensure application and releasing of loco brakes in both loco by
A9 & SA9.
PRECAUTION:-
As a final check, run the locos for about 500mts and feel for any abnormal rise in
temperature of the wheels of the dead loco and also check it at subsequent stops during
journey for any brake binding.

24
 CHAPTER 3
IMPORTANT OPERATING AND TECHNICAL GUIDELINES
3.1. LOCO TROUBLE SHOOTING ON LINE
Whenever any electrical trouble in loco is experienced on line, first try to clear section
and if loco/load stuck up on gradient then first secure loco/load to prevent roll down(As
per SR 6.04(2)(B) and after that try to trouble shoot as per instructions of TSD. If
successful, work further and wherever convenient inform TLC. Enter in loco log book.
If fault is not rectified within 20 minutes. Inform TLC about loco trouble and ask for
assistance. Even after asking for the assistance continue to trouble shoot and
subsequently if you are able to move your train consult TLC and if TLC confirms that no
any assisting loco has been sent into the section then work the train.
But if the assisting loco has been already sent into section, wait for the assisting loco
there only and clear section with the help of assisting loco. After clearing the section, the
assisting loco can be detached. If due to some or other reason loco pilot not able to
contact TLC/control, observe instructions of G&SR 6.03 & 6.04(2).
3.2. ABNORMALITIES OBSERVED ON LINE-INFORMATION TO TLC
1. All the loco troubles and other abnormalities experienced on line must be informed
toTLC enroute if convenient or on arrival.
2. Any trouble on line which can cause failure further/next trip should be informed to
TLC well in advance of relief point.
3. Any detention on line on account of loco trouble or other disputed detention should
be reported to TLC, enroute if convenient or after arrival. The same should enter in
Abnormality register kept in TCC office.
4. For taking guidance from TLC regarding loco trouble, the loco pilot himself should
contact with TLC as far as possible.
5. During monsoon season frequent checks should be made by Assist. Loco pilot and
whenever convenient by loco pilot during running and stationary condition to check
the leakage of water into the loco. Report about water leakage giving the location
and extent of leakage should be given to TLC.
6. LP/ALP should not fail to check inspection cover of T/Motors at convenient
stoppages. In case any inspections cover found missing. The same must be
reported immediately to TLC and loco can be worked after isolating the concerned
T/Motor.
7. Loco pilot should contact TLC for guidance in trouble shooting only after trying to
troubleshoot as per TSD and being unsuccessful.
3.3. ENTRY IN LOCO LOG BOOK
1. Required columns in the loco log book should be filled up before starting.
2. All loco troubles experienced during working of loco must be written in loco log book
clearly even if there has been no time loss.
3. All entries by loco pilots in loco log book should be entered with blue ink only.
4. The OHE voltage, BA voltage, CHBA voltage and charging current should be
checked regularly and enter in loco log book.
5. Make it a habit to read the remarks of loco pilot of preceding 2-3 trips and of
maintenance staff in loco log book while taking charge of the loco.
Note: It is responsibility of assistant loco pilot to fill up Loco log book and loco pilot dairy.
Loco Pilot should check same.

25
3.4. CHECKING OF “BRAKE FEEL TEST”AND “BRAKE POWER TEST”
While taking over charge of LE, never forget to conduct brake test. (Para 1.5 II (A) & (B)
Page 6) Ensure that loco brake power is OK. The condition of brake blocks, piston travel
and brake cylinder pressure.
A. CHECKING OF”BRAKE FEEL TEST”
To be done immediately after start at the station or yard on attaining speed of about
15 KMPH, shall drop pressure by 0.5Kg/Cm2 through A-9 and release immediately.
The crew shall feel the application of brake & speed should be dropped about
10Kmph.
B. CHECKING OF”BRAKE POWER TEST”
1. To be done by Loco pilot in first block section on attaining speed 60 to 70kmph in
case of coaching train & 40 to 50 Kmph in case of goods train.
2
2. Loco pilot shall drop BP pressure by 1.0 Kg/cm in coaching train and loaded
2
goods train and 0.5 Kg/cm in case of empty goods train, through A-9 and release
after a pause.
3. The speed of the train should be drop to 30 to 35 kmph in coaching train and 20 to
25 kmph in goods train and by the time BP pressure comes back to 5.0kg/cm2 &
AFI shows ‗0‘.
4. If brake power is not adequate, then work carefully. If brake power of train is very
less so that running time cannot be maintained then ask assistance for TXR from
C&W deptt. Control the train from long distance up to first ‗Halt‘.
5. After reaching on destination, if loco is detached from load and if work light engine,
first should check brake power of loco then start. In first block section brake feel
test to be conducted for light engine also.
6. Whenever any wagon/coach is being attached or detached enroute the ‗BP
CONTINUTY‘ should be carried out compulsorily and for ensuring required brake
power, brake feel test to be carried out again.
7. Before entering in falling gradient, brake power should be tested in advance.
3.5. CONSERVATION OF ELECTRIC ENERGY
GUIDING POINTS FOR CONSERVATION OF ELECTRIC ENERGY
a. Plan and do maximum coasting so as to avoid reaching before time at junction/Big
stations.
b. On down gradient bring MP to ‗0‖to conserve electric energy.
c. Always keep in mind that coasting reduces the braking distance which reduces the
risk of passing signal at danger. Observe coasting boards as per rules.
d. Apply the brakes judiciously and avoid opening of notches again and again for
stopping of train at a required place.
e. Open BLVMT and switch ―OFF‖ blowers whenever halt is more than 10 minutes.
f. Keep a watch on BP pressure on run, if drop noticed, MP to be brought to ―0‖. Find
the cause and take action accordingly and then resume traction again.
g. Ensure complete releasing of brakes before starting.
h. If expected halt of train more than 1 hours than de-energise the loco after
consultations of TLC.
i. If the train is running right time, coast while passing through a station.
j. Take precaution and avoid slipping of wheels while starting or on run. Wheel
slipping may result in stalling of load and ultimately excess consumption of electric
energy.
k. Take proper learning of road and be well conversant with the load, so that proper
use of coasting can be done.
l. Always keep your train well under control.

26
3.6. WORKING LOCO WITHOUT PILOT LAMPS
1. While closing DJ/VCB, watch UA deviation and release BLRDJ within 3-4 sec. of UA
deviation.
2. Keep Good watch on UA (line voltmeter) and the noise of auxiliaries to get the
indication of tripping.
3. The deflection of UA needle and noise of auxiliaries will be the only checking sign
for closing of DJ/VCB and for trouble shooting purpose.
4. Keep a regular watch on battery and battery charger voltage and battery charger
current.
5. Frequently check tell-tale fuses on RSI blocks. If LED is provided on RSI blocks
then check all LED are extinguish.
6. Continue hauling the train up to next locomotive relief point and inform TLC on first
normal stop.
7. Enter in loco log book stating where TLC has been informed.
8. Do not use dynamic brake.
9. Keep watch of deflection of ammeter and abnormal sound of traction motors.
3.7. WORKING WITHOUT HEAD LIGHT
1. Keep ZRT/ZPR switch in OFF position.
2. Ensure marker light is glowing.
3. Inform control and TLC.
4. Proceed with restricted speed not more than 40KMPH. If section having any speed
restriction then work the train with that restricted speed throughout the section.
5. Whistle frequently.
3.8. MOVEMENT OF TRAIN WHENEVER SPEEDOMTER IS FAIL
At the time of shed out speedometer should be in working condition. If SPM fails
enroute then work the train with 10% less speed of Maximum permissible speed.
3.9. OPERATION OF MEMORY FREEZE SWITCH PROVIDED ON
SPEEDOMETER
Break the glass and switch on Memory freeze switch provided on SPM in case of
accident of Loco/train. Short term memory gets freeze. Once the switch is operated the
LED will glow. Inform to TLC and note in loco log book. There will not be any more
recording in the ―short term‗‘ memory as long as the memory freeze switch is ON.
There is no effect in the ―long term‘‘ memory even if the loco is moved.
3.10. OPERATION AND USE OF PORTABLE FIRE EXTINGHUSHERS PROVIDED
ON ELECTRIC LOCOS
In electric loco four fire extinguisher (2-2 in each cab) Dry chemical Powder type of
capacity 3.5 or 5 Kg or CO2 are provided. The fire extinguisher can be used in
following manner In case of fire-
1. Pull the web strip thus releasing the clamp, which holds the extinguisher on the
bracket.
2. Pull out the extinguisher from the bracket and keep the safety clip just below the
knob and carry it on the place of fire.
3. Remove the PVC Cap (if provided) from the nozzle.
4. Remove the safety clip from the valve.
5. Turn the extinguisher upside down and strike the knob, squarely on hard surface so
as to puncture the sealing device.
6. Guide the jet of BCF on the seat of fire with a sweeping motion from side to side.
7. Make use of another fire extinguisher in the same way, if required.
8. Enter in loco log book the total Nos. of fire extinguishers used with their specific
numbers.

27
3.11. EMERGENCY FIELD TELEPHONE
One portable emergency field telephone is provided to each electric loco pilot. At the
time of sign on, loco pilot must ensure emergency telephone is in working condition.
While working on line, whenever the train comes to stop in section due to accidents,
loco failure or any other abnormalities and is unable to move , the loco pilot can
contact TPC/TLC from emergency socket boxes(provided along the track at average
interval of 1KM) with the help of portable emergency field telephone. The location of
nearest emergency socket box can be judged by the indications painted on OHE
masts.
3.12. PROCEDURE FOR USING EMERGENCY TELEPHONE
1. Take the emergency telephone to the nearest emergency socket and hang on it
through the belt.
2. Remove the key from emergency telephone box and open the lock of emergency
socket.
3. If key is not provided or lock is not getting opened, break open the lock.
4. Fix up the six pin plug into the emergency socket properly.
5. Hold the receiver in hand and press the spring loaded switch marked as ―Press while
speaking‖.
6. Speak Emergency-Emergency till TPC responds.
7. On getting response from TPC, give the full details required to TPC/TLC.
8. In case, no response is heard even after trying for 1-2 minutes, the loco pilot/Assistant
loco pilot should speak out the required details, anticipating that TPC may be listening
to all his details. Later on as situation permits, try from another telephone socket.
. 9. After the talk is over with TPC/TLC, remove the emergency telephone and lock the
emergency socket box.
10. Make entry in loco log book regarding the use of telephone.
Note: It is not a duty of loco pilot for getting power block on AC locomotive.
3.13. PANTOGRAPH/ROOF EQUUIPMENT/OHE DAMAGED ON LINE
1. In case of damage to panto or OHE, lower the pantograph immediately and stop the
train nearest to telephone post.
2. Contact TPC through emergency telephone.(Para 3.12)
3. Inform TPC about the particulars of defects or damages with KM no., between
stations, Loco number, train no, up or down direction etc.
4. Asked TPC for sending OHE staff.
5. After suppression of OHE tension by OHE staff, ground the loco.
6. On getting ―Permit to work‖, ensure OHE is being grounded from both side than
after climb on roof with the help of ladder and do work. If pantograph is found
damaged then isolate it by HPT link switch.
7. After completion of roof work remove all materials from the roof. Secure & isolate
the damage panto.
8. Return ―Permit to work‖ token to OHE staff. OHE staff will talk to TPC for restoration
of power.
9. After power is restored unground the loco, raise the other panto, close DJ/VCB and
resume traction.
Note: (1) Do not forget to protect the train as per G& SR 6.03 & 6.04.
(2) If OHE is not damaged, wait for OHE staff to come and give permit to work.
After that only climb on the roof.

28
3.14. FIRST-AID IN CASE OF ELCETRIC SHOCK
1. Whenever a person comes in contact with live wire, switch ―OFF‖ the source of
supply if known.
2. If the source of supply is not known attempt should be made to remove the person
from contact of live wire by using non conducting materials i.e. dry wooden stick dry
blanket, rubber rod or paper whichever is readily available on the spot.
3. Never touch the body with bare hand when the person is in touch with the live wire.
4. After the electrocuted person is removed from the contact of live wire send for the
doctor at once and in the meantime give him first aid. If the person is alive and if
necessary give him artificial respiration.
5. Before giving artificial respiration ensure that no bones are broken, there are no
fracture 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 are burn injuries.
8. Serious burns should be treated with proper oil dressing and avoid exposing the
patient to the cool atmosphere.
3.15. SAFETY RULES CONCERNING 25KV AC TRACTION
1. Do not approach 25Kv limits directly or indirectly within two meters radius.
2. On line before going on the roof of the locomotive, ensure power block has been
taken. Earthing poles has been provided on both sides of the loco, ground the loco
and after obtaining ―permit to work‖ token from OHE staff then go on the roof of
loco.
3. To carry out roof inspection in shed, always check and confirm that the correct
isolating switch corresponding to the line, where the loco is standing is opened.
Ensure isolating Switch is properly opened and blade of the earthing heel is properly
engaged in the clip for earthing the OHE.
4. Ensure loco isolating switch handle is locked with personal padlock and retain the
key personal custody.
5. Do not direct any jet of water or foam towards OHE.
6. Do not project any part of the body above roof level of loco while changing the
Headlight bulb.
7. Do not walk in between track under OHE.
8. Do not touch any conductor lying close to electrified line.
9. Do not stretch hand or any conductor on the OHE from a over bridge.
10. Do not enter into HT compartment until such time, the loco is brought to a stand and
ground.

29
 CHAPTER-4
4.1. STANDARD INSTRUCTIONS FOR REPLACING FUSES
1. Remove the fuse from its housing and test it at the test lamp-LECC. If the fuse is
found to have blown, take another spare fuse of the same capacity from the spare
fuse-board and test it with LECC. In case, it is ok screw the good fuse properly into
its housing. If the fuse holds, carry on and book the defect in loco log book.
2. In case the fuse so replaced does not hold, put HOBA in OFF position. Take
another good fuse of the required capacity from the spare fuse board, screw the
good fuse in position and carry on.
3. If the fuse again blows—Refer the concerned failure in TSD and do the trouble
shooting further.(chapter 7- page 46-48)
4.2. STANDARD INSTRUCTIONS FOR WEDGING OF EM CONTACTORS
1. De-energise the loco. Close IP coc, switch off the battery.
2. Wedge the contactor using the standard wedging clamp .Ensure that the contact of
the contactor are closed with full pressure.
3. Switch on the battery, open IP coc. Energise the loco
4. Whenever C105, C106, C107 are wedged, respective rotating switch should be kept
in '0' or '3' position every time when DJ is to be closed. Keep it back to position'1'
after closing DJ.
Note:- Do not wedge C118 under any circumstances.

4.3. STANDARD INSTRUCTIONS FOR WEDGING RELAY

1. De-energise the loco .Switch off battery if required after closing IP coc.
2. Wedge the relay and see that all the auxiliary contacts are fully operated.
3. Switch on the battery. Energise the loco. (Open the IP coc)
4.4. STANDARD INSTRUCTIONS AFTER PUTTING HQOA IN '0' POSITION
1. Ensure that any auxiliary contactor is not stuck up in close condition.
2. Keep frequent watch on all the auxiliary equipment‘s i.e. MCP, MVSI, MVSL,
MVMT, MPH, MVRH, CHBA, ARNO, TFVT, RTPR, HEATER, TK PANEL, etc.,
against any smoke emission. Also feel the auxiliary motors by hand to see if any
auxiliary is unusually warm. In case of smoke emission from any of the above,
isolate the same and work with the required precaution/restriction. Contact TLC on
arrival at next station.
4.5. STANDARD INSTRUCTIONS FOR OPERATING AUXILIARY ISOLATING
SWITCH.
1. Switch HPH, HVSL1, HVSL2, HVSI1, HVSI2& HCHBA are connected in auxiliary
power circuit. Trip DJ/VCB before operating this switches.
2. HVRH, HVMT1, and HVMT2, are connected in control circuit. So open BL switches,
keep MPJ on Ö‖ to stop the blowers before operating this switch.
3. To operate HCP, open BLCP/ BLCPD.
Note: - Switch HPH, HVSL1, HVSL2, HVSI1, HVSI2 are painted red in BRC and BL loco
sheds locos

4.6. In case of QOP drop in running train inform TLC by noting down the
following
1. Description of trouble and action taken.
2. OHE voltage.
4. Notch position, TM Current and Voltage.
5. Does QOP drop while shunting notch, If yes which notch?
6. Speed of Train.

30
 7. Any other observation like excessive vibration, atmospheric temperature, heavy
rain, etc.
Note: In case of QOP drop the loco pilot will note the above description in logbook also.

4.7. Standard instructions to be observed when HQOP is kept in 'OFF' position

1. Stop the train and keep A-9 on minimum reduction, apply SA-9 take 2-3 notches
and confirm the working of all blowers. After two or three minutes. Check TM, SL
and HT compartment for any smell or smoke. If everything is normal contact TLC
and as per his instructions proceed ahead for 1 or 2 section checking SL, HT and
TM for smoke/smell/fire and fail the loco.
2. If load is in permissible limit isolate the RSI-1 block.
3. Before starting take 2-3 notch, depute ALP to ensure free movement of all wheels &
for any abnormalities in TM & SL.
4. If any smoke in noticed in TM, SL, and HT compartment then ask for assistance.
4.8. Maintenance schedule & periodicity of Elect. Locos (Conventional)
Mainte WAP-1/ WAM-4 WAP-4/ WAG-5 WAG-5 (TAO) Freight locos
nance (TAOCHI) WAG-5 (TAOCHI)/
schedu WAG-5H/ WAG-7
Passenger Loco
le
TI After 3000 kms or one trip whichever is later. 15 days 20 days
IA 40± 3days 60 ± 3days* 45 ± 3days 60 ± 3days*
IB 80± 3days xxx 90 ± 3days 120 ± 3days*
IC 120±3days 120 ± 3days* 135 ± 3days 180 ± 3days*
AOH/T 12 months ± 18 months ± 15days* 18 months ±15days TOH**-24 months
OH** 15days ± 15days*
IOH 36 months ± 1 36 months ± 1 month 54 months ± 1 month 72 months ± 1
month or 4 Lakh or 6 Lakh kms or 6 Lakh kms month or 6 Lakh
kms (6 Lakh km for whichever is earlier whichever is earlier kms whichever is
WAP-1) whichever earlier
is earlier
POH 6 Years ± 3 6 Years ± 3 months or 9 Years ± 3 months 10 Years ± 3
months or 8 Lakh 15 Lakh kms whichever or 12 Lakh kms months or 12 Lakh
kms (12 Lakh km is earlier whichever is earlier kms whichever is
for WAP-1) earlier
whichever is earlier

**AOH is re-designated as TOH ( Term overhaul ) * On trial basis for 2 years

31
32
 CHAPTER 5
(VCB/DJ) trip in loco with Arno
Procedure to find out the abnormal sign in case of (VCB/DJ) tripping
During working (when VCB/DJ is in close position) or while energizing the loco, (VCB/DJ) may
trip due to any of the possible numerous reasons. LP should try to find out the correct reason
of tripping so that accordingly correct troubleshooting can be done to maintain(VCB/DJ) in
close position. Haphazard way of trouble shooting and reclosing of VCB/DJ repeatedly may
lead to the loss of time, damage to electrical equipment and ultimately loco failure.
Therefore, in case of VCB/DJ tripping, LP should first find out the ‗correct‘ abnormal sign as
per the procedure given below and then do the trouble shooting as per TSD-
A. CHECK THE RELAY TARGETS FIRST:-
i. if any relay target is found dropped :-
Abnormal sign—refer the corresponding failure in TSD page 35-39
ii. if no relay target is found dropped :-
Do testing as per the following procedure:-
B. PREPARATION FOR TESTING:-
 Put MP is on ‗0‘.
 Ensure LSGR glows-If not glowing, check SMGR drum and if GR is not on 0, bring it
manually to ‗0‘. If GR is on‘0‘ ignore LSGR.
 Open BLVMT.
 Ensure MR/RS pressure is normal, if less then build up RS pressure.
 Ensure contact of panto with OHE.
C. TO PICK UP ABNORMAL SIGN
Keep BLDJ closed and press BLRDJ watching LSDJ, UA and LSCHBA very carefully in
that sequence so as to pick up the correct abnormal sign mentioned below in order of
sequence.
i. LSDJ DOES NOT EXTINGUISH –ICDJ
Abnormal sign -refer to TSD. Failure no.1 on page 40.
ii. LSDJ EXTINGUISHES BUT UA DOES NOT DEVIATE AND NO NOISE OF
STARTING OF ARNO IS HEARD
Abnormal sign-refer TSD. Failure no.2 on page 41
iii. LSDJ REGLOWS BEFORE LSCHBA IS EXTINGUISHED (LSDJ extinguishes
UA deviates, but LSDJ re-glow before BLRDJ is released)
Abnormal sign--Refer TSD .failure no 3 on page 41
iv. LSDJ REGLOWS AFTER LSCHBA IS EXTINGUISHED
If LSDJ extinguishes LSCHBA also extinguishes then release BLRDJ .if LSDJ glow
within 15 seconds
Abnormal sign—refer TSD failure no 4 on page 41
If LSDJ does not glow within 15 seconds after releasing BLRDJ. Close BLVMT and
wait for 30 seconds. If LSDJ glows
v. VCB/DJ TRIPS ON CLOSING BLVMT
Abnormal sign-Refer TSD failure no.5 on page no.41
If LSDJ does not glow within 30 seconds after closing BLVMT then take one traction
notch, and wait for 15 seconds.
If LSDJ glows
vi. DJ TRIPS ON FIRST NOTCH.
Abnormal sign-refer TSD failure no.6 on page no.42
If LSDJ does not glow after waiting 15 seconds on taking 1st notch then regress
notch open VCB / DJ and if loco is not running keep both HVSI on 0 and close
VCB/DJ again take 6 notches wait for 15 seconds. If LSDJ glows.

