Conventional Loco Material

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CONVENTIONAL LOCOS MATERIAL
ELECTRIC TRACTION TRAINING CENTRE
SOUTH CENTRAL RAILWAY
VIJAYAWADA
0
CONVENTIONAL LOCOS
MATERIAL
1
INDEX
Sl. TOPIC PAGE
NO. FROM-TO
1. TECHNICAL DATA OF DIFFERENT 3-4
CONVENTIONAL LOCOS
2. TERMINOLOGY USED 4-9
3 EQUPMENT OF CABS, MOTOR CHEST, HT 10-25
COMPARTMENTS AND UNDER FRAME ETC.
4 BATTERIES 26-27
5 SWITCHES 28-30
6 INTERLOCKS 31
7 RELAYS 32-39
8 CONTACTORS 40-45
9 PANTOGRAPH 46-47
10 BOGIES 48-53
11 POWER CIRCUIT –FEEDING,AUXILIARY & 54-69
TRACTION POWER CIRCUITS
12 DESCRIPTION OF CONTROL CIRCUITS 70-96
13 STATIC CONVERTER 97-102
14 MICROPROCESSOR LOCOS 103-115
15 PNEUMATIC SYSTEM 116-127
16 MULTIPLE LOCOS 128-135
17 LOCO OPERATING 136-150
18 TROUBLE SHOOTING 151-193
19 FIRE FIGHTING 194-198
20 MODIFICATIONS-CONVENTIONAL LOCOS 199-200
2
TECHNICAL DATA & FEATURES

FREIGHT COACHING
S.No Technical Data
WAG5 WAG7 WAP1 WAP4
1 Type of traction 25 KV AC 25 KV AC 25 KV AC 25 KV AC
2 Gauge (mm) 1676 1676 1676 1676
Wheel dia (new)
3 1092 1092 1092 1092
mm
Length over
4 19974 20394 18974 18974
couplers(mm)
5 Max. width (mm) 3055 3055 3000 3179
Height (panto
6 4162 4162 4235 4232.5
down)
7 Axle Load (T) 19.8 20.5 18.05 18.8
8 Total weight (T) 118.8 123 108.3 112.8
9 Axle arrangement Co-Co Co-Co Co-Co Co-Co
Nose Nose Nose Nose
10 T M suspension suspensio suspensio suspensi suspensio
n n on n
Dynamic Dynamic
Brakes Dynamic Dynamic
11 Pneumati Pneumati
Pneumatic Pneumatic
c c
Tractive Effort
12 33.5 T 42/44 T 22.4 T 30.8 T
(Max.)
13 Braking effort 17.33 T 17.33 T 17.33 T 17.33 T
Max. Speed (in
14 80/100 100 140 130
KMPH)
15 Horse Power (hp) 3850 5000 3800 5000
Voltage control Tap Tap Tap Tap
16
arrangement Changer Changer Changer Changer
Continuous
17 Transformer Rating 3900 5400 3900 5400
(KVA)
18 TM Voltage (Volts) 750 750 750 750
19 TM Output 585 KW 630 KW 585 KW 630 KW
20 Gear Ratio 1: 4.1 1:3.6 1:2.8 1:2.5
21 Type of Service Freight Freight Pass Pass
415 V / 415 V / 415 V / 415 V /
Power supply to
22 ARNO/ 50 ARNO/ 50 ARNO/ ARNO/ 50
Auxiliary
Hz Hz 50 Hz Hz
3
Power Supply to
23 750 750 750 750
TM (Volts)
No. of Power
24 2 RSI 2 RSI 2 RSI 2 RSI
Converters
6 No.
TAO / 6 Nos. 6 Nos. 6 Nos.
Traction motors Hitachi Hitachi TAO Hitachi
25
770/840 840 hp 770 hp 840 hp
hp
DC Series DC Series DC Series DC Series
Loco Brakes On Wheel On Wheel On Wheel On Wheel
27
(Kg/cm2) 3.5 3.5 3.5 3.5
29 Hauling in 1 in 200 3810 T 4738 T
30 Hauling in 1 in 150 3200 T 3977 T
TERMINOLOGY
ABBREVIA
DESCRIPTION LOCATION
TION
A3 AMMETER FOR TM-3 CAB1 LP DESK
A4 AMMETER FOR TM-4 CAB2 LP DESK
ARNO ARNO CONVERTER MOTOT CHEST-2
ATFEX TRANSFORMER FOR BRAKING EXCITATION HT1/HT3
BA BOX BATTERY BOX BOTH SIDES OF
THE UNDER
FRAME
BL LEVER SWITCHES BOXES CAB1 & 2 LP DESK
BLCP COMPRESSOR SWITCH (AUTOMATIC) LP DESK
BLCPD COMPRESSOR SWITCH (DIRECT) LP DESK
BLDJ DJ CLOSING SWITCH LP DESK
BLLF WHITE MARKER & DESK'S LAMP'S SWITCH LP DESK
BLLM COMPARTMENT LIGHTS SWITCH LP DESK
BLPRD HEAD LIGHT DIM SWITCH LP DESK
BLPRF FRONT HEAD LIGHT SWITCH LP DESK
BLPRR REAR HEAD LIGHT SWITCH LP DESK
BLRA CAB HEATER SWITCH LP DESK
BLRDJ DJ RESETTING SWITCH LP DESK
BLSN NEUTRAL SECTION SWITCH LP DESK
BLVMT REMOTE BLOWERS SWITCH LP DESK
4
BLZLF MARKER (RED) LIGHTS SWITCH LP DESK

BP1DJ PUSH BUTTON SWITCH FOR DJ OPENING RELAY PANEL
BP2DJ PUSH BUTTON SWITCH FOR DJ CLOSING RELAY PANEL
BPP PUSH BUTTON SWITCH FOR GR LP DESK
PROGRESSION
BPR PUSH BUTTON SWITCH FOR GR LP DESK
REGRESSION
BV AUXILIARY CONTACTS OF HOM SWITCH CORRIDOR-1
(HOM)
BPT PUSH BUTTON FOR TESTING SIGNALLING LP DESK
LAMPS
C101 EM CONTACTOR FOR MCP1 CONTACTOR
PANEL
PANEL
PANEL
C105 EM CONTACTOR FOR MVMT1 CONTACTOR
PANEL
C106 EM CONTACTOR FOR MVMT2 CONTACTOR
PANEL
C107 EM CONTACTOR FOR MVRH CONTACTOR
PANEL
C118 ARNO STARTING PHASE CONTACTOR MC-2
C145 BREAKING EXCITATION CONTACTOR HT3 BA-3/BA4
CCA FUSE FOR AUX. CONTROL CIRCUIT SWITCH PANEL
CCBA FUSE FOR LOCO CONTROL CIRCUITS & BA SWITCH PANEL
ADDL. CCBA FUSE FOR BATTERY +VE CABLE BA-1 BOX
PROTECTION
CCDJ FUSE FOR Q45, C118, EFDJ & MTDJ SWITCH PANEL
BRANCHES
CCLC FUSE FOR CAB LIGHTING SWITCH PANEL
CCLF 1-2 FUSE FOR MARKER LIGHTS SWITCH PANEL
CCLS FUSE FOR SIGNALLING CIRCUIT,QRS ETC. SWITCH PANEL
CCPT FUSE FOR PANTO CKT, DJ, REVERSERS ETC. SWITCH PANEL
CCRA 1-2 FUSE FOR CAB HEATERS SWITCH PANEL
CCVT FUSE FOR TFVT & CAB FANS SWITCH PANEL
CGR 1, 2, 3 TAP CHANGER, CAM CONTACTORS HT-2
CHBA STATIC BATTERY CHARGER MC-2/SIV
CP 1, 2, 3 MAIN COMPRESSOR MC-1
5
CPA AUXILIARY COMPRESSOR MC-1/MC-2

CTF 1, 2, 3 TRACTION/BRAKING CHANGE OVER BA1, 2, 3/4
CONTACTORS
DJ HIGH VOLTAGE CIRCUIT BREAKER ROOF
ECC FUSE TESTER SWITCH PANEL
EFDJ ELECTRO VALVE FOR CLOSING OF THE HIGH DJ ASSEMBLY IN
VOLTAGE CIRCUIT BREAKER HT2
ET-1 SURGE ARRESTER FOR ROOF EQUIPMENT ROOF
ET-2 SURGE ARRESTER FOR MAIN ROOF
TRANSFORMER
EVPHGR ELECTRO VALVE FOR GR OIL PUMP HT-2
FL FLASHER LIGHT UNIT ROOF
FLCU FLASHER LIGHT CONTROL UNIT IN BOTH CABS
GR TAP CHANGER HT-2
HBA BATTERY ISOLATING SWITCH SWITCH PANEL
HCP SELECTOR SWITCH FOR COMPRESSOR SWITCH PANEL
HOBA CHANGE OVER SWITCH FOR BATTERY SWITCH PANEL
NEGATIVE EARTHING
HOM LOCO EARTHING SWITCH CORRIDOR 1
HPH MPH PROGRAMMING SWITCH SWITCH PANEL
HPT-1 ISOLATING & EARTHING ROOF BAR FOR ROOF
PANTOGRAPH1
HPT-2 ISOLATING & EARTHING ROOF BAR FOR ROOF
PANTOGRAPH2
HQOA ISOLATION SWITCH FOR QOA SWITCH PANEL
HMCS1, 2 TM ISOLATION SWITCH SWITCH PANEL
HQCVAR BYPASSING SWITCH FOR QCVAR N/O I/L. SWITCH PANEL
HQOP1 QOP1 ISOLATION SWITCH. HT1 BA-1
HQOP2 QOP2 ISOLATION SWITCH. HT3 BA-2
HVMT1 & 2 MVMT1&2 PROGRAMMING SWITCH SWITCH PANEL
HVRH MVRH PROGRAMMING SWITCH SWITCH PANEL
HVSI-1 & 2 MVSI1&2 PROGRAMMING SWITCH ON RSI-1 & 2
HVSL-1 & 2 MVSL1&2 PROGRAMMING SWITCH SWITCH PANEL
J1 REVERSER FOR TRACTION MOTORS 1, 2 & 3 HT1 BA-1
J2 REVERSER FOR TRACTION MOTORS 4, 5 & 6 HT3 BA-2
L1 TO L3 LINE CONTACTORS FOR TRACTION MOTORS HT1 BA-1
1,2, 3
L4 TO L6 LINE CONTACTORS FOR TRACTION MOTORS HT3 BA-3
4,5,6
LSCHBA SIGNALLING LAMP FOR BATTERY CHARGER LP DESK
6
LSDJ SIGNALLING LAMP FOR DJ LP DESK

LSGR SIGNALLING LAMP FOR GR LP DESK
LSGRO/LSG SIGNALLING LAMP FOR REAR LOCO GR LP DESK
RR
LS GROUP SIGNALLING LAMP FOR DEFECTIVE LOCO IN CAB CEILING
MU.
LSOL SIGNALLING LAMP FOR HEALTHY LOCO IN LP DESK
MU.
LSP SIGNALLING LAMP FOR WHEEL SLIP. LP DESK
LSB SIGNALLING LAMP FOR Q50. LP DESK
LSRSI SIGNALLING LAMP FOR RSI TRIGGER FUSE.
LP DESK
LTBA BATTERY SURGE ARRESTER MC2/CAB2 BACK
PANEL
MP MASTER POWER CONTROLLER LP DESK
MPH OIL PUMP MOTOR HT-2
MPJ REVERSER HANDLE LP DESK
MPS FIELD WEAKENING CONTROLLER LP DESK
MTDJ DJ CLOSING & HOLDING ELECTRO VALVE DJ ASSEMBLY
MVMT1-2 TRACTION MOTOR BLOWERS MC1&2
MVRF MOTOR FOR BRAKING RESISTER BLOWER HT1
MVRH MOTOR FOR TF OIL COOLING BLOWER HT2
MVSI1-2 BLOWER MOTORS FOR COOLING RSI RSI BLOCKS
BLOCKS
MVSL1 BLOWER MOTOR FOR COOLING SL1 HT-1
MVSL2 BLOWER MOTOR FOR COOLING SL2 HT-2
PR HEAD LIGHT ROOF
PSA1, 2 PEDAL SWITCH FOR SANDERS LP DESK
PT1, 2 PANTOGRAPH 1&2 ROOF
PVEF PEDAL SWITCH FOR LOCO BRAKE LP DESK
ISOLATING
Q20 OVER VOLTAGE RELAY HT3 BA3
Q30 NO VOLTAGE RELAY OR LOW VOLTAGE RELAY PANEL
RELAY
Q44 RGR PROTECTION RELAY RELAY PANEL
Q45 DJ RESETTING RELAY RELAY PANEL
Q46 GR FULL NOTCH PROTECTION RELAY RELAY PANEL
Q48 WHEEL SLIP RELAY RELAY PANEL
Q49 GR SYNCHRONIZING RELAY RELAY PANEL
Q50 RELAY FOR REVERSER, CTFS & C145 RELAY PANEL
Q51 AUTO REGRESSION RELAY RELAY PANEL
7
Q52 NOTCH BY NOTCH RELAY PANEL

PROGRESSION/REGRESSION RELAY
Q100/QTD CONTROLLING RELAY FOR AUX .CONTROL RELAY PANEL
100 CIRCUIT.
QTD101 TIME DELAY RELAY FOR MCPS.(IN SIV CAB2 BACK PANEL
LOCOS)
Q118 AUXILIARY MOTORS PROTECTION RELAY RELAY PANEL
QCVAR GOVERNING RELAY FOR ARNO RELAY PANEL
QE OVER LOAD RELAY FOR BRAKING RELAY PANEL
EXCITATION
QD1-2 DIFFERENTIAL CURRENT RELAYS BA1, 2
QLM OVER CURRENT RELAY FOR MAIN RELAY PANEL
TRANSFORMER
QOA EARTH FAULT RELAY FOR AUXILIARY RELAY PANEL
POWER CIRCUIT
QOP1-2 EARTH FAULT RELAY FOR TRACTION RELAY PANEL
POWER CIRCUIT 1&2.
QRSI1-2 OVER CURRENT RELAY FOR TRACTION RELAY PANEL
POWER CIRCUIT 1&2.
QTD105 TIME DELAY RELAY FOR C105 (IN ARNO BACK SIDE OF
LOCOS) CAB2
QTD106 TIME DELAY RELAY FOR C106 (IN ARNO BACK SIDE OF
LOCOS) CAB2
QV60 SIGNALLING RELAY FOR LSDJ RELAY PANEL
QV61 SIGNALLING RELAY FOR LSCHBA RELAY PANEL
QV62 SIGNALLING RELAY FOR LSGR RELAY PANEL
QV63 SIGNALLING RELAY FOR LSRSI RELAY PANEL
QV64 SIGNALLING RELAY FOR LSB RELAY PANEL
QVMT AIR FLOW RELAY FOR MVMT ON THE MOTOR
QVSL AIR FLOW RELAY FOR MVSL ON THE MOTOR
QVRH AIR FLOW RELAY FOR MVRH ON THE MOTOR
QVSI AIR FLOW RELAY FOR MVSI ON THE MOTOR
QWC WEIGHT COMPENSATION RELAY RELAY PANEL
R118 STARTING RESISTANCE FOR ARNO MC2
CONVERTER
RA1/1-1/2 CAB HEATER FOR CAB1 CAB-1
RA2/1-2/2 CAB HEATER FOR CAB2 CAB-2
RGR RESISTANCE FOR GR HALF NOTCH HT2
RPGR PERMANENT RESISTANCE FOR GR HT-2
RGCP REGULATING GOVERNOR FOR MCPS PN PANEL
8
RPS1-6 PERMANENT field weakening resistance for INSIDE COWL

TRACTION MOTORS 1-6 BOX
RSI 1 SILICON RECTIFIER CUBICLE1 HT-1
RSI2 SILICON RECTIFIER CUBICLE2 HT-3
SL 1 SMOOTHENING REACTOR-1 Below HT1 (under
truck)
SL 2 SMOOTHENING REACTOR-2 Below HT2 (under
truck)
SMGR SERVOMOTOR FOR GR HT-2
STC/SI STATIC CONVERTER MC II
VE1 ELECTRO VALVE FOR PROGRESSION OF TAP INSIDE SMGR
CHANGER UNIT
VE2 ELECTRO VALVE FOR REGRESSION OF TAP INSIDE SMGR
CHANGER UNIT
TFVT TRANSFORMER FOR CAB FANS MC-2
TFWA MAIN TRANSFORMER WINDING FOR THE IN TFP OIL TANK
AUXILIARY CIRCUITS
TFILM CURRENT TRANSFORMER FOR QLM HT-2 ABOVE HT
CABLE
TFP MAIN TRANSFORMER, SECONDARY IN TFP OIL TANK
WINDING FOR POWER CIRCUITS
TFWR MAIN TRANSFORMER WINDING FOR IN TFP OIL TANK
VOLTAGE REGULATION
UA AUXILIARY CIRCUIT VOLTMETER LP DESK
UBA BATTERY VOLT METER SWITCH PANEL
VEF ELECTRO VALVE FOR LOCO BRAKE PN PANEL
ISOLATION
VEPT-1 ELECTRO VALVE FOR PANTOGRAPH-1 CAB1 BACK PANEL
VEPT-2 ELECTRO VALVE FOR PANTOGRAPH-2 CAB2 BACK PANEL
VESA 1 & 2 ELECTRO VALVE FOR SANDERS CAB1 BACK PANEL
VESA 3 & 4 ELECTRO VALVE FOR SANDERS CAB2 BACK PANEL
ZCPA SWITCH FOR AUXILIARY COMPRESSOR LP DESK
ZPT PANTO SELECTION SWITCH LP DESK
ZSMGR SMGR HANDLE HT-2 CORRIDOR2
ZUBA BATTERY VOLTAGE CHECKING SWITCH SWITCH PANEL
9
DIFFERENT EQUIPMENT OF LOCO

LOCO PILOT’S DESK
Loco Pilot’s desk:

BL Box - Lever Box with key (having ON & OFF). Top row BL switches is
interlocked with BL key (ON).
BOX-LEVER SWITCH: - It is having two positions CLOSE and OPEN, and operated
manually by a lever.
No. BL switches: 6 on top row & 8 on bottom row
In top row: BLDJ, BLRDJ, BLSN,BLCP,BLCPD & BLVMT
In bottom row: BLRA, Spare, BLZLF, BLLM, BLPRR, BLPRF, BLPRD & BLLF
Note: 1. Spare BL switch is used as BPSW/Addl. BLRDJ.
2. BLRDJ is spring loaded switch.
3. BLSN normal position is closed and remaining switches are normally open.
BL SWITCHES WITH BOX
10
Signalling lamps :
LSRSI LSDJ
LSB LSCHBA
LSP LSGR
LSOL LSAF
LSDBR LSAFL
LSOV LSSIT(SIV locos)
LSGROUP lamp is provided loco ceiling between

LP and ALP.
LSGRO lamp is provided to indicate other loco
GR.(Rear loco)
MP (MASTER POWER CONTROLLER):

It is a Cam operated switch.
On top wheel is provided to operate
cam shaft.
MP controls SMGR there by
progression or regression of GR
controls.
It is having traction side controls
(clock wise operation), braking side
controls (Anti clock wise operation)
On Traction Side On Braking Side

0 Stable position P Stable position
- Un stable position - Un stable position
N Stable position N Stable position
+ Un stable position + Un stable position
1. In ‘O’ position, Traction Power Circuit is set to motoring side.

2. In ‘P’ positions, Traction Power circuits is set for Braking side.
3. When MP is on ‘0’ position on traction side
4. , the line Contactors will open.
5. When MP is moved to N position, line contactors will close and TMs will connect
to RSIs.
11
6. When MP is moved to ‘+’ position on either side, one notch Progression takes
place.
7. When MP is moved to ‘-‘position on either side, one notch Regression take
place.
8. When GR on notches, if MP is moved to ‘O’, Quick Regression takes place
(continuous Regression to ‘O’) and line contactors are also opens.
9. When GR on notches if MP is moved to ‘P’, Quick regression takes place to ‘O’
MPJ (REVERSERS operating

key)
It is having 3 positions.
‘F’ Forward
‘O’ Neutral
‘R’ Reverse.
To set reversers forward direction this
should be operated to forward position in working cab.
From Cab-I if this switch is kept on ‘F’ both J1&J2 handles move upwards. From
Cab-II if this switch is kept on ‘F’ both J1&J2 handles move downwards.
MPS (SHUNTING CONTACTORS OPERATING HANDLE):
This is having 0,1,2,3 (In WAP4 locos

having 4th position also) positions.
To increase the speed of train, after
giving max voltage and after taking
20th notch, this can be operated with
a time gap of 30 sec. for each
operation.
ZPT (PANTO SELECTOR SWITCH

It is having 0,1&2 position.
Irrespective of cab when this switch is kept
on ‘1’ position rear pantograph will raise and
if kept on ‘2’ position same cab side
pantograph will raise.
In ‘O’ position both pantographs are lowered.
12
Push button switches: These are spring loaded switches and used to close
a circuit or to open a circuit. The following are available on LP’s desk.
BPP - Push button switch for progression of notches in EEC operation

BPR - Push button switch for regression of notches in EEC operation
BPT - Push button switch for testing signalling lamps. When pressed LSRSI & LSP
lamps glows.
BPQWC/ZQWC -Weight compensation relay switch:- This should be pressed
when starting heavy loaded train from yard and when GR is on ‘O/1st’ notch.
BPQD – In microprocessor locos, to nullify QD action and can be pressed up to
10th notch.
BPSW- PB switch for quick charging of BP pressure.
SW – To stop AFL & buzzer sound at the time of AFL ckt energisation.
Tractive Effort limiting switch: The following INSTRUCTIONS were

stencilled
 Do not exceed TM current 970 Amps, in case of 18:64 gear ratio.
 Do not exceed TM current 890 Amps, in case of 16:65 gear ratio.
This is to remind the LP and to limit the tractive effort to 60T in double
headed locos on bridges with the span of 25.6M, 31.9M, 47.3M, 67M & 76.8M on
BGML standard spans.
Loco pilots should operate this switch while entering into the section
where such type of bridges provided .
ELECTRICAL METERS:
CAB-I U1 Volt meter Connected to TM1

U2 Volt meter Connected to TM2
A3 Ammeter Connected to TM3
UA1 voltmeter Shows OHE & Aux. voltages
CAB-II A4 Ammeter Connected to TM4

UA2 voltmeter Shows OHE & Aux. voltages
13
PNEUMATIC GAUGES:
BC Shows Loco BC pressure when SA9 is
gauge applied (Max.3.5 Kg/cm2 )
BP Shows BP pressure according to A9

gauge position
MR/ It is duplex gauge. One side MR
FP pressure (8-9.5 Kg/cm2 ) and another
Gauge side FP pressure(6.0 Kg/cm2 )
PR/CR In WAG7/WAP4 locos- It is also duplex gauge. One side PR pressure

Gauge (8 Kg/cm2 ) and another side CR pressure (8-9.5 Kg/cm2 )
AFI Shows charging level of BP/leakage of BP
A9 : Auto brake with feed valve set at 5

Kg/cm2.
Purpose: To charge BP pipe pressure, to
apply train brakes and loco brakes also.
SA9: Independent air brake with feed
valve set at 3.5 Kg/cm2
Purpose: To apply loco brakes and to
release.
Positions: Release and application range.
Difference between A9 & SA9: A9 handle is
long compared SA9 and normally SA9 handle in block colour and A9 in red colour.
Pneumatic cocks:
A9 inlet(MR supply) cock, A9 outlet(Control pipe) cock,
SA9 inlet (MR supply) cock, SA9 outlet(Apply) cock,
Horns High Tone cock, Horns Low Tone cock,
Wipers cock,
A8 COC in CAB-I (In WAG5, WAG7 upto 27199) & in WAP4 locos in CAB-II
Note: In Pneumatic panel provided locos A8 COC is on pneumatic panel
PEDAL SWITCHES: - These types of switches are operated by foot by the virtue
of their location. Hence they are called as Pedal Switches.
PSA: Pedal switch for operating sander valves.

PVEF: Pedal switch for energizing VEF (To nullify loco brakes during A9
application)
PVCD: To acknowledge VCD
14
Buzzers for AFL, Q20 actions
ESMON type SPMs:- (One side Recorder and another side Speed Indicator)
Different makes:
 MEDHA
 TELPRO (AAL)
 LAXVEN
 STESALITE
Parts of ESMON SPMs (on front side):
1. Over speed indication LED
2. System-fail/ memory Full LED
3. LCD display
4. Key Board
5. External memory disc cover with lock in
recorder
6. Memory freeze switch with glass in recorder.
7. Buzzer for over speed
8. Analog speed display
The ESMON type SPM consists of data like, Train No., Driver ID, Loco
No., the Train/Driver Start Date and Time, End Date and Time, Run Distance and
Time, Coasting Distance and Time , Dynamic Distance and Time, Over speed,
Maximum Speed, Total Energy consumed, Halt Energy consumed, Run Energy
consumed and Specific Energy, OHE current etc.
While taken over charge Loco pilot has to enter his identity, train name,
load of train by using keys available on SPM. Also note down KWH consumed.
While handing over also note down consumed KWH and record in Loco Log Book
and rough journal.
 For illumination level in SPM use ‘9’ No. button for max. illumination and ‘0’
No. button for illumination ‘OFF’.
 Whenever Memory full LED glows, it is the just warning to the user to down
load the previous data at the earliest to avoid loosing because of the looping
format of the data structure.
 Whenever accident/derailment happens the LP has to break the glass and
operate ‘Memory freeze switch’ on the SPM.
 Two types of data available, internal and external.
 Each second data for last 10 Hrs approximately and 60-90 days data with
20-30 sec. pause available.
15
RS: (ALP emergency brake)

Handle for operating brake in emergency by
Assistant Loco Pilot.
It is connected to BP pipe line.
While TOC loco RS to be operated gradually by ALP
in presence of LP and ensure BP pressure is
dropping.
ALP should operate RS in case of emergency.
HORN KNOB:
In modified cab locos only one knob is provided
with HT and LT tones.
LP and ALP side provided.
Two isolating cocks are provided LP side.
Non modified cab locos two knobs are provided
separately for HT and LT tones.
FLCU: Flasher light unit towards ALP side.

This is modified for both auto flashing and
manual operation.
Flasher light shall glow in Main/Stand by
mode.
While taken over charge check Flasher light
glowing in both modes and also check auto
flashing (discussed in AFL circuit).
If FLCU not working check fuse provided on
unit and contact TLC if leading side FLCU not working in both modes.
VCD (Vigilance Control Device)
Cab Unit towards ALP side. VCD-CAB DISPLAY
DIFFERENT MAKES:
 MEDHA
 SAITRONICS
 STONE INDIA
 AAL
 ICE
NOTE: BPVG removed on VCD cab
unit.
 This is safety device.
 This is provided to alert crew.
 In case of not alert it applies penalty brakes and stop the train.
 In both cabs cab unit is provided.
16
 Main unit is provided cab-1 back panel.

 Only LP has to acknowledge VCD.
 From working cab only VCD comes in service.
 In MU locos trailing loco VCD goes into ‘sleeping mode’.
 SA9/A9 application or below 2 kmph also VCD goes in sleeping mode.
 VCD cycle is 60 sec. Within 60 sec once VCD to be deactivated by LP(Ack).
 If not ack. After 60 sec VCD warning lamps glows next 8 sec.
 Still not ack. Buzzer sound with warning lamps comes another 8 seconds.
 Still not ack. Then VCD applies penalty brakes.
 VCD warning and buzzer sound will continue.
Ack. Methods:
 By pressing VCD foot switch
 By pressing VCD ack. PB switch
 By operating sanders
 By MP/EEC (GR progression/regression)
 MPS-1st position.
Resetting VCD:
 After stopping the train Keep A9 in ‘emergency’ position
 Keep MP on ‘O’. Wait for 32 sec.
 Press VCD reset push button provided on LP’s desk.
Isolation of VCD:
In case of VCD is malfunctioning, VCD can be bypassed by keeping HVCD on
‘O’ provided in Switch panel.
A red LED will glow on VCD unit to indicate bypassing of VCD.
In case every thing is normal and still VCD is malfunctioning, keep HBA ‘OFF’
and ‘ON’ and Try.
LP should record the status of VCD in loco log book.
ESPB (EMERGENCY STOP PUSH BUTTON SWITCH):

In both cabs ESPB is provided.
Purpose: In case of emergency to stop the train.
Actions: VCB opens, running panto lowers and BP
pressure drops.
Along with BP pressure dropping AFL circuit also
comes in service.
To reset ESPB
 Apply A9 to emergency.
 Keep MP on ‘O’
 Keep ZPT on ‘O’
17
 Just press and rotate BPEMS in clockwise direction slightly and instantly
plunger projects out.
Energise the loco as per procedure and work further.
RTIS (Real - Time Train Information System)

RTIS is developed
 For automatic acquisition of train movement data & feed to COA for
automatic control chart plotting and improved train control functions.
 Emergency messaging from crew to control room.
 Accurate information to passengers reg. train movement.
Duties of Crew reg. RTIS.
 To switch ON RTIS, MCB is provided in switch panel/Contactor panel in
conventional locos.(In 3Ø locos in SB-1)
 In-door unit is provided in Cab-2 ALP side in conventional locos.( In 3Ø locos
in cab-1)
 The crew has to feed train particulars and date of journey in RTIS whenever
starting journey.(Through trains shall ensure that incoming crew fed the
particulars.)
To feed the particulars

 Tap on RTIS touch screen to wake up. If it does not wake up, check MCB
whether ON position. Switch OFF and ON once again.
 Drop box will display. Enter User ID(admin) and password
(admin123/admin@123) by using key pad which will display on screen and
touch on Login.
 After login click on start journey. Then enter train No. and select date of
journey from the calendar and touch on ‘Submit’. Now ‘saved successfully’
message appears. Now click on OK.
 At the end of journey(Destination point) click on ‘End of journey’)
 In case of emergency message needs to be sent, click on ‘Emergency
Message’
 Crew can sent the message by selecting the drop boxes of ‘Run over’,
‘Engine’, ‘Track’ ‘OHE’, ’coach/Wagon’, ‘unusual Occurrence’, ‘Derailment’
‘infringement’ and ‘Others’
 40 characters can be entered. Then click on send.
18
LAYOUT OF WAG7 LOCOS (MODIFIED CABS)
Cab1 back panel:

1. VESA1 & VESA2 with
COCs - Electro valves
for sanders with COCs
(In WAP4 loco only
VESA1)
2. VEPT1 - Electro valve
for pantograph1
3. TV -Throttle valve
4. ZCPA -Switch for
auxiliary compressor in
some locos
5. Hand brake
Motor chest 1:
1. MCPA-Motor for auxiliary compressor
2. CPA drain COC
3. SS1 - Safety valve of CPA
4. RS with RAL COC.
5. RS drain cock
6. R1 COC
7. MCP1
8. MCP2
9. MCP3
10. MVMT1, QVMT1
11. VEUL 1, 2 & 3 with COCs
12. VEAD with COC.
19
13. Pn. Panel in WAP4 loco

HT1 Compartment:
RSI, MVSI1, QVSI1
MVSL1,QVSL1
DBR unit
SJ 1&2 (Inductive shunt)
ATFEX
# In WAP4 roof mounted DBR locos MVRF not
provided.
HT1, BA1 panel:

1. L1.L2,L3.
2. CTF1
3. J1 for 1, 2, 3 Traction motors
4. EP1 COC
5. QD1
6. 9/12 shunting contactors with their
resistances
7. HQOP1
HT2 Compartment:
1. TFILM, TFSPM, Roof bushing bar/ HT cable, A33

2. Tap changer (GR), CGR1, CGR 2 & CGR3, A34
3. RGR, RPGR
4. SMGR Unit
20
5. MPH, QPH, MVRH, QVRH, MVSL2, QVSL2

6. EVPHGR, PHGR
7. TFP oil conservator with gauge, GR oil gauge
8. COWL box with RPS resistances
9. Radiator, Silica gel to TFP & GR,
10. Breather to TFP & GR.
11. a0, a1, a3, a4, a5 & a6 terminals, a7&a8 terminals in SIV locos
12. ZSMS & ZSMGR handle towards Corridor 2.
HT3 Compartment:
1. BA-2 Panel equipment: CTF2, J2, HQOP2, Q20, RQ20, EP 2 COC
2. BA-3 panel equipment: L4,L5,L6, QD2, CTF3, C145, , 9/12 shunting
contactors and resistances,
3. BA-4 panel equipment in some locos: CTF3, C145, EP3COC.
4. SJ3, SJ4, SJ5 & SJ6
5. RSI-2, MVSI-2, QVSI-2
6. RCC panel
Motor Chest No.2:
1. ARNO/STATIC CONVERTER
2. MVMT2,QVMT2
3. CHBA in ARNO locos
4. DC DC CONVERTOR
5. TFVT, LTBA/MOV
6. C118 and R118 in ARNO locos
7. Pn.Panel in WAG 7 locos locos.
8. Microprocessor equipment in microprocessor locos,
Cab2 Back Side Panel :

1. Resistances for relays
2. VS diodes
3. QTD105, QTD106 in ARNO locos
4. VESA3, VESA4 with COCs (In WAP4 locos VESA2 provided)
5. VEPT2 with COC
6. Throttle valve and SPM equipment.
7. VCD main unit.
8. QFL, PR1, PR2,
9. QCON, QTD101 & QSVM in SIV loco
Cab2 Right Side Locker (Relay Panel Or ‘TR’):
QOP1, QE, QRSI1, QRSI2, QLA

QOP2, Q30, QLM, QOA/QSIT
21
BP1DJ BP2DJ
QV60, QV61, QV62

QV63, QV64, Q51
QVLSOL, QCVAR
Q45 Q46 QRS
Q49 Q50, LSC145 Q52
Q100 Q120/121 QWC
Q48 Q44 Q118
NOTE: # In microprocessor locos safety relays, QSIT in SIV locos, QFL and QEMS
and microprocessor main unit provided
# LSC 145 not provided in microprocessor locos
# In SIV locos QOA and QLA removed.
Cab2 Centre Locker (Contactor

Panel ):
C101 C105
C102 C106
C103 C107
C108
NOTE: # In WAP4 locos roof mounted DBR,
C108 is not provided
# In WAP4 locos two CP contactors are
provided.
Cab2 Left Side Locker (Switch Panel):

LECC ZUBA ZRT/ZPR
HQOA HBA HPH
HVRH HCP HVSL2
HPAR/ HQCVAR/ HVSL1
HQ51 HRAVT
HCHBA UBA HMCS1
HVMT1 HVMT2 HMCS2
OFF HOBA ON
CCBA CCA CCLSA
22
Spare fuses rack (35amps-2, 16amps-2,

10amps – 2, 6amps-4nos)
CCBA: 35 A; CCPT:16 A, CCDJ: 6A,

CCA: 6 A; CCLSA: 6 A , CCAD: 6 A
CCRA1: 16 A; CCRA2:16A
CCINV: 6A
CCLS: 10A
CCCPU: 16A (3rd VERSION)
#NOTE:
1. HPAR/HQ51 provided in microprocessor
locos
2. HRAVT provided in SIV locos
3. HQCVAR & HCHBA removed in SIV locos
4. CCCPU in built in micro processor in most of the locos.
5. A,B,C conks not provided in modified cabs
6. In Modified cabs above three lockers kept
side by side.
Corridor No.2 :
1. ZSMGR Handle & pacco switch
2. ZSMS
3. SMGR pressure gauge
4. Transformer oil gauge
5. RDJ drain cock. (Most of the locos
removed).
6. SMGR shaft with digital indicator,
7. QF1&QF2
Corridor No.1:
1. HOM
2. HVSI1, HVSI2 on RSI block
3. Tell tale fuses/LEDs on RSI blocks.
23
PNEUMATIC PANEL:
Loco Right Side Cab1 End:

1. Addl BP COC inside cattle guard. (In WAP4 loco in both cabs)
2. Duplex valve for MR equalizing pipe
3. NRV (Non Return Valve), MR3 with drain COC, BA box No.1, Addl. CCBA.
4. NRV, MR4 (MR5 in WAP4 locos) with drain COC, BA box No.2
5. Centrifugal dirt collector (CDC) with drain COC
6. MR4 COC (MR5 in WAP4 locos)
7. SL2
8. Brake cylinder COC-1
9. Centrifugal Dirt Accumulator drain cock
Loco Left Side from Cab1 End:
1. SL1
2. Three unloader valves with COCs
3. Three independent CP safety valves.
4. EP board drain cock
5. Centrifugal dirt collector with drain cock
6. Control reservoir drain cock
7. MR1, with drain cock
8. Auto drain valve (ADV) with cock
9. Panto pipe line drain cock
10. MR2 with drain cock
11. Air dryer with COCs
12. BA box 3 & 4.
13. Air intake COC with Non Return Valve (NRV)
14. Brake cylinder COC2
24
Loco Front Side Both Ends:

1. MU Electrical jumper cables (BCD couplers)
2. BCD couplers sockets
3. MR equalising pipe and Brake Cylinder equalising pipes with angular COCs.
4. Feed Pipe with Angular COC
5. Brake pipe Angular COC
6. Marker lights (White and Red )
7. Cattle guard (6 inches above rail level)
8. Rail guard, attached to cattle guard (4 inches above rail level)
9. Two side Buffers
10. Centre Buffer with Transition Screw Coupling
11. CBC operating handle
12. Head light
13. Flasher light
14. Horn hooters
Loco Roof:
1. MVRF exhaust, RF resistances in roof mounted DBR
2. HOM horns
3. Pantographs 1 & 2,
4. Roof Bars,
5. Earthing bushes
6. Insulators,
7. ET1 and ET2 (surgé arrestors),
8. Vaccum circuit breaker
Locomotive under Frame:

1. Two Trucks #Bogie equipment is differed to different locos.
2. Main transformer oil tank between two trucks
3. SL Assembly
4. MVRF
5. Four Battery boxes (Two on each side)
6. Four Main Reservoirs (Two on each side) (Five in WAP4 locos)
7. One Control Reservoir(CR)
8. Sixteen sand boxes (Eight on each side) (Four in WAP4 loco)
25
BATTERIES
Description and location of
Batteries:
 There are 10 lead acid
(secondary cell) batteries
provided in the loco.
 In each battery 5 cells (each of
2.2 V) are connected in series.
 Total voltage: 2.2V X 5=11V ; 11V X10 =110V
 Amperage of battery is 60 to 75 ma.
 These batteries are kept in 4 boxes, two boxes on either side attached in
under frame. BA box No.1 and 2 will be in cab 2 left side having two and
three batteries respectively.
 BA box No. 3 and 4 will be in cab 2 right side having three and two batteries
respectively. Batteries are to be counted from cab 2 left side i.e from HBA
switch.
 Min. Voltage required to run AC loco is 90 V.
 Addl.CCBA, fuse rating, 35 A is provided in BA box.1 to protect the BA.
 CCBA 35 A is provided to protect control circuits from earth fault or over
current in the control circuits.
 BA negative is connected to loco body through knife switch HOBA ‘ON’
position.
 BAs are charged by CHBA.
BA voltage checking:
 To indicate BA voltage UBA voltmeter is provided in Switch panel.
 Before energisation switch ON HBA, and press toggle switch ‘ZUBA’ (both in
switch panel).
 Then UBA shows BA voltage, should be more than 90 V.
 After loco energisation UBA shows CHBA voltage, normally it is more than
BA voltage.
 BA charging rate can be seen on CHBA. Normally it shows 2-3 Amps. It
should not be more than 7 Amp.
Purpose of batteries:
1. For working of baby compressor (MCPA) to build up pneumatic Pressure.
2. For raising of pantograph.
3. For closing of VCB.
4. For maintaining all control circuits when battery charger fails.
26
Checks regarding batteries:

1. There should not be any leakage of electrolyte from the battery.
2. The connecting wires of the batteries should not be slack and to be secured
properly.
3. Battery boxes, covers should be secured properly.
4. Battery charging rate and battery voltage should be noted at every neutral
section or at certain intervals.
5. Ensure the terminals of the battery i.e., they should be free from any foreign
body in order to avoid short circuit.
Auxiliary compressor
Location: non modified cab locos: cab-1
center locker
Modified cabs: Either in MC-1 or MC-2
Purpose: To build up RS/PR pressure and Used
for initial raising of pantograph and to close VCB
(for C118 also if EP type)
Controlling switch: ZCPA
Power: 110 v DC supply from BA
27
SWITCHES
Switch is a device, used for closing or opening LT or HT circuit. The different
types of switches provided on the conventional Loco are
1) Box Lever switch (Discussed in cab equipment)
2) Push button switch (Discussed in cab equipment)
3) Pedal switch (Discussed in cab equipment)
4) Rotating switch
5) Toggle switch
6) Knife switch
7) Link switch
8) Grounding switch
ROTATING SWITCES: It has different positions. Each position of the

switch closes individual circuit or circuits. We can operate different circuits by one
single switch by rotating it to different positions. Hence this is also called as
programming switch.
Two position (0&1) rotating switches:
Description
switch
‘0’ position ‘1’ position
Battery supply is connected to LT
HBA Battery isolated
circuits
HQOA QOA relay isolated QOA relay is in service
HCHBA CHBA isolated CHBA is in service
In microprocessor locos, In microprocessor locos, Q51 relay
HPAR
Q51 is by passed is in service
ZCPA MCPA will not work MCPA will work
ZSMS EEC is not in service EEC is in service
HVCD VCD isolated VCD is in service
HAD Air dryer isolated electrically Air dryer working electrically
1500 ohms resistance is 1500 ohms resistance is not
HSIV
connected to SIV connected to SIV
QCVAR N/O I/L is bypassed
QCVAR N/O I/L is in service on
HQCVAR on Q118 branch in DJ control
Q118 branch in DJ control circuit
circuit
Four position (0,1,2 & 3) rotating switches:

HVMT-1; HVMT-2, HVRH, HVSL-1, HVSL-2, HVSI-1, HVSI-2 & HPH are having
0,1,2 &3 positions.
Position Auxiliary Relay
0 Isolate Isolate
1 Working Working
2 Isolate Working
3 Working Isolate
28
NOTE: IN SIV locos HRAVT provided with 0,1,2 & 3 positions (Discussed in SIV
topic) In few locos HCHBA provided with 0,1,2 &3 positions
Modified HCHBA in some locos

Position Description
0 CHBA isolation
1 CHBA is in service
2 Spare
CHBA is in service and ammeter shunt is bypassed. When BA voltage is
showing required BA voltage and BA supply is not coming out (signaling
3 lamps will not glow, cab lights will not glow and MCPA will not work), it
indicates CHBA ammeter shunt open circuited. Then HCHBA to be kept in
“3” position.
Four position (1,2, 3&4) rotating switches:

HMCS-1&HMCS-2 are having 1,2,3&4 positions, different positions are as follows
HMCS position Line contactor TM position

position
HMCS-1 on “1” L1, L2 & L3 close TM 1, 2 & 3 in service
HMCS-1 on “2” L1 open, L2 & L3 close TM1 isolate and TM 2 & 3 in service
HMCS-2 on “1” L4, L5 & L6 close TM 4, 5 & 6 in service
HMCS-2 on “4” L6 open, L4 & L5 close TM6 isolate and TM 4 & 5in service
Eight position rotating switch (In WAP4 loco only 4

positions)
HCP Compressors position

Posit
ion
0 MCP1, MCP2 & MCP3 isolated
1 MCP1 working, MCP 2 & 3 isolated
1/2 MCP 1 & 2 working & MCP 3 isolated
MCP1, MCP2 & MCP3 working
1/2 /3
29
TOGGLE SWITCH: This switch is having two positions ‘ON’ and ‘OFF’. In
‘ON’ position it will close the circuit and in ‘OFF’ position it will open circuit. A metal
lever is used for operating the switch.
Eg: ZLS, ZRT, ZUBA, ZLC, ZQWC, ZCFL etc
Switch Purpose
ZLS Switch for signaling lamps provided in switch panel.
ZRT Switch for head light provided in switch panel.
ZUBA Switch for Battery voltmeter provided in switch panel.
ZLC Switch for cab light.
ZQWC Switch for acting of weight compensating relay.
ZCFL Switch for cab fluorescent lamp
KNIFE SWITCH:
 Knife switch is having two positions
‘ON’ and ‘OFF’.
 In ‘ON’ position it will close the circuit
and in ‘OFF’ position it will open
circuit.
 Knife switches in conventional loco
are:HOBA, HQOP1 and HQOP2
GROUNDING SWITCH:
 HOM is the grounding switch provided on
loco roof.
 It is operated from Corridor-1.
 This is used to ground the loco. Grounding
of the loco is require before going into HT
compartment and to climb on loco roof
(for climbing on to loco roof, OHE supply
also to be disconnected by TPC and OHE
to be earthed)
LINK SWITCH: These type of switches
are provided on the roof of the Loco, to isolate the Pantograph.
 These switches are to be isolated manually only after taking the
precautions. They are HPT1 and HPT2.
30
INTERLOCKS
 Interlocking means achieving of different operations one after the other or at

a time in an automatic successive manner as desired.
 This is done with the help of different interlocks.
 The electrical interlocking is necessary to ensure correct sequence of operation
and automatic energisation of circuit in a proper manner.
 Relays, contactors and GR are having interlocking arrangement.
Types of Interlocks: There are three types of interlocks used in electrical

circuits.
1. Normally closed interlocks.
2. Normally opened interlocks.
3. Chronometric interlocks.
Normally closed interlocks: These interlocks keeps the circuit in closed

position. They are shown on the left hand side in case of vertical line and on the
upper side in case of horizontal line of the circuit diagram.
Symbol for normally close interlock
OR
Normally open interlocks: These interlocks keeps the circuit in open

position. They are shown on the right hand side in case of vertical line and on the
lower side in case of horizontal line of the circuit diagram.
Symbol for normally open interlock
OR
Chronometric interlock: It is an interlock, which closes or opens the control

circuits with some delay after opening of the contactor/relay for which it is
attached.
In ARNO locos C118 having five sec. delay Chronometric interlock
Q119 is having five sec. delay to close C103
Advantages of Interlocking:
1. Number of switches can be reduced to a great extent.
2. Time can be minimized to operate different circuits.
3. Space can be minimized on loco, since switches are reduced.
4. Sequence of operations will be maintained automatically.
5. Automatic closing and opening is possible.
6. The burden on the operator is reduced.
31
RELAYS
 Relay is a device, which conveys the information regarding proper working
of apparatus or control circuit to the operator.
 In case of any abnormality it opens the circuit which it is connected.
 Interlocking arrangement is provided.
 By operating relays different circuits will be energized or de-energised at
the same time.
 Relays are of two types. They are:
1. Electrical relays,
2. Mechanical relays.
ELECTRICAL RELAYS
Voltage relays Current relays
No or Diff.
Over Over Signall Earth Contr Time Time
low curre
voltage current ing fault olling lag delay
voltage nt
Q30 Q20 QRSI-1 QD-1 QV60 QOP1 Q45 Q118 QTD100
QRSI-1 QD-2 QV 61 QOP2 Q46 Q44 QTD 101
QLA QV 62 QSIT Q49 Q119 QSVM
QE QV63 Q50 PR1 QTD105
QFI QV64 Q51 Q48 QTD106
QF2 QVLSOL Q52
Q100
PR2
QFL
QEMS
MECHANICAL RELAYS
Pressure relays Air circulation relay
QPDJ, QPH QVRH, QVSL-1&2, QVMT-1&2, QVSI-1&2, QVRF
Electrical Relays: The relays which

energises with some setting of voltage or
current is called ‘Electrical ‘ relays.
These are classified as;
a. Current Relays,
b. Voltage Relays,
c. Signalling Relays,
d. Control Relays,
e. Special type of relays .
32
Current Relays:
 These relays are connected in series in the circuit
 Normally deenergised condition.
 In case of any abnormality in the circuit, this relay will energise.
 In conventional locomotive there are two types of current relays. They are:
1. Over current relays
2. Differential current relays
Over Current Relays:
 Normally de-energised and it’s I/L closed in the connected circuit.
 If the current flow is increased beyond the safe working limit, the relay will
energise and opens its N/C I/L in the control circuit.
 Over current relays are: QLM, QLA, QRSI 1, QRSI 2, QE, QF1 & QF2.
QLM:
 It is an over current relay provided in the feeding
circuit to protect the TFWR from over current.
 It is connected between VCB and HT cable with a
current transformer TFILM (Main Load Intensity
Transformer).
 The physical location of this relay is in Relay Panel
(TR) on the top row. TFILM location is above HT
cable in HT2
 Normally, this relay is de-energised condition and
it’s N/C I/L on the MTDJ branch of DJ control circuit
is closed condition.
 If over current flows or short circuit in feeding
power circuit, this relay will energise and opens its
N/C I/L on MTDJ branch, and VCB opens.
 Whenever this relay is energised, a red target will
be shown on the face of the relay, to indicate that
this relay caused tripping of DJ.
 Mechanical locking arrangement is provided for this relay.
 SETTING OF RELAY QLM: WAG5 - 325 A.
WAG7/WAP4 - 450 A.
QLA: (ARNO LOCO)

 It is an over current relay provided in the auxiliary power circuit.
 It is connected in series between TFWA and ARNO with TFILA current
transformer.
 Normally this relay is de-energised position and it’s N/C I/L remains closed
on the MTDJ branch of DJ control circuit.
33
 This relay is physically located in relay panel (TR) on the top row.
 In the event of over current in the Auxiliary Power Circuit, this relay gets
energised and opens its N/C I/L on the branch of MTDJ and opens VCB.
 Whenever this relay is energised, a red target will be shown on the face of
the relay, to indicate that this relay caused tripping of DJ.
 SETTING OF RELAY QLA: WAG5 - 1400 A.
WAG7/WAP4 - 2000 A.
QRSI 1 & QRSI 2:
 These are over current relays for Traction Power Circuit 1 and 2 respectively,
to protect from over current.
 QRSI 1 is connected between TFP secondary winding 1 and RSI 1 and QRSI
2 is connected between TFP secondary winding 2 and RSI 2 with current
transformers.
 These relays are located in relay panel.
 The normal position of these relays is de-energised and their N/C I/Ls on
MTDJ branch of DJ control circuit remains in closed position.
 Whenever over current flows in TFP1/TFP2 circuit the QRSI relay energises
and opens its N/C I/L on MTDJ branch of DJ control circuit and opens VCB.
 Whenever this relay is energised, a red target will be shown on the face of
the relay, to indicate that this relay caused tripping of DJ.
 SETTING OF RELAY QRSI: WAG5 - 3600 A.
WAG7/WAP4 - 4000 A.
QE:
 It is an over current relay provided in Rheostat braking circuit.
 It is located in the relay panel.
 Normally it is de-energised condition .
 During Rheostat Braking, whenever the draw of current into ATFEX exceeds
900 Amps, this relay will energise and causes de-energising of Q 50 in
braking side and nullifies RB.
QF1 & QF2:

 These are over current relays provided in the Rheostat Braking circuit.
 These two relays are physically located in HT3 compartment towards
corridor-2.
 QF1 is connected between TM1 armature and RF1 and QF2 is connected
between TM4 armature and RF4.
 Whenever the excitation current fed to the RFs exceeds 700 Amps (850A in
roof mounted DBR locos) the concerned relay will energise and de-energises
Q 50, and nullifies RB.
34
Differential Current Relay (QD):

 There are two differential current relays provided in locos, called as QD1
and QD2.
 QD1 is connected in Traction Power Circuit-1, between TM2 and TM3.
 QD2 is connected in Traction Power Circuit -2 between TM 4 and TM 5.
 The physical location of QD1 is BA1 panel of HT1 compartment and QD2 is
in BA3 panel of HT3 compartment.
 These relays sense the flow of current in the Traction motors to which they
are connected and if there is a difference of flow of current by more than
160 Amps.(WAG5/WAG7) or 125 Amps (WAP4) between the two TMs, to
which the QD is connected, the concerned relay will energise and causes 3
actions through Q48 relay.
 They are…
o Auto regression
o Auto sanding
o LSP lamp glows in both cabs
 Note: When QD is de-energised, (130 Amps in WAG5/WAG7, 80 Amps in
WAP4) Auto Regression will be stopped and LSP extinguishes, but auto
sanding will not be stopped as Q 48 is having time lag of 5 Seconds.
Voltage Relays:
This relay checks the tension of the source of all the receivers in the circuit
to ensure proper working of equipment. These voltage relays are of 3 types. They
are…
1. Over voltage relay,
2. No or Low voltage relay,
3. Earth fault relay.
Over Voltage Relay (Q20):
 It is an over voltage relay, which protects the Traction motors from over
voltage.
 It is connected across RSI 1 block between positive
and negative terminals.
 This relay is located in BA3 panel in HT3
compartment.
 When applied voltage to the Traction motors
exceeds 790 volts, this relay gets energised and
three actions will take place.
 Q20 actions are: Auto regression, LSOV glows &
buzzor sound
 As the GR notches are reduced the voltage also will
be reduced.
35
 When the voltage is reduced below 700 volts, this relay will de-energise and
stops above three actions.
No or Low Voltage Relay (Q30):

 This relay protects the auxiliary power circuit equipments in the event of
No or Low voltage in OHE.
 This relay is connected across TFWA between U and V phases.
 This relay is located in relay panel.
 This relay energises as soon as TFWA is energised and it’s N/O I/L closes
on Q44 branch of DJ control circuit providing path to the relay Q44.
 In case of No or Low voltage in the OHE (17.5 KV or below), this relay will
de-energise and opens it’s N/O I/L on Q44 branch, there by Q44 will de-
energise and opens VCB.
Signalling Relays (QV60, QV61, QV62, QV63, QV64, QVSLOL):

 These relays are provided for signalling lamps, which are provided on Loco
Pilot’s desk on both the cabs.
 These all are located in relay panel.
 Whenever any abnormality takes place in any equipment of the loco,
concerned signal relay will actuate through the equipment and that circuit
will energise or de-energise, which in turn opens or closes their interlocks
in various branches of signalling lamp circuit.
 As a result, the signalling lamp will glow or extinguish and indicates the
operator about the effective or defective equipment.
 The particulars of the pilot lamps and their controlling signalling relays are:
Signalling relay Signalling lamp
QV60 LSDJ
QV61 & QCVAR/QCON LSCHBA
QV62 LSGR
QV63 LSRSI
QV64 LSB
Q48 LSP
QVRF LSDBR
QVLSOL LSOL
RGAF ( pressure switch) LSAF
P2 ( pressure switch) LSAFL
QSIT(SIV) LSSIT
Protection Relays (Q118, Q44, Q46, QCVAR):

These relays will trip DJ whenever there is any abnormality or non
functioning of any blower/motor/pump or relay or I/L on Q118 branch/Q44 branch.
36
Q118: It is auxiliary protection relay.