33
vii. DJ TRIPS ON 6TH NOTCH
Abnormal sign – refer TSD failure no.7 on page no.42
Note:-If VCB/DJ not tripped on 6th notch (regress notch, trip VCB/DJ and keep both
HVSI1 & HVSI2 on position 1 and close VCB/DJ) continue traction,
viii. VCB/DJ TRIPS ON DIFFERENT NOTCHES (If VCB/DJ trips on different
notches and no abnormal sign is found.
Abnormal sign-Refer TSD failure no.8 on page no.42
Note: - All abnormal signs except ―LSDJ glows before extinguishing LSCHBA‖ will
appear in loco with SI unit.

34
 1- RELAY TARGET VCB/DJ FAILURE
Sr Nature of failure Sub abnormal sign Remedial action
No. with abnormal operation to be
sign carried out.
1 QLM drops and Check for oil spread, a. If anything is abnormal or if there is oil
VCB/DJ trips oil leakage in spread then ask for the assistance
transformer and GR, b. If nothing abnormal reset relay and
there is no oil in trap close VCB/DJ
chamber and no other If QLM drops again then ask for
abnormality in assistance
transformer, RPGR, Note- QLM can be reset only once
CGR, RGR, main
bushing and bus bar
connection etc.
2 (A) QLM drops Check the feeding a. If any abnormality is found then ask
along with any other circuit that oil has not for assistance
Relay VCB/DJ trips spread from GR/ b. If no abnormality is found then check
transformer and the oil abnormality in traction/auxiliary power
level is also normal GR circuit
safety valve is not c. If abnormality is found in concerned
blowing. Check equipment then isolate the equipment
abnormality in CGR d. If no abnormality is found in
1,2,3 and arc chute concerned equipment – reset the
cover, main relay and work the train
bushing/insulator, also e. Inform TLC for the inspection of loco
check there is no by maintenance staff at the nearest
smoke/sparking in any possible place.
other equipment
(B) QLM drops Don‘t reset relay ask for assistance.
again along with any
other Relay VCB/DJ
trips

3 QRSI-1 drops and Check RSI-1, SL-1, L1, a. If any abnormality, isolate the
DJ/VCB trips L2, L3, SJ, J1, CTF, concerned equipment, reset the relay
QD1, Q20, TM1, 2, 3 and work with caution.
etc. for any b. If no abnormality found- reset the
abnormality. relay, close VCB and resume traction.
If QRSI 1 drops again and VCB trips
then find the defective traction motor
by HMCS-1 and isolate it, if not
successful isolate RSI-1 block by
keeping HVSI 1, HVSL- 1 and HVMT-
1 on ‗0‘ and work with remaining three
traction motors.

35
4 QRSI-2 drops and Check RSI-2, SL-2, L4, a. If any abnormality isolate the
DJ/VCB trips L5, L6, SJ, J2, CTF, concerned equipment, reset the relay
QD2, Q20, TM4, 5, 6 and work with caution.
etc. for any b. If no abnormality found- reset the
abnormality. relay, close VCB and resume traction.
If QRSI 2 drops again and VCB trips
then find the defective traction motor
by HMCS-2 and isolate it, if not
successful isolate RSI-2 block by
keeping HVSI 2, HVSL- 2 and HVMT-
2 on ‗0‘ and work with remaining three
traction motors.

5 QOP 1 drops and Check the concerned A. If any abnormality, isolate the
VCB trips equipments RSI-1, equipment, reset relay and work with
SL-1, L1, L2, L3, SJ, caution.
J1, CTF 1, 2, 3, QD1, B. If no abnormality-reset the relay
Q20, TM 1,2,3 etc. for target.
any abnormality, also 1. If QOP 1 resets, close VCB and
check if any metal resume the traction. If QOP 1
piece is shorting the drops again and VCB trips than
equipment with the check the abnormality once again.
loco body. Check all TM, SL, HT
compartment, for any smoke or
smell. If there is no abnormality
than reset the relay. Resume
traction and change the position of
HMCS-1 to find the faulty TM.
Isolate the faulty TM. Inform the
TLC at suitable stop. If QOP1
drops on each position of HMCS1
and no abnormalities are found
then clear the section in coasting,
inform the TLC and stop the train
put the HMCS -1 in normal position
and keep HQOP 1 in OFF position
and reset the relay. Work with
precautions mentioned below. Fail
the loco after clearing one or two
block section as per instruction of
TLC.
2. If QOP-1 does not reset then clear
the section in coasting, stop the
train and inform TLC. Check TM,
SL and HT compartment for any
smell or smoke. Keep HQOP 1 in
OFF position work as per
precautions below. Reset the
relay. Fail the loco after clearing
one or two block section as per
instruction of TLC.
3. If QOP-1 resets and DJ/ VCB does
not close than before
troubleshooting for ICDJ stop the
train, try by keeping HQOP 1 in
OFF position. Observe precautions
mentioned below.
4. If any TM is already isolated due to
36
 auto regression and QOP 1 drops
then put it in service and isolate
the defective TM. If not successful
isolate the RSI 1 block
Precautions to be taken while driving
the train on keeping HQOP 1 OFF
a. Stop the train and keep A-9 on
minimum reduction, apply SA-9
take 2-3 notches and confirm the
working of all blowers. After two or
three minutes. Check TM, SL and
HT compartment for any smell or
smoke. If everything is normal
contact TLC and as per his
instructions proceed ahead for 1 or
2 section, watching SL, HT and TM
for smoke/smell/fire and fail the
loco.
b. If load is in permissible limit isolate
the RSI-1 block.
c. Before starting & on taking 2-3
notch, depute ALP to ensure free
movement of all wheels & for any
abnormalities in TM & SL.
d. If any smoke is noticed in TM, SL,
and HT compartment then ask for
assistance.
..6 QOP 2 drops and Check the concerned A. If any abnormality, isolate the
VCB trips. equipments RSI-2, equipment, reset relay and work with
SL-2, L4, L5, L6, SJ, caution.
J2, CTF, QD2, TM B. If no abnormality-reset the relay
4,5,6 etc. for any target.
abnormality, also 1. If QOP 2 resets, close VCB and
check if any metal resume the traction. If QOP 2
piece is shorting the drops again and VCB trips than
equipment with the check the abnormality once again.
loco body. Check all TM, SL, HT
compartment, for any smoke or
smell. If there is no abnormality
than reset the relay. Resume
traction and change the position of
HMCS-2 to find the faulty TM.
Isolate the faulty TM. Inform to
TLC at suitable stop.
If QOP2 drops on each position of
HMCS2 and no abnormalities are
found then clear the section in
coasting inform the TLC and stop
the train put the HMCS -2 in
normal position and keep HQOP 2
in OFF position and reset the
relay. Work with precautions
mentioned below. Fail the loco
after clearing one or two block
section as per instruction of TLC.
2. If QOP-2 does not reset then clear
the section in coasting, stop the
train and inform TLC. Check TM,
37
 SL and HT compartment for any
smell or smoke. Keep the HQOP 2
in OFF position work as per
precautions below. Reset the
relay. Fail the loco after clearing
one or two block section as per
instruction of TLC.
3. If QOP-2 resets and DJ/ VCB does
not close than before
troubleshooting for ICDJ stop the
train, try by keeping HQOP 2 in
OFF position. Observe precautions
mentioned below.
4. If any TM is already isolated due to
auto regression and QOP 2 drops
then put it in service and isolate
the defective TM. If not successful
isolate the RSI 2 block
Precautions to be taken while driving
the train on keeping HQOP 2 OFF
a. Stop the train and keep A-9 on
minimum reduction, apply SA-9
take 2-3 notches and confirm the
working of all blowers. After two or
three minutes. Check TM, SL and
HT compartment for any smell or
smoke. If everything is normal
contact TLC and as per his instruct
ions proceed ahead for 1 or 2
section, watching SL, HT and TM
for smoke/smell / fire and fail the
loco.
b. If load is in permissible limit isolate
the RSI-2 block.
c. Before starting & on taking 2-3
notch, depute ALP to ensure free
movement of all wheels & for any
abnormalities in TM & SL.
d. If any smoke is noticed in TM, SL,
and HT compartment then ask for
assistance.
7 QLA drops and Check abnormality in a. If abnormality in Arno or other
DJ/VCB trips Arno and auxiliaries equipment which cannot be isolated
etc. ask for assistance.
b. If abnormality is noticed in any
equipment which can be isolated,
isolate the equipment reset the relay
work with concerned restriction.
c. If no abnormality found, reset the
relay, close DJ/VCB start auxiliary
and work the train.
Note: IF QLA drops again it can be
reset maximum three times.

38
8 QOA drops and Check Arno, R118, 1. If any abnormality, isolate the
DJ/VCB trips C118, CHBA, TK panel concern equipment and work with
and auxiliaries for any precaution. If abnormality in Arno,
abnormalities also R118 and C118 ask for assistance.
check if any metal 2. If no any abnormality open switch
piece is shorting the BLRA, BLCP and BLVMT.
equipment with the Remove fuse CCRA1 CCRA 2 and CCVT
loco body. and reset the relay.
i. If QOA doesn‟t reset, keep HQOA
on ‘0‘ position reset the relay, check
Arno, R118, C118 and auxiliaries for
any abnormalities and work with
precaution and inform TLC at the
first opportunity.
ii. If QOA resets, than close the DJ
and start the auxiliaries.
A. If QOA drops again and VCB trips
than keep HCHBA, HPH, HVSL1,
HVSL2, HVSI1 and HVSI2 on 0 and
reset QOA and close VCB.
1. If QOA drops and VCB trips
check Arno, R118, C118, If there
is no abnormality than keep HQOA
on 0 position and isolate QOA and
work with precaution.
2. If QOA does not drop and DJ is
not tripped than keep the switches
HCHBA, HPH, HVSL1, HVSL2,
HVSI1 and HVSI2 one by one on
position ‗1‘ to find out the faulty/
defective auxiliary and isolate it
and work with precaution.
B. If QOA does not drop and DJ is not
tripped than close BLCP. If QOA
drops and DJ trips change position of
HCP to locate defective MCP, isolate
the same & work with precaution.
C. Close BLVMT- if QOA drops and DJ
trips keep HVRH, HVMT 1, HVMT 2
on 0 position, reset the relay and
close DJ and put HVRH, HVMT1 and
HVMT2 one by one on position 1 with
a time gap 10 seconds to locate the
defective auxiliary, isolate the same
and work with precaution.
Note: (i) If the defective equipment
cannot be located in case of
QOA dropping but no
abnormality is found in any of
the equipment than isolate
QOA by keeping HQOA on ‗0‘.
(ii) If any independent auxiliary is
isolated by keeping concerned
switch on ‘0‘ ensure the
opening of concerned
contactor.
.

39
 II DJ/VCB FAILURE
Sr Nature of failure Sub abnormal sign Remedial action
No. with abnormal operation to be
sign carried out.
1 LSDJ does not (i) Less pressure a. Ensure that RAL cock is open.
extinguish b. If RS pressure is less. Build up by
CPA .
(ii) Less battery voltage Put off all unnecessary lights.
If Q118 does not energise due to less
battery voltage. Adopt manual control
of Q44, close DJ/VCB and release
Q44 on extinguishing of LSCHBA.
(iii)Q118 not energising a. Check panto. If panto is raised CCBA
and CCPT are ok. If panto is not
raised- Check CCBA and CCPT. If
the fuse melted, replace the fuse
once if fuse melts again, put HOBA
on OFF position and replace the fuse.
b. Ensure GR is on ‗0‘.If not on ‗0‘ bring
it manually to ‗0‘.
c. check auxiliary contactors
C105,C106,C107 and C118 are open.
d. Take manual control of Q118 (and
simultaneously press BP2DJ/BLRDJ)
till all auxiliaries are started.
e. Wedge Q118.
(iv) Q45 not energising a. Ensure ZPT is on ‗1‘and BLDJ is
when BLRDJ is closed.
pressed b. check CCDJ-use HOBA if necessary
c. check GR is on ‗0‘, SMGR drum
indicates ‗0‘
d. Operate ZPT 2-3 times, again raise
panto and try to close DJ/VCB.
e. Operate BLDJ, BLRDJ, BP1DJ, and
BP2DJ 2-3 times and try again.
f. Operate Q45 manually and release as
soon as LSCHBA extinguishes.
g. Try from other cab.
( v ) Q44 not energising a. Operate GR manually 2-3 times and
when BLRDJ is bring it back to zero, even if LSGR is
pressed glowing.
b. Operate Q44 manually along with
pressing of BLRDJ/ BP2DJ. Release
Q-44 immediately after closing DJ.
(vi) C118 not closing Ground the loco check the coil
when BLRDJ is terminal of C118, operate mobile jaw
pressed 2-3 times unground the loco, try to
Note: This abnormal close VCB/DJ. If unsuccessful ask for
sign will not occur in assistance
SIV locos. Note: - if C118 provided outside HT
compartment operate C118 manually
with help of dry wooden stick to close
VCB.

40
 (vii) C118 closing but a. Check RS pressure, close VCB/DJ,if
VCB/DJ not closing maintain work the train.
Note: This abnormal b. Operate BPEMS 2-3 times and make
sign will not occur in it normal.
SIV locos c. Check C118 N/O inter lock terminals.
d. Close R1 COC and drain RS pressure
in loco with VCB, after draining of RS
pressure close RS drain cock and
open R1 cock. If RS pressure is less,
built by MCPA. Try to close VCB
2 LSDJ extinguishes Check panto a. If panto is not touching OHE, raise the
UA does not deviate other panto, troubleshoot for non-
and no noise of Arno raising of panto failure NO. 11 on
is heard. page number 54.
b. If panto touching OHE ensure that
nothing is shorting OHE with train,
loco or roof bar and panto is not
damaged.
c. Lower panto and check arcing, if no
arcing occurs, switch on flasher light
immediately, close VCB/DJ in every
one minute. After three minutes send
ALP to check the train, if OHE supply
is not restored in 5 minutes contact
TPC and follow his instruction. If
unsuccessful to contact TPC and
OHE supply is restored than clear
block section with speed of 35kmph in
day and 20 kmph in night respectively
d. If arcing occurs try to work with other
panto, if still unsuccessful lower the
panto and contact to TPC/TLC.
3 LSDJ re glows Keep HQCVAR to ‗0‘ a. Check Arno
before close DJ/VCB and b. If Arno working with abnormal sound
LSCHBA is release BLRDJ within or not working ask for assistance.
extinguished 3-4 second (LSCHBA c. If Arno working without abnormal
will not extinguish) sound work the train cautiously.
4 LSDJ re glows after Keep a. If DJ/VCB maintain – check working
LSCHBA is HPH,HVSL1,HVSL2 on of MPH, MVSL1, MVSL2 blowers.
extinguished 3 and close DJ/VCB i. If MPH does not work- isolate it by
keeping HPH on ‗0‘.
ii. If MVSL1 or MVSL2 does not work
isolate the corresponding block.
iii. if all the three auxiliaries are
working put back HPH,
HVSL1,HVSL2 to ‗1‘,one by one to
locate the defective relay and
isolate the same by keeping
switch back to ‗3‘
b. If DJ does not maintain keep
HQCVAR on ‗0‘ and close DJ.
c. If DJ/VCB trips again then wedge
Q118.
5 DJ trips on closing Keep a. If DJ/VCB maintains, check the
BLVMT HVRH,HVMT1,HVMT2 working of blowers MVRH, MVMT1,
on 3rd position close MVMT2.
DJ/VCB i. If any blower is not working isolate
the same.
41
 ii. If all three auxiliaries are working-
locate the defective relay by
putting back the switches to
position ‗1‘, (starting from
HVMT2)one by one with a gap of
‗6‘ second and isolate the same by
keeping switch back to position ‗3‘.
b. If DJVCB trips again then wedge
Q118.
6 DJ/VCB trips on first Check both HVSI. If a. If any blower not working isolate the
notch both HVSI are normal corresponding RSI block
keep HVSI-1 and HVSI- b. If both the blowers are working take
2 on position ‗3‘. Close one notch.
DJ/VCB and check the c. If VCB/DJ does not trips locate the
working of blowers defective QVSI by keeping HVSI1 &
MVSI-1 and MVSI-2 HVSI2 one by one on position ‗1‘ and
isolate the same by keeping
concerned HVSI on position ‗3‘
d. If VCB/DJ trips operate GR manually
7 VCB/DJ trips on 6 Close VCB/DJ close a. If any of the contactors are not closing
notch BLVMT and check (check Q100 and CCA) troubleshoot
closing of contactors and if necessary wedge it (keep
C107,C105,C106 corresponding switch on position‘3‘
for closing VCB/DJ)
b. If all the three contactors are closing
put HVMT1 & HVMT2 on ‗3‘. If VCB
maintains resume traction watching
the working of the blowers.
c. If unsuccessful wedge Q118.
8 DJ/VCB trips on a. Keep HVSI 1 and HVSI 2 on position
different ‗3‘.
notches(VCB/DJ b. Wedge Q118
trips without c. If unsuccessful take manual control of
apparent cause) GR.

42
 Chapter- 6
AUXILIARIESFAILURES
Sr Nature of failure Sub abnormal sign Remedial action
No. with abnormal operation to be
sign carried out.
1. MR pressure does (start CPA to keep DJ a. Open BLCP & Close BLCPD.
not build up on in close condition) b. Ensure HCP is not on ‗0‘ position and
closing BLCP change HCP position to try other
Check MCP MCP‘s
If MCP is not working c. (start blowers) Check Q-100. If not
Energised
I. Check CCA (Use HOBA if
necessary) (Chapter-7 Failure no
14,15 Page no 48)
II. Wedge Q100.
d. Check contactors if C101/C102/C103
are not closing Wedge as per
requirement.
Note: If none of the independent
auxiliary is working, Wedge any
two contactors of C-101/C-
102/C-103, Wedge Q118 &
clear section with 450 amps.
b) If MCP is working a. Ensure that A9 & SA9 cutout cocks of
driving cab are open and closed in
rear cab.
b. Open BLCP and close BLCPD.
c. Change position of HCP and try other
MCP‘s.
d. Ensure MR-4 cut out cock is open
and MR drain cocks are closed.
e. Ensure all angle cocks are closed.
f. Check Leakage – if leakage from
VEAD/ ADV/ VESA/ IPMV/ Unloader
Valve, close the cut-out cock.
g. If leakage from Air Dryer, close A & B
cock and open C cock.
h. Check for heavy leakages from
pneumatic equipments.
2. MPH does not work. a. Ensure HPH is on ‗1‘.
b. Isolate MPH by keeping HPH on ‘0‘.
c. Clear Section with 450 Amps.
3. MVSI-1/MVSI-2 a. Ensure HVSI-1 / HVSI-2, are on ‗1‘.
b. Isolate the block by keeping
does not work
corresponding HVSI, HVSL & HVMT
on ‗0‘ (work with half of permissible
load in case of goods train).

4. MVSL-1/ MVSL -2 a. Ensure HVSL-1 / HVSL-2, are on ‗1‘.

does not work. b. Isolate the block by keeping
corresponding HVSI, HVSL & HVMT
on ‗0‘ (work with half of permissible
load in case of goods train).

43
5. MVRH does not work. On closing BLVMT If all a. Ensure MCP is working (i.e. Q100 is
three blowers are not energised) if not troubleshoot for it.
working then take one b. Ensure HVRH is on ‗1‘
notch and try. c. If C107 is not closing, then
troubleshoot and if necessary wedge
(To close DJ keep HVRH on ‗0‘ or
‗3‘).
d. If C107 is closed but MVRH is not
working then, Isolate MVRH by
keeping HVRH on ‘0‘. Wedge Q118.
Clear section with 450 Amps.
Note: - If on TB panel HC-107 switch is
provided in microprocessor
locos put HVRH on ‗0‘ position
operate HC-107/HC-105
switch to avoid 6th Notch
tripping. Clear section with
450 Amps.