Q44 : It is GR Half notch protection relay.
Q46 : It is GR full notch protection relay.
QCVAR: It is ARNO protection relay.
Special type of relays:

1. Earth fault protection Relays,
2. Time lag Relays,
3. Time delay Relays.
Earth fault protection Relays:
 Earth fault relays are connected to the power circuit to detect earth fault
and protect the circuit by cutting off the supply by opening DJ.
 One terminal of the relay coil is connected to the positive level of the battery
and the other terminal is connected to the negative side of the power circuit.
 Whenever there is an earth fault in the power circuit, the battery current
will flow through these relays.
 These relay coils in the power circuit will now find path to complete the
circuit on the negative side of the battery through earth in the loco.
 The loco body is taken as earth for all purposes.
 Eg : QOA, QOP 1 & QOP 2, QSIT in SIV locos.
QOA:
 It is an earth fault protection relay for Auxiliary Power Circuit.
 Normally in de-energised condition and its N/C I/L closed on MTDJ branch
of DJ control circuit.
 One end is connected to the battery positive and the other end is connected
to the Neutral of ARNO.
 This relay is located in the relay panel (TR).
 In the event of earth fault in the auxiliary power circuit, this relay energises
and opens its N/C I/L on MTDJ branch and trips DJ.
 Whenever this relay is energised, a red target will drop on the face of the
relay, which indicates that this relay caused tripping of DJ.
37
QOP 1 & QOP2:

1. These are the earth fault protection relays for Traction
Power Circuits.
2. The relay QOP1 is connected in Traction Power Circuit
1, QOP2 is connected in Traction Power Circuit 2,
3. Normally these relays remain in de-energised
condition, keeping their N/C I/Ls closed on MTDJ
branch of DJ control circuit.
4. When earth fault takes place in the Power circuit,
concerned relay will energise, causing opening of its
N/C I/L on MTDJ branch, to trip DJ, by which Power
Circuit is saved from earth fault.
5. One end of QOP is connected to positive level of
battery and the other end is connected to negative
level of RSI block.
6. The physical location of these relays is in relay panel.
7. In the event of any earth fault in the Traction Power
Circuit, QOP relay gets energised and opens its N/C I/L on MTDJ branch and
opens VCB.
8. By tripping DJ these relays will protect Traction Power Circuit from earth fault.
9. Whenever this relay energises a red target will drop on its face, which
indicates that the relay caused tripping of DJ.
Time lag relays (Q 118, Q 44, Q48, PR2):

These are core temporised relays which retains residual magnetism.
Therefore they don’t de-energise immediately after cutting off supply and they will
de-energise only after certain time lag (according to the set time).
The time lag of Q118 is 5 sec and Q44 is 0.6 sec, Q48 is 5 sec and PR2 is 60 sec.,
Q119 is 5sec on VEULs.
Time Delay relays (QTD105 & QTD106 in ARNO locos and

QSVM, QTD 101 in SIV locos):
 These relays are intended for delayed closing of circuit.
 QTD 105 is having 5/8 sec. delay to close C105 contactor.
 QTD 106 is having 5/8 sec. delay to close C106 contactor.
 QSVM is having 2 sec. time delay to start SIV, for off load start of blowers.
 QTD 101(SIV Loco) is having 5 sec.time delay to close C101,C102 & C103.
Mechanical relays:
Mechanical relays are again classified in two types. They are:
a. Pressure Relays,
38
b. Air Circulation Relays
Pressure Relays: They are QPH, QPDJ.

 QPH is the pressure relay provided on delivery pipe line of MPH.
 It ensures that the TFP oil is pumped with sufficient pressure.
 QPDJ is a pressure relay provided on the pneumatic pipe line of the DJ.
 It will ensure that the sufficient pressure is available VCB unit.
 In VCB locos, QPDJ pressure setting is 4.65/4.0 Kg/cm2.
 When pressure is less in VCB unit, its interlock will open on MTDJ branch
of the DJ control circuit and trips DJ.
Air Circulation Relays:

 QVSI 1, QVSI 2, QVSL 1, QVSL 2, QVRH, QVMT 1, QVMT 2 are the air
circulation relays.
 When the auxiliary is circulating the air properly, the concerned relay will
energise and its N/O I/L will close in DJ control circuit.
 If auxiliary not working properly or relay defective concerned relay I/L opens
and trips VCB.
 QVRF also air circulation relay provided in in Q50 braking side circuit. If
MVRF not circulating air properly QVRF will not energise and nullifies RB
after 5th notch.
39
CONTACTORS
 Contactor is a device which opens or closes a medium/high tension circuit.
 It is remote controlled from Loco Pilot’s desk.
 A Contactor is having a driving mechanism, which consists of Actuating Rod,
Armature, Return Spring, Insulation Axis and Electromagnet.
 It consists of low tension circuit with a switch for remote controlling of
Contactor.
 In case of single phase contactor, only one set of fixed and mobile contacts
are required and for a three phase contactor, three sets of mobile contacts
and fixed contacts are required.
Types of Contactors: There are four types of contactors used in AC

Loco.
1. Electro Magnetic Contactor.
2. Electro Pneumatic Contactor.
3. Drum Contactor.
4. Cam Contactor.
5. BKT type contactors.
Electro Magnetic Contactor:

 A contactor which is used to open
or close the Medium/HT circuit
with the help of an electro magnet
is called electromagnetic
contactor.
 When the remote switch is closed,
the EM coil gets energized by 110
volts DC supply from battery and
attracts armature. Armature and
actuating rod and I/Ls operating
knob connected with bolt and nuts.
 Armature lifts up and actuating rod twists there by movable contacts touches
with fixed contacts and HT circuit closes.
 Same time Interlocks also operated.
 When the switch is opened, the electro magnet de-magnetizes and releases the
armature.
 Actuating rod which is connected to armature returns to normal position there
by movable contact separates from fixed contact and HT circuit will be opened.
 The arc produced during opening or closing of contactor is blown out on in arc-
chutes by means of blow out coils.
There are two types of EM contactors:

1) 3Ø EM contactor: It consists of three mobile jaws and three fixed jaws.
Eg. : C101, C102, C103, C105, C106, C107, & C108.
1) 1Ø contactors: C118 (Only in ARNO locos).
40
Contac Purpose Contactor Controll Isolation

tor location ing switch
switch
For MCP-1 Cab2 centre lockerBLCP /
C101 HCP
BLCPD
For MCP-2 Cab2 centre locker BLCP /
C102 HCP
BLCPD
For MCP-3 Cab2 centre locker BLCP /
C103 HCP
BLCPD
C105 For MVMT-1 Cab2 centre locker BLVMT HVMT-1
C106 For MVMT-2 Cab2 centre locker BLVMT HVMT-2
C107 For MVRH Cab2 centre locker BLVMT HVRH
For 3ph MVRF Cab2 centre locker MP “0” to
C108 -
“P”
For giving Motor chest-2 BLDJ &
Isolation
starting BLRDJ
C118 should not be
phase to
done
ARNO
WEDGING OF 3 PHASE EM CONTACTOR:
General Instructions:
1. If C101/102/103 not closing work with other two MCPs.
2. If C105/106/107 not closing keep concerned switch on ‘3’ and try.
3. If C107 not closing after using RB in AC MVRF provided locos, check whether
C108 is opened.
4. Still not closing, In ARNO locos follow the procedure given below.
5. Clear the block section by coasting or with five notches or stop the train at
convenient place.
6. Build up maximum air pressure in MR & RS reservoirs.
7. Trip DJ, lower pantograph and keep HBA on ‘0’.
8. Check flexibility of contactor and ensure that the flexible shunts are intact and
fixed properly.
9. Check the surface of the fixed and mobile contacts for any pit or burnt mark
or globules or welding mark.
10. If necessary, remove the arc chutes for checking. If any abnormality
mentioned above is noticed try to clean the contacts with a cloth or smooth
emery sheet.
11. Wedge the contactor with suitable wedge.
12. After wedging ensure all three contacts closed fully.
Note: Do not wedge more than two contactors at a time. Inform to TLC and enter
in loco logbook.
NOTE: In SIV locos wedging of contactors not permitted.
 In case of all EM contactors are not closing wedge any two CP contactors and
41
clear the block section within 5 notches if load and road permits.
 If load and road not permits wedge Q118 and clear the block section duely
observing 920/500 a current ratings.
Precautions after Wedging:

 After wedging C101, C102 or C103 contactors:
1. Energise the loco. After reaching pressure to 9.5 Kg/cm2 in MR, create
sufficient leakage by opening CDC drain COC to maintain between 8 to
9.5 Kg/cm2.
 After wedging C107, C105 or C106:
1. After wedging, keep concerned isolating switch (HVRH or HVMT1 or
HVMT2) in '3' position, to maintain path for Q118 initially.
2. Check the working of concerned blower for every 15 minutes.
Note: If isolating switch is not placed in '3' position, operate Q118 manually for
every closing of DJ.
Electro pneumatic contactor:
 If opening and closing of the contactor

takes place with the help of the pneumatic
pressure controlled by electromagnetic
valve, it is called as Electro Pneumatic
Contactor.
 The Driving Mechanism of this contactor
consists of servo motor operated by
compressed air and an electromagnetic
valve operated remotely from Loco Pilot’s
desk.
EP contactors:
1. Line contactors – L1, L2, L3, L4, L5 and L6
2. Shunting contactors-
 S11, S21, S31, S41, S51& S61 for MPS-1 operation
 S12, S22, S32, S42, S52 & S62 for MPS-2 operation
 S13, S23, S33, S43, S53 & S63 for MPS-3 operation
 S14, S24, S34, S44, S54 & S64 for MPS-4 operation in WAP4 locos only
3. Rheostat Brake contactor – C 145
4. C 118(in modified locos)
Contac Purpose Contactor location Controllin Isolation

tor g switch switch
For giving L1, L2, L3 in HT1, BA1 & MP (Tr.) HVSI 1&2,
Line
supply to L4, L5 & L6 in HT3 BA3 N,+ & - HVMT1&2
contactor
TM1, TM2, panel ( In WAG5 locos all positions HMCS1 &
L1, L2,
6 in HT3 BA3 HMCS2
42
L3, L4, TM3, TM4,

L5 & L6 TM5 & TM6
S11, S21, First three in HT1 BA1 & MPS “1”
S31, S41, next three in HT3 BA3 position
S51& S61
Shunting
S52 & S62 MPS ‘0’
contactor
S13, S23, First three in HT1 BA1 & MPS “3” position
s
S53 & S63
S54 & S64
HT3 BA3 panel in WAG5. MP (Br.)
RB
C145 In WAG7 & WAP4 HT3 P, N, + & - MP ‘0’
contactor
BA4 position
For giving Motor chest-2 or HT3 BA4 BLDJ &
Isolation
starting BLRDJ
C118 should not
phase to
be done
ARNO
DRUM CONTACTORS:
 Drum contactor is closed and opened with the rotation of a Drum.
 The Drum is made up of an insulated material.
 The movable contact is in the form of copper segment, which is fitted on the
drum.
 These contactors are always operated at no-load; hence arc-chutes are not
required.
Eg: The reversers J1& J2, breaking contactors CTFs 1, 2 & 3.
CAB leading MPJ position Reverser’s handles

MPJ in cab-1 in Forward
direction Both J1 & J2 manual
CAB-1 Leading Or operating handles are in
MPJ in cab-2 in Reverse UP side
direction
MPJ in cab-2 in Forward
direction Both J1 & J2 manual
CAB-2 Leading Or operating handles are in
MPJ in cab-1 in Reverse DOWN side
direction
Note: A locking pin is provided on J1 & J2 to lock in NEUTRAL(middle) position,

whenever necessary.
The CTF 1, 2, 3 Drum Contactors are having two positions
43
1) Motoring or Traction,
2) Braking.
When MP is on motoring side, the CTFs are thrown upwards and when MP is on
Braking side, the CTFs are thrown downwards. For ensuring the position of
operation manual operating handle is also provided.
Types of Reversers: Three types of reversers are used in AC locos.

1. Drum type reversers
2. Cam type reversers
3. BKT type reversers
Drum
type
reverser
CAM TYPE REVERSER FOR

CAB-2 LEADING( HANDLE
DOWN SIDE)
Note: CAB-1 LEADING –

HANDLE UPWARDS
44
CAM CONTACTORS:
 It is a device, which opens or closes the HT
circuit by the help of a cam. Number of cams
are provided on a single shaft.
 The cam contactors are operated along with
SMGR mechanism.
 Cam contactors in conventional AC loco are
CGR1,CGR2 & CGR3.
 Heavy duty arc-chutes are provided with
locking clips on either side, as heavy arcs are
formed while opening the CGRs.
 CGR 1,2 & 3 are located above the GR
assembly in HT2 compartment.
 While progression or regression of notches any of 3 CGRs should be closed to
avoid intermittent supply. So, minimum one CGR should be in closed position
at any notch.
 When taps are connected/disconnected TFWR supply given/withdrawn to TFP
primary winding through CGR 1,2 &3.
45
PANTOGRAPH
 It is a collapsible framework mounted on loco roof.
 Pantograph is mounted on four base
insulators.
 This frame is made of several metallic
tubes and springs.
 Ball bearings are provided for easy
movement of articulations and at each
joint, flexible shunts are provided to
give continuous flow of current.
 On the top frame of the pantograph,
panto pan is provided to collect the
current from OHE.
 Normally the panto is in lowered position by the tension of lowering spring
provided inside the servomotor.
 In both cabs for selection of panto ZPT socket with 0,1 & 2 positions
available.
 Electrovalves VEPT1 & VEPT2 provided.
 To isolate panto pneumatically PT cocks are provided on rear cab wall.
 To isolate panto electrically HPT links are provided on loco roof.
Raising Panto:
 When ZPT placed on ‘1’ position in working cab through the control circuit
rear VEPT energises and it allows Pn. pressure into the Panto servomotor
through Throttle Valve.
 Panto raises in three stages and touches to OHE.
Lowering Panto:
 When ZPT kept on ‘o’ or concerned VEPT de-energises due to any reason the
admitted pressure inside SMPT will be vented through VEPT exhaust port and
panto lowers..
 Minimum air pressure to raise panto : 5.5 Kg/cm2
 Nominal pressure : 7 Kg/ cm2
 Raising time : 6 - 10 sec
 Lowering time : 10 sec or below
Procedure of raising pantograph:

1. Ensure loco is under OHE
2. Switch ON HBA and press ZUBA and ensure BA voltage is showing more
than 90 V.
3. Switch ON ZCPA and ensure MCPA working.
46
4. Now CPA build up air pressure and sends to RS reservoir provided RAL COC
is opened, both pantos, and to VCB.
5. The amount of pressure can be seen in RS/PR gauge.
6. When pressure reaches 6.5 Kg/cm2 now unlock BL in working cab and
ensure LSDJ is glowing.
7. Now keep ZPT in ZPT socket and turn to ‘1’ position.
8. Now rear panto raises gradually and touches to OHE.
9. Now close VCB as per procedure and close BLCP.
10. Now MCPs starts according to HCP position and starts build up MR pressure.
11. When MR pressure reaches 5.0 kg/cm2 now switch OFF ZCPA.
12. Now same MR pressure goes to Control reservoir and goes to RS, DJ and
pantos provided R1 COC is opened and maintains panto raised condition
and DJ closed condition.
Reasons for using the rear panto:
1. It gives smooth passage for the panto.
2. It avoids the sparks coming on the Loco Pilots desk
3. In case of any damage to the panto, the damaged panto parts will be thrown-
out on the train.
4. At the time of entering into the unwired track or any defect is noticed in OHE
or if DJ could not be opened while approaching neutral sections, there is a
possibility for the Loco Pilots to lower the panto which can avoid a failure.
47

BOGIES
Introduction:
Bogies in locomotive are provided to permit long length of locomotive body
to negotiate the curves. A small length of bogie is desirable. The length of bogies is
decided by the distance between the centre of extreme wheels of bogie is known as
bogie wheelbase. Bogie wheelbase shall be well proportioned to permit the bogie
negotiating the curve and jerking. The loco has two bogies on which the body is
mounted. The distance between the canters of extreme wheels is known as the total
wheelbase.
Bogies Classification: - Bogies are classified on

1. No of axles
2. Type of axle drive
The type of axle drive and no of axles in the bogie is also called the wheel
arrangement. Wheel arrangements are classified as B, Bo and CO.
B: Two axles, axles are mechanically coupled

BO: Two axles, axles are independently driven
CO: Three axles, axles are independently driven
Locomotive always have two or more bogies. So the wheel arrangement of the
locomotive is designed as B-B, BO-BO, CO-CO and BO-BO-BO-BO.
Wheel arrangement of locomotive: - Different types of wheel

arrangement are available in Indian Railway Locomotives are as under:
Wheel Arrangement Locomotive Type

BO-BO WAP5,
CO-CO WAG5, WAG7, WAP4,WAG9,WAP7
BO-BO-BO WAG 6A, WAG 6B
BO-BO, BO-BO WAG12
Components: - The bogie of a locomotive is an assembly of following
components.
 Bogies Frame
 Wheels
 Axles
 Springs
 Axle Boxes
 Supports For Traction motors
 Supports For Brake Rigging & Brake Cylinder
 Friction Dampers/ Snubbers.
48

CO-CO TRI-MOUNT BOGIE ( WAG5 LOCOS )
WAG5 locos are provided with CO-CO tri mount bogies.
The bogie consists of single piece cast steel bogie frame carrying the center
pivot in the cross member located towards the end of the locomotive.
It is a single stage suspension bogie between axle box to bogie frame.
Centre pivot carries 60% of vertical load. It receives and transmits tractive
and braking forces.
The side bearers take the other 40% of vertical load. The side bearers do not
receive or transmit tractive and braking forces.
The frame is supported by four sets of double equalizers (Two sets of long &
two sets of short equalisers) extending from the end axles to the center axle.
Full equalization is obtaining by suitable positioning the springs and controlling
their working height.
The weight of locomotive body is transferred to the bogie at center pivot and
two side bearers to form a three point supports.
On each set of equalising beams, two sets of helical springs are provided.
Each group of springs consists of two nests of one outer and one inner coil.
To prevent uncontrolled bouncing effect of locomotive body, supported on
helical coil springs damper is provided as a resisting force.
In Tri-mount bogie friction damper or snubber is provided on four of the inner
coils of each bogie.
In WAG5 locos, TAO659 type of TMs or Hitachi HS15250A type of TMs are
provided.
Traction motors Gear case arrangement in this bogie is LLR LRR ( L-Left & R-
Right).
“Clasp” type brake rigging provided in this bogie.
Traction motors arrangement is “Axle hung and nose suspended”. Nose
portion is suspended on transom by the resilient block.
Hand brake is connected to brake cylinder No.2. So, both brake blocks of
wheel No.2 and one side of Wheel no.4 will apply when hand brake is applied.
Each bogie is equipped with 4 brake cylinders. Each cylinder will control one
and half wheel (3 brake blocks).
49
CO-CO TETRA MOUNT HIGH ADHESION BOGIE

( WAG7 LOCO )
1. WAG 7 loco is provided with CO-CO tetra mount high adhesion fabricated bogie.
2. This bogie has two stages of suspensions. Primary & secondary suspension
3. Primary suspension (Axle box to bogie frame).
 On each equalizing beam, two sets of helical springs and one vertical damper
(and also called as hydraulic damper ) are provided.
 In one bogie 16 helical springs and four vertical dampers in primary suspension
are provided.
 On these helical springs bogie frame is mounted.
4. Secondary suspension (Bogie frame to loco body).
 On bogie frame four rubber load bearers and center pivot are provided.
 Two horizontal dampers ( Hydraulic ) are provided on either side of centre
pivot.
 Load bearers nearer to center pivot will carry 60% of load and Load bearers
farer to centre pivot will carry 40% of load (20+20).
 Entire load is carried by load bearers. Centre pivot will not carry any load.
 Center pivot is used to transfer tractive and braking forces from bogie to body
and vice versa.
5. ‘W’ bracket (compensating beam) is provided to the centre axle box.
6. Single equalising beam is provided from W bracket to end axle boxes. These
equalising beam is connected to “W” bracket by the help of ‘Link’ and ‘Bulbs’.
7. Spring saddle is provided on equalising beam on which one pair of helical springs
are provided with inners. (Stay plates are not provided).
8. ‘D’ link is provided between bogie frame and loco body.
9. Side stopper one in each side of bogie frame is provided.
10. Between two side beams of bogie frame, four cross beams are provided and
called as Transoms.
50

11. Middle transoms are used for holding the traction motors and end transoms are
used for holding the loco brake rigging.
12. Each bogie is equipped with 4 brake cylinders. Each cylinder will control one and
half wheel (3 brake blocks).
13. “Clasp” type brake rigging provided in this bogie.
14. Traction motors gear case arrangement in this bogie is unidirectional i.e., LLL
RRR( L - left & R - right).
15. Traction motors arrangement is “Axle hung and nose suspended”. Nose portion
is suspended on transom by the help of resilient block.
16. Hand brake is connected to brake cylinder No.2. So, both brake blocks of wheel
No.2 and one brake block of wheel No. 4 will apply when hand brake is applied.
17. Only ‘Hitachi’ HS15250A type traction motors are provided in this bogie. Axle and
suspension bearing both are lubricated by grease.
CO-CO FLEXI COIL BOGIE ( WAP1 & WAP4 LOCOS )
1) WAP 4 and WAP 1 locos are provided with CO-CO flexi coil casting box type bogie.
2) This bogie has two stages of suspensions. Primary & secondary suspension
3) Primary suspension (Axle box to bogie frame).
 Above on each axle box two helical springs are provided and called as primary
springs.
 On these primary springs bogie frame is mounted
4) Secondary suspension (Bogie frame to bolster).
 Bogie frame is having four spring pockets.
51

 On each pocket one pair of helical springs are provided and called as secondary
suspension springs.
 “H” type bolster is sitting above these springs.
5) On the center of the ‘H’ type bolster, center pivot is provided.
6) Entire load is carried by bolster but not by center pivot.
7) Friction damping device…
 Spring loaded snubbing piston 2 Nos per bogie frame to have high friction
between bolster and bogie frame.
 This is for damping both vertical and lateral modes of oscillation.
 Lateral stops are also provided on the bolster as well as bogie frame to limit
the side movement.
8) Stay plate is provided below the axle box. The specialty of stay plate in this loco
is it will see that axle box is not escaping from the horns and also it holds the
loco brake rigging.
9) Between two side beams of bogie frame, four cross beams are provided and
called as ‘Transoms’.
10) Traction motors Gear case arrangement in this bogie is LLR LRR ( L-Left & R-
Right).
11) Middle transoms are used for holding the traction motors and end transoms are
used for holding the loco brake rigging.
12) Each bogie is equipped with 6 brake cylinders (loco is having 12 BCs). Each
cylinder is connected to brake lever to actuate brakes on one wheel only.
13) “Clasp” type brake rigging provided in this bogie.
14) Traction motors arrangement is “Axle hung and nose suspended”. Nose portion
is suspended on transom by the resilient block.
15) Hand brake is connected to brake cylinder No.2. So, both brake blocks of wheel
No.2 will apply when hand brake is applied.
16) Only ‘Hitachi’ type traction motors HS15250Aare provided in WAP4 loco and
TAO659 in WAP1 loco. Axle and suspension bearing both are lubricated by grease.
52
53