6. MVMT-1 /MVMT-2 a. Ensure HVMT-1 / HVMT-2, are on ‗1‘

does not work b. Ensure C107 is closed. If C107 is not
closing, then troubleshoot & wedge if
necessary.
c. Check closing of C105 / C106.If
C105/C106 are closed but MVMT-
1/MVMT-2, are not working, Isolate
the block by putting the
corresponding switches to ‗0‘. Ensure
C105 / C106 are open.
7. Any auxiliary damaged a. If any fire or smoke is noticed – open
or burnt. DJ, lower the panto, stop the train
and use fire extinguisher to extinguish
the fire. Switch on flasher light.
b. Before energizing the loco always
ensure that the switch of burnt
auxiliary is kept on ‗0‘ and contactor is
fully open.
Do the trouble shooting for the concerned auxiliary as given below (See Failure Sr. no i to
v)

i MPH burnt. a. Keep HPH on ‗0‘ to isolate MPH.

b. Clear Section with 450 Amps.

ii MVSL-1/ MVSI -1 / a. Keep HVSL-1, HVSI -1 and HVMT -1

MVMT-1 burnt. on ‗0‘.
b. Work with half of permissible load
c. If DJ trips on 6th Notch, WedgeQ118.
iii MVSL-2 / MVSI -2 / a. Keep HVSL-2, HVSI -2 and HVMT -2
MVMT-2 burnt. on ‗0‘.
b. Work with half the permissible load
c. If DJ trips on 6th Notch - Wedge
Q118.
iv MCP-1 / MCP-2 / Keep HCP to that particular position
MCP-3 / burnt. on which the burnt MCP is isolated
and ensure its contactor is open and

44
 the healthy MCP is in service.

v MVRH burnt a. Keep HVRH on ‗0‘.

b. Wedge Q118.
c. Clear Section with 450 Amps.
8. CHBA not working a. Check HCHBA position, it should be
(LSCHBA remains on ‗1‘
glowing without DJ b. Check CHBA ammeter.
tripping). c. Check MCB on CHBA if trip, reset it
d. If ammeter needle indicates
discharging current – keep HCHBA
on ‗0‘, work with battery voltage.
(Chapter-11 Failure No 3 Page No.
61)
e. If ammeter needle shows charging
current, ignore LSCHBA, keep watch
on charging current.
Note- 1. Keep HBA on „0‟ in energised loco, if DJ/VCB trips then it indicates CHBA is not
working, if DJ/VCB remains closed it means CHBA is working.
2. To isolate equipment‟s starting with ARNO open DJ/VCB.
3. To isolate independent Auxiliary, open the concerned BL switch.

45
 Chapter- 7
Fuse melting Failure indications
Indication on melting of various fuse
In some conventional loco control supply to VCD & IPMV is given from CCLS fuse (10
Amp.)
Additional Note: It cannot be identified in energised loco as long as DJ/VCB is closed.
CCBA melts Battery stops charging. If DJ/VCB opens or if DJ/VCB is opened then
following indications will occur.
1. Panto Lowers.
2. If GR is on notch, auto regression will not take place & LSGR will not
glow.
3. All pilot lamps will extinguish.
4. LSDBR lamp will extinguish.
5. When ZUBA is pressed Battery voltage in UBA shows ‗0‘
6. Fuse tester ECC will not work.
7. If IP Magnet valve cock is open, emergency brakes will apply.
8. On VCD display unit healthy lamp will extinguish.
CCBA melts Note: It cannot be identified in energised loco as long as DJ/VCB is closed.
Battery stops charging. If DJ/VCB opens or if DJ/VCB is opened then
following indications will occur.
1. Panto Lowers.
2. If GR is on notch, auto regression will not take place & LSGR will not
glow.
3. All pilot lamps will extinguish. (except LSGR)
4. LSDBR lamp will extinguish.
5. When ZUBA is pressed UBA will show battery voltage.
6. Fuse tester ECC will work.
CCPT melts 1. DJ/VCB opens.
2. Panto lowers.
3. If GR is on notch auto regression does not take place, LSGR will remain
extinguished
4. All other pilot lamps will glow.
5. LSDBR will extinguish.
6. When ZUBA is pressed UBA will show battery voltage.
7. Fuse tester ECC will work.
CCVCD VCD stops working.
CCINV SI unit stops working
CCA 1. MCP, & Blowers will not work.
2. If GR is above 5th notch, DJ/VCB will trip.
CCLS 1. All Pilot lamps will extinguish.
2. Auto regression takes place as QRS de-energise.
3. Total loss of tractive force.
4. If IP Magnet valve cock is open, emergency brakes will apply.
5. On VCD display unit healthy lamp will extinguish.
6. Sanders will not work.
CCDJ DJ/VCB trips and auto-regression takes place.
CCLSA AFL stops working.

46
Sr Abnormal Sign Remedial action
No
CCBA melts. a. Replace the fuse once.
01
b. If it melts again, then keep HOBA on ‗OFF‘ position and
replace the fuse.
ADD -CCBA melts. a. Replace the fuse once.
02 b. If it melts again, then keep HOBA on ‗OFF‘ position and
replace the fuse
Note: If CCBA / ADD-CCBA / CCPT melts, bring GR to ‗0‘ manually, Keep MP, MPJ, ZPT on
‗0‘, Close IP Magnet valve COC, Keep HBA on OFF and then replace the fuse.
CCPT melts on a. Check coil of Q118, if any abnormality in coil ask for
03
keeping HBA in ON assistance.
position. b. Check coil of IP magnet valve coil, if any abnormality is
noticed in coil then remove its TWC & tape it. Close its
isolating cock & don‘t use rheostatic braking.
c. If CCVCD fuse is not provided, then remove both the
connections from VCD main unit.
CCPT melts when a. Replace the fuse once and try.
04
ZPT is kept on 1. b. If it melts again, then keep HOBA on ‗OFF‘ position and
replace the fuse.
c. If it melts again, first keep ZPT on position 2 and then replace
the fuse.
d. Try from other cab.
05 CCPT melts when a. Replace the fuse once.
MPJ is kept on F / R b. If it melts again, then keep HOBA on ‗OFF‘ position and
position. replace the fuse.
c. If it melts again, remove coil terminals of J1, J2, CTF 1, CTF2,
and CTF3 and tape the terminals then operate J1, J2 & CTF
manually, replace the fuse & try to work.
d. Don‘t use Rheostatic braking.
CCPT melts on a. Replace the fuse once.
06
taking first notch b. If it melts again, then keep HOBA on ‗OFF‘ position and
replace the fuse.
c. If it melts again, replace the fuse and operate GR manually.
d. If not succeed replace fuse and isolate RSI blocks one by one
and try.
CCPT melts on a. Bring GR to ‗0‘ manually.
07
regression of notch b. Replace the fuse once.
c. If it melts again, then keep HOBA on‗OFF‘ position and
replace the fuse.
d. If it melts again, replace the fuse and operate GR manually &
clear the block section.
08 CCPT melts on 6th a. Bring GR to ‗0‘ manually.
notch b. Replace the fuse once.
c. Remove TWC of EVPHGR and tape it.
09 CCPT melts when a. Bring GR to ‗0‘ manually.
MPS is operated b. Replace the fuse once.
c. Don‘t use that position of MPS on which fuse melts.
10 CCPT melts when a. Replace the fuse once.
BPSW is pressed. b. Don‘t use BPSW.

47
11 CCPT melts when a. Replace the fuse once.
PVEF is pressed. b. Don‘t use PVEF.
c. Don‘t use Rheostatic Braking.
CCPT melts when a. Replace the fuse once.
12
MP is kept on ―P‖. b. Don‘t use Rheostatic Braking.
13 CCA melts when MP a. Replace the fuse once.
is kept on ―P‖. b. Don‘t use Rheostatic Braking.
13 CCA melts while BL a. Replace the fuse once.
switches are in close b. If it melts again, then keep HOBA on ‗OFF‘ position and
position ( Loco is in replace the fuse.
energised condition). c. If CCA melts again, open BLCP/BLCPD and BLVMT, replace
the fuse, and close the switches one by one and locate the
defective circuit & troubleshoot accordingly.(failure no.14 -15)
14 CCA melts on 1. Check the coil terminals of C101/C102/C103 & VEAD valve.
closing BLCP. a. If any abnormality is noticed in any coil, then isolate the
defective MCP by HCP. (If it is necessary to keep the MCP
working, then remove TWC of the coil and wedge the
contactor.)
b. If abnormality is noticed in VEAD valve, then keep BLCP
open and close BLCPD and work.
2. If no abnormality is noticed, then
a. Replace the fuse once and try.
b. If it melts again, then keep HOBA on ‗OFF‘ position and
replace the fuse.
c. If CCA melts again, don‘t close BLCP or BLCPD, replace
CCA, wedge two compressor contactors and create
leakage so that 8.0 to 9.5 kg/cm2MR pressure is
maintained.
CCA melts on 1. Replace the fuse once. If it melts again, then keep HOBA on
15
closing BLVMT. ‗OFF‘ position and replace the fuse.
2. If CCA melts again, check the coil terminals of C105, C106 &
C107.
a. If any abnormality is found, remove its TWC, wedge the
contactor.
b. If no abnormality is found
i. If train is in block section, wedge any two compressor
contactors, don‘t replace the fuse, wedge Q118 and
clear section with 450 Amps.
ii. After reaching station, trouble shoot as follows:
3. Open BLVMT, keep HVRH, HVMT-1 & HVMT-2 ON ‗0‘, &
replace CCA fuse & close BLVMT.
i. If CCA maintains: - keep HVRH, HVMT-1 & HVMT-2
on ‗1‘ in a time interval of 10 seconds each and locate
the defective control circuit and remove its TWC and
wedge the contactor.
ii. If CCA does not maintain: - ask for assistance.
Note :-In SI unit loco – If CCA melts on closing BLVMT keep
HVRH, HVMT-1,HVMT-2 on ―0‖ position, keep BLVMT
open, replace fuse, wedge Q-118 & close BLCP than clear
the block section with 450 Amp.

48
 Chapter- 8
TRACTION FAILURE
Sr Nature of failure Sub abnormal Remedial action
with abnormal sign operation
No.
sign to be carried
out.
1. Total loss of (i) If LSGR is Check LSRSI & LSP by pressing BPT. If
tractive force (both extinguished not glowing
ammeters do not without taking
deviate) notch A. Check CCLS fuse, replace if melted,
use HOBA if necessary.
B. If again melts wedge QRS and work
without pilot lamp.

(ii) If LSGR is A. Check LSB if glowing

glowing take one i. Check Q50, if it is not energised,
notch by MP/EEC check J1, J2 is set properly,
& watch LSGR ensure CTF-1, CTF-2 & CTF-3, are
in R position. If they are not set,
I. If LSGR does operate manually and set them,
not extinguish after ensuring that C-145 is open
and LSC-145 is extinguished,
wedge Q-50.
ii. If J1 & J2 cannot be set manually
lock them, isolate the concerned
RSI block, after ensuring that C-
145 is open and LSC-145 is
extinguished, wedge Q-50.
iii. If any reverser is not setting in
desired position then remove the
TWC and tape. Set the reverser
manually. Do not use rheostatic
braking.
B. Check LSP if glowing
Check Q-48 relay, if it is energised,
tap Q-48 gently, if not successful, try
by HMCS, if still not successful,
close sanding cock and operate GR
manually to clear block section.
C. If AFL LED is glowing
i. Ensure BP pressure is 5 kg/cm2
ii. Air flow indicator needle is in its set
position.
iii. Try by removing CCLSA
iv. If unsuccessful, check PR-2 if it is
energised wedge PR-2 in open
position.
In microprocessor loco put HPAR/
HQ-51 switch on ―0‖position
D. Check BP pressure is normal
(IP Magnet valve Cock open position)
i. If BP pressure is less, then VCD is
operated.

49
 a. Isolate VCD by HVCD switch /
toggle switch.
b. If not successful, remove CCVCD
fuse.
c. If CCVCD fuse is not provided
remove both connection from VCD
main unit.
Note: i. If VCD malfunctions, then isolate
it on first attempt.
ii. If BP pressure is less and VCD is
not operated then check BP
leakage in loco & train.
E. Ensure RGEB-2 cock is open. Check
QRS, if not energise then drop BP by
A-9 up to 2 Kg/cm2 & put A-9 on
release. If still not energising wedge
QRS.
F. Ensure ZSMS is on 1
G. Ensure ZSMGR handle is in vertical
position.
H. Ensure that SMGR spindle is not
pressed.
I. Check pressure in SGMR gauge
(2.5kg/cm2 to 3.5 kg/cm2). If less than
2.5 kg/cm2 operate GR manually.
J. Work by EEC
K. Ensure Q51 & Q52 are de-energised.
L. Open DJ, operate GR manually 2-3
times and close DJ and try by MP/EEC.
M. Operate GR manually.
II LSGR A. Ensure that HVSI -1, HVSI-2, HVMT-1
extinguishes & HVMT-2 are in normal position.
B. Ensure HT-2 EP COC is open.
C. Check closing of L1 to L6 by LT testing.
D. If L1 to L6 does not close, then ensure
CTF-1, CTF-2 & CTF-3 are in running
position. If not set, operate it manually
to set it. If it is set then operate it 2-3
times and bring it back to normal,
E. If still L1 to L6 does not close then
troubleshoot and if necessary wedge.
Do not use DBR.
2. Partial loss of OHE voltage If less than 19 KV and if losing time,
tractive force inform TLC/TPC at first station. If not
losing time, inform TLC/TPC at next
convenient place.
Check HVSI, Ensure that all switches are in normal
HVMT & HMCS position.
Check ammeter A. If there is fluctuation in ammeter needle
(A1 & A2) & (Wheel Slip), regress notches and use
voltmeter (U1 & sanding whenever necessary.
U2) B. If any ammeter or voltmeters does not
deviate, check closing of concerned
line contactor, wedge if necessary.
C. If all the ammeter and voltmeters are
50
 deviating, check closing of L2 & L5 ( in
un modified loco) & wedge if necessary
Check loco brakes Release them if not released.
Check that loco hand brakes are released.
Check train brakes A. If brake binding – Ensure that BP
pressure is normal.
B. Ensure that A9 handle is on release
position properly.
C. If Airflow indicator needle is deviating
from set position, check for BP
leakage.
D. Check for defective air brake cylinders,
check hand brakes of the train.
3. 1st notch auto Check LSP A. If ammeters are fluctuating with wheel
regression (LSGR If LSP glows on slip, then do sanding, use ZQWC.
extinguishes and taking notch, check B. If ammeters are fluctuating without
glows again) both ammeters wheel slip then isolate concerned TM
by HMCS.
C. If any ammeter is not deviating, then
isolate concerned TM by HMCS.
D. In unmodified loco all ammeter are
deviating Isolate TM 2 & 5 one by one
and try.
E. Check Shunting contactors, if any
shunting contactor is stuck up in closed
position try opening it. If not succeed
isolate TM by HMCS.
If LSP does not A. Ensure BL in rear cab is in locked
glow on taking position properly.(in front cab if BL is
notch lock and pilot lamps glow, it indicates
that BL of rear cab is in unlocked
position)
B. If rear cab BL is in unlocked position,
lock it. If it cannot be locked then,
wedge Q118 and keep ZSMS on ‗0‘ &
work with EEC.
C. In modified ZSMS locos clear section
by manual control of GR.
D. Ensure BP pressure is normal. (If IP
Magnet Valve cock is in closed
position) then check VCD
E. If VCD has operated then reset VCD, if
not resetting then isolate by HVCD, if
still auto regression is occurring wedge
QVCD in open position.
F. Note: - If VCD is malfunctioning isolate
VCD by HVCD or toggle switch on first
attempt.
G. In locos provided with modified ZSMS,
if BPR is stuck in pressed position, try
to make it normal,
If not succeed, clear section by operating
GR manually.

51
4. LSB remains A. Ensure CTF-1, CTF-2 & CTF-3, are on
glowing while MPJ Running position, if not set them
is kept on ‗F‘ or ‗R‘ manually.
B. Check J1 & J2 if not set in desired
position, set them manually. Ensure
that HT1 and HT2 pneumatic cut out
cocks are open. Ensure C-145 is open
C. If Reversers & CTF‘s are properly set,
Check Q50.
i. If not energised, LSC 145 is
extinguished and then Wedge
Q50.
ii. If Q50 is energised ignore LSB.
If Reverser is damaged or not set
properly. Isolate the corresponding block.
Ensure C-145 is open/ LSC 145 is
extinguished and then wedge Q50.
5. L-1 TO L-6 are not A. Ensure Q-50 is energised.(LSB)
closing on first B. Check both HVSI‘s & HVMT‘s are in
notch. normal position.
C. Check HT2 cut-out cock is open.
D. Open DJ, ground the loco, operate
CTF‘s manually 2-3 times, and keep
them back in running position. Operate
all the contactors manually through
pneumatic valves. Check TWC also
E. If not succeed wedge them.
F. Don‘t use Rheostatic braking.
6. L-1 to L-3 / or L-4 A. Check concerned HVSI & HVMT are on
to L-6 are not normal position. Operate them 2-3
closing. times.
B. Isolate the concerned RSI block.
At convenient stop wedge the
contactors and keep the switches in
normal position.
C. Don‘t use Rheostatic braking.
7. Any one contactor A. Check concerned HMCS is on position
is not closing. 1.
B. Isolate by HMCS and work the train but
if difficulty in hauling load, then at
convenient stop troubleshoot for non-
closing of contactor. If unsuccessful –
wedge it.
C. Don‘t use Rheostatic braking.

52
 CHAPTER -9
MISCELLANEOUS FAILURES
Sr. TYPES OF FAILURE REMEDIAL ACTION
No. & ABNORMAL SIGN
(A) PILOT LAMP FAILURES
1. No pilot lamp glows on A. If pilot lamps glowing in other cab. Work the train taking
unlocking BL guidance from the rear cab and other instruments.
B. If pilot lamps are not glowing in other cab also
a. Operate BL 2-3 times.
b. Ensure HLS/ZLS is ‗ON‘ if provided in loco.
c. If BA voltage is ―0‖, check additional CCBA/CCMCB
(in BA box-1), if melted replace it once, if it melts
again, use HOBA. Check battery connection and
isolate defective battery.
d. Check CCLS if melted replace it once, if it melts
again put HOBA to ÓFF‘ position and replace fuse.
e. If CCLS is not melted check ‗A‘ conk connection
under TB panel.
NOTE: - i) If CCLS does not hold, wedge QRS to work the
train.
ii) Close IP COC.
iii) Work the train without pilot lamp. Keep regular
watch on other measuring instruments like UA,
notch repeater, ammeter, CHBA ammeter, relay
target etc.
iv) VCD will not work.
v) Don‘t use DBR.
2. LSDJ does not glow on A. Check LSDJ of the other cab.
unlocking BL. B. If not glowing in both the cabs – check RS pressure, if
less, build up to 8kg/cm² by CPA.
C. Operate QV-60 two-three times. Check lamps.
3. LSCHBA does not glow A. Check LSCHBA of the other cab.
on unlocking BL. B. If not glowing in both the cabs, observe the following
precautions.
a. Whenever DJ/VCB is closed, release BLRDJ within
3-4 seconds.
b. Keep regular watch on CHBA ammeter to ensure
CHBA is working.
4. LSB does not glow on A. Check LSB of the other cab.
unlocking BL B. If not glowing in both the cabs. Observe the following
precautions.
C. Whenever MPJ is operated, ensure reversers are thrown
in desired direction and Q-50 is energised.
D. Do not use rheostatic brake.
5. LSGR does not glow on A. Check SMGR drum and ensure GR is on ‗0‘. If not on ‗0‘,
unlocking BL bring it manually to ‗0‘. Check lamp.
B. If GR on ‗0‘, work the train keeping watch on ammeters
& notch repeater.
6. LSP glows on unlocking A. Check Q-48 if energised, tap Q-48 gently, try by HMCS,
BL if still not succeed, close sanding COC and clear the
section by manual operation of GR.
B. If Q-48 is de-energised, operate BPT 2-3 times.