Power Circuit
Introduction:
OHE supply is taken to main transformer by means of pantographs, roof bars &
DJ etc.
The OHE supply from the main transformer is utilized for different purposes of the
loco operations.
From TFWR the supply is stepped down in auxiliary power circuit and then
converted into 3Ø AC supply and it is utilized for 3Ø auxiliary motors working and
for other static devices working.
On the other hand, the auto transformer (TFWR) different tapings are connected
to traction transformer (step down transformer) through Graduator (GR).
Traction transformer secondaries are connected to two RSI blocks.
In RSI blocks, AC is converted to DC and fed to 6 TMs for tractive effort.
Power circuit is divided into three groups:
o Feeding power circuit
o Auxiliary power circuit
o Traction power circuit
Feeding power circuit
Equipment provided in feeding power circuit:

1. Pantographs1&2.
2. HPT1 & 2.
3. Roof bars (6 fixed roof bars in WAG5, WAG7 & 4 in WAP1 & WAP4 locos).
54

4. Surge arrestors ET1 & ET2.
5. VCB.
6. QLM & TFILM
7. Roof bushing bar or HT cable.
8. Loco grounding switch HOM.
9. Main transformer.
10. GR.
11. Resistances RGR and RPGR
12. CGR contactors 1,2 & 3
1. Pantograph: Two Pantographs are provided on the loco roof to collect OHE
supply. Both pantographs are electrically connected by means of roof bars (6
fixed+ 2 hand operated). Note: In WAP4 loco- 4 fixed+2 removable
2. HPT: It is hand operated roof bar. It is an isolation switch for pantograph. When
panto is damaged, it should be kept in earthing clip.
3. Roof Bars: Six/four fixed roof bars are provided on loco roof to receive the OHE
supply from panto and to connect to DJ. Cut in Roof bars causes no tension tripping
failure.
4. DJ: It is a special
type of EP contactor
provided on loco
roof. It should be
closed for
energising TFWR. In
case of any
abnormality in loco,
it trips automatically to avoid damages to the equipment and protect the
locomotive. Various types of DJ are ABCB DJ, VCB DJ. In VCB again S/I (Vertical &
horizontal) and D/I are available.
#Nowadays only VCB type DJs available.
5. Roof Bushing Bar: It is in HT-2 compartment. It is connected between DJ and

main transformer. Its normal color is red. This colour should not be discolored
especially at the time of QLM energisation. In place of roof bushing bar, HT cable
is provided in modified locos.
6. Main Transformer:
It is called as auto transformer and it is having 32 taps to get variable
voltages. The transformer is immersed in oil tank for cooling.
This oil acts as insulator as well as cooling between windings and the capacity
of oil tank is 2000 Liters.
One end of the transformer terminal is connected to roof bushing bar (A33
55

terminal) and other end is connected to earth through loco body (AO terminal).
Transformer oil in the tank is circulated from tank to radiator by MPH motor
and radiator is cooled by MVRH motor.
A conservator is provided on the top of the oil tank to indicate oil level present
in the transformer tank.
It should be above +150c (normal mark).
An explosion door is provided on the top of conservator which opens in case of
any short circuit in feeding power circuit.
A breather is provided on the conservator for destroying the vacuum created
inside the conservator due to expansion and contraction of oil.
It also consists of silica gel to absorb moisture present in the air while being
allowed into conservator.
The transformer oil tank is placed between two trucks with a drain plug.
7. Transparent Oil Trap Chamber:
In HT2 compartment one ‘Transparent Oil Trap Chamber’ is connected to the
drain pipe of Conservator tank.
When QLM relay is energized and while checking HT2 compartment for any
oil splashes Loco Pilot has to check this oil trapper for any oil is trapped in this
chamber.
8. GR: (GRADUATOR)
 GR assembly is provided in HT-2.
 Taps are connected to GR in two rows
from auto transformer.
 Round shaped bus bars are provided in
tap changer assembly by which GR
rollers are made to rotate by the action
of SMGR.
 Bus bar No1 is connected to CGR1 and bus bar No2 is connected to CGR3.
 Between CGR2 & 3 RGR is connected.
 Bus bars are immersed in GR oil (GR oil sump capacity is 70 liters at 400 C).
 GR oil is circulated by pump PHGR.
 This PHGR works from 6 to 32 notches.
 A breather is provided near GR drum for destroying the vacuum created
inside the GR assembly due to expansion and contraction of oil.
 It also consists of silica gel to absorb moisture present in the air while being
allowed into GR drum.
 Two GR safety valves are provided, which will send out the undue pressures
developed in the oil.
 SMGR is provided to operate GR which can be remotely operated from Loco
Pilot's desk by MP or EEC. If MP / EEC failed, operate GR manually.
 An oil gauge is provided on left side of tap changer which should be
between +200c and -200c.
56
9. RGR: It is provided in HT-2 behind CGRs. It is a short time resistance, which

comes into service when GR is in between notches. It can with stand the supply
for 0.5 seconds and it is connected between CGR2 and CGR3.
10. RPGR: It’s location is below CGRs in HT-2. It is a permanent resistance to GR
and connected between two bus bars.
11. CGR: CGR 1, 2, 3 are cam contactors provided in HT-2 compartment, in the
power circuit to make or break the connections between TFWR and TFP 1&2. These
contactors are operated by SMGR, which are remotely operated from Loco Pilot's
desk through MP/EEC. These contactors are having big arc chutes. Crew should
ensure that the arc chutes are connected properly.
Protective devices to feeding power circuit:
1. QLM: (Discussed in Relays topic)
2. ET1: It is a surge arrestor located on loco roof to save the loco from surge voltages
when DJ is in open condition. It is having two tips. One end of ET1 is connected
to roof bar and other end is connected to earth (loco body).
3. ET2: It is provided on loco roof to save the loco from surge voltages when DJ is
in closed position.
Note: On modified locos in place of ET1 & 2 gap less surge arrestors are provided.
4. HOM: (Discussed in Switches topic)
Auxiliary Power Circuit
Main transformer consists of auxiliary winding (TFWA) as it’s secondary,

The supply of TFWA is single-phase 380/415V. ARNO converter is provided to convert
the 1 Ø AC to 3Ø AC to feed all auxiliary motors and other loads. In modified locos,
Static inverter is provided in place of ARNO converter.
ARNO Converter:
1. The single-phase supply of 380/415 volts AC is fed directly to the ARNO
converter.
2. For starting the ARNO a split phase starting method has been employed.
3. The single phase is split and supply is fed to ARNO through C118 and R118
for short duration.
4. Then unbalanced voltage is induced in winding of ARNO Converter and the
starting torque is developed.
5. The ARNO Converter picks up speed within 4 seconds and gives 3Ø supply.
6. After the ARNO has gained sufficient speed, QCVAR relay will energise and the
starting phase is cut off by C118.
7. The neutral phase of the ARNO is connected to an earth fault relay QOA.
8. The relay QOA trips the DJ in case of an earth fault in the auxiliary power
circuit.
57

9. The ARNO converts the 1Ø input of 380/415 V into 3Ø output as 380/415 V
±22.5%. The 3Ø output of the ARNO converter is given to the auxiliary motors
and static loads.
58
SIV-Auxiliary power circuit Changes:

 Input supply is 760/830 V, 1Ø AC through a0,a1 & a7,a8(additional winding)
 CHBA is in built. No uniform connection as shown in power circuit. In some
makes given supply from Inverter output, and in MEDHA make taken directly
from Input supply with step down transformer.
 CHBA out put is 110 V DC and used for BA charging and feed to control circuits.
 Static devices are Cab heaters/Ac, cab fans, NR and Walkie-talkie charger and
all are taken through HRAVT switch from inverter.
 No change in direct auxiliaries and remote auxiliaries.
 QCON, QTD 101 and QSIT relays are provided.
 HSIV switch also provided to bypass the earth fault.
a0 & a1 terminals: These are output terminals of TFWA, through which single
phase 380/415 volts of supply is sent to ARNO.
UA1 and UA2:-These are the voltmeters to indicate the auxiliary voltage and OHE
voltage. These are connected across a0 & a1.
C-118:-
 This is a 1Ø EM contactor located in Motor chest No.2.
 While closing DJ this contactor closes (max. 4 sec) and gives starting phase to
ARNO through R118 resistance.
 When ARNO picks up rated speed, QCVAR relay energises and opens C118 and
starting phase will cut off to ARNO.
 If C118 is not opened due to any reason DJ will trip after 5.6 sec through Q118
and Q44 relays.
Note: In some locos, EP type C118 contactor is provided with a COC.
No or Low Voltage Relay (Q30)Discussed in RELAYS topic)
ARNO Protection Relay (QCVAR):-

 It is having two coils AC & DC.
59

 It is connected across W phase and neutral phase of ARNO.
 When ARNO picks up its rated speed and voltage across W phase reaches 155-
160 V AC, first QCVAR AC coil energises and converts into DC then it’s I/L closes
on DC coil and energises QCVAR DC coil.
 When QCVAR DC coil is energised it’s N/C I/L opens on C118 branch and C118
opens and starting phase to ARNO is cut-off. and also it’s N/O I/L closes on Q118
branch and N/C I/L opens on LSCHBA branch.
 If ARNO not working properly then QCVAR deenergises and it’s N/O I/l opens on
Q118 branch and DJ trips after 5.6 sec. and saves the equipment.
Over Current Relay for Auxiliary Power Circuit (QLA):-
(Discussed in RELAYS topic)
Earth Fault Relay for Auxiliary Circuit (QOA):- (Discussed in

RELAYS topic)
3Ø AUXILIARIES
Blower Motor for Silicon Rectifier (MVSI 1&2):-
 These motors directly start along with ARNO.
 These are provided at underneath of RSI blocks in HT-3 or HT-1/HT-3(Wherever
RSI block is kept).
 Each rectifier cubicle is provided with one blower, which is driven by the motor.
 The motors of rectifier cubicle are controlled by means of switch HVSI 1&2 which
are provided on RSI 1 & 2 blocks respectively.
 The cooling of rectifier is monitored by the airflow relay QVSI 1&2.
 If Blower is not circulating air properly this relay de-energises and it’s I/L opens
in DJ control circuit and trips DJ.
Blower Motor for Smoothing Reactor (MVSL 1&2):-
 These blower motors directly start along with ARNO.
 These blower motors (MVSL1&2) are provided at floor of HT-2 (old locos). in
modified locos MVSL-I is provided in HT1 and MVSL-2 is provided in HT2.
 These are used for cooling smoothing reactor 1& 2.
 Proper working of MVSL1&2 can be ensured by airflow relays QVSL1&2
respectively.
 The switches HVSL 1 & 2 are provided in the switch board.
 If Blower is not circulating air properly QVSL relay de-energises and it’s I/L opens
in DJ control circuit and trips DJ.
Oil Pump for Circulating of Transformer Oil (MPH):-
 The MPH is a direct motor and starts along with the ARNO.
 It is located in HT-2 compartment.
 The purpose of this motor is to circulate transformer oil from oil tank to radiator
and back.
 A pressure relay QPH is provided to check working of the oil pump.
 When the pump is not working properly, the relay QPH causes tripping of DJ
through relay Q118.
HPH is provided in Switch board.
60
Blower for Cooling Transformer Oil (MVRH):-

 Its location is HT-2.
 The transformer oil cooling blower motor is provided for cooling the transformer
oil in the radiator and also it cools the RPS resistances in the COWL box.
 On closing BLVMT first C-107 contactor closes and MVRH starts working.
 There is a relay QVRH to check the proper functioning of this blower.
 Switch HVRH is provided in switch panel.
 If MVRH not circulating air properly the QVRH deenergises and trips DJ.
Blower Motors For Traction motor (MVMT 1&2):-

 MVMT-1 is located in Motor chest-I and MVMT-2 is located in Motor chest-II.
 These blower motors (MVMT-1&2) are provided to cool the TMs in bogie 1 and 2
respectively.
 MVMT-1 starts working through C105 contactor and MVMT-2 starts working
through C106 contactor.
 The switch BLVMT is common for starting MVRH, MVMT 1 & 2.
 Airflow relays QVMT 1&2 are provided to check the proper functioning of these
blowers.
 Switches HVMT 1&2 are provided in TB board for controlling MVMT 1&2.
 If MVMT not circulating air properly the QVMT de-energises and trips DJ.
Main Compressors (MCP 1, 2, 3):-

 These are located in Motor chest No.I.
 The purpose of these compressors is to build up compressed air pressure for
various purposes in the locomotive.
 These motors starts working through contactors C101, C102, C103.
 These contactors are controlled by by switch BLCP (automatic) or by BLCPD
(direct) from the Loco Pilots' desk.
 Compressors can be selected according to requirement by HCP switch.
Static Devices: CHBA, TFVT, Heaters/AC & walkie talkie charger units are getting
supply from ARNO.
CHBA in ARNO locos.

 It is located in MC No.2.
 It receives 380/415 volts of 1 Ø AC supply through U & V phases of ARNO.
 It is having a step down transformer and rectifier block.
 CHBA is giving two outputs.
 110 V AC supply is utilized for Notch repeater.
 110 V DC is utilized for charging the Batteries, DC-DC convertor and to feed all
the control circuits.
 An isolating switch HCHBA is provided with 0 & 1 positions. (Normal position is
‘1’).
 An ammeter is provided on CHBA, which indicates charging current. Normally it
should be 2 to 3 amps in charging side. But it should not be more than 7 amps.
 By pressing ZUBA, CHBA output voltage can be seen in UBA meter after energizing
the loco.
61

 When CHBA is giving 110 V DC supply QV61 relay energises and LSCHBA lamp
extinguishes.
 When CHBA is failed/VCB not closed QV61 will de-energise and closes it’s N/C I/L
on LSCHBA branch and lamp LSCHBA will glow on the LP’s desk
 In some modified locos HCHBA is having 4 positions i.e (0, 1, 2 and 3)
# In SIV locos CHBA is inbuilt and HCHBA switch is removed.
TFVT:
 It is a step down transformer located in MC2
 It takes supply of 230 V 1Ø AC from ‘U’ phase and step downs to 110 V AC and
gives supply to both cab fans.
 For this 6 Amp. fuse (CCVT) is provided.
Heaters:
 In both cabs LP & ALP side heaters are provided.
 A controlling switch BLRA is provided in BL Box. For Cab1 heaters a 16 Amps fuse
(CCRA1) and for Cab2 heaters another 16 amps fuse (CCRA2) is provided in Fuse
rake.
 To keep the cab warm can switch on BLRA.
Note: In some locos in place of heaters AC unit is provided. To switch on AC Unit

BLRA can be put ON along with other controlling switches of AC unit.
Auxiliaries and their purpose with Contactors

Auxili Locati Relay Direct/ Isolati Locati Cont Purpose of
ary on Remot on/ on of acto auxiliary
e Progra switch r
mming es
switch
MVSL 1 HT 1/ QVSL DIRECT HVSL 1 Switch NIL To cool
HT2 1 Panel smoothening
reactor-1
MVSL 2 HT 2 QVSL DIRECT HVSL 2 Switch NIL To cool
2 Panel smoothening
reactor-2
MPH HT 2 QPH DIRECT HPH Switch NIL To circulate
Panel transformer oil
from TFP tank
to radiator and
back.
MVSI 1 HT3/H QVSI 1 DIRECT HVSV 1 On RSI NIL To cool diodes
T1 1 in RSI-1
Below
RSI 1
MVSI 2 HT3 QVSI 2 DIRECT HVSV 2 On RSI NIL To cool diodes
Below 2 in RSI-2
RSI 2
62

MVRH HT 2 QVRH BLVMT HVRH Switch C107 To cool
panel radiator and
RPS in cowl box
MVMT MC 1 QVMT BLVMT HVMT 1 Switch C105 To cool TM 1,2,
1 1 panel &3
MVMT MC 2 QVMT BLVMT HVMT 2 Switch C106 To cool TM 4,5,
2 2 panel &6
MCP 1 MC 1 … BLCP/BL HCP Switch C101 To build up Pn
CPD panel pressure
CPD panel pressure
CPD panel pressure
MVRF HT 1 QVRF MP ‘P’ … … C108 To cool RF
resistances
Auxiliaries motors Isolation and precautions

AUXILIA TROUBLE ACTION PRECAUTIONS
RY
MPH Burnt/Not keep HPH on ‘0’ Restricted current- 5min, 920
working A cont.500 A; Observe TFP
oil level frequently.
MVRH Burnt/Not Keep HVRH on ‘0’ Restricted current- 5min, 920
working A cont.500 A; Observe TFP
oil level frequently.
Work with 5 notches or
wedge Q118.
MVSL-1 Burnt/Not keep HVSI1, HVSL1 If load & road permits work
working & HVMTI ON ‘0’ 50% of sectional load
MVSL-2 Burnt/Not keep HVSI2, HVSL2 If load & road permits work
working & HVMT2 ON ‘0’ 50% of sectional load
MVSI-1 Burnt/Not keep HVSI1, HVSL1 If load & road permits work
MVSI-2 Burnt/Not keep HVSI2, HVSL2 If load & road permits work
MVMT-1 Burnt/Not keep HVSI1, HVSL1 If load & road permits work
MVMT-2 Burnt/Not keep HVSI2, HVSL2 If load & road permits work
ANY MCP Burnt/Not Keep HCP in other ....
working position
NOTE: If any aux. burnt try to disconnect cables at junction box and insulate them.
In case of remote aux. Ensure concerned contactor is fully opened.
63
Traction Power Circuit
Description: - Traction power is intended to give tractive effort to the loco.

The power according to the requirement is tapped from TFWR and is separated by
two secondaries. These traction transformers are called as TFP-1 and TFP-2. From
these traction transformers, supply goes to RSI blocks where AC is converted as DC
and is supplied to traction motors through line contactors.
TFWR:-This is the main transformer, kept in transformer oil tank, which gets
energised initially when DJ is closed. The tap changer is connected to the working
taps and the supply is drawn through the bus bars and CGR contactors to traction
transformer primary winding and then circuit completes through Auto transformer
A0 terminal.
64
Equipment in TFP Circuit:
a3, a4, a5, a6 terminals:

 These are secondary terminals of TFP1, and TFP2.
 In WAG5 loco a6 & a5 are the secondary terminals of TFP1 to RSI1 block and a4
& a3 are the secondary terminals of TFP2 to RSI2 block,
 In WAG7 and WAP4 locos a3&a4 are for TFP-1 and a5&a6 are for TFP-2.
 These terminals are located in HT2 compartment towards corridor-1.
TFP1 & TFP2:-

 These are secondary windings of TFP kept in transformer oil tank having equal
capacity in all respects.
 TFP1 gives supply to RSI-1 and TFP-2 gives supply to RSI-2 blocks.
 Whenever voltage is tapped from main transformer same voltage induced in
primary and step down in secondary windings of TFP.
 Max. voltage 1000V, but restricted to 790 V.
RSI-1 & RSI-2:-

 These are rectifier blocks provided in HT3 compartment.(In WAG7 27200
onwards and WAP4 loco RSI-I is provided in HT-I and RSI-II provided in HT-3
compartment).
 These RSI blocks convert AC to DC through diode bridges.
 From RSI -1 supply goes TM 1,2&3 through SL1 and from RSI - 2 supply goes
to TM 4,5&6 through SL2.
 MVSI1 & MVSI 2 are provided to cool the diodes in RSI blocks.
 If diode group is punctured, LSRSI glows on Loco Pilot’s desk.
65

SL-1 & SL-2:-
 These are located between two trucks in the under frame of loco body.
 SL1 consists of two inductive windings as SL-1/1 & SL-1/2 to purify pulsating DC
coming out from RSI1 block.
 Similarly SL-2 having SL- 2/1 & SL-2/2 to purify pulsating DC coming out from
RSI2 block.
 These are cooled by blower motors MVSL-1 and MVSL-2 respectively.
Line Contactors: (Discussed in Contactors)

J-1 & J-2:- (Discussed in Contactors)
CTF 1, 2 & 3:- (Discussed in Contactors)
RPS :-
 These are provided in cowl box in HT-2 compartment.
 RPS is a permanent resistance to TM field to absorb left over AC pulses going to
traction motor fields.
 RPS resistances are cooled by MVRH motor.
QRSI-1/QRSI-2:- (Discussed in Relays)

QD-1 & QD-2:- (Discussed in Relays)
Q20:- (Discussed in Relays)
Ammeters & Voltmeters:-Ammeters and voltmeters are provided to know

the current / voltage going to traction motors. These are provided in both cabs.
Traction motor current ratings
Starting Current Cont. Max.

TFWR Type Of 10 60 Curren Volta
LOCO 2min
rating TM min min t ge
Amps Amps Amps Amps Volts
3900
WAG 5 TAO 1100 1000 840 750 750
KVA
3900
WAG 5 Hitachi 1200 1100 840 750 750
KVA
5400
WAG 7 Hitachi 1300 1100 960 900 750
KVA
5400
WAP4 Hitachi 1250 1150 960 900 750
KVA
3900
WAP 1 TAO 1100 1000 840 750 750
KVA
66

RHEOSTAT BRAKING
It is one type of electrical braking. This can be used in the following circumstances.
 To maintain constant speed on falling down gradients.
 To control the speed of the train while approaching signals, speed restrictions
etc,
Advantages of RB:-
 Less wear and tear of brake blocks wheels and track.
 Increases the life of bearings.
 Easy and safe to run heavy loads over steep gradients.
 Can improve SEC
Principle of RB Working:-
1. During application of RB, all the traction motors are disconnected from the
power supply
2. Each TM’s armature output is connected to one RF resistance through CTF
contacts.
3. All the traction motor’s main fields are connected in series through CTF contacts.
4. Excitation current to the TM field windings is fed from ATFEX.
5. Traction motors to work as generators.
6. Current in the separately excited fields of each TM may be increased or
decreased by progression or regression of tap changer through MP depending
upon the dynamic braking effort required to control the speed of the train.
7. Armatures, which are already in motion, runs in the magnetic field start
generating current.
8. Hence all the kinetic energy of the moving masses is converted into electrical
energy generated by traction motors and dissipated in the form of heat energy
in the forced / natural air-cooled braking resistance bank (DBR).
67

9. RF resistances are cooled by a motor MVRF. In some locos, this is DC series
motor, this works by taking supply from TM-1 armature output. In some locos,
this is 3phase AC motor. For 3 phase AC motor, the supply comes either from
ARNO or from SIV.
10. Working of MVRF in braking side is indicated through a signaling lamp LSDBR.
In RB side, LSDBR will extinguish and glows in traction side.
Procedure of Using RB:-

Just before using RB, apply A9 to minimum reduction for bunching of the
formation.
1. Keep MP moved from 0 to P, the following actions take place
 CTF 1, 2 & 3 set to braking side.
 C 145 contactor closes and ATFEX comes into service.
 All line contactors remain in open condition.
 LSB signaling lamp glows and extinguishes.
 All TM field coils are connected in series through CTF 1, 2 & 3 contacts.
 All TM armatures are connected to RF resistances through CTF 1, 2 & 3.
2. Keep MP from ‘P’ to ‘N’ in braking side and move to ‘+’ for progression.
 The progression of GR causes excitation of magnetic field of each TM.
 Ensure LSDBR is extinguished below 5 notches (in some locos below 10
notches).
 Then only progress the notches as per requirement and keep GR on same
notch till required speed is achieved. After achieving the required speed,
reduce the notches accordingly.
 To move to traction side keep MP from ‘N’ to ‘P’ and then to ‘0’.
 Ensure glowing and extinguishing of LSB, which indicates proper setting of
CTF contactors towards traction side and opening of C145.
Working of RB:-
1. When notches are progressed in braking side, AC supply from TFP 1/2 goes
to ATFEX, from there to RSI 1/2 where rectified to DC and smoothened by SL
1/2.
2. Therefore DC current is fed to all TM fields (RSI-1 output is going to TM fields
MF 1, 2, 4, 5, 6 to MF 3 in WAG5 locos and back to RSI1 but in WAG7 & WAP4
locos RSI-2 output is going to TM fields MF 1, 2, 3, 4, 5 to MF 6 and back to
RSI-2).
3. During RB all the traction motors work as generators.
4. While progressing notches in braking side, all the 6 TM fields get excited and
magnetic flux is created.
5. As the armature is already in motion it cuts the magnetic flux and EMF is
generated in armature.
6. This generated EMF is fed to RF resistances.
7. Current in the separately excited fields of each TM may be increased or
decreased by progression / regression of tap changer through MP depending
upon the dynamic braking effort required to control the speed of the train.
8. Hence kinetic energy of moving train is converted into electrical energy by
TMs and dissipated in the forced / natural air-cooling braking resistance bank.
9. The retardation force will be developed in the TM armature.
10. Armature is connected pinion, pinion to bull gear, bull gear to axle and axle
to wheels, there by speed will be controlled.
68

11. Current generated in the TM armature depends on the braking excitation
current and speed of the train.
12. RF resistances are cooled by MVRF (AC 3Ø induction motor /DC series motor),
When MVRF is working effectively, LSDBR signaling lamp extinguishes through
QVRF relay.
13. Generation of Current & induced EMF during RB is limited to 600 Amps & 325
volts. In roof mounted RB locos RB is restricted to 850 A or 15 notches
whichever comes first, Max. Voltage 325 V
Protective Equipment in RB:

QE:- (Discussed in relays)
QF 1 & 2:- (Discussed in relays)
SWC:-It is a pressure switch. During RB, if loco brake cylinder pressure exceeds
1kg/cm2 by any reason, SWC acts and its N/C interlock opens on Q50 relay braking
path, there by GR comes to ‘0’. SWC is Located in pneumatic panel.
Note:-
 During RB, ammeters and voltmeters will indicate the amount of current and
voltage generated in TM armatures.
 During RB, ammeter deviates down wards and voltmeters deviate upwards.
 RB can be operated only when all TMs are in service (HMCS-1 & HMCS-2 should
be on “1” position)..
 Do not use RB When Q50 relay is wedged.
 Minimum working limit of DBR is 30 KMPH.
 If QOP1/2 drops while using RB check concerned TFP circuit and other TMs also
and do not use RB.
 If VEF E having earth fault do not keep MP on ‘P’ position.
ROOF MOUNTED RB LOCOS

 DBR resistances are provided on loco roof.
 These resistances are cooled by Natural air.
 In these the QF-1 & QF-2 energizes at 850 Amps.
 In roof mounted RB locos there is no MVRF & LSDBR lamps.
 During RB, it allows up to 15 notches only, from 16th notch auto regression of GR
will takes place through Q-51 relay.
69
DESCRIPTION OF
CONTROL CIRCUITS
(110 V DC circuits)
70
CHBA & BA CONTROL CIRCUIT
FUSES & THEIR CONTROLLING CIRCUITS
71
SIGNALLING LAMPS CONTROL CIRCUIT

 These lamps are provided to indicate the normal and abnormal working of
important equipment in the Loco.
 The signal lamps are controlled by signal relays.
72

 The Pilot Lamp LSOL and LS group are intended for MU operation of
Locomotives.
 The circuit gets energises when HBA kept on ‘1’ position and BL key is
unlocked, provided fuse ADDL.CCBA and CCLS are in good condition.
The following Pilot Lamps are provided on conventional Locomotive and their
functioning is as follows.
Sl. Equipme Condition Signall Status Signa Statu
No nt/Relay ing lling s
relay lamp
OPEN Energised GLOWS
1 DJ QV60 LSDJ
CLOSED Deenergises EXT
not working/ QCVAR/ Deenergised GLOWS
ARNO/
defective QV61/ LSCHB
2 CHBA/
Working QCON in Energised A EXT
SIV
SIV locos
On ‘0’ Energised GLOWS
3 GR Other than ‘0’ QV62 Deenergises LSGR EXT
(1-32)
TELL-TALE Projected Energised GLOWS
fuse on RSI
4 QV63 LSRSI
block No fuse is Deenergises EXT
projected
deenergised Energised GLOWS
5 Q50 QV64 LSB
energised Deenergised EXT
energised energised GLOWS
6 QD Q48 LSP
Deenergised Deenergised EXT
4.0 Kg/cm2 Energised GLOWS
MR3 pr.
enters into
BP RGAF
7 LSAF
charging MR3 pr. RGAF Deenergises EXT
reduced to 3.0
in RGAF
Energises EXT
Internal/Exter Energises GLOWS
nal fault
8 SIV QSIT LSSIT
No fault Deenergises EXT
(above)
Over voltage Energises GLOWS
9 TMs (above 790 V) Q20 LSOV
to TMs
73

TM voltage deenergises EXT
drops to 700
V.
 When BPT pressed in any cab both cabs LSRSI & LSP lamps glows. This provision
is to test the lamps.
 Other than A9 application whenever BP pressure drops below 4.4 kg/cm2 LSAFL
lamps glows in both cabs. When BP charged to 5.0 kg/cm2 this lamp extinguishes.
 While charging BP pressure through RGAF LSAF lamps glows in both cabs.
 When BP charged to 5 kg/cm2 LSAF lamps extinguishes.
 When MP kept on ‘P’ position C145 closes and LSC145 lamp glows if provided.
 LSDBR lamp glows in traction side and in braking side upto QVRF energises.
During RB when QVRF energises LSDBR lamp extinquishes.
DJ CONTROL CIRCUIT
DJ control circuit is provided ….
1. To give starting phase to ARNO / to start SIV.
2. To protect the loco if any of auxiliary motor is not working.
3. To protect the loco if ARNO / SIV is not working.
4. To protect ARNO if C118 is not opened after closing DJ.
5. To protect RGR.
6. To trip DJ during NO or LOW line voltage.
7. To ensure that GR is on ‘0’ while closing DJ.
8. To trip DJ if MR pressure drops.
9. To protect feeding power circuit from over current and short circuit.
10. To protect auxiliary power circuit from over current and earth fault.
11. To protect traction power circuit from over current and earth fault.
12. It trips DJ if GR is struck up on full notches while doing quick regression with MP.
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Energisation Of VCB Type DJ Control Circuit (ARNO LOCO)
1. Before closing DJ, ensure that loco is on track and under OHE.
2. To close DJ, fuses ADDL CCBA, CCBA, CCPT& CCDJ should be in good
condition.
3. Keep HBA on ‘1’ position and ensure BA voltage is more than 90 volts.
4. After keeping HBA on ‘1’ position, relay Q118 energizes through contactors
C118, C105, C106 & C107 N/C I/Ls, relays Q44 & Q46 N/C I/Ls and GR 0-5
I/L. After energising Q118 relay, Q118 N/O I/L closes on Q44 branch.
5. Start MCPA and create more than 6.5 kg/cm2 of pressure in RS reservoir.
6. Pressure relay QPDJ energizes at 4.65 kg/cm2 and its N/O I/L closes on MTDJ
branch.
7. Unlock BL key and ensure four pilot lamps are glowing (LSDJ, LSCHBA, LSB &
LSGR).
8. Insert ZPT on ‘0’ and move to ‘1’. Now it’s one I/L closes in panto electrical
control circuit to raise rear panto and another I/L closes on common branch
of Q45, C118 & MTDJ.
9. Ensure pantograph is raised and touching to contact wire.
10. Close BLDJ and press BLRDJ, relay Q45 energizes through CCDJ, BP1DJ N/C
I/L, BLDJ N/O I/L, ZPT I/L (closes on ‘1’ or ‘2’ position), BLRDJ N/O I/L and
through GR ‘0’ I/L.
11. When Q45 is energised one of its N/O I/L closes on Q44 branch, second on
C118 coil branch, third one on Q30 branch in auxiliary power circuit and fourth
one parallel to QLA in auxiliary power circuit.
12. Then Q44 energizes through Q45 N/O I/L, Q118 N/O I/L and ASMGR closes
on full notches I/L.
75

13. When Q44 is energized its N/C I/L opens on Q118 branch (Q118 will not de
energize because of 5 seconds time lag) and its N/O I/L closes on common
path of C118 & MTDJ.
14. C118 coil energizes through CCDJ, BP1DJ N/C I/L, BLDJ N/O I/L, ZPT I/L, Q44
N/O I/L, Q45 N/O I/L, QCVAR N/C I/L. C118 contactor closes in auxiliary
power circuit and starting phase is ready before closing DJ.
15. Simultaneously MTDJ also energized through the safety relay N/C I/Ls, C118
N/O I/L, QEMS N/C I/L & QPDJ I/L contact.
16. When C118 contactor is closed it’s N/C I/L opens on Q118 and N/O I/L closes
on MTDJ branch.
17. When MTDJ is energised air pressure is supplied to DJ servomotor to close
DJ.
18. When DJ is closed LSDJ extinguishes through QV60 relay.
19. After closing DJ, dual path is maintained for MTDJ branch through DJ N/O I/L
and C118 N/O I/L.
20. As the DJ is closed and OHE supply is available in TFWR and then TFWA
energizes. Relay Q30 and UA 1 & 2 are connected in Auxiliary power circuit.
UA meter needle deviates and Q30 energizes (Q30 energizes at 215 volts of
TFWA output). Q30’s N/O I/L close on Q44 branch and on IP (E) valve branch.
21. ARNO initially works as single-phase AC induction motor and after few
seconds it will work as an alternator. When it produces an output of 155 volts
QCVAR energizes causing automatic suppression of starting phase by opening
its N/C I/L on C118 coil branch.
22. When C118 contactor is opened, its N/C I/L reclose on Q118 branch and opens
on MTDJ branch and path is maintained through DJ N/O I/L.
23. Now ARNO receives single-phase AC supply and produces 3-phase AC supply.
Along with ARNO five direct auxiliary motors will start to avoid no load working
of ARNO and simultaneously their relay I/Ls closes on Q118 and Q44
branches.
24. Along with ARNO static devices also starts working. One of those is CHBA.
When CHBA is working, QV 61 relay will energize and signalling lamp LSCHBA
will extinguish. After extinguishing of LSCHBA release BLRDJ.
25. After releasing BLRDJ, relay Q45 de energizes and its N/O I/Ls opens in
different branches.
26. Q44 gets path through Q30 N/O I/L, GR ‘0’ I/L, Q118 N/O I/L, ASMGR closes
on full notches I/L. Simultaneously Q44 gets supply through QVSI-1 and
QVSI-2 I/Ls also.
27. Now DJ is maintained in closed condition through Q118, Q44 and MTDJ
branches.
28. After closing DJ, close BLCP to start MCP.
29. After closing BLVMT and after starting of MVRH, MVMT-1 & MVMT-2, Q118
gets path through QVMT-1, QVMT-2 & QVRHI N/O I/Ls.
30. After taking first notch GR ‘0’ I/L open on Q44 branch and path is maintained
through QVSI-1 and QVSI-2 I/Ls.
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31. After taking sixth notch GR ‘0-5’ I/L open on Q118 branch and path is
maintained through C105, C106 & C107 N/O I/Ls.
32. From 6th notch to 32 notches there are no changes in DJ control circuit.
#In BT make VCB locos EFDJ branch is provided and these makes are very rare.
Auxiliary Control Circuit

This circuit is intended to close the 3 phase auxiliary motor contactors.
Q100: (Auxiliaries controlling relay in ARNO locos)
 After closing DJ, this relay energizes through CCA fuse, DJ N/O I/L, C118
chronometric I/L and Q100 N/C I/L.
 Once Q100 is energised, N/C I/L opens and path is maintained through RQ100.
Q100 is having two N/O I/Ls.
 One N/O I/L closes on compressors control circuit branch, second N/O I/L closes
on blowers control circuit branch.
Note: If EP C118 is provided, time delay of 5 seconds is provided in the relay it self
and named as QTD100/QTDX.
Compressors Control Circuit:-
1. After closing BLCP, compressor contactor’s coils gets supply according to HCP
position through BLCP 1/2, RGCP I/L and Q100 N/O I/L.
2. HCP is having 8 positions (0, 1, 2, 3, 1/2, 2/3, 1/3 & 1/2/3).
3. When HCP on 1/2/3 position first C101 and C102 closes and C103 closes with 5
sec delay. In WAP 4 loco only two contactors are provided.
4. RGCP is provided to close the compressor contactors when MR pressure is
8kg/cm2 and less and to open the compressor contactors when MR pressure is
9.5kg/cm2 and more (cut in 8kg/cm2 cut-out 9.5kg/cm2).
5. When pressure reaches to 9.5kg/cm2, RGCP I/L opens on compressor contactors
coils and closes on VEAD to drain out moisture from MR 1 & 2 through ADV.
6. When compressor contactors are opened, through N/C I/Ls of C101, C102 &
C103, relay Q119 energizes.
7. Then Un-loader valves energises through Q119’s N/O I/L and discharges the
back pressure from each CP delivery pipe.
8. Q119 is also having one Chr. I/L on C103 contactor coil. This interlock is provided
for late closing of C103 with delay of 5 seconds.
9. IF HCP kept on ‘3’ position also C103 will get supply through HCP cl on ‘3’
position parallel to Q119 Ch.I/L.
10. Switch BLCPD is provided to bypass RGCP. When this switch is closed, RGCP I/L
bypassed and compressor contactor coils will get continuous supply and MCPs
work continuously.
11. Open BLCPD when MR pressure reaches to 10.5 Kg/cm2.
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Blowers Control Circuit with AC MVRF:

1. Controlling fuse is CCA and controlling relay is Q100.
2. After closing BLVMT or on taking first notch all blower contactor’s coils get
supply through Q100 N/O I/L.
3. First C107 coil gets supply through CCA, BLVMT, Q100 N/O I/L, CTF 2 tr. I/L,
HVRH switch on ‘1’ or ‘3’ position and through C108 N/ C I/L C107 closes and
MVRH starts.
4. Along with C107 coil, QTD 105 also energizes and QTD105 N/O I/L closes after
5/8 seconds on common path of C105 & QTD106.
5. C105 contactor coil gets supply through HVMT1 closes on ‘1’ or ‘3’ position and
contactor will close.
6. After closing of C105 it’s N/O I/L closes parallel to QTD 105 N/O I/L to avoid
chattering of contactor.
7. This N/O I/L also used to give supply to QTD106 during wedging of C105
contactor (if QTD105 is not energised).
8. Along with C105 coil, QTD 106 also energizes. QTD106 N/O I/L close after 5/8
seconds on C106 coil branch.
9. Now C106 contactor coil gets supply through QTD106 N/O I/L and HVMT2 close
on ‘1’ or ‘3’ position and contactor will close. After closing of C106 it’s N/O I/L
closes parallel to QTD 106 N/O I/L to avoid chattering of contactor.
10. In some locos to cool RF Resistances AC MVRF is provided.
11. For this 3Ø EM contactor C108 is provided. When MP is kept on ‘P’ position
C107 contactor opens and C108 contactor closes.
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NOTE: If AC MVRF not provided C108 and it’s I/Ls And CTF 2 Tr. and Br.
I/L also not available.
# In roof mounted DBR locos MVRF is not provided hence C108 is not
provided in that loco.
CONTROL CIRCUIT OF REVERSERS, CTFS,C145
 This circuit is provided to operate reversers, CTFs, C145.

 This circuit ensures correct preparation of the loco on traction side and on
Rheostatic braking side.
 This circuit is fed through fuse CCPT (16 Amps).
Reversers J1 & J2:-

These are the drum contactors to change the direction of flow of current in traction
motor fields.
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In cab1, if MPJ1 is put to forward position or in cab2, if MPJ2 is put to reverse
position, through running I/Ls of CTF 1, 2 and 3 and through GR ‘0’ I/L, J1 ‘F’ &
J2 ‘F’ electro valves energizes.
When J1 ‘F’ EV is energised, it allows pneumatic pressure to operate the drum
contactor J1 clockwise and its handle goes upwards.
Similarly when J2 ‘F’ EV is energised, pneumatic pressure enters to operate the
drum contactor J2 clockwise and its handle goes upwards.
In cab1, if MPJ1 is put to reverse position or in cab2, if MPJ2 is put to forward
position, through running I/Ls of CTF 1, 2 and 3 and through GR ’0’ I/L, J1‘R’ &
J2 ‘R’ electro valves energizes.
When J1 ‘R’ EV is energised, it allows pneumatic pressure to operate the drum
contactor J1 anticlockwise and its handle goes downwards.
Similarly when J2 ‘R’ is energised, pneumatic pressure enters to operate the drum
contactor J2 and its handle goes downwards.
CTF1, CTF2 & CTF3:-

These are drum contactors identical to reversers J1 & J2.
When MP is on traction side, CTF1, CTF2 & CTF3 traction coils energizes through
J1 & J2 ‘F’ I/Ls or through J1 & J2 ‘R’ I/Ls.
During traction, CTF1, CTF2 & CTF3 handles are set to upwards.
When MP is kept on ‘P’ position on braking side, CTF1, CTF2 & CTF3 braking coils
energizes through J1 & J2 ‘F’ I/Ls or through J1 & J2 ‘R’ I/Ls.
During braking, CTF1, CTF2 & CTF3 handles are set to downwards.
Energisation of Q50 Relay on Traction Side:-

This is a supervising relay provided to ensure correct preparation for the traction
as well as braking side.
Whenever cab1 MPJ is kept on ‘F’ or cab2 MPJ is kept on ‘R’ position, J1 & J2
drums set to upward position.
Whenever cab1 MPJ is kept on ‘R’ or cab2 MPJ is kept on ‘F’ position, J1 & J2
drums set to downward position.
 Traction side supply for relay Q50 goes from CCPT fuse and through the I/Ls of
BL, MP (Rng I/Ls), MPJ ‘F’ or MPJ ‘R’, J1 ‘F’ & J2 ‘F’ OR J1 ‘R’ & J2 ‘R’, CTF1,2 & 3
Running I/Ls, C145 N/C, DJ N/O (now closed), Q50 N/C, Q50 relay coil, GR ‘0’,
MP ‘0’ and BL interlocks, the circuit completes for Q50 relay and Q50 energizes.
 When Q50 is energised, it’s N/C I/L open and path is maintained to Q50 through
RQ50.
 Q50 N/O I/L closes parallel to GR ‘0’ and MP ‘0’ I/Ls, so the path to Q50 is
maintained even after moving MP to ‘N’ position and GR is moved away from ‘0’.
When ever Q50 is energised, the following I/Ls will close or open on different control
circuits that are given below.
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1. NC interlock opens on QV64 branch in signalling lamp circuit. Hence LSB
extinguishes.
2. NO interlock closes parallel to MP ‘0’ and GR ‘0’ interlock on Q50 control circuit.
3. NC interlock opens parallel to RQ50 in Q50 control circuit.
4. NO interlock closes on line contactors control circuit.
5. NC interlock opens on VE2 coil in tap changer control circuit.
6. NO interlock closes on VE2 coil in tap changer control circuit.
7. NO interlock closes on VE1 coil in tap changer control circuit.
Energisation of Q50 relay on braking side:-
 This relay energizes whenever MP is kept on ‘P’ position on braking side to indicate
correct preparation of control circuit on braking side.
 To energize Q50 on braking side, CTF1, CTF2 & CTF3 drum contactors should be
thrown to braking side and contactor C145 should close.
 Whenever MP is kept on ‘P’ position, CTF 1, 2 & 3 running side interlocks opens
on Q50 traction side and at the same time CTF1, CTF2 & CTF3 braking side
interlocks get closed on C145 / Q50 branch.
Braking side relay Q50 gets supply from CCPT fuse and through GR ‘0-5’ I/L
CTF1,2&3 Br I/Ls, HMCS1&2 closes on ‘1’ position, CTF 3 Br I/L, C145 coil
energizes.
Now C145 N/C I/L open on Q50 traction path and N/O I/L closes on Q50 braking
path.
Then through HMCS1&2 closes on ‘1’ position, C145 N/O I/L QE, QF1 & QF2 N/C
I/Ls, SWC N/C I/L, DJ N/O I/L, Q50 N/C I/L, Q50 coil, CTF 1,2 & 3 Br.I/Ls, MP ‘P’
and BL I/L, circuit completes and Q50 energizes on braking side.
 Then signaling lamp LSB glows for a movement and extinguishes.

 This indicates preparation for braking side is correct.
 When Q50 is energised, it’s N/C I/L open and path is maintained to Q50 through
RQ50.
 Q50 N/O I/L closes parallel to CTF1, 2 & 3 Br I/Ls and MP ’P’ I/Ls, so the path to
Q50 is maintained even after moving MP to ‘N’ position and GR is moved away
from ‘0’.
 During RB after taking 6th notch Q50 maintains through QVRF N/O I/L (if
energised) and N/C I/L s of Temp.switches.
 If QVRF not energised auto regression experienced after taking 6th notch.
 In roof mounted DBR locos RB can be used upto 15th notch or 850 amps
whichevercomes first.
81
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LINE CONTACTORS CONTROL CIRCUIT
 Six line contactors are provided to give supply to TMs.

 All line contactors will close at a time when MP is moved from ‘0’ to ‘N’ position.
 The rectified DC from RSI blocks is supplied to TMs through line contactors.
Closing:
1. When MP is moved from ‘O’ to ‘N’, L1,L2,L3,L4,L5 & L6 electro valves will get
feed through CCPT, BL I/L, MP Tr.i/Ls, Q 50 N/O I/L, CTF1,2&3 Rng I/Ls and
through HVSI -1,HVMT-1 switches in '1' or '3' position & HMCS-1 on ‘1’ position
(L1,L2,L3 closes), and through HVSI-2, HVMT-2 switches in '1' or '3' position
& HMCS-2 switch on ‘1’ position (L4,L5,L6 closes).
2. Parallel to BL, MP & Q50 I/Ls and another path is maintained to line contactors
through CCPT, GR 1-32 I/L, DJ N/O I/L and L1, L3, L4 & L6.
SMGR CONTROL CIRCUIT

 This circuit is having progression coil branch (VE1), regression coil branch
(VE2), Auto regression branch (Q51), notch-by-notch regression branch (Q52),
GR full notch protection branch (Q46) and GR oil pump branch (EVPHGR).
 To move GR from one notch to other 2.5 to 3.5 kg/cm2 pressure is required. It
is supplied from control reservoir, which in turn gets supply from MR3.
83
 When VE1 coil is energized it allows the air pressure to enter into the
servomotor which operates GR in clock wise direction there by progression
takes place.
 When VE2 coil is energized it allows the air pressure to enter into the
servomotor which operates GR in anti clock wise direction there by regression
takes place.
NOTCH-BY-NOTCH PROGRESSION
1. When MP is moved from ‘N’ to ‘+’ position, VE 1 will energize through…
 CCPT
 MP closes on ‘+’ I/L
 BL I/L
 Q52 N/C I/L
 Q51 N/C I/L
 Q50 N/O I/L
 ZSMGR closes on 6o clock position (pacco switch should be projected,
SMGR pressure is between 2.5 to 3.5 Kg/cm2)
 GR 0-31 I/L
2. Now VE 1 coil will energize and GR moves from o to 1 notch.
3. At half notch Relay Q 52 Will energize through
 MP closes on ‘+’
 ASMGR closes in between notches I/L
 Q52 N/C I/L
4. After energizing Q52 relay maintains through
 MP closes on ‘+’
 Q52 N/O I/L
 Q 46 N/C I/L
 RQ 52
5. When Q 52 is energized, its N/C I/L will open on VE 1 coil branch. So, VE 1
de energizes and further progression is stopped as long as MP is kept on ‘+’
position.
6. From half notch to full notch GR moves on its own movement.
7. To take another notch, leave MP (It will move to ‘N’ position and Q52 de
energizes)
8. Again move MP to ‘+’ position to take next notch.
84
88
NOTCH BY NOTCH REGRESSION:

1. When MP is kept in ‘-’ position, VE 2 energizes through
 CCPT
 MP closes on ‘-’I/L
 BL I/L
 Relay Q52 N/C I/L
 Relay Q51 N/C I/L
 Relay Q50 N/O I/L
 ZSMGR closes on 6o clock position (Pacco switch should be projected,
SMGR pressure is between 2.5 to 3.5 Kg/cm2)
 GR closes on 32-1 I/L
2. Now VE 2 coil energises and GR regress.
3. In between notches, Relay Q 52 energizes through
 MP closes on ‘-’
 ASMGR closes in between notches I/L
 Q 52 N/C I/L
4. Relay Q52 will energise and maintains through
 MP closes on ‘-’
 Q52 N/O I/L
 Q 46 N/C I/L
 RQ 52
5. When Q 52 is energised, its N/C I/L opens on VE 2 coil branch. So, VE 2 will
deenergise and further regression is stopped as long as MP is kept on ‘-’
position.
6. From half notch to full notch GR moves on its own movement.
7. To regress another notch, leave MP (It will move to ‘N’ position and Q52 de
energizes)
8. Again move MP to ‘-’ position to regress one more notch.
QUICK REGRESSION OF GR:

 After taking few notches, for quick regression of GR, keep MP on ‘0’ position,
so that VE 2 coil only energises.
 When MP on ‘0’ position, Q52 will not energise as there is no ‘0’ interlock of
MP on Q52 branch.
 When GR comes to ‘0’, VE2 de energizes as GR 1-32 interlock opens.
EMERGENCY ELECTRICAL CONTROL (EEC)

When GR cannot be operated with MP, operate with EEC operation.
Procedure:
1. Keep MP on ‘N’ position, to close the line contactors.
2. When BPP is pressed, VE1 coil gets energised and GR progress only one notch.
89
3. In between notches Q52 energises through VS13 diode, ASMGR closes in

between notches I/L and Q52 N/C I/L.
4. Once Q52 is energized it maintains path through VS13 diode, Q52 N/O I/L, Q
46 N/C I/L and RQ 52.
5. To take one more notch, release BPP to de-energise Q52 and then press BPP
again.
6. When BPR is pressed, VE2 coil energises and quick regression takes place as
long as BPR is in pressed condition.
7. Release BPR when further regression is not required (There is no notch by
notch regression facility with EEC operation since Q 52 will not come into
service).
# But in Micro Processor locos, only notch by notch regression is possible.
# In RB side EEC operation is not possible.
Q 46 branch:
 While quick regression, when MP is kept on ‘0’position, Q46 relay energises
through
o GR closes on 1-32 I/L,
o ASMGR opens in between notches I/L,
o Q 46 N/C I/L and
o ZSMGR 6’0 clock I/L.
 In between notches, Q46 de energizes since ASMGR I/L is opened.
 During quick regression with MP, if GR struck up on full notch, Q46 energises
and trips DJ (after 5.6 seconds) by opening its N/C I/L on Q118 branch.
 After energising Q46, N/C I/L will open and path will be maintained through
RQ 46.
Q 51 branch: Q 51 will energize in the following occasions.