53
7. LSRSI glows on A. Check tell-tale fuses in RSI-1 & RSI-2. If one tell-tale
unlocking BL. fuse melted in one arm or one in each arm- remove the
fuse & resume traction.
B. If more than one fuse melted in one arm – remove the
fuses and isolate the concern RSI block.
C. If no fuse melted ignore LSRSI.
RSI block with 6 LED
If in one RSI block one LED is glowing, isolate the
concern RSI block, work the train with half of the
maximum permissible load.
RSI block with 14/18 LED–
A. LSRSI glows on run with LED glowing on RSI block,
bring MP to ‗0‘.
B. If one LED is glowing, operate toggle switch if provided,
if toggle switch is not provided, work the train normally
keeping watch on RSI block.
C. If one LED is glowing in each RSI block, work the train
as per instructions as above (b).
D. If two LED is glowing in one RSI block, then isolate any
one traction motor from the concern RSI block.
E. If more than two LED are glowing in one RSI block –
then isolate the concern RSI block and work the train
with half of the maximum permissible load,

8. LSP/LSRSI does not Press BPT of rear cab to test LSP/LSRSI. If do not glow
glow on pressing BPT. then work with precaution. Check ammeter fluctuation
with wheel slip. Check tell-tale fuses on RSI block, check
LED in LED type RSI block.
(B) CPA FAILURE
9. CPA does not start. A. Ensure HBA on ‗1‘ and battery voltage is more than 80 V
(after keeping ZCPA on ‗1‘.)
B. Check CCBA, use HOBA if necessary.
C. Operate ZCPA 2-3 times.
D. Check the terminals wire connection of ZCPA.
E. Check the terminals wire connection of MCPA.
10. CPA start but RS A. Ensure RAL cock is open.(tap it)
pressure does not build B. Ensure RS & MCPA drain cocks are close.
up. C. Ensure that RDJ & DJ oil separator drain cocks are
close.
D. Ensure that panto piping drain cock is closed, no
leakage in panto pipes and BV box.
E. If CPA safety valve is leaking, blank the safety valve.
Close concern COC if provided.
F. Try by closing R-1 cock.
G. Keep CPA working and try to energise the loco. Stop
CPA when MR pressure builds up to 7.0kg/cm².
NOTE – MCPA charging rate should be 1.0 kg/cm² per
minute.
(C) PANTO FAILURES
11. Panto does not raise. A. Use other panto.
B. If BPEMS switch is pressed, reset it.
C. Ensure HLS/ZLS switch is ÓN‘ if provided in loco.
D. Check RS pressure , if less build up by CPA
E. Check battery voltage.
F. Check CCBA & CCPT. (Use HOBA if necessary)
G. Ensure VEPT isolating cocks are open and VEPT

54
 terminals are intact.
H. Operate VEPT manually.
I. Try to raise panto from rear cab.
J. Wedge VEPT, clear section and contact TLC.
12. Panto damaged To be attended to as per instructions given in
pantograph lesson.(refer operating instructions para3.13
page28)
13. Flashing on roof A. Use other panto.
B. Do roof inspection as per rule. .(refer operating
instructions para 3.13 page 28)

(D) RHEOSTATIC BRAKE FAILURES

14. QE dropped Check for abnormality in RSI-1, ATFEX, C-145, T/Motors
etc. If nothing abnormal, reset the relay and restore
rheostatic braking without exceeding 850 amps.
If QE energies again do not use rheostatic braking and
control the train with A-9.
15. QF-1/QF-2 dropped Check for abnormality in concerned TM, RF & CTF etc.
If nothing is abnormal reset relay target and restore
rheostatic braking.
If QF drops again, check the abnormality and don‘t use
rheostatic braking and control the train with A-9.
16. LSB does not flicker A. Check LSC-145 lamp glowing/ C145 is open.
when MP is taken to ‗P‘ B. Try 2-3 times. If unsuccessful do not use rheostatic
from ‗0‘.( LSB remains braking, make use of A-9 for braking purpose.
glowing)
(E) TRACTION FAILURES AFTER RHEOSTATIC BRAKE RELEASE.
17. LSB does not flicker A. Check LSC-145 lamp extinguish & C145 is open.
when MP is taken to ‗0‘ B. Open VCB, ground the loco, operate CTF-1, CTF-2 &
from ‗P‘.( LSB remain CTF-3 manually 2-3 times then bring to ―running‖ position.
glowing) Check opening of C-145. Trouble shoot as per chapter-8,
sr.no.4, and page-52.
C. Do not use rheostatic brake again.
18. Total loss of tractive A. Open VCB, ground the loco, operate CTF-1, CTF-2 &
force after releasing CTF-3 manually 2-3 times then bring to ―running‖ position.
rheostatic brake.(both Check opening of C-145.( check LSC-145 extinguish).
ammeter not deviating, Troubleshoot as per chapter-8, , page-50.)
LSB extinguish) B. Do not use rheostatic brake again.

(F) OTHER FAILURES

19. UA shows ‗0‘ when Check UA of other cab for OHE voltage.
DJ/VCB closed (Arno
starting noise is heard)

20. Head light is not glowing A. Check ZRT/ZPR & ensure pilot lamp glowing.
B. Close BLPRD.
C. Open BLPRD/BLPRF & close BLPRR
D. If rear head light also does not glow- try by changing the
toggle switch position of DC/DC convertor.
E. If rear head light glows – replace bulb.
F. If unsuccessful work as per G&SR 4.14, with speed
restriction of 40 kmph with the help of marker lights.
NOTE- If HRTPR provided, keep it on ‗0‘ position & use RTPR.
See operating instructions 3.7, page27.

55
21. Cab lights are not A. Check CCLC.
glowing B. Check cab lamps.
22. Marker lights are not A. Check CCLF-1 & 2.
glowing B. Change the position of MAIN / STAND BY toggle switch
on marker light unit.
C. Check marker light lamps/ fuse on LED unit.
23. Cab fans are not working A. Check CCVT. Check MCB is reset on TFVT if provided.
B. Check HRAVT on ‗1‘ in SI unit loco.
24. Cab heater not working A. Check CCRA-1 & 2.
B. Check HRAVT on ‗1‘ in SI unit loco
25. All sanders are not A. Ensure MPJ is on ‗F‘ or ‗R‘.
working B. Ensure sanding cut out cocks are open. Check the sand is
dry.
C. Clear the section and consult TLC.
26. Whistle (horn) failed on A. Check for air leakage.
run. B. Close sanding cut out cock and try.
C. Tap duplex check valve on under frame. (outside corridor
2)
D. If unsuccessful clear the section cautiously, inform
TLC/ASM in written at the next station. If TLC permits the
loco up to the next convenient place, work with maximum
25 kmph speed in day/ visibility is clear, 8 kmph at
night/visibility is not clear.
E. Work the train with the help of head light, marker light &
sharp look out as per G & SR 4.50(2)
NOTE- if whistle fail at starting station, fail the loco.
27. .Flasher light not working Change the position of MAIN/ STANDBY toggle switch on
flasher light unit.
a. If unsuccessful check the fuse on the unit, if blown
replace with spare fuse available on the unit.
b. If unsuccessful check the fuse on LED of flasher light,
if blown replace with spare fuse.
Note: - i. During shed out the F/L should work.
ii. While working if F/L is not working inform TLC and fail
the loco.
28 UBA indicates ‗0‘ A. Check additional CCBA/CCMCB (in BA box-1), if melts
replace it, if again melts use HOBA.
B. Check battery connections, isolate defective battery.
C. Check tightness of conk connection below TB panel.

56
 CHAPTER-10
PNEUMATIC FAILURE
Sr TYPES OF FAILURE REMEDIAL ACTION
No. & ABNORMAL SIGN
1. MR pressure does not Trouble shoot as per TSD chapter 6 page No.43 failure No.1
build up (only loco)
a) If MCP is not
working.
a. Ensure A-9/SA-9 cut-out cocks of driving cab are open.
b) If MCP is working. b. Open BLCP and close BLCPD.
c. Change HCP position and try with other MCPs.
d. Ensure MR-4 cut out cock is open and all MR drain
cocks are closed.
e. Check leakages, if leakage from safety valve, Auto
drain valve, VEAD valve, un-loader valves & after
cooler drain cock, tap it. If unsuccessful, close the cut
out cock. If leakage in Air Drier‘s close ‗A‘ & ‗B‘ COC
and open ‗C‘ COC.
f. Ensure all angle COC are closed.
g. If leakage from IP valve close its cut out cock.
h. If leakage from sanding valve, close sanding cut out
cocks.
i. Check heavy leakage from safety valves etc.
2. MR pressure builds up a. Start all the three MCPs. When MR pressure builds upto
less than 7.0 kg/cm2 9.5 kg/cm2. Keep HCP on the required position.
(only loco). b. Check RS guage after opening RAL cock. If RS pressure
is above 8 kg/cm2, this means that MR pressure is OK
and MR gauge is defective. If RS pressure is equal or
less than MR pressure close BP/FP charging cock and
watch MR pressure.
i. If MR pressure does not build up –
Then check leakages in MR drain cocks, safety
valves, un-loader valves, sanding valves, after
cooler & brake cylinders etc. Close ‗A‘ & ‗B‘ COC
and open ‗C‘ COC of Air Drier.
ii. If MR pressure builds up –
Wait till MR pressure builds up to 9.5 kg/cm2 then
open BP charging cock if MR pressure again starts
dropping heavily then check leakages from IP valve,
RS, BP, FP hose pipe & angle cocks etc.
3. BP pressure does not i. If BP pressure shows ‗0‘ in working cab and 5.0 kg/cm2
build up (only loco) in rear cab then check the opening of additional BP COC
of rear cab.
ii. Ensure both cab A-9 handle is on release position, RS
valve closed and MR pressure is normal.
iii. Ensure both the COC of A-9 are open in working cab
and closed in rear cab.
iv. Ensure BP Charging cock is open.
v. Ensure MU2B valve is on 'Lead' position, operate it 2-3
times.
vi. Ensure MR4 COC is open.
vii. Ensure that angle cock of BP on both the end are closed
and there is no leakage from IP valve & RS valve.
57
 viii. If leakage from IP valve, close its COC.
4 BP pressure builds up a. Ensure MR pressure is normal.
less. b. Ensure A-9 is in release position and RS of both cabs are
properly closed.
c. Check leakages from BP pipe & angle cock, IP valve etc.
d. Tap C2 A-31 Relay valve gently.
5 BP pressure does not a. If MR pressure is less, start all the three compressor.
rise to 5.0 kg/cm2 and b. Open BLCP & close BLCPD.
MR pressure also drops c. If still MR pressure not build up, close FP angle COC. If
after attaching on load. MR buildup work the train with single pipe. If not succeed
close BP angle cocks between loco and load & watch MR
pressure.
I. If MR pressure builds up to 9.5 kg/cm2. Load is
defective. Check the leakages in the train.
II. If MR pressure does not build up check loco
leakages. Watch BP pressure.
III. If BP pressure rises the load is defective Ensure all
the angle cocks between the wagons are open and
air hose pipes are intact and BP leakages are
arrested, after load has been attended, open FP &
BP angle cocks.
IV. If BP pressure does not rise - Loco is defective.
trouble shoot as per failure No. 3 & 4 on page 57.
6 MR pressure rises above Open BLCP and work with BLCPD.
10.0 kg/cm2 and safety
valve blows.
7 BP pressure drops with a. Check the air flow indicator. If AFI not deviates TSD as
train or BP not buildup per page no.57 failure 1 & 2 (MR pressure build up TSD)
up to 5.0 kg/cm2 b. If AFI deviates
i. Check IPMV, BP angle cock, RS valve etc.
ii. If BP leakage not in loco then check BP leakage in
train.
Note: a) If BP leakage not in loco and train then close BP
angle cock of loco in rear & check BP and AFI.
b) If BP pressure shows 5.0 kg/cm2 and AFI ‗0‘ then
open BP angle cock. If again BP pressure shows
5.0 kg/cm2 but AFI not comes to ‗0‘ then move train
up-to loco length, If train released, work the train.
8 BP pressure rises more a. Increase BP pressure by adjusting A-9 valve so that
than 5.0 Kg/cm2 and brakes get released in loco and train. Clear section and
again comes down to then adopt the following procedure (In level section) -
5.0Kg/cm & 2
brake Bring A.9 to emergency position. Wait till BP pressure
binding in the whole train comes to ‗0‘ close angle cocks of FP & BP between loco &
takes place. the train.
b. Release the whole train, keep A-9 to release position and
adjust BP to 5.0 kg/cm2. Pull the release valve of
distributor valve of the loco to release loco brakes. Open
angle cocks. When BP pressure in the guards brake van
rise between 4.8 to 5.0 kg/cm2, work the train after
continuity.
a. Try from rear cab.
9 BP pressure drops below a. Open BLCP, then close BLCPD. Maintain MR at 9.5
5.0 kg/cm2 and again kg/cm2 and work the train. At convenient stop, check the
rises to 5.0 kg/cm2 BP pressure leakage in the train.
b. Try from rear cab.
10 FP pressure does not build a. Ensure MR & BP pressures are normal.
up (loco only) b. Ensure FP charging cut out cock is open.

58
 c. Ensure FP angle cocks are closed & there is no leakage.
d. Tap 6.0 kg/cm2 feed valve & duplex check valve.
e. If dead loco attached, check leakage in feed valve of dead
loco, if it is C2N or RT-1 type feed valve, close its input &
output COC.
11 FP pressure builds up a. Ensure MR & BP pressures are normal.
less (loco only) b. Operate FP charging cut out cocks 2-3 times and tap 6kg
feed valve.
c. Ensure FP angle cocks are closed & there is no leakage.
12 FP pressure drops below a. Start all the MCP‘s.
6.0 kg/cm2 after attaching b. Open BLCP and work with BLCPD.
on load. c. Ensure MR & BP pressures are normal.
d. Check in loco for leakage in FP angle cocks etc.
e. Check for leakage in feed pipe in train.
13 FP pressure drops below a. Open BLCP and work with BLCPD.
6.0 kg/cm2 while on run. b. If MR pressure is more than 7.0 kg/cm2, check the train at
convenient stoppage -
c. All hose pipes of FP are connected properly.
d. There is no leakage in FP, if leakage is found attend it.
Otherwise close FP cut out cock and work the train as
single pipe system.
Note: If MR pressure is less than 6 kg start CPA to
maintain DJ.
14 In multiple loco working a. If brake not release in trailing loco, keep MU2B on ‗LEAD‘
brake binding takes for 5 to 10 seconds, then put on ‗TRAIL‘, if not succeed try
place in one of the loco 2-3 times.
while changing cab. b. Release A-9/SA-9 then change the cab.
Note: - Apply hand brake & wooden wedges to prevent
rolling down the loco.
15 LSAF glows/ air flow a. Check white needle of air flow indicator gauge.
indicator needle deviates b. If the white needle has moved beyond the red needle,
while on run. then switch ‗ON‘ flasher light.
i. Check train parting, if parted then ensure whether the
rear portion of the train has stopped.
ii. If no train parting put A-9 on emergency and stop the
train, switch ‗OFF‘ flasher light, let A-9 remain on
emergency position and check the train.
b. If any air hose coupler of brake pipe is broken, Do the
needful and after rectifying the fault keep A-9 to release
position.
i. When white needle comes over red needle and LSAF
extinguishes work the train after conducting BP
continuity test.
ii. If white needle is in line with red needle. Remove
CCLSA and work the train. Keep watch on air flow
indicator & RS pressure.
16 Loco brakes do not apply a. Immediate apply emergency brake by A-9/ RS valve if
by A-9. required.
b. Ensure A-9 cut out cocks are open in driving cab and
closed in rear cab.
c. Ensure MU2B valve is perfectly on lead position and
operate it 2-3 times.
d. Ensure BP pressure is normal.
e. Ensure distributor valve isolating cock is pointing
downwards (vertical).
f. Ensure both bogie cut out cocks are open.
g. Apply brake by RS or by SA-9, whenever required.
17 Loco brakes do not apply a. Immediate apply emergency brake by A-9/RS.
59
 by SA-9.
18 Loco brakes do not release
even though A-9. & SA-9
are on released position.
19 After dropping of BP
pressure by A-9, for
application the recharging of
BP takes more time.
b. Ensure SA-9 cut out COC are open in driving cab and
closed in rear cab.
c. Ensure MU2B valve is perfectly on lead position and
operate it 2-3 times.
d. Ensure both bogie cut out cocks are open.
i. Ensure A-9/SA-9 cut out cocks are open in driving cab
and closed in rear cab.
ii. Ensure BP pressure is normal.
iii. Release through distributor valve.
iv. Ensure MU2B valve is perfectly on lead position and
operate it 2-3 times.
v. Tap C2 A-29 relay valve and SA-9 gently.
vi. Close Brake cylinder cut out cock of defective bogie.
vii. Remove the flexible pipe connection.
a. Open BLCP and work with BLCPD. Maintain 9.5 kg/cm2 in
MR.
b. Check for leakages in train.
c. Press BPSW in working cab.
60
 CHAPTER-11
CONDITIONS FOR RESUMING TRACTION AFTER PUTTING AN EQUIPMENT OUT
OF SERVICE/ ISOLATE
Sr. Abnormal sign Remedial Action
1 PANTOGRAPH
i. Pantograph isolated Use the other Panto.
ii VEPT Wedged. Clear section at restricted speed & inform TLC.
2 DJ/VCB
i. Manual operation of a. Ensure C-118 is opened fully.
Q118, (not wedging) b. Simultaneous pressing of BLRDJ is necessary for
closing DJ. Release BLRDJ on extinguishing of
LSCHBA.
c. Keep Q118 manually operated till all the blowers are
started.
d. Each time DJ has to be closed & Q118 has to be
operated manually.
ii. Manual operation of a. Ensure on SMGR drum that GR is on ‗0‘.
Q45, (not wedging) b. Manually operate Q45 every time, whenever DJ has to
be closed.
iii. Manual operation of a. Operate SMGR drum manually 2-3 times & ensure that
Q44, (not wedging) GR is on ‗0‘ perfectly before operating Q-44 manually.
b. Simultaneous pressing of BLRDJ is necessary for
closing DJ. Release BLRDJ on extinguishing of
LSCHBA.
c. Manually operate Q-44 every time, whenever DJ has to
be closed.
iv. Manual operation of a. Operate mobile jaw with dry wooden stick then
C-118 simultaneous press BLRDJ.
b. Release C-118 as soon as ARNO has picked up
speed or in 3-4 seconds & then release BLRDJ.
c. If necessary, manually operate C-118 every time DJ
has to be closed.
3 AUXILIARIES
i. Battery charger Work the train keeping a watch on battery voltage and
isolated (Notch discharge current. If BA voltage is less than 80 Volts or
repeater will not discharge current is more than 5 Amps, stop the train at
work) next B class station & contact with TLC.If discharge
current is less than 5 Amps, work the train taking following
precautions
a. Put off unnecessary lights and operate MP, MPS etc.
economically.
b. Maintain 9.5 kg/cm2 pressure in RP & RS by MCP
while working.
c. Inform to TLC.
ii. MPH isolated Clear the section with 450 Amps and ask for assistance.
iii. MVSL-1/ MVSL-2 OR a. Isolate the concerned block.
MVSI-1/ MVSI-2 OR b. Reduce the load to half of permissible load after
MVMT-1/MVMT-2 clearing section.
isolated.
iv. MVRH isolated a. Wedge Q118.
b. Clear the section with 450 Amps and ask for
assistance

61
 v. QPH, QVSL, Check working of the corresponding auxiliary every 10
QCVAR, QVSI, minutes.
QVRH, QVMT
isolated
Wedging of relay/contactor
i. Q-100 wedged a. Open BLCP, BLCPD & BLVMT every time before
closing DJ and kept MPJ on ‗0‘.
b. Close switches one by one after closing DJ.
ii. Q-50 wedged a. Ensure CTF are in running position.
b. Whenever DJ trips bring MP to 0
c. Ensure proper setting of Reverser at the time of
changing direction of movement of loco.
d. Do not use Rheostatic braking.
Note: Before wedging Q50 ensure that LSC-145 is
extinguished/ C145 is open.
iii. QRS wedged Watch on BP pressure & Air flow indicator. In case BP
drops, MP bring to ‗0‘ for regression of GR to ‗0‘.
iv. Q-118 wedged a. Whenever DJ is closed, ensure LSCHBA extinguish. If
does not extinguish release BLRDJ within 3-4 seconds.
b. After closing DJ, immediately check opening of C-118.
c. Check working of all auxiliaries (except MVSI-1 & 2)
ARNO & CHBA every 10 minutes.
d. If GR does not come to ‗0‘ on keeping MP on ‗0‘, open
DJ immediately.
v. C-101, C-102, C-103 Maintain MR pressure at 9.5 kg/cm2 by creating partially
wedged. leakage from RS drain cock.
vi. C-105, C-106, C-107 For reclosing DJ, energise Q118 by keeping corresponding
wedged rotating switches on 0/3 and put back the switches to 1
after closing DJ or take manual control of Q118 every time
DJ has to be closed
5 TRACTION
i. Manual operation of a. Before operating reversers ensure that CTF are on
reverser ‗Running‘ position.
b. When direction of loco is to be change, ensure the
correct setting of both reversers
ii. Working with EEC a. Whenever DJ trips, Bring MP to 0, close DJ and keep
MP back on N.
b. Do not use Rheostatic braking.
iii. Manual control of GR a. Clear the section with maximum speed of 40 kmph.
b. Whenever DJ trips bring GR to 0, MP to 0 and after
closing DJ keep MP back to ‘N.‘
c. Do not use Rheostatic braking.
iv. Traction Motor a. If one Traction motor is isolate, work the train with
isolated normal current.
b. If two Traction motors are isolate each from both RSI
block, work train with 840 amps. In WAG-7 & WAP-4
apply normal current. If necessary reduce the load to
2/3rd of permissible load and work the train further.
c. If three Traction motors are isolated i.e. one block is
isolate, clear the section, if necessary, reduce the load
to half of permissible and work further.
d. Do not use Rheostatic braking.
v. VEAD valve isolated Whenever train stops drain MR & CDC moisture, drain
after cooler.

62
5 Other equipments
i. HQOA kept on ‗0‘ or a. Check concerned electrical equipments for abnormal
HQOP-1/ HQOP-2 temperature, smoke or abnormal noise.
kept on ‗OFF‘ b. If any abnormality, isolate the same and work
position observing precautions/ restrictions.
ii. Sanders isolated. a. Press ZQWC.
b. In case of excessive wheel slipping, inform to TLC.
iii. Driving from rear cab. a. Clear the section with maximum 40 kmph speed.
b. Observe the extent rules.(In operating instructions
page no 15 para 2.6 )
c. Driver should be in front cab to control the train.
Restrictions on isolation
EQUIP WAG 5 WAG 7 WAM4 WAP4
MPH Clear the block clear the section Ensure MVRH is Ensure MVRH is
section with 450 with 450 amps & wkg wkg
amps & ask for ask for assistance work the train with work the train
assistance 450 amps (m/exp) with 450 amps
up to destination (m/exp) up to
destination
MVRH Wedge Q118 wedge Q118 Wedge Q118 Wedge Q118
clear the block clear the blockclear 1 / 2 block clear 1 or 2
section with 450 section with 450 section with 450 sections with 450
amps & ask for amps & ask for amps & contact with amps & contact
assistance assistance TLC with TLC
MVMT Isolate concerned Isolate concernedWork with 450 Keep HVMT on 0
RSI block RSI block amps up to work with 450
clear section clear section destination amps up to
work with ½ work with ½ if 6th notch tripping is destination
permissible load permissible load experienced wedge
Q118
MVSI Isolate concerned Isolate concerned Isolate concerned Isolate concerned
RSI block RSI block RSI block RSI block
clear section clear section Work the train up Work the train up
work with ½ work with ½ to destination to destination
permissible load permissible load
MVSL Isolate concerned Isolate concerned Isolate concerned Isolate concerned
RSI block RSI block RSI block RSI block
clear section clear section Work the train up Work the train up
work with ½ work with ½ to destination to destination
permissible load permissible load

63
64
 CHAPTER-12
OPERATING INSTRUCTIONS FOR WAG5 MU OPERATION.
1. MULTIPLE UNIT(MU) OPERATION:-
Whenever more than one loco are coupled together and the coupled locos are worked
by a single loco pilot then it is known as MU operation. The Front Loco Known as
―Leading Loco‖ and rear Loco Known as ―Trailing Loco‖.
For MU operation, 6 electrical Jumpers are connected between 2 Locos besides
connecting the Pneumatic air hose pipes. Due to connection of electrical jumpers the
control circuit feed of one loco reaches to another loco. Therefore operation is made
from ―Leading loco‖ but same control circuit operation takes place in both the locos,
though operation is done from leading loco.
In MU operation, almost all the feed of control circuit of ―Leading loco‖ reaches to the
―Trailing Loco‖ but Q118, Q44, Q100, gets control supply from its own loco. Therefore,
for closing DJ/VCB, HBA should be on ―1‖on both the locos.
A switch ―BLSN‖ is provided on the BL box which controls the feed to VEPT and MTDJ
of ―Trailing loco‖. It‘s normal position is ―UP‖(Close) On pressing it down the supply to
MTDJ and VEPT gets cut off and thus DJ/VCB of ―Trailing loco‖ gets tripped and panto
also lowers.
It is important to know that from ―Leading loco‖ DJ can be closed for both the locos
together or separately. Similarly tripping of DJ can be done for both locos together or of
the rear loco only. However, DJ/VCB of leading loco alone cannot be tripped from
―Leading loco‖.
It also should be kept in mind that if required, DJ/VCB can be closed of ―Trailing loco‖ by
pressing BP2DJ of Trailing loco but cannot be opened by BP1DJ of Trailing loco. In case
of emergency the DJ/VCB of Trailing loco can be opened by removing CCPT fuse of
―Trailing loco‖, but normally it should be avoided.
2. FOLLOWING POINTS SHOULD BE ALSO KEPT IN MIND ALWAYS WHILE
WORKING 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. If HOBA of one loco is kept on ―OFF‖ position due to fuse melting then HOBA of
another loco should also be kept on ―OFF‖ position, otherwise fuse will continue to
melt.
3. Whenever it is necessary to work with EEC then keep ZSMS on ―0‖for both the
locos otherwise notch will not come on loco having ZSMS on ―1‖.
4. Whenever HQCVAR of leading loco is kept on ―0‖ (Isolated) then never close DJ
separately of any loco. Whenever required, trip DJ of front loco and close DJ of both
locos together.
3. IMPORTANT ITEMS TO BE ENSURED WHILE TAKING OVER CHARGE OF
WAG5 MU LOCOS:-
Ensure that
1. Both the locos are coupled properly.
2. All air hose pipe are connected with their respective pipes and their angle cocks are
open.
3. All electrical jumpers are connected between the locos and secured on the ends.
4. SA-9, A-9 cut out cocks are open only in driving cab and closed in all three cabs.
5. BP charging cock is open in leading loco only and closed in trailing loco.
6. MU2B valve is on ―Lead‖ in leading loco and on ―trail‖ in trailing loco.
65
 7. RGEB-2 cut out cock open in both locos.
8. Ensure that HBA is ‗ON‘ in both locos and IP cock is open in both locos.
4. ENERGISATION OF MU LOCOS.
1. Do the preparations of both the locos separately and also ensure that everything is
OK as per requirement in MU locos.
2. Start CPA of both the locos and buildup 8.0 kg/cm2 pressure in RS of both the locos.
3. In the working cab unlock BL, insert ZPT in the socket and place it on ―1‖. Check the
effective raising of the rear pantograph of both locos.
4. Close BLDJ and press BLRDJ. Check that LSDJ extinguishes, UA deviates and
LSCHBA extinguishes. Release BLRDJ. Ensure that LSGRT is extinguished and
the lamp LSOL is not glowing.
5. Close BLCP, MR gauge needle will deviate. Wait for MR pressure to build up. In
case MR pressure does not build up more than 2.0 Kg/cm2. Check IP valves of both
the locos. If anyone of IP valve is leaking close the cut out cock.
6. When MR pressure buildup 9.5 Kg/cm2 ensure that unloading takes place in both
the locos & open IP magnet valve.
7. Close BLVMT and check the working of ARNO and all auxiliaries in both the locos.
8. Put MPJ to ―F‖ or ―R‖ and check that LSB extinguish and LSOL remain
extinguished.
NOTE:-
In MU loco if CPA of one loco is defective then first energise the loco in which CPA
is working by taking the following precautions:-
1. Open RAL cock of both the locos.
2. Start CPA and keep it working even after building up to 8.0Kg/cm2 pressure in
RS.
3. Unlock BL of loco in which CPA is working and press BLSN.(towards lower side)
4. Put ZPT on‘1 and check effective raising of pantograph.
5. Close DJ/VCB (LSDJ will remain glowing but UA will deviate) close BLCP and
build up MR pressure to 9.5 Kg/cm2.
6. Put ZCPA on ―0‖ to stop CPA.
7. Keep BLSN UP (Close) and check the effective raising of pantograph of other
loco.
8. Press BLRDJ ensure LSDJ & LSCHBA have extinguished. Close BLCP and
buildup 9.5 Kg/cm2 pressure.
9. Change over to leading loco if required. (Adopt proper procedure of cab change).
5. PROCEDURE OF CAB CHANGING IN MU LOCOS.
Refer operating instructions para 1.8 page 11.
6. PROCEDURE OF PASSING NEUTRAL SECTION IN MU OPERATION.
Refer operating instructions para 2.14.1 page 21.
7. PROCEDURE OF MAKING ONE LOCO DEAD IN MU OPERATION.
1. Whichever loco is to be made dead, open DJ/VCB of that loco and keep HBA switch
on ―0‖.
2. Remove the electrical jumpers between the locos and secure them on clamps.( If
required)
3. Do not change position of any cock.
4. Clear section with healthy loco and contact with TLC.
8. PROCEDURE TO WORK THE TRAIN FROM “TRAILING LOCO” WHEN
LEADING LOCO FAILS.
1. Remove all three keys and energize the ―Trailing‖ loco.
2. Do not change any pneumatic cock position on any loco.

66
 3. Loco pilot will remain in front loco to control train by A-9.
4. ALP will remain in the trailing loco and will take notches as per loco pilot direction on
whistle code decided between them.
5. If ZLS/HLS switch available then put switch on ―OFF‖ position in leading loco.
6. Clear the section and contact with TLC
7. After clearing if the ―Leading‖ loco is to be detached or shunted, then to keep control
of brake system on trailing loco adopt the complete procedure of changing the cab
and then start doing shunting.
9. PROCEDURE TO WORK THE TRAIN FROM LEADING LOCO WHEN
TRAILING LOCO FAILS.
1. Press BLSN to de-energize the rear loco (towards lower side) and work with
―leading loco‖. If trouble persists, remove the electrical jumpers between the locos
and secure them on clamps. Keep HBA on ―0‖ of rear loco if required close the IP
coc and work the train from ―Leading‖ loco.
2. Do not change any cock position.
3. If ZLS/HLS switch available then put switch on ―OFF‖ position in trailing loco.

67
 CHAPTER – 13
TROUBLE SHOOTING OF LOCOS IN MU OPERATION
1. PROCEDURE TO LOCATE THE DEFECTIVE LOCO:
While working in multiple unit operation ,when DJ trips in ―Leading Loco or Trailing Loco
or few certain fault occurs, It can be detected by LSGRT lamp provided on cab roof and
LSOL on the driver‘s desk as follows-
In the defective loco – LSGRT glows and LSOL remains extinguished.
In healthy loco -LSGRT remains extinguished and LSOL glows.
The concerned pilot lamps indicating the fault will also glow in both the locos along with
glowing of LSGRT / LSOL .Until the fault is rectified, the pilot lamps will continue to glow
in both locos.
Therefore, only seeing to LSGRT (along with pilot lamps) we can locate the defective
loco. If LSGRT glowing on leading loco, then leading loco is defective and If LSGRT
does not glow then it means that defect is in ―Trailing Loco ―(Ensure LSGRT is in
working order)
LSGRT glows in following 4 defects in the locos.
1. When DJ trips
2. CHBA defective
3. Q-50 de-energize
4. When tell - tale fuse melts in RSI block
The above defects can only be rectified / troubleshoot, in the concerned defective loco.
NOTE : In case of loco trouble in leading or trailing loco, the driver should try to first clear
the section & then do the trouble shooting of defective loco. If necessary the
electrical jumpers should be removed between the locos and clear with the
healthy loco.
2. INDICATION IN CASE OF DJ TRIPPING IN MU OPERATION
A. while working, If DJ trips of leading loco, the following indications will come.
1. LSDJ, LSCHBA , LSB & LSGR will glow
2. UA will indicate ―0‖
3. Noise of arno and auxiliaries will shut down
4. LSGRT glows
B. But when DJ trips of ―Trailing Loco ―following indications will come on the leading loco
a. LSDJ, LSCHBA, LSB & LSGR glows.
b. LSOL glows
3. TROUBLE SHOOTING IN CASE OF DJ TRIPPING IN MU OPERATION
Whenever DJ trips bring MP to ―0‖, let MPJ remain as it is and check LSGRT.
(i) If LSGRT is glowing - the leading loco is defective.
(ii) If LSGRT is not glowing - the trailing loco is defective
3.1. IF LEADING LOCO IS DEFECTIVE:-
Check the relays targets – If any target is dropped do the trouble shooting as per
WAG-5 TSD for single loco (s.no1-8 page no 35- 39)
If no relay target is found dropped - Do the testing to find out the abnormal sign
and take remedial action as per TSD for the single loco WAG-5 and proceed.
(s.no1-8 page no 40-42)
68
 If unsuccessful adopt the following procedure for clearing the section from
―trailing loco‖
1. Remove all the three keys
2. Keep HBA on ―0‖ of leading loco, switch ―OFF‖ ZLS / HLS If available.
3. Do not change any cock position on any loco.
4. Remove all the six electrical jumpers between the locos and secure them on
their clamps.
5. Driver will remain in leading loco for controlling of brakes by A-9.Asstt. Driver
will remain in trailing loco and shall take notches as per instructions of driver
through whistle code decided between them and shall be responsible for
other operations.
6. Clear the block section not exceeding 40 kmph speed and contact TLC. On
reaching the station If shunting is to be done of defective loco then do not
forget to adopt the procedure for changing cab to have control of brake
system in trailing loco.
3.2. IF TRAILING LOCO IS DEFECTIVE –
1. Press BLSN and ensure that pantograph of trailing loco has lowered.
2. Try to clear section and if load is within permissible for single loco continue
traction.
3. If necessary after clearing section, go to the defective loco and check relay
targets.
4. If any relay target found dropped do the trouble shooting as per TSD for
single WAG-5 loco. . (s.no1-8 page no 35-39)
5. If no relay target found dropped, do the testing to find out the abnormal sign
and take remedial action as per TSD for single WAG-5 loco.(s.no1-8 page
no 40- 42)
6. If unsuccessful – make the trailing loco DEAD. If load and gradient permits
work the train with single loco. Otherwise contact with TLC.
4. AUXILIARY FAILURE
A. Auxiliary failure of leading loco can be trouble shoot as per trouble shooting of
single loco WAG 5. . (s.no1-7 page no 47-48)
B. If the trouble is in Trailing Loco the following trouble shooting should be done in
trailing loco.
Sr. Abnormal Sign Remedial action

1 MPH does not work a. Ensure HPH on ‗1‘

b. Make trailing loco Dead
2 MVSI-1 / MVSI-2 / a. Ensure corresponding switch is on ―1‖
MVSL-1/MVSL-2 b. Isolate the concerned block and work with normal current
does not work rating. ( If load permits)
c. If DJ trips on 6th notch in rear loco make the rear loco dead.
3 All Independent a. Check CCA if melted replace, if it again melts keep HOBA on
Auxiliaries not ―off‖ position on the both locos & replace the fuse. If
working unsuccessful remove the electrical jumpers & clear the
section .Do TSD in defective loco as per TSD.
b. If CCA fuse is alright check Q-100 relay.
c. If Q-100 is not energized wedge it.
d. If unsuccessful make trailing loco dead.
4 MCP does not work Isolate the concern MCP of rear loco or keep HCP on ―0‖
5 MVRH does not a. Ensure HVRH on ‗1‘
work b. Make trailing loco dead.

69
6 MVMT-1/ MVMT-2 a. Ensure HVMT -1 and HVMT-2 on ―1‖
does not work b. Ensure C-107 closed.
c. Isolate the concerned block and work the train with normal
current rating if load permits.
d. If DJ trips on 6th notches make the rear loco dead.

5. TRACTION FAILURE :
TOTAL LOSS OF TRACTIVE FORCE
A. INDICATIONS :-
1. If progression does not take place in leading loco then in leading loco-
a. LSGR will not extinguish
b. NR will not deviate
c. Ammeter will not deviate
2. If progression does not take place in trailing loco only LSGR will not extinguish of
Leading Loco.
Extinguishing of LSGR on leading loco indicate that progression has taken place
in both the locos. If there is still trouble of Total Loss of Tractive Force or Partial
loss of tractive force then Ammeters of both the loco should be checked to find
out the defective loco for non-closing of line contactors.
B. TROUBLE SHOOTING
Leading Loco: If the leading loco is defective the trouble shooting should be done
as per TSD for single loco WAG-5 chapter no. 8 sr no. 1 page no 49-50.
If even after trouble shooting the 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 the train from leading loco.
Trailing Loco: If the trailing loco is defective check the tightness of electrical
jumpers then trouble shoot as per TSD for single WAG-5 loco. If Unsuccessful
remove ZSMGR handle and work only with leading loco
6. AUTO REGRESSION OF GR ON 1ST NOTCH / NO FURTHER
PROGRESSION.
Remove the electrical jumpers between the locos and test them separately to find out
defective loco. Trouble shoot the defective loco as single WAG 5 loco.
7. LSB does not extinguish on keeping MPJ „F‟ or „R‟
Check LSGRT – If glowing leading loco is defective. If LSGRT not glowing (LSOL) glows
Trailing Loco is defective.
When leading loco is defective:
Do the trouble shooting as per TSD of single WAG 5 Loco.
When trailing loco is defective:
Do the trouble shooting as per TSD of single WAG 5 Loco .But wedging of Q-50 is not
allowed in trailing loco. If unsuccessful make the trailing loco dead.
8. LSCHBA GLOWS
Check LSGRT, if glowing leading loco is defective. If not glowing (LSOL) glows trailing
loco is defective.

70
 When leading loco is defective
Check CHBA ammeter if showing discharging current keep HCHBA on ―0‖ Check battery
voltage on load (CPA working ) if above 90 volts work the train keeping watch on BA
voltmeter & CHBA Ammeter. Inform TLC at next station.
When trailing loco is defective
Check CHBA ammeter of trailing loco. If showing discharge current keep HCHBA of
trailing on ―0‖. Check BA voltage if showing less than 80 volts make the rear loco dead.
If BA voltage is more than 80 voltswork the train. Keep checking BA voltage during halts.
If BA voltage drops below 80 volts. then make the trailing loco dead.
9. PANTO DOES NOT RAISE
If panto of leading loco does not raise trouble shoot as per TSD of single loco.
If Panto of trailing loco not raising trouble shoot as follows.
1. Ensure BLSN is up position in leading loco. i.e. close position .Operate 2-3 times.
2. Keep ZPT on 2 on leading loco &raise the front panto.
3. Ensure RS pressure is 8.0 kg/cm2 and RAL cock is in open position in trailing loco.
4. Ensure VEPT cut out cock in trailing loco is in open position operate VEPT 2-3
times manually.
5. Isolate Trailing Loco.
10. CCBA / CCPT / CCA of leading loco melts
Replace the fuse. If melts again keep HOBA to off position in both of the locos. If still
fuse melts remove the electrical jumpers between the locos and energise the loco
separately to locate the defective loco. Make the defective loco dead. & clear the section
with the healthy loco. Try to trouble shoot the defective loco after clearing the section. If
unsuccessful then make the defective loco dead and contact TLC.
11. PNEUMATIC FAILURE
A. Brake binding takes place in one of the loco while changing cab.
Trouble shoot as per topic 10 page no. 59 & failure no.14.
B. If BP pressure does not build up or builds up less after changing cab.
Ensure that the position of MU 2 B valve, BP charging cock, and A-9 & SA-9cock in
both loco as per instruction laid down for MU locos.
Note: For all pneumatic failure refer failure no 1-19 page no 57-60.

71
72
 CHAPTER -14
TROUBLE SHOOTING DIRECTORY WAG-7 LOCO
Trouble shooting of WAG-7 is almost the same as that of WAG-5 Loco, except the Trouble
shooting to the abnormal indication which is as below.
Sr Nature of failure Sub abnormal sign Remedial action
No. with abnormal operation to be
sign carried out.
1 Total loss of Tractive Take one notch and Troubleshoot as given in WAG-5 TSD on
effort (ammeter do watch LSGR page no. 49 sr no 1
not deviate) (a) If LSGR does not
extinguish

(b) If LSGR Troubleshoot as given in WAG-5 TSD

extinguishes on page no. 49 sr no 1.
Ensure that EP COC of HT-1 & HT-2
are open.