1. When BP pressure drops below 2.8 kg/cm2 due to any reason, QRS 2 will de-
energise and it’s N/C I/L will close on Q51 branch.
2. If QD 1 or QD 2 is energised, Q 48 will energise and it’s N/O I/L will close on
Q51 branch.
3. If traction power circuit is fed with more than 790 V, relay Q 20 energises and
it’s N/O I/L close on Q 51 branch.
4. If BP pressure drops below 4.4 kg/cm2 with out A9, PR 2 will energise and
it’s N/O I/L will close on Q 51 branch.
5. In roof mounted DBR locos, during RB after taking 16th notch, Q-51 energises
through CTF-2 (Br) I/L, GR cl 16-32 I/L.
EVPHGR branch:
When GR is in between 6 to 32 notches, EVPHGR energises through GR 6-32
I/L
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Q48 CONTRL CIRCUIT

1. This relay energizes whenever QD1 or QD2 energises.
2. Whenever QD1 is energized due to current difference between TM2 & 3, QD1
N/O I/L closes in Q48 branch via HMCS-1.
3. When ever QD2 is energized due to current difference between TM4 & 5, QD2
N/O I/L closes in Q48 branch via HMCS2.
4. Relay Q48 gets feed through CCPT fuse, BL I/L, CTF1,2&3 Rng I/Ls, HMCS-1
in 1 or 2 or HMCS-2 in 1 or 4, QD1/2 N/O I/Ls and through Q48 N/C I/L.
5. After energisation of Q48 relay, its N/C I/L opens and path is maintained
through RQ48. When Q48 is energized it’s three other N/O I/Ls closes in three
different circuits.
6. N/O I/L of Q48 closes in the branch of Q51
there by Q51 energizes causing auto
regression of GR.
7. N/O I/L of Q48 closes in the sanders control
circuit there by VESA1&2 or VESA3&4 gets
energize, causing auto sanding.
8. N/O I/L of Q48 closes in the branch of LSP
control circuit and causes the lamp LSP to
glow.
9. When QD1/2 deenergises auto regression
and LSP lamp glowing stops but auto
sanding will done five seconds more since
Q48 is having 5 sec time lag on sanders
control circuit.
# In some locos Q48 two relays are
provided.(One with timer)
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SANDERS CONTROL CIRCUIT:

Controlling Fuse: CCLS
Operating equipment: PSA
No. of sanders electro valves:
In WAG5&7 two each on Cab-1 and Cab-2
back panel.
In WAP4 locos one each on back panel1&2.
According to cab direction when PSA is
pressed sand has to drop in front of leading
two axles wheels and rear truck front axle
wheels.
When QD relay is energized also according
direction sand drops as same.
After dednergising of QD relay another five
sec. sand drops since Q48 is having time lag
of 5 sec.
IP Electrical:
 Location Pn.Panel.
 In some locos IP’E’ and ‘M’ two valves are
provided. In modified locos oonly IP
’Magnet’valve is provided.
 This valve is connected to BP pipe line after
A8 cock.
 As soon as HBA kept ON this VALVE will
energise through CCLS fuse, CTF2 Tr.I/L,
QVCD N/C I/L, QEMS N/C I/L. and through
CTF2 Tr. I/L.
 After closing VCB maintains through Q30
N/O I/L(Parallel to CTF2 Tr.I/L) also.
 While using RB CTF2 TR.I/L s will open and
path maintains through GR 0-5 I/L (or QVRF
I/L) , thermal switches, QVCD N/C I/L, QEMS N/C I/L. and Q30 N/O I/L.
 IP valve is energised condition IP M port will be closed.
 While using RB if DJ is tripped or BPEMS is pressed or VCD acted this relay will
de energise and opens IP M port and exhausts BP pressure rapidly, there by
train stops.
 Note: During traction , after taking 6/11th notch, if auto regression along with
BP pressure dropping happens, close IP(M) COC and work the train further.
 While working MU locos if HBA kept on ‘OFF’ in trailing loco, close IP ’M’ cock.
92
QRS2: (QRS)
Location relay panel.
This relay energises through RGEB2.(RGEB
2 energises when BP pressure charges 4.0
Kg/cm2 and above in BP pipe line and de-
energises when BP dropped below 2.8
Kg/cm2.)
This relay energises through CCLS fuse, BL
I/L, RGEB 2 I/L, Self I/L.
After energisation relay maintains through
RQRS2.
When QRS2 energised it’s N/C I/L will open
on Q51 branch.
If BP drops below 2.8 Kg/cm2 RGEB2I/L
opens and QRS2 de-energises and it’s I/L
closes on Q51 branch thereby auto
regression occurs.
VEF ’E’:
Electro valve to nullify proportional braking
during using RB or by pressing PVEF.
Location: Pn.Panel
This valve gets supply from CCA and CCPT
fuses.
During RB this valve gets supply from CCa,
CTF1,2,3 Br.I/Ls, QV64 N?C I/L and QRS2
N/O I/l.
While pressing PVEF this valve gets supply
from CCPT, PVEF and QRS2N/O I/L.
When VEF ‘E’ gets supply it admits MR4
pressure into VEF’M’ and stops proportional
loco braking.
93
CONTROL CIRCUIT OF QWC
1. QWC relay is provided to bypass the QD action while starting the train from
yard and on gradients.
2. This relay gets feed from CCPT fuse. When ZQWC/BPQWC is pressed, through
GR ‘0-1’ I/L, QWC N/C I/L, relay QWC energizes.
3. When QWC is energised, it’s N/C I/L open and path is maintained through
RQWC.
4. QWC maintains in energize position even after taking second notch through
QWC N/O I/L parallel to GR ‘0-1’ I/L.
5. In non-modified locos (only 6 shunting contactors I.e., S1, S2, S3, S4, S5 &
S6), when QWC is energised its N/O I/L closes on the branch of S1, S2 & S4
and also on S3, S5 & S6.
6. Cab-1 leading, when ZQWC operated, shunting contactors S3, S5 & S6 gets
closed through CCPT fuse, GR ‘0-10’ I/L, J1 ‘F’ & J2 ‘F’ I/Ls and QWC N/O I/L
7. Cab2 leading, when ZQWC is operated shunting contactors S1, S2 & S4 gets
closed through CCPT fuse, GR ‘0-10’ I/L, J1 ‘R’ & J2 ‘R’ I/Ls and QWC N/O I/L.
8. In modified locos 18 shunting contactors are provided and when ZQWC is
operated, S33, S53 & S63 closes during cab1 leading and S13, S23 & S43
closes during cab2 leading.
9. When shunting contactors are closed voltage drops and current increases,
there by tractive effort increases in those axles and wheel slip avoids.
94
# In WAG7 locos in Cab-1 leading S13,S23 & S33 closes and from Cab-
2; S43,S53 & S63 closes.
CONTROL CIRCUIT FOR FIELD WEAKENING

1. For field weakening in modified locos three sets of shunting contactor and
shunting resistances (four sets in case of WAP4 locos) are provided for each
traction motor.
2. Field weakening can be remotely controlled by MPS from Loco Pilot’s desk.
3. MPS is having 5 positions; those are 0, 1, 2, 3 & 4. But fourth position is
working only in WAP4 locomotives.
4. When MPS is moved to first position, S11, S21, S31, S41, S51 & S61 will close
and RS11, RS21, RS31, RS41,R S51 & RS61 will be connected across to the
fields of traction motors 1 to 6 respectively and voltage will be reduced and
current will be increased there by speed will increase gradually.
5. When MPS is moved to 2nd/3rd/4th positions, second/third/fourth group
shunting contactors will close and resistances will be added parallel to TM fields
and voltage drops and speed increases.
6. MPS should be operated in the following manner.
 After applying maximum voltage to traction motors i.e., 750 volts.
 After stabilizing current to traction motors.
 GR should be in between 20-32 notches.
 Time gap of 30secs should be given for each MPS operation either for
progression or for regression.
TWIN BEAM HEADLIGHT

 The Twin beam headlight is provided in front of both cabs.
 Main switch for head light is ZRT/ZPR. In cab BLPRF (front, bright) and BLPRD
(Dimmer) switches are provided.
 From working cab rear head light working also can be checked by BLPRR
switch.
 While TOC crew should check working of both side head light.
 The 24 Volts of two Halogen lamps each 100 watts are used for each head
light unit.
 The 24 Volts DC supply taken from DC-DC Converter.
 In neutral sections/DJ open condition also head light works.
 The headlight beams are adjusted from individual reflectors to meet at a
distance of 305 meters for long beam and 250 meters for short beam.
DC-DC converter:
 It is used to convert 110 Volts of Battery (DC) to 24 Volts DC supply.
95
 It consists of two units. A selectable switch

(Bipolar / Rotating) is provided on DC-DC
converter.
 It gives 24 Volts to the twin beam headlight and
to the indication panels.
 Two glass type fuses are provided on DC-DC
converter unit, one for each converter.
 On DC-DC converter unit, each Converter consists
of Red LED (Input Supply) and Green LED (Output
Supply).
 If both side head lights are not glowing switch OFF ‘ZRT/ZPR’ and change the
bi-polar switch on DC-DC converter.
VCD Control circuit:

 VCD unit is getting supply from CCLS.
 Reg. VCD discussed in cab equipment
BPEMS CONTROL CIRCUIT
#Reg. ESPB discussed in cab equipment.
96
STATIC CONVERTER
Static Converter is provided in place of
ARNO to give constant 415 Volts ±5%, 50
Hz, 3Ø AC supply to all auxiliary motors, to
charge the batteries and to give 415 volts
1Ø AC to non-motor loads (static devices).
At present static converters are designed by
SIEMENS, AAL, MEDHA, HIRECT, Stesalite,
BT and ABB companies. Nowadays most of
the locos are provided with Static
converters.
Advantages of static
converter:
 To give 415 V±5%, 50 Hz, 3Ø AC supply to all Aux. motors.
 To detect single phasing.
 To detect earth fault.
 Minimum Maintenance.
 To avoid failure of Auxiliary motors.
 High Efficiency.
 Life of 3Ø E.M. contactors increases since operated on ‘OFF’ load.
 More reliable.
 In-built fault management system having storage of faults.
 Noise less smooth operation.
Equipment removed:
ARNO, C118, R118, QCVAR, HQCVAR, QOA, HQOA, QLA, Q100, HCHBA, QTD
105 &QTD 106.
New equipment provided:

1. Static converter (Rectifier, Inverter, BA charger and Sine Filter are the parts
of SIV)
2. a7, a8 bushings (HT-2).(One more aux. winding is used in addition to TFWA
to give 760 / 830 v 1-Ø, AC supply to SIV)
3. QTD 101 time delay relay of 5 sec to close compressor contactors.(cab-2 back
panel)
4. QCON (in relay panel) static converter’s status relay.
5. QSIT (in relay panel) for tripping of DJ whenever static converter trips due to
internal/external earth fault.
97
6. CCINV fuse 6 amps (in switch panel) for inverter electronics.

7. LSSIT (on Loco Pilots desk) indication lamp for tripping of DJ through QSIT.
8. QSVM (2 seconds time delay) relay for soft starting of blowers.
9. HRAVT switch (in switch panel) for cab heaters, cab fans, NR and walkie talkie
charger.
10. HSIV switch (in switch panel) for bypassing of earth fault during external/In
put earth fault.
NOTE: In some locos QSIT is target type relay.
HRAVT switch positions

Cab
Switch Cab Notch Walkie-talkie
heaters/
position fans repeater charger
AC
0 Isolate Isolate Isolate Isolate
1 Working Working Working Working
2 Isolate Working Working Working
3 Isolate Isolate Working Isolate
Indications on SIV panel:

Most of the SIV inverters having following
indications
 OHE out of range lamp (red colour)./input
supply OK
 Internal fault lamp (red colour).
 External fault lamp (red colour).
 SIV ON lamp (green colour).
 Battery charger ON lamp (green colour).
 ELD bypass switch.
 ELD by pass LEDs.
 SIV Reset push button switch.
Procedure for energisation of SIV

loco :
1. After examination of the locomotive, keep ‘HBA’ on ‘1’ position.
2. 110V DC supply fed to inverter of SIV.
3. Start MCPA to build up RS pressure to 8 kg/cm2. Unlock BL key. Keep ZPT in 1
or 2 positions to raise pantograph.
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4. Close BLDJ, press BLRDJ. After closing DJ, LSDJ extinguishes. OHE voltage
indicates in UA meter. Release BLRDJ after UA meter deviation (don’t wait for
extinguishing of LSCHBA and auxiliaries sound).
5. Static converter starts functioning and fully ramped up within 6 to 10 sec after
closing of DJ.
6. Static converter takes 760/830 V 1 Ø AC supply from TFWA and converts into
415 V 3 Ø AC supply and feed to all auxiliary motors.
7. Converter ON sensor will close on QCON branch and QCON will energise there
by LSCHBA lamp extinguishes.
8. Close BLCP to build up pneumatic pressure.
Starting and stopping of Blowers:

 For starting of blowers, close BLVMT, SIV stops working and all blower
contactors closes in OFF load.
 Relay QSVM (2 seconds time delay) energises and after 2 seconds and SIV
gets control supply through QSVM 2 sec time delay I/L and from there, after 6
to 10 seconds SIV will pickup.
 For stopping of blowers, after stopping train at station, open BLVMT, SIV stops
working and all blower contactors opens in OFF load. Relay QSVM (2 seconds
time delay) de-energises and SIV restarts through QSVM N/C I/L.
Description of power circuit:

1. On switching HBA, 110 V DC will be supplied to static converter for energizing
inverter system.
2. Close DJ as per given procedure. UA meter deviates and LSCHBA remains
glowing.
3. 760 / 830 v 1-Ø, AC is being supplied to SIV and converts into 415V, 3Ø AC to
supply all aux. motors.
4. The static converter is made using a half controlled single phase bridge rectifier
at the input, a DC link filter and a three phase IGBT based PWM inverter with
output sine filter and chopper for saving from DC link over voltage.
5. SIV takes 6-10 sec. to ramp up fully and then QCON relay picks up through
sensor of SIV and LSCHBA will extinguish (CHBA & all auxiliaries start working).
99
Static converter control circuit:
After closing DJ, Inverter electronics gets battery supply through….

o CCBA
o CCINV 6A fuse.
o QSVM N/C I/L
o QV60 N/C I/L.
After closing BLVMT, Inverter electronics BA supply is disconnected then
SIV stops working.
After closing BLVMT, relay QSVM 2 sec time delay relay energises in blowers
control circuit.
QSVM 2 sec. time delay I/L closes parallel to QSVM N/C I/L after 2 seconds.
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Again SIV starts after 2 seconds through QSVM 2 seconds time delay I/L.
Changes in control circuits

VCB control circuit:
 C-118 Branch and it’s interlocks are removed.

 On Q-118 branch QCVAR N/O I/L and HQCVAR are removed.
 On Q-118 branch QCON N/C I/L is provided parallel to auxiliary relay
I/Ls.
 On Q118 branch Q44 N/C I/L is removed.
 On Q-118 branch C-108 N/O I/L is provided parallel to C-107 N/O I/L.
( Available in ARNO locos also)
 On MTDJ branch QSIT N/C I/L is provided in place of QOA & QLA N/C
I/Ls.
 On EFDJ/MTDJ branch C118 N/O I/L is replaced with Q45 N/O I/L.
COMPRESSORS CONTROL CIRCUIT; changes
 Q-100 branch is removed.
 QTD-101 branch is provided.
 QCON N/O I/L is provided between CCA and BLCP/BLCPD
101

BLOWERS CONTROL CIRCUIT; changes
 QTD-105 & QTD-106 are removed
 MPJ F/R I/L & GR 1-32 I/Ls are removed.
 QSVM branch is provided
 On C-107 branch CTF-1 traction I/L is provided
 In RB side C-108 is provided for AC MVRF.
 Note: This circuit is totally changed.
102
SIGNALING LAMPS
CONTROL CIRCUIT:
Changes
 On LSCHBA branch QCON N/C
I/L is provided.
 On LS group/QVLSOL branch
QCON N/C I/L is provided.
 LSSIT new branch is provided.
MICRO PROCESSOR BASED CONTROL & FAULT

DIAGNOSTIC SYSTEM
 Microprocessors are used in Electric locomotives for the purpose of controlling
and fault diagnostic.
 This fault diagnostic and control system ADCFDS 02 is designed by “Advanced
Digital Controls”, MCS 654 is designed by “Medha” , “Stesalite” and
“Bombadier” company is also designing the system.
 This system is suitable for all types of Electric locomotives, including Static
converter provided locos.
 Medha MCS654 converted to MCS657.
 In some locos Medha Version 3.0 also available.
ADVANTAGES:
 Microprocessor will monitor all the control circuit interlocking system.
 Hence, the control circuit with their interlocking system has been eliminated
by removing all the functional/ Operational relays of conventional locos.
 In each cab, one display unit is provided through which fault is displayed.
 This feature is useful for drivers troubleshooting during online failures, quickly.
 Due to less number of relays and interlocks means higher reliability of this
locomotive and trouble free.
 In these locos, online failures are recorded.
 So, this record is useful for maintenance staff to know the faults occurred in
the locomotive and helps them in rectifying the same.
PRINCIPLE OF OPERATION
1. After the power is switched ON to the control unit, SCU (signal conditioning
unit) and one of the CPU cards become active, it checks the healthiness of
various sub systems.
2. Any abnormality found is sent to both display units for display.
103
3. The control unit reads the digital and analogue inputs. Also the initial status
of certain inputs e.g. Reverser is checked and BL key is switch ON.
4. The monitoring of input and calculation of output is done at very high rate to
ensure a prompt action.
5. If any feedback input does not match with the input driving status during
running of locomotive, then also an appropriate message is sent to display
units.
6. Faults are stored in non volatile memory.
7. For every normal opening with BLDJ, the stand by CPU card becomes active
and active CPU card becomes stand by.
8. If at any stage active CPU card fails, the other healthy CPU card takes over
the message on display units and logging of fault.
9. Once a CPU card is found faulty the role change over does not takes place.
The system works with only with healthy CPU.
10. If both CPU card fails, loco will de energize.
11. Micro processor is equipped with real time clock and flash memory to record
faults in real time with fault type.
12. The fault data can be down loaded to a PC / Lap top.
RELAYS REMOVED:
Q20 Q30 Q44 Q45 Q46 Q48
QD1 QD2 QE QF1 QF2
Q49 Q50 Q51 Q52 Q100 Q118
Q119 QV60 QV61 QV62 QV63 QV64
QCVAR QWC QRS2 QTD105 QTD106 PR1
PR2 QSVM, & QCON (in Static converter provided locos)
Relays and PB switches available in Relay panel
QOP1, QE, QRSI1, QRSI2, QLA
QOP2, QLM, QOA QSIT(SIV
QFL QEMS loco)
BP1DJ BP2DJ,
Other relays (Air circulation and pressure relays) available in

loco are;
QPH, QPDJ, QVMT1, QVMT2, QVSI1, QVSI2, QVSL1, QVSL2, QVRH.
Pressure Governors available are; RGCP, RGEB2

Fuse provided newly: CCCPU (6A–ADC & 2A - MEDHA) some locos only
Fuses removed: CCDJ, CCA, CCLS & CCLSA
104
Modification to existing Equipment:

1. NR Digital provided in display unit..
2. BPQD switch provided in both cabs on driver's desk.
3. HPAR/Q51 switch is provided in switch panel to isolate AFI/AFL in case of
mal functioning.
The system comprises of the following sub-assemblies:
MAIN UNIT: Main unit is mounted near the ARNO converter or in relay panel.
This unit performs the main task of fault diagnostics and control and comprises of
the following:
1) Power Supply Module
2) CPU module – 2Nos
3) System controller/Communications module
4) Digital Input modules 4 Nos. (5Nos in MEDHA make)
5) Digital Out put modules: 3 Nos.
6) Analog/Digital converter module (Available in all MEDHA make and some of ADC
make)
SIGNAL CONDITIONING UNIT: It is mounted above the main unit. It
accepts locomotive HV input of auxiliary supply, ARNO/SI output & TM armature
voltage (of only one TM) through a terminal block. It out put isolated low voltage
signals for control unit.
PROCEDURE FOR ENERGISATION:

Energisation of this loco is similar to conventional loco.
The following messages will be displayed on display unit of each cab.
1. After general checkup, Put HBA on ‘1’, observe LCD display panel for –
Welcome note by M/S……………
2. Start MCPA and build up pressure up to 8 kg/cm2, Unlock BL key and observe
LCD display panel for – BL key ON.
3. Close BLDJ and observe LCD display panel for -BLDJ CLOSED.
4. Keep ZPT on 1 or 2 and check for panto to raise and observe LCD display panel
for – CAB 1 / CAB 2 PANTO RAISED (According to cab and ZPT positions
message will appear).
5. Press BLRDJ and observe C-118 contactor, DJ for closing and observe LCD
display panel for -DJ CLOSED. (Provided DJ closed).
6. SI ON appears after starting of static converter till QCON energisation and
disappears after extinguishing of LSCHBA (Static converter provided locos).
7. MPJ ‘F’ or ‘R’-No message displays.
8. MP on ‘N’ (Tr / Br) - No message displays.
105
9. Taking notches – Position of notch ( 0 to 32 ) indicates by digital notch indicator

only.
DISPLAY UNITS:
(EX: MEDHA & STESALIT-
MAKE)
Two display units are provided, one
in each cab.
These are housed in a robust iron
cabinet.
On powering up, each display unit checks for communication from control unit.
If no communication is received within 10 seconds the respective display
announces a communication fail message.
The system can continue to work if one or both display units fail.
The fault screen on LCD shows Date, Time and loco configuration which was
set.
The two digit seven segment LED indicator shows the current notch position.
When control unit is unable to find out the current notch position e.g. after
power up of any control unit the tap changer is not at “0”, manual operation of
GR, etc, the display shows “Er”.
Any fault message received from control unit is announced by displaying of
message on LCD and sounding of hooter (if configured).
For messages which requires compulsory acknowledgement, the hooter
continues to sound till acknowledge key is pressed in the cab where BL key is
made ON.
For other messages and display in the other cab, the hooter stops after 10
seconds irrespective of type of message.
The key board provided on the display unit can be used to get the information
and current working status of the system. There are 8 keys. These are “Menu”,
“Enter”, “ACK”, Back light ON/OFF, contrast increase and contrast decrease.
Once a fault occurs, it will automatically appear on screen and remains there
until another fault occurs or user clears the fault.
Fault MEMORY:
 The system is provided with non-volatile memory.
 The fault memory stores the fault, date and time of occurrence of fault in a
sequential manner.
 The fault memory has capacity to store about 400 faults.
106
Display Functions:
KEY BOARD: The system is provided with 5 keys keyboard on the display units
of each cab. The keyboard of either cab is operational. The following keys are used
in the fault diagnostic system.
KEY PURPOSE
ACK This key is used for acknowledgement of the fault displayed on the
screen.
MENU This key is used for selection of various operations.
CURS UP To select different parameters
CURS DN To select different parameters
ENTR This is the command terminator
Information on Display Unit (Version.2)

Use UP / DOWN keys to select the OPTIONS and to press ENTER key to opt the
select the option.
By pressing MENU key:
Contents in Vehicle Diagnostic:
Contents in Status Information:
By selecting ‘Active Faults’
107
Contents in ‘Process Information’
By selecting ‘Input/Output display’
By selecting ‘Display Digital Input’
 The first input starts with I0 i.e. BLDJ=1

 ‘1’ means functioning/closed; ‘0’ means non functional/open. In place of
‘1’ shown as ‘ON’ and in place of ‘0’ shown as ‘Off’ in some locos.
 In one screen can see eight inputs.
 In this way all 128 inputs shown in sequence.
 By same way can see outputs; shown as O1 to O7 etc.
 By same way eliminated relay status can see whenever fault occurs.
MESSAGES DISPLAYED IN THE DISPLAY UNIT WHEN DJ

TRIPPED
When DJ tripped on run, the reason for tripping will be displayed on the screen
of the display unit.
1 DJ tripping via QVRH 10 DJ tripping via QRSI 1
2 DJ tripping via QVMT1 11 DJ tripping via QRSI 2
108
3 DJ tripping via QVMT2 12 DJ tripping via QOP 1

4 DJ tripping via QVSL1 13 DJ tripping via QOP 2
5 DJ tripping via QVSL2 14 DJ tripping via QLM
6 DJ tripping via QPH 15 DJ tripping via QOA
7 DJ tripping via QVSI1 16 DJ tripping via QLA
8 DJ tripping via QVSI2 17 DJ tripping via Q30
DJ tripping via GR stuck up in
9
between notches
IMPORTANT INSTRUCTIONS
1. If there is any fault in loco, the fault message will come on display unit along
with buzzer sound. Based on the fault message, troubleshoot according to
TSD.
2. After troubleshooting, press ACK/CLR FLT button provided on display unit.
Message will clear from the screen and it will be recorded in memory, buzzer
sound stops.
 If message not cleared keep HOBA in OFF and try.
 If still unsuccessful, close IP’M’ COC & keep HBA on ‘0’, wait for 3-5 min.,
again energise the loco and try.
 If there is a message working with one ‘CPU’ Then press ‘ACK’ button and
work the train and inform to TLC at appropriate place.
3. BPQD is provided on Lp’s desk of each cab. This switch should be pressed (up
to 10th notch only) if LP experiences auto regression via wheel slipping. After
releasing BPQD, still auto-regression experiences, it may be due to any
Traction Motor defect, troubleshoot according to TSD.
4. In case of any safety relay acted, troubleshoot according to TSD.
5. In case of any E.M contactor not closing, troubleshoot according to TSD, If
unsuccessful keep HOBA in OFF and try. Still unsuccessful in case of ARNO
provided locos wedge the contactor and work onwards.
6. In case of tripping through Airflow relays, LP can isolate relay/Blower through
Programme switch like conventional loco.
7. Do not change the position of any switch while the loco is in energized
condition.
8. If any one display unit not working:
By observing other cab display unit messages work onwards duly making
necessary remarks in logbook.
9. If both display units not working
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 Keep HBA on `O' and keep in `1' after 10 sec. Still not displays. If Loco is in
energised condition work up to destination, duly informing to TLC and make
necessary remarks in log book.
 If any fault occurs, identify the same with the help of pilot lamps and
troubleshoot as per TSD
Note: - While attending any trouble, before checking any equipment ensure BLDJ
is in open condition.
MESSAGES DISPLAYED IN THE DISPLAY UNIT OF

MICROPROCESSOR
No DISPLAY MESSAGE ACTION TO BE TAKEN BY THE
LOCO PILOT
1 There is NO OHE at the No Tension, Wait for OHE Voltage Retry to
time of DJ closing close DJ
(BLRDJ is ON) If OHE present SC Unit or its connection may
be bad.
Inform TLC
OHE Power fail while Running, Apply
Emergency brake
2 OHE Low/No Tension And Conform really OHE there or not
If OHE present SC Unit or its connection may
be bad.
Inform TLC
3 DJ Tripping due to QOP1 Reset QOP1, Isolate faulty TM by HMCS1
(Earth Fault) Follow TSD, Inform TLC
4 DJ Tripping due to QOP2 Reset QOP2, Isolate faulty TM by HMCS2
(Earth Fault) Follow TSD, Inform TLC
5 DJ Tripping due to QOA Put HQOA at 0
(Earth Fault) Check all Auxiliaries / Heater, Follow TSD
6 DJ Tripping due to QRSI 1 Reset QRSI1, Isolate faulty TM by HMCS1
(Over Current in RSI 1) Follow TSD, Inform TLC
7 DJ Tripping due to QRSI 2 Reset QRSI2, Isolate faulty TM by HMCS2
(Over Current in RSI 2) Follow TSD, Inform TLC
8 DJ Tripping due to QLM Check Transformer / GR Oil splashing
(TFWR Over Current) Follow TSD and Inform TLC
9 DJ Tripping due to QVSL1 Check MVSL1, If normal put HVSL1 on 3
(SL1 Blower) Resume Traction
10 DJ Tripping due to QVSL2 Check MVSL2, If normal put HVSL2 on 3
(SL2 Blower) Resume Traction
110
11 DJ Tripping due to QVMT1 Check MVMT1, If normal put HVMT1 on 3