73
74
 CHAPTER -15
TROUBLE SHOOTING DIRECTORY WAP-4 LOCO
Trouble shooting of WAP-4 is almost the same as that of WAG-5 Loco, except the Trouble shooting
to the abnormal indication which is as below.
DJ/VCB Failure and Auxiliary Failure
SR ABNORMAL SUB-ABNORMAL REMEDY
no INDICATION INDICATION/PROCEDURE
TO BE ADOPTED
1 LSDJ does not If C-118 does not close on Trouble shoot as given in WAG-5
extinguish. pressing BLRDJ. TSD on page no 40 Sr. no 1(vii)
.Apart from this in locos provided
with C118 pneumatic contactor,
check its closing in LT testing.
If it still does not close trouble shoot
and if unsuccessful ask for
assistance.
2 MR ,
pressure Start MCPA Close DJ/ VCB Trouble shoot as given in WAG-5
does not build TSD on page no 43 Sr.no 1.
check working of MCP.
up on closing
BLCP {}
a If MCP does not work

{b} If MCP works Trouble shoot as given in WAG-5

TSD on page no 57 Sr. no 2. Only
difference is, ensure MR-5 COC
(wheel no. 5) is open instead of MR-
4 COC.
3 MVSI-1/MVSI-2 a. Trouble shoot as given in WAG-5 TSD on page no 43 Sr.no 3.
does not work b. Work the train with one RSI block up to destination.
4 MPH does not a. Trouble shoot as given in WAG-5 TSD on page no 43 Sr.no 2.
work b. Ensure working of MVRH and work the train up to destination with
current restriction of 450 A.
5 MVSL-1/MVSL- a. Trouble shoot as given in WAG-5 TSD on page no 43 Sr.no 2.
2 does not b. Work the train with one RSI block up to destination.
work
6 MVRH does a. Trouble shoot as given in WAG-5 TSD on page no 44 Sr.no 5.
not work b. Ensure working of MPH, Wedge Q118 and clear 1-2 block section
with current restriction of 450 A and Contact TLC..
7 MVMT- a. Troubleshoot as given in WAG-5 TSD on page no 44 Sr.no 6.
1/MVMT-2 b. Keep concerned HVMT switch on ―0‖ work the train up to
does not work destination with current restriction of 450 A.
Note: - If MVMT1/2 does not work in MPCS based loco put HVMT1/2
on ‗0‘concerned line contactors will not close. So isolate
concerned RSI block and work with normal current ratings.
Inform TLC.
8 MPH gets burnt a. Trouble shoot as given in WAG-5 TSD on page no 44 Sr.no (i).
b. Ensure working of MVRH and work up to destination with450A.
9 MVRH gets a. Trouble shoot as given in WAG-5 TSD on page no 45 Sr.no v.
burnt b. Ensure working of MPH, wedge Q118 and work for 1-2 section
with 450 A and Inform to TLC.

75
 FUSE FAILURE
10 CCPT melts on a. Replace the fuse once.
keeping MP on b. If it melts again, then keep HOBA on ‗OFF‘ position and replace
―N‖ the fuse.
c. If unsuccessful replace fuse and isolate RSI blocks one by one.
11 CCA melts on a. Trouble shoot as given in WAG-5 TSD on page no 48 Sr.no 15.
closing BLVMT b. If no abnormality, open BLVMT, do not change CCA, wedge any
two MCP contactors.
c. Wedge Q118 and work for 1-2 section with 450 A and Inform
TLC.
Note: - Change CCA in SI unit based loco and keep BLVMT open.
Close BLCP. Wedge Q118 and work for 1-2 section with
450A and Inform TLC.
TRACTION FAILURE
11 Total Loss of tractive Take one notch and watch Trouble shoot as given in WAG-5
force (Both LSGR TSD on page no 49 Sr.no 1 (i)
ammeters do not LSGR does not extinguish Ensure EP COCs of HT-1 &HT-2
deviate) are open.

12 L1-L6 do not close Trouble shoot as given in WAG-5 TSD on page no 52 Sr.no 5
on taking first notch Ensure EP COCs of HT-1 & HT-2 are open..
MISCELLANEOUS FAILURE
13 Panto does not Troubleshoot as given in WAG-5 TSD on page no54 Sr.no 11.
raise.
Precaution / Restrictions
1 MPH Isolate Ensure working of MVRH, check oil level of transformer and work
up to destination with 450A current restrictions.
2 MVRH Isolate Ensure working of MPH, Wedge Q118 and work for 1-2 section
with 450A and inform TLC.
3 MVSI-1/2 Isolate Isolate concerned RSI block and work the train with normal
current.
4 MVSL-1/2 Isolate Isolate concerned RSI block and work the train with normal
current.
5 MVMT-1/2 Isolate Keep HVMT 1/2 on ‗0‘. Ensure C-105/C-106 are open and work up
to destination with 450A current restrictions. If VCB trips on 6th
notch wedge Q-118.
In MPCS based loco, isolate concerned RSI block and work the
train with normal current. Inform TLC.
6 On wedging Line If LSB illuminates. Ensure LSC145 is extinguished/ C-145 is open
contactors and wedge Q-50.
7 Traction motor 1. If one traction motor is isolated work with normal current.
Isolate 2. If two traction motors are isolated work with normal current.
3. If RSI block is isolated, work with other RSI block with normal
current.
8 On operating In case of Roof mounted DBR -
DBR (i) Take 15 notch only, auto regression will take place on 16th
notch.
(ii) Not to exceed current more than 700 Amp.
iii) Do not apply DBR when speed is less than 40 Kmph.
\:
Note 1. For all other restrictions see page no 61-63 in WAG-5 TSD.
2. CCLS fuse is not provided in WAP- 4 loco with MPCS, in case of CCPT melting all
pilot lamps will extinguish and all other indications of CCPT melting will appear.

76
 CHAPTER -16
TROUBLE SHOOTING DIRECTORY WAM-4(6P) LOCO
Trouble shooting of WAM-4 is almost the same as that of WAG-5 Loco, except the trouble
shooting to the abnormal indication which is as below.
SR ABNORMAL SUB-ABNORMAL REMEDIAL ACTION
INDICATION
no INDICATION
DJFAILURE
1. LSDJ does not C118 does not close on Check RS pressure.Build up pressure
extinguish . pressing BLRDJ if less.Trouble shoot as given in
WAG-5 TSD on page no 40 Sr.no 1.
Auxiliary Failure
2. MR pressure (A)If MCP does not work Trouble shoot as given in WAG-5
does not build up TSD on page no 43 Sr.no 1(A).
on closing BLCP
(B)If MCP works Trouble shoot as given in WAG-5
TSD on page no 57 Sr.no 1(B). MR-4
coc Is not provided in this loco.
3 MPH does not Trouble shoot as given in WAG-5 TSD on page no 43 Sr.no 2.Check
work working of MVRH and transformer oil level and work the train up to
destination with 450A.
4. MVRH does not Trouble shoot as given in WAG-5 TSD on page no 44 Sr.no 5. Wedge
work Q-118 and clear 1-2 section checking working of MPH and with
450A.Inform to TLC.
5 MVMT-1/2 does Trouble shoot as given in WAG-5 TSD on page no 44 Sr.no 6. If
not work MVMT-1/2 does not work keep HVMT-1 / HVMT-2 on ‗0‘ and work the
train up to destination with 450A current restriction.
FUSE FAILURE
6. CCA melts on Troubleshoot as given in WAG-5 TSD on page no 48 Sr.no 15. If no
closing BLVMT abnormality detected, open BLVMT and do not change CCA, wedge
two MCP contactors, wedge Q118 and clear 1-2 sections with 450 A
.Inform toTLC. Create leakage through MR cubical drain cock/RS drain
cock.
TRACTION FAILURE
SR ABNORMAL SUB-ABNORMAL REMEDIAL ACTION
INDICATION
no INDICATION
7. Total loss of Take 1 notch and watch LSGR Trouble shoot as given in WAG-5 TSD
tractive force (1) If LSGR does not extinguish Chapter 8 on page no 49-50 Sr.no 1(ii).
(Both (2) If LSGR extinguishes Trouble shoot as given in WAG-5 TSD
Ammeters do Chapter 8 on page no 49-50 Sr.no
not deviate) 1(iii).Do not check positions of
HVMT1/2 as switch contacts of
HVMT1/2 not provided in line
contactors circuit.

77
Miscellaneous failures
8 Panto does not Trouble shoot as given in WAG-5 TSD on page no 54-55 Sr.no 11.
raise Ensure glowing of LSDJ.

Pneumatic Failures
9. MR pressure is Trouble shoot as given in WAG-5 TSD Chapter 10 on page no 57 Sr.no
not building up 1(b).MR-4 coc is not provided in this loco.
though MCP is
working
10. BP pressure Trouble shoot as given in WAG-5 TSD Chapter 10 on page no 57 Sr.no
does not build 13(vi).MR-4 coc is not provided in this loco..
up (only loco)
Conditions to continue traction in case of Isolation of Equipment‟s
11 On isolating Work up to destination with current restriction 450A checking working of
MPH MVRH and oil level of Transformer.
12 On isolating Work 1-2 block section with current restriction 450A checking working of
MVRH MPH and oil level of Transformer. Inform TLC.
13 On isolating Work up to destination with current restriction current restriction 450A.If
MVMT1/2 DJ/VCB trips on 6th notch wedge Q118.

78
 CHAPTER -17
STATIC INVERTER UNIT
SIV operating and troubleshooting instructions
B. General instructions:
1. Record the CHBA voltage and current in the logbook as per instructions.
2. Whenever SIV is working the HBA should not be operated, unless necessary.
3. Switching on and immediately switching of any auxiliaries should be avoided.
4. Do not operate any rotating switches, when SIV is in on condition.
5. For resetting QSIT press reset push button until LSSIT extinguish or if unsuccessful
close IP magnet valve coc and put HBA to OFF & ON position, énergisé the loco.
6. On run, if all auxiliaries stops working and LSCHBA glows with VCB tripping,
troubleshoot for SIV.
7. Items removed from loco are Arno, C-118, R-118, QCVAR, HQCVAR, HCHBA, QLA,
QOA, HQOA, Q-100, QTD-105and QTD106.
8. Items provided in Loco CCINV (6Amps), QCON, QSIT, LSSIT, QSVM, QTD101,
HRAVT-(0, 1,2&3 positions), SIV unit, a7, a8 terminals, HSIV – (0, 1 positions) & C108
(for 3 phase MVRF induction motor).
9. HSIV-'1'- CAPTFWA center point directly connected to Earth in normal working
conditions
10. HSIV-'0'- Resistance connected in series with the CAPTFWA center point to earth to
minimize leakage currents during Earth fault. (Similar to HQOA in Arno loco)
11. Earth leakage (ELD) bypass pushbutton switch is provided in SIV panel
12. Work with BLVMT in closed condition or otherwise DJ/VCB will trip on 6th notch.
13. Do not take 1st notch unless LSCHBA does not extinguish otherwise DJ/VCB will trip
on 1st notch
14. If it is possible to find out the faulty circuit and bypass, then Loco Pilot should bypass
the faulty circuit by keeping HSIV on ‗0‘, clear section and Inform TLC. When earthfault
is bypassed it is required to clear block section within 45 min because during this time
1500 ohm résistance is in circuit.
15. In AAL (Genric / KIT- 2/3) make SIV input voltage out of rage message appears and
LSSIT is extinguished and VCB trips then there is no abnormality in SIV so TSD for
ICDJ.

Positions of „HRAVT ‟switch provided on TB PANEL

Position Cab heater Cab fan Notch repeater Walkie/Talkie charger
0 Isolate Isolate Isolate Isolate
1 in service in service in service in service
2 Isolate in service in service in service
3 Isolate Isolate in service Isolate

MU Operation:
1. If LSCHBA glows along with LSOL indicates that the rear loco SIV /CHBA not started.
2. If SIV loco has to be made as dead while attached with train, rear Loco HBA should be
kept in 'OFF', in addition to normal procedure.
Static converter (180KVA) trouble shooting procedure:
Generally all the faults in the SIV will be reset by the unit itself and it makes the automatic
restart attempt. (Except fuse failure, fan failure, over temperature). After making all the restart
79
 attempts, (2 to 5 times in 45 sec approximately) static converter will shut down on its own and
DJ trips through QSIT with LSSIT indication in Loco Pilots Desk. Procedure to be followed in
case of DJ trips on run:
1. If LSSIT does not glow, Check SIV panel also in addition to normal checks and if
everything is normal try to re close the DJ and trouble shoot as per TSD as in
conventional loco (Arno).
2. If LSSIT glowing in driver's desk in addition to normal checking, see the text display
VFD (vacuum fluorescent display) panel for fault message and any fault LED glowing
on the front panel of SIV.
Resetting of SIV:
1. Press reset button on SIV unit, till LSSIT lamp extinguishes.
2. If not succeed or reset button is not available, close IP COC, keep HBA in off position,
wait for three minutes, switch on HBA
Picking up of Abnormal Sign on tripping of DJ/VCB
Loco Pilot should first find out the abnormal sign as given in the procedure below and
then troubleshoot accordingly.
1.Check LSSIT
a) If LSSIT is glowing–Abnormality is in SI unit and auxiliary power circuit.
Check abnormal Sign on Display panel / screen on SIV and troubleshoot as given below.
b)If LSSIT is not glowing , check Relay target
i)If Relay target has dropped
(Abnormal Sign) – troubleshoot as given in conventional loco TSD related
failure no on page number 35-39.
ii) If Relay target has not dropped, find out abnormal sign as per procedure below.
2.Procedure of Testing :-
i) Bring MP to ―0‖.
ii)Check glowing of LSGR .If not glowing, check on SMGR drum and If GR is not on
―0‖ bring manually on ―0‖. If GR is already on ―0‖ ignore LSGR.
iii)Open BLVMT.
iv) Check MR and RS pressure. Build up RS pressure if less.
v) Check Panto is raised and touching the OHE.
Keep BLDJ closed .Press BLRDJ keeping a watch on extinguish of LSDJ and
deviation of UA carefully to find out abnormal sign

 LSDJ does not extinguish

- (Abnormal Sign) – troubleshoot as given in TSD related failure no 1 on page
number 40
 LSDJ extinguishes(Normal Sign) but UA does not deviate
- (Abnormal Sign) – troubleshoot as given in TSD related failure no 1 on page
number 40 LSDJ extinguishes, UA deviates - (Normal Sign) now wait for 10-12 sec
for SI unit to start. If SI unit does not start.
 SI unit does not start (BLVMT is open )
(Abnormal sign of SI unit ) – troubleshoot as given in TSD related failure no 3 (B) on
page number86.
If SI unit starts then wait for 15 sec after extinguishing of LSCHBA, If LSDJ glowing
80
 LSDJ is glowing on extinguishing of LSCHBA (BLVMT is open )
(Abnormal sign) – troubleshoot as given in TSD related failure no 4 on page
number 41.
If LSDJ does not glow on extinguishing of LSCHBA then close BLVMT- SI
unit stops and does not start
(Abnormal sign of SI unit ) –troubleshoot as given in TSD related failure no 3 (B) on
page number 86 If SI unit restarts then wait for 15 sec after extinguishing of
LSCHBA
If LSDJ glows
 LSDJ is glowing on extinguishing of LSCHBA (BLVMT is closed )
(Abnormal sign) troubleshoot as given in TSD related failure no 6 on page
number 86.
If LSDJ does not glow on extinguishing of LSCHBA,then take 1 notch and wait
for 15 seconds, If LSDJ glows

 LSDJ glows on taking 1 notch

(Abnormal sign) – troubleshoot as given in TSD related failure no 6 on page
number 42.
If LSDJ does not glow trip DJ/VCB , keep HVSI 1& 2 on ―0‖ close DJ /VCB let SI
unit to start, take 6 notch and wait for 15 seconds, If LSDJ glows

 LSDJ glows on taking 6 notch

(Abnormal sign) – troubleshoot as given in TSD related failure no 7 on page
number 42.
 DJ/VCB trips on different notches
(Abnormal sign)- troubleshoot as given in TSD related failure no 8 on page number
42.

81
 SIEMENSSI UNIT

AUTOMETER(KIT2/3)SI UNIT

82
AUTOMETER(GENEREC)SI UNIT

HIRECT SI UNIT

83
TRANSTECHNIK

MEDHA

84
TROUBLE SHOOTING BY LOCO PILOT IN SI UNIT LOCO
Sr no Abnormal sign/ lamp Remedial action
1. DJ trips through Check for any smell, smoke or fire in SIV and auxiliary
LSSIT, Internal fault power circuit equipment, if any abnormality is noticed use
lamp glows on SIV fire extinguishers. Isolate effected equipment, work further
with precautions. If no abnormality is noticed, see the
message displayed on SIV screen.
1. If fan fault is displayed, reset MCB once if available on
SIV unit, reset SIV by reset button/ HBA OFF/ON, try
to close VCB & work further, if MCB is not available
outside try by HBA OFF/ON, If not succeed contact
TLC for assistance.
2. If over temperature fault is displayed, inform to TLC,
wait for 10 minutes, reset SIV, try to close VCB & work
further, if not succeeded, contact TLC for assistance.
3. If other message is displayed, press SIV reset button
till LSSIT lamp extinguishes & try to close VCB, if not
succeeded, close IP COC, keep HBA in off position &
wait for few seconds switch on and try.
4. If unsuccessful open all BL switches..Put concerned
switches of all auxiliaires HPH, HVSL-1, HVSL-2,
HVSI-1, HVSI-2, HVRH, HVMT-1, HVMT-2, HCHBA
and HRAVT switches to 0 position . (If HRAVT is not
provided remove CCRA-1, CCRA - 2, CCVT fuses and
trip MCB on TFVT if provided and energise loco.
5. If DJ / VCB maintains : Operate the switches one by
one to Normal and if the fault reappears on operating a
particular switch then isolate the concerned
equipment and work the train with concerned
precaution.
6. If DJ / VCB does not maintain : ask for assistance

2 DJ trips through Check for any smell, smoke or fire in SIV and auxiliary
LSSIT, external fault power circuit equipment and TK panel, if any abnormality is
Lamp glows on SIV noticed, use fire extinguishers. Isolate effected equipment,
work further with precautions. If no abnormality is noticed,
see the message displayed on SIV screen.
A. If earth fault message is displayed on screen,
1. Press reset button and energise loco. work the train if
successful.If not succeded, close IPMV COC and
switch off battery for a few seconds and again switch
on and energise the loco.
2. If sucessful work the train (open IPMV coc)
3. If unsucessful open all BL switches..Put concerned
switches of all auxiliaires HPH, HVSL-1, HVSL-2,
HVSI-1, HVSI-2, HVRH, HVMT-1, HVMT-2, HCHBA
and HRAVT switches to 0 position . (If HRAVT is not
provided remove CCRA-1, CCRA - 2, CCVT fuses and
trip MCB on TFVT if provided and energise loco.
4. If DJ / VCB does not maintain : Reset SIV, operate
‗HSIV‘ to ‗0‘ on TB panel and press Earthfault Bypass
switch on SI unit and energise the loco.Clear block
section within 45 min. and contact to TLC.
5. If DJ / VCB maintains : Operate the switches one by
one to normal and if the fault reappears on operating a
particular switch then isolate the concerned
equipment and work the train with concerned
précaution.
85
 Note : Ensure proper opening of concerned EM contacter
after isolating a défective equipment
B. If other than earth fault message is displayed on SIV
1. Press reset button and energise loco. Work the train if
sucessful. If unsucessful, close IPMV COC and switch
off battery for a few seconds and again switch on and
energise the loco
2. If sucessful work the train (open IPMV coc
3. If unsucessful open all BL switches. .Put Concerned
switches of all auxiliaires HPH, HVSL-1, HVSL-2,
HVSI-1, HVSI-2, HVRH, HVMT-1, HVMT-2, HCHBA
and HRAVT switches to 0 position . (If HRAVT is not
provided remove CCRA-1, CCRA - 2, CCVT fuses and
trip MCB on TFVT if provided and energise loco.
4. If DJ / VCB maintains : Operate the switches one by
one to normal and if the fault reappears on operating a
particular switch then isolate the concerned
equipment and work the train with concerned
précaution.
5. If DJ / VCB does not maintain - ask for assistance.
`3. Input voltage out of Whenever OHE voltage out of range message appears
range on SIV then only SIV will stop working, VCB will not
open but if GR on notches then VCB will also trip. In
this case , close VCB. If VCB does not close then
trouble shoot for ICDJ.
If VCB close but SIV not start then check SIV
indication panel.
A. IF input voltage out 1. Press reset button. Close VCB. Cross check OHE
of range LED voltage on UA meter, SIV panel and ESMON
glowing on SIV speedometer. OHE voltage should be between 16.5 to
31 kv. Input range of SIV {608 v-1144v}
2. If OHE voltage is out of range, Contact TPC / TLC.
3. If OHE voltage Is in between 16.5 to 31 kv.
a. Press reset button and énergisé loco. Work the train
if sucessful.
b. If unsucessful, close IPMV COC and switch off
battery for a few seconds and again switch on and
énergisé the loco. If sucessful work the train (open
IPMV coc)
c. If unsucessful ask for assistance.
B. If input voltage out Check CCINV fuse.Change if melted.If still melts put
of range LED not HOBA on OFF and change.
glowing on SIV
then check
BLVMT
if BLVMT is open
and SIV not
start
C. If BLVMT is close a) Check CCA fuse.Change if melted.If still melts put
and SIV not start HOBA on OFF and change.
b) Check energising of QSVM relay.If deenergised
wedge QSVM.
c) If de energised check CCINV fuse if melted replace
once if melts again keep HOBA on ÖFF― and try.
Precaution :If QSVM is wedged ,close VCB with BLVMT in
closed condition.

86
4. Compressors Close BLCPD and try, check position of HCP should be on
contactors not closing other than „0―
Check LSCHBA.
a) If glowing ensure QCON relay is energised, if
denergised, wedge QCON.
Precaution :Wedge Q118 along with QCON relay
otherwise VCB will trip.
b) If extinguished ensure energisation of QTD-101
relay,if denergised, wedge QTD101.
Precaution :
Close BLCP, 15-20 sec after closing of VCB or close
BLCP after 5sec. of LSCHBA extinguish.
8. Blowers contactors Wedge C105, C106 and C107, keep BLVMTopen. On
not closing wedging C107 do not use DBR.
9. Without tripping VCB, 1. Check the working of CHBA by keeping HBA in „0‟
LSCHBA glows on run position. If VCB trips it is confirmed that CHBA is not
working.
2. SIV will continue to function even if battery charger is
not working due to any reason/fault.
3. Trip DJ, switch OFF & switch ON HBA and try. If
succeeded work normal.
4. If not succeeded, Check Battery Voltage between 90
to 110Volts.
5. If BA voltage is above 90V and CHBA not working,
inform TLC and work onwards as per the instructions
of TLC.
6. Minimise the load on batteries by switching off
compartment lights and unnecessary loads by
watching BA voltage frequently.
7. Some times QSVM chatters so check and if required
wedge it and work with preacaution.

87
88
 Chapter 18
Microprocessor loco
Operating Instructions
Microprocessor is provided in some conventional locos for the controlling of Loco and Fault
Diagnostics. The operation of MPCS Loco is similar to conventional loco. One Display unit is
provided in each cab in which all the faults coming up in the loco are displayed with reason. Main
unit of Microprocessor is provided in TR panel of cab-2. Apart from target relays, circulation and
pressure relays in these locos all relays and CCA, CCDJ, CCLS, and CCLSA fuses are removed
from these locos. CCPT and CCCPU fuses are provided. (Fuse CCCPU is provided in some
loco‘s only)
The following switches are provided in addition, apart from target relays, circulation and
pressure relays in these locos.
TSACP (on TR panel) To check ACP circuit.
TSFL (on TR panel) To check AFL circuit.
HPAR / HQ-51 (on TB ―1‖ –Normal position- Q-51 in service
panel)
―0‖ –Bypass position –Q-51 bypass
BPQD (on Loco pilot If auto regression occurs due to wheel slip press BPQD to start
desk) sanding.
Important Instructions
. 1. The position of ZSMS is not required to be changed for working train by MP / EEC.
2. Do not change position of any switch when Loco is in energized condition.
3. Auto regression due to wheel slip can be stopped by pressing BPQD.
4. If auto regression takes places due to defect in traction motors then isolate the
defective traction motor by HMCS.
5. L1, L2 and L3 will not close on putting HVMT-1 on ―0‖ so work with RSI -1 block in
isolated condition. L4, L5 and L6 will not close on putting HVMT-2 on ―0‖ so work with
RSI- 2 block in isolated condition.
6. If ―Auto regression via ACP‖ message appears on screen, though BP pressure is
normal and AFI is on preoccupied position then operate HPAR/HQ51 to ―0‖ and work
the train.
7. In case of TLTE without GR progression/ AFL malfunctioning put HQ-51/ HPAR to ‗0‘
and try.
8. If leading cab display unit is not working follow rear cab display.
9. If Display units does not work and loco cannot be energized open BLDJ, close IPMV
and operate HBA to ―0‖ and try to energise after 10 seconds. If any fault occurs identify
the same with the help of pilot lamps and troubleshoot, work up to destination. Make
entry in logbook and inform TLC.
10. If both Display units do not work and loco can be energized, then work the train.
Whenever fault occurs, Loco Pilot should trouble shoot by recognizing the abnormal
sign as in Conventional Loco with the help of Pilot Lamps and UA meter.
11. If any fault occurs in loco and fault message appears on display screen and Buzzer
also sounds, read and note the fault message. Based on the Fault message trouble
shoot according to TSD. After TSD press― ack‖ button provided on display unit.
Message will clear from the screen and it will be recorded in memory. If message not
cleared or not succeeded put HOBA on ‗OFF‘ and try.
12. While troubleshooting, before checking any equipment ensure BLDJ is in open
condition.
13. If VCB tripped for any reason it should be closed only after 4 second. If closed within 4
sec. display unit will indicate ‗‘C-118 N/C I/L fail, ensure opening of C-118. Do not press
89
 BLRDJ‖ ignore the message.
14. If fault message ―WAITING FOR COMMUNICATION‖ appears on display screen and
loco does not energise then check CCCPU fuse if provided. Change the fuse once if
melted. Operate HOBA if required.
15. If any EM contactor is not closing even after TSD then keep HOBA on ‗OFF‘ position
and try.
16. Some locos are provided with CCSPM fuse, if this fuse melts energy monitoring system
only will not function but SPM will work.
Note: - If LP does not succeed on trouble shooting as per TSD then before asking for
assistance.
a) Try by putting HOBA to “0FF”.
b) Close IPMV and operate HBA to “0” and try to energise after 3 minutes.STESALIT

STESALIT (FDCS-9648)

MEDHA

ADCFDS

90
TROUBLE SHOOTING BY LOCO PILOT IN MPCS LOCO
Sr no Abnormal sign/ lamp
1. Main unit not working
2. Tripping failures:
i. Impossible to close DJ
ii. On releasing BLRDJ, DJ trips
due to 'No TENSION' (UA not
deviating)
iii On releasing BLRDJ, DJ trips
with in 15 sec (UA deviates)
iv
On closing BLVMT, if DJ trips
within 30 sec
v Trouble shoots as per message displayed in
Tripping on 1st notch
Remedial action
Pilot lamp will not glow, no message on display unit
and loco will not energize. Take the following
actions.
1. If BA voltage is '0' and CPA not working
replace Addl. CCBA once, if melts again keep
HOBA in ' OFF ' position and try.
2. If battery voltage is above 90V.
3. Check CCBA, CCPT and CCCPU (if
provided), if melted replace the fuse if again
melts put HOBA in OFF and replace the fuse.
4. If unsuccessful, keep HBA on '0' and wait for 3
minutes and & then try.
5. Keep HOBA off and try.
6. If still not energised, contact to TLC.
7. Ensure the battery voltage is above 90V.
8. Check the relay target, if any target is dropped
trouble shoot as per TSD.
9. Check CCBA, CCPT, CCCPU (If provided).
Change the fuse if melted. If again melted, put
HOBA in OFF and replace the fuse.
10. Check the air pressure in MR and RS and
ensure it should be above 8 kg/cm2.
11. Ensure C118, C105, C106, and C107 are fully
opened before closing DJ.
12. Operate GR manually and bring back to 0,
Ensure LSGR is glowing.
13. Operate BP1DJ, 2 or 3 times.
14. Change ZPT position and try.
15. Try to close DJ by pressing BP2DJ
16. Keep HQOA ‟ 0‟ and try.
17. Keep HQOP 1&2 in OFF position and try.
18. Try from rear cab.
19. Ensure C118 is closing, for ARNO base locos
while closing DJ. .
20. Switch off HBA, wait for three minutes and try
to close DJ.
21. If not succeeded keep HOBA on off and try.
22. Still not success, contact to TLC, make a
remark on log book.
1. Trouble shoot for 'No TENSION'.
2. If OHE voltage is available signal conditioning
unit or its connection may be defective inform
TLC
Trouble shoot as per message displayed in Display
unit. If display unitis not working take guidance
from pilot lamps.
Trouble shoots as per message displayed in
Display unit. If display unit not working take
guidance from pilot lamps.
Display unit. If display unit not working take
guidance from pilot lamps.
91
vi
DJ tripping on 6th notch
3. Traction failures:
A. With LSB glowing
i LSGR not extinguishing
1. Trouble shoots as per message displayed in
Display unit. If display unit not working
2. Check C105/C106/C107 terminal wire
connections (after taking safety precautions)
and check mobality of contactors and try.
3. Put HVRH, HVMT1/2 in '3' position and try
4. If unsuccessful, keep HOBA on -off and try
1. Operate BL, 2 or 3 times and try.
2. Operate MPJ, 2 or 3 times and try.
3. Check J-1 and J-2 are in proper direction or
not, CTF‘s are in proper direction or not, if not
set properly, set them in proper direction, even
if in proper direction tap them gently in correct
direction with precautions.
4. Check C-145 in opened condition, if it is in
closed condition, manually open it with
precautions.

B. Without LSB glowing

1. Try with EEC operation.
2. Ensure ZSMGR position in 6‘0‘ clock position.
3. Ensure ZSMGR spindle in lifted condition.
4. Ensure SMGR pressure 2.5kg/cm2 to 3.5
kg/cm2;
5. Ensure RGEB2 coc in open condition.
6. Use HPAR/ HQ51 and try.
7. Try from rear cab
8. Still not success, try to clear the section with
manual operation of GR.
1. Ensure HVSI-1, HVSI-2, HVMT-1, HVMT-2 in
ii LSGR extinguishes but ―1‖ position, try by changing to position 3.
ammeter does not deviate 2. Tap CTF handles in proper direction gently.
3. Ensure EP-1 and EP-2 cocs are in open
condition. Ensure MR pressure is above
8.0kg/cm2.
4. If still not success, try from rear cab.
Note: Still not success, keep HBA in off and on try,
keep HOBA off try, still not success contact
to TLC.

92
Messages displayed on display unit screen when DJ trips:
When DJ tripping on line, the reason for tripping will be displayed on the screen of the display
as follows.
Sr. Fault message on display screen Remedial Action
no
1. C118 N/C Contact Fail Check proper opening of C-118.
Ensure C118 Opening Do not Press BLRDJ
2. C118 Stuck up Release BLRDJ and check proper
opening of C-118.
Ensure opening of C118
Release BLRDJ if pressed
3. No Tension Troubleshoot as per WAG-5 TSD
Wait for OHE Voltage
Retry to close DJ/VCB
4. OHE low /No tension Troubleshoot as per WAG-5 TSD
Apply Emergency Brake
5. DJ tripped Via QOP-1 Troubleshoot as per WAG-5 TSD
Reset QOP1 isolate faulty TM by HMCS1
Follow TSD inform TLC
6. DJ tripped via QOP-2 Troubleshoot as per WAG-5 TSD
Reset QOP-2 isolate faulty TM by HMCS-2
Follow TSD inform TLC.
7. DJ tripped Via QOA Troubleshoot as per WAG-5 TSD
Put HQOA AT 0
Check all Auxiliary / Heater, follow TSD
8. DJ tripped Via QRSI-1 Troubleshoot as per WAG-5 TSD
Reset QRSI-1 isolate faulty TM by HMCS-1
Follow TSD inform TLC
9. DJ tripped Via QRSI-2 Troubleshoot as per WAG-5 TSD
Reset QRSI-2, isolate faulty TM by HMCS-2
Follow TSD, inform TLC
10. DJ tripped Via QLM Troubleshoot as per WAG-5 TSD
Check transformer / GR oil splashing.
Loco made Dead & inform TLC.
11. DJ tripped Via QVSL-1 Operate concerned switch to position
3,close DJ/VCB and check working of
Check MVSL-1 if normal Put HVSL-1 on 3
concerned auxillaries.
Resume traction

93
12. DJ tripped Via QVSL-2 If auxillary working, work the train.
Check MVSL-2 if normal Put HVSL-2 on 3 If auxillary does not work,isolate the
concerned auxillary and work the train
Resume Traction
cautiously.
13 DJ tripped Via QVMT-1 Operate concerned switch to position
Check MVMT-1 if normal Put HVMT-1 on 3 3,close DJ/VCB and check working of
Resume Traction concerned auxillaries.
14 DJ tripped Via QVMT-2 If auxillary works, work the train.
Check MVMT - 2 if normal Put HVMT -2 on 3 If auxillary does not work,isolate the
Resume Traction concerned auxillary and work the train
15 DJ tripped Via QVRH cautiously.
Check MVRH if normal Put HVRH on 3
Resume Traction
16 DJ tripped Via QVSI -1
Check MVSI -1 if normal Put HVSI-1 on 3
Resume Traction.
17 DJ tripped Via QVSI -2
Check MVSI -2 if normal, put HVSI -2 on 3
Resume Traction
18 DJ tripped Via QPH
Check TFP oil level frequently Put HPH on 0
clear block section.
19 DJ tripped due to GR stuck between notches Operate GR manually to ―0‖and close
Bring GR to Zero manually. Clear block section DJ/VCB.
manually Clear the section by manual operation
of GR.
20 DJ tripped due to Low / No ARNO voltage Inform TLC and ask for assistance
21 DJ tripped Via QLA Troubleshoot as per WAG-5 TSD
Isolate faulty Auxiliary machine, if
Fault exists make loco dead inform TLC.
22 DJ tripped Via QPDJ Check RS pressure. If less, built up
Check RS pressure RS pressure by MCPA.
Start CPA to build up pressure
23 QVRF not working Do not use DBR.
Do not use Dynamic Braking
24 ICDJ through QOP-1 Dropped Troubleshoot as per WAG-5 TSD
Put HQOP-1 OFF
On running condition watch HTC
25 ICDJ through QOP-2 dropped Troubleshoot as per WAG-5 TSD
Put HQOP-2 OFF
On running condition watch HTC
26 ICDJ through QOA dropped Troubleshoot as per WAG-5 TSD
Put HQOA on 0
Check auxiliary machines
27 ICDJ through QLM dropped Troubleshoot as per WAG-5 TSD
Check HT compartment for Oil splashing
Inform TLC
28 ICDJ through QRSI -1 dropped Troubleshoot as per WAG-5 TSD

29 ICDJ through QRSI -2 dropped Troubleshoot as per WAG-5 TSD

30 ICDJ through QLA dropped Troubleshoot as per WAG-5 TSD

Check ARNO Inform TLC
31 ICDJ through QPDJ dropped Troubleshoot as per WAG-5 TSD
Check RS pressure / leakage
Start CPA to build pressure
94
32 Reversers are neither in `F` nor `R` Troubleshoot as per WAG-5 TSD
Set the Reversers manually.
Resume traction
33 J Forward Feedback Fail Operate J-1 & J-2 manually 2-3 times.
34 J Reverse Feedback Fail Operate J-1 & J-2 manually 2-3 times.
35 CTF Traction Feedback Fail Operate CTF-1,2 & 3 manually 2-3
times and put the CTFs on traction
position. Do no use DBR.
36 CTF Brake Feedback Fail Operate CTF-1,2 & 3 manually 2-3
times and put the CTFs on traction
position. Do no use DBR.
37 CTFs are neither in `T` nor `B` Troubleshoot as per WAG-5 TSD
Set the CTFs manually on `T` side only.
Resume Traction
38 GR not in Zero
Put GR at 0 manually Operate GR manually to ―0‖and close
Close DJ/VCB DJ/VCB.

39 Brake applied through IP Close IPMV coc.Do not use DBR.

Do not use DBR
40 Auto regression Via RGEB
Ensure BP pressure is 5kg/cm2.
If Brake not applied, check for leakage
41 If auto regression takes place due to
wheel slip, press BPQD and operate
Auto regression Via QD sanders.
Press BPQD / Resume traction If auto regression takes place due to
defect in traction motor then isolate
the defective traction motor.
42 Auto regression Via TM over voltage Work train with lesser notches. Inform
Check TM voltage TLC.
43 Action to be taken by LP in case of
Auto – regression via ACP
ACP.
44 Auto Régression Via QF/QE Do not use DBR.
45 Auto regression via DBR pressure switch. Do not use DBR.
46 Operate GR manually and clear
Auto regression via Q-50 section.
Inform TLC
47 Battery charger Output fail.
Troubleshoot as per WAG-5 TSD
Check CHBA
Clear Block section
48 Switch off battery and ensure opening
ICDJ through C-107 Feedback fail. of C-107.Operate C-107 2-3 times
Inform TLC manually and try to close DJ/VCB. If
unsuccessful inform TLC.
49 Switch off battery and ensure opening
ICDJ through C-106 Feedback fail of C-106, operate 2-3 times manually
Put HVMT -2 on 0 and try to close DJ/ VCB. if
Clear section, inform TLC unsuccessful, operate HVMT-2
to―0‖and clear section. Inform TLC.
50 Switch off battery and ensure opening
ICDJ through C-105 Feedback fail of C-105.Operate 2-3 times manually
Put HVMT -1 on 0 and try to close DJ/ VCB. If
Clear section, inform TLC unsuccessful, operate HVMT-1 to―0‖
and clear section. Inform TLC.
51 GR stuck up on Notches Operate GR manually to ―0‖and close
Put GR on 0 manually DJ/VCB.

95
52 Switch off battery and ensure opening
DJ tripped via C-107 Feedback fail of C-107.Operate 2-3 times manually
Inform TLC and try to close DJ/VCB. Inform TLC if
unsuccessful.
53 Switch off battery and ensure opening
DJ tripped via C-106 Feedback fail. of C-106.Operate 2-3 times manually
Put HVMT-2 on 0 and try to close DJ/VCB. If
Clear section, inform TLC unsuccessful, operate HVMT-2
to―0‖and clear section. Inform TLC.
54 Switch off battery and ensure opening
DJ tripped via C-105 Feedback fail of C-105.Operate 2-3 times manually
Put HVMT-1 on 0 and try to close DJ/VCB. If
Clear section, inform TLC unsuccessful, operate HVMT-1 to―0‖
and clear section. Inform TLC.
55 Check RS pressure and if
unsuccessful, inform TLC and ask for
DJ tripped via DJ FB fail assistance.
Check CONK CONNNECTION of
VCB in HT Compt.
56 Braking Fault SWC Operated Ensure SA-9 is released. Do not use
Do not use Loco Brake during DB DBR.
57 Working with One CPU Continue traction and inform TLC.
58 EEPROM Failed Continue traction and inform TLC.
59 Other CAB display fail Continue traction and inform TLC.
60 Loco in LT During LT testing STATUS
MESSAGE
61 C -145 Open HMCS -1 / 2 not in 1 Do no use DBR.
Do not use DBR
62 DBR Overheating or QF / QE Operated Do no use DBR.
Do not use DBR
63 ARNO not picking up Inform TLC and ask for assistance.
64 User changed configuration / Loco No. Continue traction and inform TLC.
65 System Error Continue traction and inform TLC.
66 Communication link display in Cab -2 fail. Continue traction and inform TLC.
67 Communication Link Display in Cab-1 fail. Continue traction and inform TLC.
68 RTC Fail Continue traction and inform TLC.
69 V 965 Channel fail Inform TLC and ask for assistance
70 ARNO channel fail Inform TLC and ask for assistance
71 TM voltage channel fail Q-20 will not work and so keep a
watch on traction voltmeter and inform
TLC.
72 On operating HPAR to ―0‖ STATUS
HPAR put in bypass
MESSAGE
73 On operating HPAR to ―1‖ STATUS
HPAR restored
MESSAGE

96
 MPCS with remote monitoring and analysis feature
Ref: technical circular no. RDSO/2012/EL/TC/0119Rev-1 dated 20.03.2013
1) MPCS is provided in some of the locos. The procedure to energize the loco is
same as other locos. The MPCS display starts after 90 sec of switching on the
HBA.
2) In both cab in front of ALP, MPCS display unit is provided having 10 soft keys.
3) In MPCS the following switches and lamps are available
LSVW- VCD warning lamp
LSFI- will glow in case of fault/isolation/wedging
BPFA- To acknowledge fault.
Digital notch repeater
4) 0 to 9 soft keys are provided as below

Main Crew LP Loco Isolation setting Q50 QCON QCVAR Q118

menu message info status messag bypass bypass bypass bypass
e
1 2 3 4 5 6 7 8 9 0

5) Press soft key no. 3 and feed the following

information
a) Name of LP
b) ID of LP
c) HQ
d) Section
e) Train load
f) Press Enter key É‘ after feeding the
Information

6) To bypass Q118, Q50, QCON and QCVAR adopt the procedure as below and
press the soft keys
A. For ICE make MPCS

Relay Soft key for by pass Soft key for confirm Soft key to cancel
Q118 0 1 2
Q50 7 1 2
QCON 8 1 2
QCVAR 9 1 2
a) To wedge the relays press the soft keys 0,7,8,9 after opening DJ
b) To confirm wedging press soft key ‗1‘
c) To cancel press soft key ‗2‘.
d) The command of wedging will cancel if HBA is made OFF

97
 B. For MEDHA make MPCS

Relay Soft key for Soft key for Soft key for Soft key for
wedging instantaneous permanent by cancelation of
by pass pass bypass

Q118 0 1 2 3
Q50 7 1 2 3
QCON 8 1 2 3
QCVAR 9 1 2 3
1. To wedge the relays press the soft keys 0,7,8,9 after opening DJ
2. For instantaneous bypass press soft key ‗1‘
3. For permanent bypass press soft key ‗2‘
4. For cancel bypass press soft key ‗3‘.
5. The command of instantaneous by pass will cancel when VCB trips.
6. The command of permanent bypass will cancel if HBA is made OFF
7) VCD is provided inside the MPCS unit but isolating switch HVCD is provided on
TB panel
8) A buzzer BZ-F-V-O for fault, vigilance and over load is provided in both cab
beside ALP.
9) The main unit of MPCS is provided in TR panel with a push button BPMPR to
reset the MPCS
10) In case of isolation of more than one sub system the MPCS to be reset as below
a) Open DJ/VCB and lower the pantograph
b) Put BL key on ÓFF‘
c) Press BPMPR for 10 sec
d) Energise the loco

98
 Chapter 19
INSTRUCTIONS FOR WEDGING/ MANUAL OPERATION OF RELAY
AND CONTACTORS
1. MANUAL OPERATION OF DRUM CONTACTOR
A. Reverser J-1/ J-2

AS ABOVE FIGURE
a. Normal operation of reverser
1. Manual handle should be on upper side for working towards CAB-1 side.
2. Manual handle should be on lower side for working loco towards CAB-2 side.
b. Manual operation of reverser
1. Ground the loco.
2. Press spindle of the electro valve of reverser in working direction.
3. If unsuccessful, close EP coc of Concerned HTC and operate reverser manual
handle as per working direction.
4. Open EP coc of Concerned HTC
5. Ensure there is no air leakage in the contactor.
6. Unground the loco and energise the loco.
c. Locking of reverser in neutral position
(for making loco dead)
1. Ground the loco.
2. Close EP coc of HTC and operate the reverser in center position with the help of its
manual handle.
3. Lift the locking pin of the reverser and rotate it up to 90 0 and lock the reverser.
4. Operate the manual handle of the reverser 2-3 times and ensure locking of reverser.
5. Unground and energise the loco normally
d. Welding of reverser
1. Ground the loco
2. Close EP coc of HTC and try to unlock the concerned reverser from its weld
position.
3. Isolate the concerned RSI block
4. Ensure extinguishing of LSC145/ C145 is open and wedge Q-50
5. Unground and energise the loco normally

99
B. CTF- 1/ CTF-2/ CTF-3

AS ABOVE FIGURE

a. Identifying traction/braking position of CTF by its manual handle

1. Manual handle of CTF should be upwards in Traction position.
2. Manual handle of CTF should be downwards in Braking position.
b. Manual operation of CTF
1. Ground the loco.
2. Set the CTF in Traction position by pressing the spindle of the electro valve of CTF.
3. If unsuccessful, close EP coc of Concerned HTC and operate manual handle of CTF
in traction position.
4. Open EP COC of HTC.
5. Ensure there is no air leakage in the contactor.
6. Unground and energise the loco normally

100
2. MANUAL OPERATION OF CAM TYPE REVERSER (WAG-7)

Identifying the direction of Reverser if manual control handle moves horizontally

1. To work train towards Cab-1, Reverser handle in HT-1 should be on corridor 1 side and
Reverser handle in HT-2 should be on corridor 2 side.
2. To work train towards Cab-2, Reverser handle in HT-1 should be on corridor 2 side,
Reverser handle in HT-2 should be on corridor 1 side.
Manual operation of Cam type reverser
1. Ground the loco.
2. Set both reversers in working direction by pressing spindle of electro valve.
3. If unsuccessful, close EP coc of concerned HTC, set the working direction of the reverser
with the help of its manual handle.
4. Open EP coc of HTC.
5. Unground and energise the loco normally.
Note:
1. If ‗F‘ or ‗R‘ is written on the reverser, so during manual operation while working of
train from Cab-1 in forward direction, handle should be set in ‗F‘ and while working
train from Cab-2 in forward direction, handle should be set in R direction.
2. To lock a reverser in Neutral, bring reverser handle in center, operate locking pin from
vertical to horizontal position.

101
3. MANUAL OPERATION OF CAM TYPE REVERSER (WAP-4)

Identifying the direction of Reverser if manual control handle moves vertically

1. To work train towards Cab-1, manual handles of both Reversers in HT-1 & HT-2 should
be upwards.
2. To work train towards Cab-2, manual handles of both Reversers in HT-1 & HT-2 should
be downwards.
Manual operation of Cam type reverser
1. Ground the loco.
2. Set both reversers in working direction by pressing spindle of reverser electro valve.
3. If unsuccessful, close EP coc of concerned HTC, set the working direction of the reverser
with the help of its manual handle.
4. Open EP coc of HTC.
5. Unground and energise the loco normally.
Note:
1. If ‗F‘ or ‗R‘ is written on the reverser, so during manual operation while working of
train towards Cab-1, handle should be set in ‗F‘ and while working train towards Cab-
2, handle should be set in R direction.
2. To lock a reverser in Neutral, bring reverser handle in center, operate locking pin from
vertical to horizontal position.

102
4. WEDGING OF RELAY
A. PC-8 RELAY

AS ABOVE FIGURE

1. Remove the seal, open the safety cover and cautiously press the plunger.
2. Wedge the relay with a standard wedge.
3. Ensure operation of interlocks of the relay after wedging the relay.
4. Cover the relay with its safety cover

B. PC-8 RELAY with wedging clamp

AS ABOVE FIGURE

1. Remove the seal, press the plunger strip and rotate the latch provided on the relay.
2. Ensure operation of interlocks of the relay after wedging the relay.

103
C. WOAMA relay with wedging screw

AS ABOVE FIGURE

1. Remove the seal and operate the knob provided on the relay clock wise with the fingers.
2. Ensure operation of interlocks of the relay after wedging the relay.
D. COMET Relay

AS ABOVE FIGURE

1. Remove the seal and pull the lock provided on the relay and rotate it by 900.
2. Ensure visiblity of yellow flap in the window of the relay.

104
5. Procedure to wedge EM contactor

AS ABOVE FIGURE

1. De-energise the Loco. Close IP COC and switch off the battery.
2. Loosen the fly nut of the wedging clamp of the EM contactor.
3. Close the collar of the contactor by lifting it with left hand.
4. Hold the wedging clamp with right hand keeping the fly-nut upwards, tighten the collar of
the contactor on right side.
5. Ensure collar is parallel to the bracket and all the contacts have closed properly.
6. Switch on the battery, energise the loco & open IP coc.

105
6. Procedure to wedge EP contactor
A. CLW make

AS ABOVE FIGURE

1. Ground the loco.

2. Ensure free movement of the mobile jaw of the contactor by pressing the spindle of the
electrovalve of the contactor.
3. Open the screw,remove the cap of the EP valve and keep the standard wedge on its
armature.
4. Recap and tighten the screw and ensure closing of contactor by pressing of its spindle.
5. Ensure there is no air leakage in the contactor.
6. Unground and energise the loco normally
B. BHEL make

AS ABOVE FIGURE

1. Ground the loco.

2. Ensure free movement of the mobile jaw of the contactor by pressing the spindle of the
electrovalve of the contactor.
3. Unlock rotate and open the cap of EP valve after unlocking with the help of screw
driver and place a standard wedge on its armature.
4. Recap the electrovalve and ensure closing of contactor by pressing the spindle.
5. Ensure there is no air leakage in the contactor.
6. Unground and energise the loco normally

106
C. ROTEX make

AS ABOVE FIGURE

1. Ground the loco.

2. Ensure free movement of the mobile jaw of the contactor by pressing the spindle of the
electrovalve of the contactor.
3. Place the wedging clamp and tighten.
4. Ensure there is no air leakage in the contactor.
5. Unground and energise the loco normally.
D. ROTEX make with wedging screw

AS ABOVE FIGURE

107
1. Ground the loco.
2. Ensure free movement of the mobile jaw of the contactor by pressing the spindle of the
electrovalve of the contactor.
3. Rotate the wedging screw 900clockwise.
4. Ensure there is no air leakage in the contactor.
5. Unground and energise the loco normally.

108
7. Reseting target type relay
A. Reseting QLM with mechanical locking

AS ABOVE FIGURE

Rotate resetting knob clockwise to reset.

B. Reseting other target relays

AS ABOVE FIGURE

Rotate resetting knob anticlockwise to reset.

109
INSTRUCTION FOR OPERATING HAND BRAKE (VERTICAL)
WAG-5/WAM-4
While applying and releasing Handbrakes Loco Pilot and Assistant Loco pilot should take
the following precautions.
(A) Precautions while applying Hand brakes
1. Ensure Hand brake chain is vertically straight and
operating handle does not interact/rubbed with
equipment‘s kept in the cubicle like BP/FP pipe,
screw coupling and Fire extinguishers otherwise
every time chain may get entangled.

2. Operate Hand brake handle again and again till

handle does not get tight and then ensure full brake
application. Chain pulley may break on excess
operation of Hand brake.

(B) Precautions while releasing Hand brakes

1. While releasing Hand brakes, Ensure that the

operating handle is vertically straight {6‘O‘clock),
otherwise brakes would not release.

2. After releasing Hand brakes, do not forget to lock

the lever or otherwise the chain might fall down and
may get entangled in underframe.

(C) Isolation of Hand brake

1. Remove the pin attached to the chain coupled with
brake cylinder lever.

110
INSTRUCTION FOR OPERATING HAND BRAKE(HORIZONTAL)
WAP-4
While applying and releasing Hand brakes Loco Pilot and Assistant Loco pilot should
take the following precautions.
(A) Precautions while applying Hand brakes
1. Ensure Hand brake chain is Horizontally straight.
2. While applying Horizontal Hand brake,
continuously pull the chain by hand otherwise
chain may get entangled.

3. Operate Hand brake handle again and again till

handle does not get tight and then ensure full
brake application. Chain pulley may break on
excess operation of Hand brake.

(B) Precautions while releasing Hand brakes

1. While releasing Horizontal Hand brakes, keep the
chain lifted.
2. After releasing Hand brakes, do not forget to lock
the lever or otherwise the chain might fall down
and may get entangled in under frame.

(C) Isolation of Hand brake

1. Remove the cross lever pin attached to hanger
lever pin so that brakes get released.
Note: Brake cylinder piston will remain out and
Hand brake chain will be tight but brake shoe will
get released.

111
Manual operation of Gear type Hand brake
Modified Hand brake ( Gear type ) WAG-5 23012 of BL shed

Application:
1. Remove locking pin from the wheel.
2. Rotate the wheel as per the arrow marked on apply side clockwise until
the brake blocks gets tight on the wheels.
3. Insert the locking pin to lock the wheel.

Releasing:
1. Remove locking pin from the wheel.
2. Rotate the wheel as per the arrow marked on release side anti clockwise
until the brake blocks gets free on the wheels.
3. Insert the locking pin to lock the wheel.

112
MODIFICATIONS

113
114
 VIGILANCE CONTROL DEVICE (VCD)

VCD display unit VCD main unit

VCD is a safety device to check the alertness of crew. Instructions for loco pilots are given
below.
1) The Loco Pilot is expected to ack VCD within every 60 sec interval by one of the following
way
a. Progression/Regression by MP/EEC.
b. Putting MPS on position ‗1‘.
c. Pressing PSA.
d. Pressing PVCD
2) If one of the above exercises is done, the LP is considered alert and the 60 sec cycle gets
reset. If none of the above activities are not done once within 60 sec, then yellow flashing
light will glow for next 8 sec.
3) Within these 8 sec if none of the above activities is done to acknowledge then buzzer will
sound along with flashing light for next 8 sec.
4) If still VCD is not acknowledged, penalty brakes will get applied and will not reset for next
32 sec.
5) To reset VCD keep MP on ‗0‘ and on completion of 32 sec press Reset push button.
6) If PVCD pedal switch remains pressed for more than 60 sec, then the system will go
automatically in ―Dead man mode‖
7) If Loco Pilot is acknowledging VCD correctly as per procedure, but still VCD penalty is
applying, in that case it is assumed that VCD is malfunctioning. In such cases VCD can be
isolated/bypassed by keeping HVCD switch on ‗0‘ position. Remark should be given in log
book. TLC is to be informed and proceed cautiously.
8) The VCD comes in active mode whenever BL key is inserted and unlocked, brakes are
released and MP is kept on ‗N‘.
9) VCD will display ‗IP isolated‘ whenever it is isolated/closed, can resume normal operation.
10) VCD goes into sleep mode in following conditions-
a. In trailing loco in MU operation
b. If train is dead stop A-9/SA-9 is applied and MP is kept on‘0‘
c. During GR manual operation.
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11) Keep MP on ‗0‘and apply A-9/ SA-9 to bring VCD to suppressed mode
12) VCD comes to vigilance mode after 2 kmph speed in some locos were VCD is given low
speed signal from SPM.
13) A toggle switch is provided in some locos which always remains ÓN‘. It is provided for
maintenance staff.
14) There is no need of acknowledging VCD if 0.5 kg minimum pressure is dropped by A9.
15) There is no need of acknowledging VCD if 1.5 kg pressure goes in the BC on applying
SA9.
16) LP will experience Ist notch auto regression without LSP glowing if IP coc is closed and if
VCD penalty activates , BP pressure will not drop but GR will come to ‗0‘in such case reset
VCD.
17) On isolating VCD by HVCD ensure it has gone to suppress mode.
18) HVCD is not provided in saitronik / AAL VCD units. A toggle switch is provided in CAB-1 on
master unit to bypass VCD.
19) Wedge QVCD in open condition if VCD is not resetting by reset button or on isolating by
HVCD.
20) VCD can be acknowledged by all means as mentioned above when VCD warning lamp is
glowing.
21) Remove incoming and outgoing cable connection of VCD main unit in case of CCPT
melting on unlocking BL.
22) Isolate VCD on first occurrence in case of any malfunctioning.

ZLS/HLS
This switch is provided on TB panel beside HBA .In MU loco if the rear loco becomes dead
then in working loco LSDJ, LSCHBA, LSGR and LSB remains glowing so it causes
inconvenience in working. To rectify these problem ZLS/HLS switch is provided. In MU
working if a loco is to be kept dead then in that loco this switch is to be kept on off position
so that pilot lamp circuit will cut off from battery and pilot lamp of working loco will work as
single unit.
Note: 1) In AJJ base loco if this switch is on OFF position then pilot lamp will not glow and
pantograph will also not raise.
2) In BZA base loco if this switch is on off position then only pilot lamps will not glow.
BPEMS
It is emergency shutdown switch. It is provided on
driver‘s desk in both cab .In case of emergency if it
is pressed then a relay QEMS energises and
following protective measures will occur in loco.
DJ/VCB will open and pantograph will lower. IP
magnet valve will de-energise and BP pressure will
drop to ó‘ and also auto regression of GR.
Resetting of BPEMS switch
If the switch is rotating press button type then
rotate it towards the direction of the arrow marked
on the switch.
If the switch is push button type then put ZPT on
ó‘ and again to position ‗1‘to raise the pantograph.

116
OHE Indicator
In some locos OHE indicator is
provided in both cab on driver‘s
desk. Red and Green LED is
provided on this indicator. Glowing
of green LED indicates availability of
OHE supply and red LED indicates
non- availability of supply It is to note
that it is provided only for indication
don‘t take decision to climb on the
roof or fail the loco on the base of
the indicator.

LSGRR
Because of limitations in loco circuit, there is a possibility of mis match of GR
notches in locomotive in multiple operation. In order to overcome the problem,
during multiple formation the leading loco will display zero notch GR status of trailing
loco. So in some locos LSGRR lamp is provided, while working in MU operation it
indicates the GR of rear loco has come to ‗0‘. If LSGRR is glowing in leading loco it
means trailing loco GR is on ‗0‘and if extinguish it means trailing loco GR is on
notches.
THREE PHASE MVRF
In some locos DC MVRF is removed and AC three phase MVRF is provided. In this
locos modification is done in SI unit circuit so that during traction MVRH works and
on DBR, MVRH stops working and MVRF works.
In blower control circuit CTF‘R‘ interlock is provided on C107, which will close in
traction and open during DBR so during braking C107 will open and MVRH will not
work. A EM contactor C108 is provided which closes during braking and MVRF
starts working. In some locos MVRF starts on taking notch in braking side.
HQVRF
It is a toggle switch provided on TB panel. It has two position ÓN‘ and ÓFF‘. Normal
position of the switch is ÓFF‘. It‘s contact is provided in parallel to interlock of QVRF
on branch of C145. In off position the contact remains open in case of QVRF or it‘s
interlock becomes defective the switch is to be kept on ÓN‘ position to bypass the
interlock of QVRF.
LSC145
To indicate the condition of C145 a red coloured signalling lamp is provided on TR
panel. The lamp is given supply from CCLC fuse when C145 is close the lamp will
glow and when open the lamp will remain extinguished. If LSC145 is glowing do not
wedge Q50.
Note: In locos which are not provided with LSC145 lamp before wedging Q50
ensure opening of C145.

117
AIR FILTER AND DRYER UNIT

Air filter and dryer unit is being provided in all electrical locos on recommendation of
high level committee. Moisture, oil particles and dust are collected in MR during air
charging through compressor, the same air is used in brake system which is
dangerous for valves of brake system and affects efficiency and life of equipments.
In some loco this unit is provided between both bogies in under truck and in some
provided below corridor no 2. Inlet of this unit is connected from MR-2 and outlet
from MR-3. A & B cocks provided in inlet and outlet pipe respectively, both cocks
are green in colour. To bypass the unit one cross over pipe is provided on which C
cock of red colour is connected. Generally A& B cocks remains open and C cock
close condition. In case of leakage the unit can be bypassed by closing A & B cock
and opening C cock (if colour code is not available then follow the instructions
written near air dryer)
This unit works with 110 volt DC control supply, CCAD fuse is provided for safety
and HAD switch is provided for isolation of the unit, both are provided behind cab-2.
To check efficiency of the unit one indicator is fitted on it‘s body. In normal condition
it shows blue colour, if the unit doesn‘t works then moisture will come out when drain
cock of MR-3 is opened.
In following conditions the unit to be bypassed
1) When the indicator shows yellow colour
2) When water comes out on draining moisture from MR-3
3) When MR pressure not building

TWIN BEAM HEAD LIGHT

In electrical locos nowadays twin beam head light is being provided. A DC to DC
converter is provided near RTPR to provide supply to the head light. On the
converter unit a change over switch is provided to isolate or to keep in service.
Ensure glowing of head light in both position of the switch while taking over charge
of the loco. Two bulbs are provided in this head light and each bulb having two
filaments, 100 watt and 90 watt each. The benefits of the DC to DC convertor are
as below:
1) The visibility range is increased i.e. 305 meters
2) The life of bulb is increased
3) Maintenance cost is less
4) Replacing the bulb is easy
5) During neutral section on opening DJ/ VCB the headlight remains glowing
118
6) If one unit gets defective head light can be worked on another unit

Following troubleshoot to be done if head light is not working

1) Ensure ZRT/ZPR switch is ÓN‘.
2) A change over switch is provided on the converter having two position ‗Main
‘and ‗ Standby ‗ Try by changing the position.
3) Check the glass fuses of Main and standby circuit.
4) If light is in sufficient then it may be possible that only one bulb is glowing,
change the bulb with spare if available or replace from rear cab.

Note:
1) In some locos RTPR is isolated.
2) In some locos both RTPR and DC to DC converter are in service. A switch
HRTPR is provided having three position
0- Both isolated , headlight will not work
1- RTPR in service
2- DC to DC converter in service

119
120
PNEUMATIC PANEL

121
122
TRI PLATE FAIVELEY MODIFIED PNEUMATIC
PANEL

123
TRI PLATE FAIVELEY PNEUMATIC PANEL

124
STONE INDIA PNEUMATIC PANEL

125
 SAB WABCO PNEUMATIC PANEL

1.C2A31 2.E3W VALVE 3.IPMV

4.RGEB 5.VEF 6.REDUCING VALVE
7.RGAF 8.E3W COC 9.IPMV COC
10.C3W ISO COC 11.SWC 12.C2 A29
13.R6 RELAY 14.BP COC 15.P & G HANDLE
VALVE
16.C3W DV 17.MU2B 18.F1 SEL VALVE
19.AFMV 20.6 KG FEED VALVE

126
KNORRS BRAKE CONVENTIONAL TRIPLATE PANEL1

127
KNORRS BRAKE CONVENTIONAL TRIPLATE PANEL
(MOD)

128