(MT1 Blower) Resume Traction
12 DJ Tripping due to QVMT2 Check MVMT2, If normal put HVMT2 on 3
(MT2 Blower) Resume Traction
13 DJ Tripping due to QVRH Check MVRH, If normal put HVRH on 3
(RH Blower) Resume Traction
14 DJ Tripping due to QVSI1 Check MVSI1, If normal put HVSI1 on 3
(RSI 1 Blower) Resume Traction
15 DJ Tripping due to QVSI2 Check MVSI2, If normal put HVSI2 on 3
(RSI 2 Blower) Resume Traction
16 DJ Tripping due to QPH Put HPH on 0 & clear block section
Check TFP OIL level Frequently
17 DJ Tripping due to GR Bring GR to 0 manually
Stuck up on notches Clear the block section manually if necessary
18 DJ Tripping due to QLA Isolate faulty auxiliary machine,
(Over current in Auxiliary If Fault exists make loco dead inform TLC.
Circuit)
19 DJ Tripping due to QPDJ Check RS pressure, if less air pressure, start
CPA, to build up pressure
20 QVRF not working Insufficient air flow for DBR
Do not use Dynamic Braking
21 Unable to close DJ due to Put HQOP1 OFF
QOP1 On running condition watch HTC
22 Unable to close DJ due to Put HQOP2 OFF
QOP2 On running condition watch HTC
23 Unable to close DJ due to Check HT Compartment for Oil splashing,
QLM Inform TLC
24 Unable to close DJ due to Watch HTC, Inform TLC
QRSI1
25 Unable to close DJ due to Watch HTC, Inform TLC
QRSI2
26 Unable to close DJ due to Check ARNO, Inform TLC
QLA
27 Unable to close DJ due to Check RS pressure, if less air pressure
QPDJ Start CPA to build up pressure
28 Reversers are neither in "F" Set the Reversers manually
nor "R" Resume Traction
29 CTFs are neither in "Tr" nor Set the CTFs manually on "Tr" side only
"Br" Resume Traction
111
30 GR not in Zero Put GR to 0 manually, close DJ

31 IP coil deenergises during Dynamic Braking
Brake applied through IP
Do not use DBR
32 Auto Regression via RGEB If not brake applied check for leakage
33 Auto Regression via QD Press BPQD / Resume Traction
34 Auto Regression via TM Check TM voltage, Bring notch down if Auto
over voltage regression not come
35 Braking Fault SWC Braking fault SWC operated
operated Do not use loco brake during DBR
36 One CPU failure. Note in log book and resume
Working with one CPU
traction & inform to TLC
EEPROM failure working
37 No action by the driver
with Default parameters
Display Communication fail
38 No action by the driver
with other CAB
BLRDJ closed but DJ could
39 Press BLDJ, Select panto, Press BLRDJ
not close
L1 L2 L3 Cut off, Half power available
40 HVMT1 is in position 0
Clear the section and inform TLC
41 L4 L5 L6 cut off, Half power available
HVMT2 is in position 0
42 HVSI1 is in position 0 L1 L2 L3 Cut off, Half power available
43 HVSI2 is in position 0 L4 L5 L6 cut off, Half power available
C145 open in DB mode due to HMCS 1/2 not
44 C145 Open HMCS 1/2 not
in 1
in 1
Do not use DBR
45 DBR overheated or C145 open in DB mode DBR Overheated
QF/ QE Operated Do not use DBR
46 DJ Tripped via DJ Feed Check if DJ is getting closed,
back Fail If not Inform TLC
47 Battery Charger Output Fail If not Inform TLC
If not Check CHBA, note down in log book
48 ICDJ through C106 Unable to close DJ due toC106 Feedback Fail
Feedback Fail Put HVMT2 on 0
112
49 ICDJ through C105 Unable to close DJ due toC105 Feedback Fail

Feedback Fail Put HVMT1 on 0
50 GR stuck on Notches GR stuck up on notches. Put GR on 0 manually
51 V965 Channel Fail 965-966 Voltage Measurement channel Failed

De energise the loco & Inform TLC,
52 Auto - Regression via ACP Auto regression via ACP (Alarm Chain pulling /
Train parting)
53 BPAR put in bypass BPAR put in bypass mode
54 BPAR restored BPAR restored
55 ICDJ through QSIT Unable to close DJ due to QSIT high,
Dropped Follow SI Display
56 OHE Voltage out of Range OHE Voltage out of range, SI unit shut down.
PUT OFF HBA for 10sec. and try again
MEDHA VERSION 3.0
LSFI: signaling lamp for fault indication
LSVW: (VCD is in built.) VCD warning lamp
BPFA: Fault ack. Push button switch with

illumination.
113
BOTTOM KEYS USAGE:
Procedure for wedging Q50, QCON, QCVAR, Q118 relays in

MPCS-Version 3.0
 If there is any fault reg. relays then corresponding key will be highlighted
(blinking with yellow mark ) as shown in fig.1.
 By pressing concerned key message will be shown as in fig.2.
 Press 1.for Instantaneous bypass or
 Press 2. for (permanent bypass) or wedging the relay or
 Press 3. for cancelling wedging
 Note:In temporary bypass the wedging is active upto next DJ open only.
 In permanent bypass the wedging is active upto next power ON also.
NOTE: If wedging of any relay is allowed by MPCS, then crew should follow the
instructions as per TSD before and after wedging of that relay.
IMPORTANT INSTRUCTIONS to crew reg version 3.0:
 CCCPU (16amps) fuse is provided for FDCS unit. (even though CCBA/CCPT
melting FDCS and display will be in service)
114
 Any short circuit in the out put such as C105/C106/C107/C101/C102 etc.,

causes to trip MCB 1 / 2 (provided on the main unit). The crew has to reset
it once.
 In case, DJ tripped due to internal fault in MPCS, press reset button for 5
seconds to reset MPCS provided in the main unit.(Before pressing reset button
close IP’M’ COC.)
 in case of any malfunction of MPCS, loco pilot shall not resume traction.
 VCD is inbuilt in this version: VCD cycle, counter, input and out put data are
updated. Crew can set the screen in test mode by selecting it from main menu.
 LP can enter his ID, name etc., in MPCS.
115
PNEUMATIC SYSTEM
CONVENTIONAL LOCOS
116
Pneumatic Circuit
Initial Storage and Distribution:

 To raise pantograph and to close VCB initially pressure required.
 This pressure is build up by MCPA.
 Switch ON ZCPA if BA voltage is more than 90 V, and MCPA starts building up
pressure and it is called as ‘RS pressure”.
 RS pressure can be seen in RS gauge provided RAL COC open. (In WAG7 and
WAP4 locos RS gauge is provided in both cabs and named as PR gauge).

When RS pressure reaches to 6.5 Kg/cm2, raise panto, close DJ, close BLCP.
 According to HCP position, MCPs starts and build up MR pressure.
 When MR pressure reaches 6.5 Kg/cm2 switch OFF MCPA.
 MCPA should not work continuously for more than 10 min.
 SS1 safety valve is provided, set at 8Kg/cm2, between CPA and NRV.
Storage and Distribution of Pn. pressure after closing DJ:

Three compressors (1000 lts. capacity) OR two compressors (1750 lts.
capacity) are provided on the loco to build up and store the air pressure.
In this system 4 or 5 main reservoirs, one control reservoir and one RS reservoir
is provided. Compressors cut in and cut off are maintained by RGCP.
When MR pressure reaches to 9.5 kg/cm², RGCP cut off and compressors stop
working.
117
When MR pressure drops to 8.0 kg/cm², RGCP cut in and compressors starts
working.
Compressed air from the compressors is allowed to pass through a separate
after cooler and store in MR1, MR2, MR3 and MR4 & MR5 (in WAP4 locos).
On each CP delivery pipe line (between each compressor and NRV) provided
with one individual safety valve is set at 11.0 kg/cm².
A centrifugal dirt collector with a drain cock is provided before MR1 for
collecting the moisture and similarly one more is provided after MR4.
A safety valve (SS-2) set at 10.5 kg/cm² is provided between MR2 & MR3. In
WAG5, WAG7 locos MRs counting starts from cab-1 left side.
In WAP4, MRs counting starts from cab-1 right side. In between MR2 and MR3,
equalizing pipe connection is given to air intake COC through NRV.
One air dryer is provided between MR2 and MR3 for supplying dry air to brake
system and loco electro-pneumatic valves.
The air dryer is having three cut out cocks namely A, B and C.
Normally A and B (green color COC) are open and C (red color) COC is close
position.
Air dryer is getting electric supply from battery or from CHBA.
In some locos Air dryer is getting electric supply through CCAD fuse and HAD
isolation switch.
Whenever Air dryer is by passed, keep HAD switch on ‘0’ position.
Use of MR1 &MR2:

Air from MR1 & 2 is taken through a duplex valve (Duplex valve opens at 4.9
kg/cm²)after airdryer to MRE pipe to the MR equalizing pipe.
From MRE, this air is supplied to sanders, wipers, F1 selector and also to the
feed pipe (FP) through a LV set at 6 kg/ cm².
Further this pressure goes to MR3 through Air dryer.
Usage of MR3 pressure:

Through an NRV this pressure is charged to MR4
Pressure is charged to CR.
For charging BP pressure. Through AFMV, C2A
Usage of Control reservoir pressure:

1. Through R1 COC-to working panto, to VCB & to RS to store.
2. To operate line contactors, shunting contactors , C145 contactor, reversers,
and CTF contactors.
3. Through a reducing valve, set at 2.5 to 3.5 Kg/cm2 to SMGR
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Usage of MR4 pressure:

This MR4 pressure is supplied to (MR4 cock should be open)
1. Horns.
2. Both cabs A9 supply.
3. Both cabs SA9 supply.
4. Through MU2B to F1 selector valve.
5. To BC pipe through C2B relay valve.
6. To proportional BC pressure through C3W valve.
7. VEF (E).
8. VEF (M) to nullify proportional braking.
NOTE:
a) In WAP4 locos, MR4 and MR5 pressure is going to equipments like WAG7.
b) In some WAP 4 locos, 6 MRs are provided.
119
BRAKING SYSTEM
Independent loco brakes (SA9 pneumatic circuit)
Equipment in SA9 circuit:

Independent air brake valve with feed valve & application
1. SA9
handle.
2. MU2B Control valve for multiple unit brake system operation.
C2B Relay Valve for charging and discharging pressure in loco brake
3.
Valve cylinder
Double check valve for operating direct and proportional
4. DCV
working of loco brakes.
To supply air pressure for both cabs SA9 and also to C2(B)
5. MR4
relay valve for BC
6. F1 Selector Proportional braking
7. BC Gauge Duplex gauge, to indicate pressure in loco brake cylinder.
Supply and For Isolating air supply in non working cab and for supply in
8.
Apply COC working cab.
9. BC COC To isolate the loco brake cylinders in truck 1 or in truck 2.
SA9 Positions:
1. Release - BC pressure 0 Kg/cm²
2. Application range - Max. BC pressure 3.5 Kg/cm²
120
Application of independent loco brakes:

1. MR pressure should be 8 to 9.5Kg/cm2 and MR4 COC in open.
2. SA9 supply and apply COCs should be open in working cab and close in non-
working cab.
3. Working cab SA9 handle should be in application position.
4. MU2B should be in ‘lead’ position.
5. Both side BC equalizing pipe COCs should be in closed.
6. Both trucks bogie isolating cut out cocks should be open position.
After the conditions mentioned above are fulfilled,
Whenever SA9 is applied, in SA9 FV exhaust port closes, MR pipe line port
connected to apply pipe line and max. 3.5 Kg/cm2 pressure enters into apply
pipe line gradually according to SA9 position.
Further this pressure through MU2B (2 and 20 ports) in lead position goes to
DCV and pushes spool valve and goes to C2B relay valve.
This pressure called as sensing pressure of C2B relay valve.
According to sensing pressure C2B relay valve admits MR4 pressure into BC
pipe line and all pistons are operated provided BC1&2 cocks open condition.
When BC pressure and sensing pressure equals further MR4 port will be
closed.
The amount of BC pressure can be seen in BC gauge in both cabs.
Same amount of pressure further goes to BC Eq.pipe through F1 selector
valve for MU operation.
Releasing of independent loco brakes:

To release independent loco brakes, keep SA9 in release position.
In SA9 FV, Supply pipeline gets closed and apply pipeline port connected to
exhaust port of SA9.
Now apply pipeline pressure is exhausted through SA9 feed valve exhaust port.
When piloting pressure on C2B is reducing immediately BC pipeline connected
to C2B exhaust port and pressure in BCs exhausts accordingly.
If SA( kept in fully released position sensing pressure comes to ‘o’ and Bc
pressure also comes to ‘o’ and exhaust port of C2B closes. In BC Eq. pipe
pressure also exhausts through C2B exhaust port.
121
A9 PNEUMATIC CIRCUIT
Equipment in A9 Pn.circuit:
Automatic brake valve with feed valve and
1. A9
application handle.
Control valve for multiple unit brake system
2. MU2B
operation.
C2A Relay valve Valve for maintining and destroying BP
3.
(BP) pressure
4. MR Supply line 8 to 9.5 kg/cm² MR pressure to both cabs A9.
5. Control pipe To connect to MU2B & C2A relay valve (BP).
Connected with train if it is air brake stocks
6. BP brake pipe
and actuates C3W.
A9 inlet & outlet For isolating air supply to A9 in non working
7.
COC: cab and supply air to A9 in working cab.
Lead or Trail cut out cock to cut off BP
8. A8 or L&T COC
pressure from C2A relay valve (BP).
9. B.P gauge To indicate BP pressure.
10. BP end cocks These are angle cocks with vent hole.
Normally open. In case of front End cock
11. Addl BP cocks damaged to avoid BP pressure dropping
this cock shall be closed.
A9 Positions:
1 Release Charges 5 Kg/cm² BP pressure
2 Minimum reduction 0.4 to 0.6 Kg/cm² BP pressure will reduce
3 Full service 1..2 to 1.6 Kg/cm² BP pressure will reduce
4 Over reduction 2.2 to 2.8 Kg/cm² BP pressure will reduce
5 Emergency 5 Kg/cm² BP pressure will reduce.
Initial charging of BP pressure:

MR pressure is 8 to 9.5Kg/cm2 and MR4 COC in open.
A9 I/L & O/L COCS open in working cab and close in non-working cab.
Both cabs A9 handles in release position.
Both cabs ALP emergency brake valves in close position.
MU2B is in ‘lead’ position.
A-8 COC is in open position.
Additional BP COCs are open.
IP valve should energise.
122
After the conditions mentioned above are fulfilled,

When A9 in release position exhaust port closes, MR supply pipe line pressure
is reduced by A9 feed valve to 5Kg/cm2 and is charged in control pipeline.
This control pipeline pressure further goes gradually to C2A relay valve through
MU2B ( 3 and 13 ports) in lead position acts as piloting pressure on C2A (BP)
relay valve.
Immediately MR3 pipe line connects to BP pipe line in C2A relay valve and
enters MR3 pressure through AFMV and MV4 normal choke.
When BP pressure reached and equals with control pipe line pressure MR3 port
closes anf further BP charging stops.
While BP charging through AFMV and R6 valves RGAF energises and LSAF glows
on Lp’s desk to indicate charging.
Same time AFI white needle overshoots.
Amount of BP charging in loco shows in BP gauge provided rear side Addl.BP
cock open condition.
To charge BP pressure on formation now open BP Angle cocks between loco
and first vehicle.
Up to LV all BP angle cocks to be opened except rear end of LV.
Application:
1. To apply the brakes, keep A9 in application position.
2. In A9 FV, MR supply line is disconnected and connects the control pipe
with the exhaust port.
123
3. Now control pipeline pressure is reduced through A9 feed valve exhaust

port.
4. Same time the exhaust port of C2A relay valve is connected to BP line. So
that BP pressure gets reduced proportionally.
5. Hence BP is reduced and brakes will apply on formation.
6. In loco if PVEF is not pressed through C3W valve proportional loco brakes
will apply.
Recreation of BP pressure
1. To charge BP pressure again, A9 to be brought to release position.
2. Again control pipeline charges to 5Kg/cm2 through A9 Feed valve .
3. 5kg/cm² piloting pressure again acts on C2A (BP) relay valve.
4. C2A will feed 5Kg/cm2 of BP pressure in BP pipeline.
5. Because of BP is recharged with 5Kg/cm2 of pressure, formation brakes
will be released.
6. When the 5kg/cm² pressure is charged in BP line C3W valve comes back
on its seating position and loco proportional brakes will be released.
Emergency Application by A9:

1. For emergency application keep the A9 handle on emergency position.
2. In emergency, BP pipe line is connected to A9 exhaust port and BP drops,
same time through C2A (BP) also exhausts since control pipe line pressure
is dropped.
3. BP pressure reduces rapidly so that the train brakes are applied without any
delay.
4. On BP pipe line, RGEB2 is connected through a cut out cock.
5. This RGEB2 I/L opens when BP pressure is dropped below 2.8 Kg/cm2 and
below during destruction and I/L closes at 4.0 Kg/cm2 and above during
recreation of BP pressure.
6. When BP drops below 2.8 Kg/cm2, QRS relay de-energizes and causes auto
regression of GR.
124
Proportional loco braking:
 Application of loco brake along with formation brakes is called proportional

working.
 When BP pressure is dropped, in loco C3W valve senses the dropping of BP
pressure.
 Then C3W allows 2.5 times MR4 pressure to LV but LV is set to 1.8 kg/cm2
and same pressure further goes and acts on VEF (M).
 Now VEF (M) admits MR4 pressure to C2B valve through F1 selector valve
and double check valve.
 C2B valve now allows MR4 pressure and send to loco brake cylinders
according to sensing pressure, max.1.8 kg/cm2.
 When both trucks bogie isolation COCS are in open position brakes shall
apply.
To isolate loco brakes while applying A9:

 Before applying A9 press PVEF.
 Now VEF (E) energizes and admits MR4 pressure to VEF (M).
 In VEF (M) limiting valve side port will be closed and VEF (M) exhaust port is
connected to C2B.
 Since there is no pressure from limiting valve there is no brake application in
loco.
 If PVEF is pressed after proportional brake application the pressure acting
on C2B will exhaust through VEF (M).
125
 Same time the pressure in BC will exhaust through C2B exhaust port and
proportional braking will be nullified.
Auto Flasher light

This is provided for switching on Flasher light automatically during any
emergency situation such as ACP, BP pressure dropping or during derailment, etc,
Equipment in AFL circuit

1. P1, pressure switch connected to control pipe and set at 4.5 Kg/cm2 closes
and opens at 4.8 Kg/cm2 .
2. P2, pressure switch connected to BP pipe and set at 4.4 Kg/cm2 closes and
opens at 4.7 Kg/cm2.
3. PR1, 60 sec. Time lag relay, to nullify AFL actions during A9 application
4. PR2, controlling relay, for auto regression of GR during AFL action.
5. SW1&SW2: Push button switches to energize QFL.
6. QFL: controlling relay to stop AFL and buzzer.
7. LSAFL: Signaling lamps to indicate AFL action
8. TS/TSAFL: Push button switch to test AFL circuit.
AFL Circuit functioning:

 Controlling fuse CCLSA (6 Amp) and should be good condition.
 MPJ either on ‘F’ or ‘R’ position.
 Other than A9 application when BP pressure drops below 4.4 kg/cm2 P2 I/L
will close on common branch of AFL, Buzzers, PR2 and LSAFL.
 Buzzer and Flasher light will work through P2 I/L, PR1 N/C I/L, SW-1 &2 N/C
I/Ls & QFL N/C I/Ls.
 Same time LSAFL signaling lamp glows in both the cabs.
126
 By energising PR2 relay, circuit will maintain through PR2 N/O I/L and all four
actions will continue.
 PR2 I/L will close on Q51 branch and auto regression of GR will takes place.
 RGAF I/L also closes parallel to P2 switch.
Action to be taken:
Loco Pilot can switch OFF Flasher light and Buzzer by pressing SW1/2 provided
on LP’s desk.
In double or multiple lines after confirming no obstruction to adjacent lines then
only switch OFF AFL.
After stopping the train keep A9 in Emergency.
Find out the reason for BP dropping and attend the same.
LSAFL will extinguish only after BP pressure recharged to 5.0 kg/cm2.
AFL Nullifying during A9 application:
When A9 is applied, control pressure exhausts and P1 which is connected to
control pipe line energises and it’s I/L closes on PR1.
There by PR1 relay energises and PR1 I/L opens on common branch of AFL,
buzzer, PR2 and LSAFL. and nullifies AFL actions.
When control pressure drops same time BP pressure also drops and P2
energises and it’s I/L closes before PR1 but due to opening of PR1 I/L AFL
nullifies.
When A9 kept in release position control pipe line pressure charges immediately
and when pressure reaches at 4.8 Kg/cm2 P1 I/L opens on PR! and PR1 de-
energises.
But PR1 I/L opens after 60 sec due to it’s time lag.
Within 60 sec. if BP pressure not charges again AFL circuit comes in function.
To charge BP quickly LP has to press and hold BPSW switch.
127
MULTIPLE LOCOS
Multiple Unit Operation
General:
 Whenever more than one loco are coupled together and locos are worked by
a single crew, then it is known as MU Operation. (Maximum 4 conventional
locos can be made MU operation, In case of microprocessor locos only 3 are
permitted)
 The front driving loco is called as “Leading Loco” and rear loco is called as
“Trailing Loco”.
 In MU operation, 3 electrical jumpers (B, C & D) are connected between locos.
Through these electrical jumpers, the control circuit feed of one Loco reaches
to another Loco therefore same control circuit operation takes place in both the
Locos, though operation is done from leading Loco.
 During MU operation control circuits of trailing locos are operated from leading
loco except Q118, Q44 and Q100. For closing DJ, HBA should be on “1” in both
the locos.
 BLSN switch is provided in BL box, which controls the feed to VEPT and MTDJ
of trailing loco from leading loco. Its normal position is “UP”, on switching it
“DOWN” the supply to MTDJ and VEPT gets cut off and thus DJ of trailing loco
gets tripped and panto also lowers.
 Closing of DJ can be done for both the locos together or only in leading loco.
Similarly opening of DJ can be done for both the locos at a time or of the rear
loco only.
 Trailing loco DJ can be closed from the trailing loco by pressing BP2DJ, but
cannot be opened by BP1DJ. Opening of DJ for leading loco alone is not
possible.
 For disconnecting B, C, D jumpers, de-energise both locos and switch off both
locos HBA.
 During coasting / braking always keep MP on “0” and ensure both LSGR &
LSGRO are glowing in working cab.
MU SIGNALLING LAMPS, SIGNALLING RELAYS AND

SWITCHES:
LS Group:
The RED lamp provided on the ceiling of both driving cabs, this lamp indicates
the existence of a defect in the loco in which it glows.
128
LS Group glows along other signalling lamp (LSDJ, LSCHBA, LSB & LSRSI) to
indicate the defective equipment.
If both locos are defective, LS Group glows in both locos along with other
signalling lamps.
Note:
a. When MPJ is brought to “0”, LS Group will glow
b. When troubleshooting in MU locos do not bring MPJ to “0”
c. LS Group glows in defective loco only
LSOL:
The orange lamp provided on the driving desk of both cabs.
When there is no problem in both locos this lamp will be extinguished
condition.
LSOL glows in healthy loco along with other signaling lamp (LSDJ, LSCHBA,
LSB & LSRSI) to indicate the other loco defective equipment.
QVLSOL:
Relay for LSOL lamp.
When there is any abnormality in leading / trailing loco, this relay will pick up
and make the lamp LSOL to glow in the healthy loco.
Q-49:
This relay is called as synchronizing relay, which synchronizes the tap changer
operation in both leading and trailing locos during traction and braking of MU
operation.
After taking first notch only Q-49 will come into service
During progression/regression with MP, progression with EEC only Q-49 will be
active.
It will not synchronise when the difference of notches if any due to auto
regression.
BLSN 1/2 - Neutral Section Switch:

This is normally closed switch, but nouse in single loco.
While working MU locos to open VCB and to lower panto this switch to be put
down.
While passing through neutral section, first put BLSN “DOWN” to open DJ and
to lower the panto of trailing loco and observe the glowing of lamp LSDJ,
LSCHBA, LSB, LSGR & LSGRO in leading loco.
LSGRO signalling lamp:

This lamp is provided above LP desk in modified locos to indicate the GR ‘0’
position of other loco.
129
This lamp glows in leading loco when trailing loco GR is on “0” and vice versa.
Preparing of MU Locos
Checking of Locos
1. Examine the Locos separately and prepare them individually.
2. After complete checking de-energise the Locos. Attach them one to the other,
preferably with cab 2 on either ends with CBC & lock with lock pin.
3. Keep HBA of both Locos in '0' position.
4. Attach B, C & D couplers of one Loco to other loco. On other Loco side B, C
& D couplers will be kept as spare.
5. Couple up MR and BC equalizing hose pipes and open their angular COCs.
6. Couple BP & FP air hoses and open their angle COCs.
7. Keep A9 I/L & O/L cocks of working cab open condition and remaining cabs
should be in closed position.
8. Keep SA9 supply & apply cocks of working cab open condition and remaining
cabs should be in closed position.
9. Keep A8 COC Open in leading Loco and Close in Trailing Loco.
10. MU2B of leading Loco in LEAD position and in Trailing Loco should be kept in
TRAIL / DEAD position.
11. Keep ZPT, MPJ & BL keys of trailing Loco in safe custody.
12. HBA should be kept on '1' in both the Locos.
Energisation of MU locos
1. Prepare both the locos separately and also ensure that everything is normal as
per the requirement for MU locos.
2. Start CPA of both the locos and build up 8 kg/cm2 pressure in RS of both the
locos.
3. If MCPA of one loco is defective then first energise the MU locos from the loco
in which MCPA working by taking the following precautions
Open RAL cock of both the locos.
Start MCPA and build up 8 kg/cm2, pressure in RS reservoir and switch OFF
MCPA.
Unlock BL of loco in which MCPA is working and put BLSN down.
Put ZPT on ’1’ and check the proper raising of pantograph.
Close DJ (LSDJ will remain glowing but UA meter will deviate), release
BLRDJ after 4 seconds, close BLCP and build up MR pressure to 9.5 kg/cm2.
Through MR equalising pipe, in defective loco also MR pressure will be
charged
Keep BLSN “UPWARDS” and check the proper raising of pantograph of the
other loco.
130
Press BLRDJ once again and release BLRDJ after LSDJ and LSCHBA
extinguished.
MR pressure is maintained in both locos equally through MR equalising pipe.
Change over to leading loco if required (adopt proper procedure).
4. In the working cab, unlock BL, insert ZPT in the socket and place it on ‘1’,
check the proper raising of rear pantograph of the both locos.
5. For closing DJ, close BLDJ and press BLRDJ.
If leading and trailing locos are provided with ARNO: Check that LSDJ
extinguishes, UA meter deviates and LSCHBA extinguishes. After LSCHBA
extinguishes, release BLRDJ.
In case of both locos are SIV locos, release BLRDJ after LSDJ extinguishes
and UA meter needle deviation.
If leading loco is provided with ARNO and trailing loco is provided with SIV,
Check that LSDJ extinguishes, UA meter deviates and after 4 seconds
release BLRDJ. LSCHBA extinguishes after staring of rear loco SIV.
If leading loco is provided with SIV and trailing loco is provided with ARNO,
Check that LSDJ extinguishes, UA meter deviates and after 4 seconds
release BLRDJ. LSCHBA extinguishes after staring of leading loco SIV.
6. Close BLCP and Wait for MR pressure to build up. In case MR pressure does
not build up more than 2 kg/cm2, check IP valves of both the locos. If any one
of IP valve is leaking, close the cut out cock.
7. When MR pressure builds up to 9.5 kg/cm2 ensure that the MCPs are stopped
working and auto-draining takes place in both the locos.
8. Close BLVMT and check the working of remote blowers in both the locos.
9. Keep MPJ on 'F' or 'R' as required and ensure LSB is extinguished.
10. Move MP from 'N' to '+' and ensure LSGR & LSGRO are extinguished. NR
shows one notch and ammeters & voltmeter are deviating. Then bring back
MP to '0'.
11. Now MU Locos are ready to work a train.
12. Use 2 or 3 compressors on leading loco and one on each trailing loco with
normal load under normal conditions
PROCEDURE TO LOCATE DEFECTIVE LOCO IN MU:

When DJ trips in 'Leading' or 'Trailing' Loco or certain faults occurs, it can be
detected by LS Group lamp.
In defective Loco LSGROUP glows and LSOL remains extinguished + defective
equipment lamp glows (LSDJ, LSCHBA, LSRSI & LSB).
In healthy Loco LSOL glows and LSGROUP remains extinguishes+ defective
equipment lamp glows (LSDJ, LSCHBA, LSRSI & LSB).
Therefore, on seeing LS Group (along with other pilot lamps), we can locate
the defective Loco.
131
If LS Group is glowing in leading Loco, then leading Loco is defective and if

LSOL glows in leading Loco then it means that defect is in trailing Loco (ensure
LSGROUP is in working order).
LSGROUP glows under following circumstances in the Locomotive.
o When DJ trips.
o CHBA is defective.
o When tell tale fuse melted in RSI block.
o Q50 de-energised.
o When SIV trips/QCON defective
o The above defects can be rectified/trouble shooted in concerned Loco.
Note:
In case of Loco trouble in leading or trailing Loco, the Loco Pilot should first
try to clear the section with healthy loco if road and load permits& then do the
trouble shooting of defective Loco.
Switch ZLS is provided in switch panel. When ZLS is switched OFF, signalling
lamps will not glow in that particular loco. This switch should be kept in OFF
position in healthy Loco while trouble shooting in defective Loco.
WORKING INSTRUCTIONS FOR LOCO PILOT DURING MU

OPERATION.
1. Q118, Q44 and Q100 gets feed from its own loco.
2. For closing DJ, HBA should be on '1' position in both locos.
3. From leading loco DJ can be closed for both locos together or separately.
4. DJ of trailing loco can be closed by pressing BP2DJ of trailing loco.
5. Tripping of DJ can be done for both locos together and the rear loco alone
6. DJ of the leading loco alone cannot be tripped with BLDJ or BP1DJ.
7. DJ in trailing loco cannot be opened by BP1DJ of the trailing loco.
8. There is no facility of opening DJ of leading loco from trailing loco.
9. If CCPT of trailing loco melts only trailing loco DJ trips, but panto will not
lower.
10. If CCPT of leading loco melts both locos DJ trips and both locos pantos will
lower.
11. If CCDJ melts in leading loco both locos DJ trips.
12. If CCDJ melts in trailing loco no indication to the LP, but after changing to
trailing loco experiences ICDJ.
13. If any defect in any branch of Q118, Q44 & any safety relay energised in that
loco only DJ trips.
14. If A ending problem in any loco of ARNO combination never close DJ
separately.
15. If HOBA to be kept in ‘OFF’ , keep in ‘OFF’ in both locos.
16. Except Q100 and QRS2 no relay to be wedged in trailing loco.
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17. If CCA melts or Q100 defective in any loco in that loco remote controlled
auxiliaries will not work.
18. In rear loco there is no action of RGCP. So rear loco MCPs and VEAD depends
on leading loco RGCP’s cut ‘IN’ & cut ‘OFF’
19. If Q52 is energised or Q50 is de-energised or pacco switch is pressed in
that loco TLTE will be experienced
20. During every coasting, keep MP on ‘0’ and observe LSGR glowing in leading
loco (LSGRO also glows in leading loco of modified locos ).
21. If DJ trips, in defective loco LS Group glows and in healthy loco LSOL glows.
22. While working with leading loco only, RB should not be used. For using RB,
rear loco IP(M) COC is to be closed.
23. While attending trouble shooting, keep ZLS in ‘OFF’ in good loco, ensure ZLS
in ‘on’ position in defective loco and pick up abnormal sign from defective
loco.
24. GR struck up on notches, keep MP on ‘0’, auto regression takes place in good
loco and DJ trips in defective loco.
25. If leading loco is failed electrically, close Panto 1 & 2 COCs of leading loco.
Energise trailing loco from leading loco. Clear section with precautions and
contact TLC (CHBA of leading loco will not work).
26. In CCMUBA provided locos, in rear loco, even VCB in tripped condition, rear
loco batteries are charged from leading loco CHBA, provided rear loco HBA is
on “1”.
27. In SIV locos internal or external faults come in that loco only SIV trips and
DJ trips.
POSITION OF COCs IN MU LOCOS
EQUIPMENT LEADING LOCO TRAILING LOCO
Working cab OPEN Both cabs CLOSE
A9 I/L &O/L COCs
Non working cab CLOSE
SA9 Supply & Apply Working cab OPEN Both cabs CLOSE
COCs Non working cab CLOSE
MU2B LEAD TRAIL
A 8 COC OPEN CLOSE
RGEB 2 COC OPEN OPEN
IP(M) COC OPEN OPEN
C3W isolation COC Service Service
PROCEDURE OF PASSING NEUTRAL SECTION WTH MU

At 500 board:
Close BLCPD and build up maximum pressure.
Try to accelerate the train speed before reaching Neutral Section, keeping in
view the caution order in force and maximum speed of the train.
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At 250 board:
Bring MP to '0' and Ensure GR has come to '0' by seeing LSGR glowing and
also ensure LSGRO is also glowing in modified locos.
Close (down) BLSN switch. Observe LSDJ, LSCHBA & LSB lamp glows in leading
Loco but UA meter needle will not come to '0' and Panto of trailing Loco lowers.
signalling lamp LSOL glows on Loco Pilot's desk.
At DJ open board:
Open BLDJ one mast before of DJ open board and ensure DJ of leading Loco
is tripped by watching UA needle comes to '0'. If not comes to '0', lower Panto
by keeping ZPT on '0'.
After tripping DJ ensure LS Group lamp glows and LSOL lamp extinguishes in
cab.
At DJ close board:
At DJ close board Loco Pilot shall close DJ through BLDJ & BLRDJ. Release
BLRDJ after Waiting 4 seconds after UA needle deviation or after glowing of
LSOL.
After passing one mast distance, place BLSN in 'ON' (UP) position and wait for
10 seconds, after ensuring rear Loco panto is raised and touched OHE,
Press BLRDJ again and when LSDJ, LSCHBA & LSB have extinguished release.
Observe Signalling lamp LSOL also extinguishes.
MAKING ONE OF THE MU LOCO AS DEAD

Whichever loco is to be made dead, open DJ of that loco and keep HBA switch
on ‘0’ ( if CCMUBA is not available).
In dead loco put ZLS on ‘0’ and close IP(M) COC.
If trouble persists, remove the electrical jumpers between the locos and secure
them on clamps.
If unsuccessful make lead loco as trail loco and change trailing loco as working
loco.
If leading loco failed, don’t change position of any COC in LEAD loco and work
onwards if road and load permits.
If leading loco failed clear the block section with trailing loco and contact TLC
(Close panto COCs of LEAD loco). In this condition, in leading loco CHBA,
Ammeters will not work.
WORKING THE TRAIN with TRAILING LOCO when LEADING

LOCO FAILED
1. In case leading loco ICDJ and unable to rectify still can work from leading
loco provided CCPT and CCDJ good condition.
2. Close panto COCs in leading loco and ensure BA voltage is above 90 v.
3. Keep three compressors working in rear loco.
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4. Do not change any Pn.cocks position.

5. Close DJ of trailing loco from leading loco.
6. Set reverser on ‘forward’ and take one notch.Ensure LSGRO is extinguished.
7. Release SA9 and ensure loco is moving.
8. Clear the block section carefully.
9. In leading loco Voltmeters and ammeters and NR will not work.
10. Take notches gradually use driving technics as per load and road.
11. If not possible, make the leading loco dead and work from the trailing loco.
12. Resume traction from trailing loco and clear section without exceeding the
speed limit of 15 KMPH and contact TLC.
13. If the load and road permits, request TLC for remarshalling of the loco
(changing trailing loco as leading loco) and work onwards with single loco.
14. If load and road does not permit, contact TLC.
WORKING THE TRAIN FROM LEADING LOCO WHEN TRAILING

LOCO FAILS
1. Put BLSN ‘DOWN’ to de-energize the rear loco and work with the leading
loco. If trouble persists remove the electrical jumpers between the locos
and secure them on clamps.
2. Keep HBA on ‘0’, close IP (M)COC of rear loco and work the train from
leading loco.
3. Put ZLS on ‘0’ in trailing loco and ensure GR on ‘0’.
4. Don’t change any COC position.
5. Clear section and contact TLC.
6. If the load and road permits, work onwards with single loco. Otherwise
contact TLC for advice.
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LOCO OPERATING
136
LOCO ENERGISATION:
 Check the loco under gear equipment thorouly for any cracks, hanging parts
and displacement of bogie parts.
 Get in cab-2, keep HBA ‘ON’ and press ZUBA switch and observe BA voltage in
UBA.
 It should be above 90V.
 Switch ON ZCPA and ensure MCPA is working.
 Check all switch positions and relays and oil levels and ensure all are OK.
 In working cab keep A9 and SA9 inlet and outlet cocks open and in non working
cab close.
 After RS/PR pressure build up 6.5 Kg/cm2 (In case of microprocessor locos wait
until pressure reaches to 8 Kg/cm2 )
 Unlock BL in working cab and observe LSDJ,LSCHBA,LSGR and LSB lamps are
glowing.
 Then Keep ZPT on ‘o’ and turn to ‘1’ position and ensure rear panto is raised.
 Now close BLDJ and press BLRDJ, release BLRDJ after extinguishing of LSCHBA
in case of ARNO loco. Release BLRDJ after extinguishing of LSDJ in SIV locos.
LSCHBA extinguishes after SIV starts.
 Now close BLCP and ensure MCP contactors are closed as per HCP position and
MCPs are started.
 Ensure four wooden wedges and four DCP type loaded Fire extinguishers are
available in loco.
 Check both side head lights are glowing.
 Check both side Flasher Light is flashing by keeping toggle switch at ‘ON’
position provided on FLCU. Ensure FL is flashing in ‘Standby’ mode also.
 Ensure both side red and white marker lights are glowing. To switch ON red
marker lights switch ON BLLF and BLZLF.
 Ensure dry sand available in sand boxes and ensure sanders are working by
pressing PSA pedal switch.
 Ensure LP and ALP side horns are whistling.
 Ensure Wipers are working both LP and ALP side.
 Ensure SA9 applied and BC gauge is showing 3.5 Kg/cm2.
 Ensure MR pressure is above 8.0 Kg/cm2.
 Ensure A9 in release and BP is charged to 5.0 Kg/cm2.
 Ensure white needle in AFI is showing ‘0’ and set red needle on White needle.
 Close BLVMT and ensure MVMT1&2 and MVRH started.
 Operate MPJ forward and ensure LSB lamp is extinguishing.
 Keep MP on ‘N’ and take one notch and ensure LSGR lamp is extinguished.
 Check EEC operation also.
 Check AFL test as per procedure.
 Conduct loco brake power test as per procedure.
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 Conduct air/BP continuity test as per procedure if required.
ALP EMERGENCY BRAKE TEST

 ALP emergency brake(RS) to be tested by ALP whenever TOC loco.
 This test to be conducted and ensured by ALP (To apply in case of emergency
by ALP)
 Should be ensured by LP also.
 Ensure BP pressure is 5 Kg/cm2
 ALP should inform to LP.
 ALP should open RS gradually.
 Both should ensure BP pressure is dropping.
 Normalise RS.
LOCO BRAKE POWER TEST:

Keep SA 9 in application position.
Ensure BC gauge reads 3.5 Kg/cm2.
Personally ensure that all brake cylinders are applied and brake blocks are
touching to the wheels.
Release hand brake if applied condition.
Remove wooden wedges if kept under wheels.
Ensure nobody is standing nearby the loco or on the same line.
Give short whistle.
Take 2 or 3 notches and observe the current rating as given below according
to the type of loco (GOODS/PASS) service test the loco brake power as follows.
If the loco moves with in 800Amps/1000Amps, it indicates the loco brake power
is poor , inform to TLC.
Not to move at To move at
S.No Loco Gear ratio
(Amps) (Amps)
1. WAG 5 15:62 600 800
2. WAG 5 18:64 600 800
3. WAG 7 16:65 600 800
4. WAG 7 18:64 600 800
5. WAP 1 21:58 800 1000
6. WAP 4 23:58 800 1000
# Chg locos should not move upto 800 amps.
# Freight locos should not move upto 600 amps
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Testing of AFL: Before starting journey AFL to be tested without fail.

Preparation:
Keep SA 9 in application position.
Ensure BC gauge reads 3.5 Kg/cm2
Personally ensure that all brake cylinders are applied and brake blocks are
touching to the wheels.
Keep HVSI 1&2 and HVMT 1&2 on '0'
With TSAFL:
Take few notches.
Press TSAFL and observe
1. Flasher light flickering
2. GR comes to ‘0’ and LSGR glows
3. Buzzer sound
4. LSAFL glowing.
With RS opening:
Take few notches.
Drop BP below 4.4 Kg/cm2 by opening RS slightly and observe and observe
four actions.
# On opening of BP angle COC /pressing BPEMS also same actions will come.
With A9:
Take few notches.
Apply A9 to full service. Ensure
1. AFL shall not glow
2. LSAFL shall not glow
3. Buzzer shall not sounds
When A9 brought to emergency, only GR will come to ‘0’ through QRS relay.
BP CONTINUITY TEST:
Air continuity/BP continuity test for goods trains:
Occasions for conducting air continuity test :Before going to sign
the fresh BPC.
1. While clearing any stabled load from any way side station.
2. After completing of power interception.
3. After completion of shunting.
4. After reversing the loco.
5. After attaching dead loco on to the formation.
6. During GLP check.
7. If train parted and after recoupling the formation.
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8. Additional locomotive attached in rear.

9. Whenever brake integrity changes on the formation.
10. After completing of power changing. (i.e traction to diesel and vice –
versa).
Need not carried out:
1. When locomotive other than train locomotive is detached from extreme
front of the train.
2. When locomotive or vehicle is detached from the extreme rear of the train.
Procedure:
1. This test is to be conducted with the cooperation of guard. In absence of
guard YM can attend.
2. Build up 9.5 kg/cm2 of MR pressure and 5.0 kg/cm2 of BP pressure in the
locomotive.
3. Ensure 4.8 / 4.7 kg/cm2 of BP pressure in the BV/LV according to the no of
wagons.
4. Apply A9 automatic brake valve and reduce BP pressure by 1. Kg/cm2
without pause.
5. Confirm from the guard for corresponding reduction of BP pressure in BV.
6. Physically ensure few vehicles brakes are applied.
7. Now close A8 cock (70 COC / Mode switch in ‘Test’ in CCB2 locos and ignore
fault message).
8. Now immediately guard shall open the BV emergency valve and the guard
shall observe the drop of BP pressure to zero in BV.
9. If the BV is not the last vehicle, guard shall open the BP angle cock in the
rear side of last vehicle.
10. Loco pilot to ensure dropping of BP pressure completely to “0” .
11. Now inform to guard to close emergency valve in BV/BP angle COC of LV.
12. After closing BV/LV valve wait for few seconds and ensure BP pressure is
not charging.
13. Now the loco pilot release A9, open A8/70 COC/Mode switch to Lead and
ensure recreation of 5.0 kg/cm2 of BP in the locomotive and 4.8 / 4.7 kg/cm2
of BP pressure in the BV.
14. For originating trains after turn around examination (where SSE/SE-C&W is
posted): continuity test will be done by the loco-pilot and guard in the
presence of SSE/SE-C&W who shall make endorsement on the reverse of
the original BPC.
15. Where SSE/SE-C&W is not posted: loco-pilot and guard should conduct the
continuity test and make endorsement on the reverse of original BPC.
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Brake continuity test for coaching trains:

1. The Loco Pilot must charge the BP to 5 Kg/Cm2 and FP to 6Kg/Cm2 and
confirm from the Guard that minimum BP 4.8 Kg/Cm2 and FP 5.8 Kg/Cm2 in
rear SLR.
2. Inform to guard and drop BP pressure by A9 upto 4.0Kg/Cm2 and confirm
from guard same amount of BP dropping from his SLR or from LV. (3.8 +/-
0.2 Kg/cm2 allowed in Rear SLR/LV)
3. After confirming now keep A9 in release and recharge BP pressure 5
Kg/cm2.and ensure in rear SLR/LV BP showing min. 4.8 Kg/cm2.
4. Now in loco close A-8 COC or E-70 COC/Mode switch in Test position in
E70/CCB2 locos (Ignore the message appeared in 3Ø locos).
5. Now inform to guard to drop BP pressure from his SLR or from LV. Guard has
to drop BP pressure upto 3.6 Kg/cm2. In engine LP has to ensure BP pressure
is (3.8 +/-0.2 Kg/cm2.
6. Now inform to guard to close BP valve/LV angle COC. wait for few sec and
ensure BP pressure is not recharging.
7. Now open the A-8 cock/E-70 cock/ Mode switch in Lead position in CCB2
locos and recharge the BP pressure in the loco and SLR.
Brake feel test:

 To be done immediately after starting the train (freight/coaching) at any
station where crew have taken over the charge.
 To be done before passing LSS or after clearing all points, wherever
possible.
 Train speed shall be between 12-15 kmph.
 Drop BP pressure by 0.5 kg/cm2 through A9 and hold for few seconds and
release.
 Speed of train should drop to 6-8 kmph at the time of BP re-charging.
 Crew should feel the application of brakes on train.
Brake power test:
 To be done in the first block section/or first opportunity in down/level
gradient.
 The speed of the train should be 60 to 70 kmph in case of coaching train
and 40 to 50 kmph in case of goods train.
 LP should drop the BP pressure by 1 kg/cm2 in coaching train and loaded
goods train and 0.5 kg/cm2 in case of empty goods train through A9 and
release after a small pause. (In case of BOBR rakes drop BP pressure 1.0 -
1.5 Kg/cm2.)
 The speed of the train should drop 30 to 35 kmph in coaching trains & 20
to 25 kmph in goods train by the time BP pressure recharge to 5.0 kg/cm2.
 LP should judge the brake power and act accordingly.
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# If brake power is less stop the train in next station and inform to TLC and
act accordingly.
Note: ALP shall keep a watch & ensure that both the tests are done by LP and
will remind him for the same, if required.
Loco Examination on Run:

After starting the train in first block section ALP has to go rear cab and check
for any wheel skidding sound from rear truck.
Same time LP has to check front truck for any abnormal sound.
ALP has to note down ammeter, voltmeter reading, speed and NR position and
press BPT switch. At that time LP has to note down the same readings and has
to press BPT.
While coming to front cab check for any abnormality from HT comt.
Tally the readings with LP.
If any deviation make a remark in loco log book.
Frequently ALP has to observe ammeters and volt meters on run while LP
notching up.
Frequently watch Pn. Gauges and alert LP ifrequired.
Duties of ALP at Neutral Section (With Single Loco)
1. While approaching neutral section, close BLCPD and build up MR pressure max.
2. At the time of opening DJ ALP should remain in cab-2 and check that contactors
C-105, C-106 and C-107 are opened fully after opening of DJ and give signal
through BPT to the Loco pilot.
3. Check the battery voltage after opening of DJ.
4. Again note down BA voltage after closing DJ.(It is CHBA voltage)
5. After closing DJ check the contactors C-105, C-106 and C-107 are closed fully.
6. Check the working of VMT-1, VMT-2, VRH, VSI-1, VSI-2, VSL’S, CP-1, CP-2, CP-
3 (if working).
7. Check the bearing temperature of MVMT-1, MVMT-2, MCP-1, MCP-2, MCP-3.
8. Check the transformer and GR oil levels.
9. Check for any abnormality in motor chest and HT compartments.
10. Check the working of PHGR.
11. In case of any abnormality is noticed and if it requires attention at Crew
changing point / trip shed en-route, inform at the first opportunity to the TLC.
# ALP should not leave the leading cab while approaching stop
signals.
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Quick Examination during Short Stoppage:
Stop the train and apply SA-9 and keep the blowers working.
Check the temperature of axle boxes.
Check the condition of bogie equipment for any cracks, hanging and
misplacement and brake rigging, speedometer gear case fittings.
Check for TFP oil leakage.
Check the condition of traction motor inspection covers.
Check the air flow from SLs.
Check the condition of TM air bellows for any leakage.
Check the condition of battery boxes and SL covers.
Drain out moisture from main reservoirs and centrifugal dirt collector,.
Check the cattle guard, rail guard, buffers both side for any abnormality.
Ensure front coupling is secured in the hook and rear CBC coupling safety pin
is inserted and U clamp provision in case of TS coupling.
Examination during Crew Changing.

1. Out going crew should check the working of headlight, marker lights,
flasher light and temperature of axle boxes.
2. Check the cattle guard, rail guard, buffers and CBC fittings for any
abnormality.
3. Ensure that front coupling is secured properly and locking bolt is properly
fixed.
4. Check the adequate fall of sand on rail under every sand pipe. Ensure
sand is available in sand boxes.
5. Check for any abnormality in bogie equipment, brake riggings,
speedometer gear boxes and bogie frame.
6. Check the condition of air bellows, battery boxes and SL covers.
7. Check for any oil leakage from transformer oil tank and drain plug and
cadmium compound leakage from gear cases.
8. Check the Air flow from SLs.
9. Drain out moisture from all MRs and from other D/C.
10. Ensure air dryer inlet and outlet cocks are opened and bypass cock is
closed.
11. Get into the cab and check the loco log book and enquire the particulars
regarding any defective apparatus or unusual occurrence from incoming
Loco pilot.
12. Feed the LP ID particulars in SPM. Note down energy conservation
particulars.
13. Check the Validity of BPC.
143
14. Check the BA voltage. Keep SA9 in applied and check Loco brake power
test. If required conduct air continuity test.
15. Check CP-1, CP-2 and oil level after one minute of opening of BLCP.
16. Check the transformer and GR oil level.
17. Check for any abnormality from corridor in high tension compartments.
18. Check the position of cut out cocks in leading cab & rear cab and on
Pn.Panel.
19. Check flasher light working in rear cab also.
20. If RTIS is provided feed the train No. and date of journey if incoming LP
not fed.
21. Check the position of rotating switches, tightness of fuses in sockets,
spare fuses condition and relay seals.
22. Check availability of 4 no.fire extinguishers, 4 no.wooden wedges and BP-
1, FP-1 hose pipes and spare sand bag.
23. In case of SIV locos note down the make of SIV and glowing of SIV OK
and CHBA OK lamps on SIV.
24. In case of coaching train; rear side check the T/S coupling tightened fully.
Check the availability of safety bracket, safety pin kept inside and tied with
GI wire, BP and FP hose pipes connected properly and tied with GI wires
and their angular COC is opened both side. If it is CBC type coach ensure
shims, Restrictor availability.
25. In case of freight train ensure proper coupling of CBC in rear side and
availability of safety pin.
26. Ensure no air leakage in pneumatic system.
27. Check AFL testing.
28. Ensure MCPA is working.
29. Check the corridor sidewall glasses for any damage, if noticed it inform to
TLC.
30. Check for wheel skidding marks on wheel tyre.
Loco Examination on Run
1. In first block section ALP should go to rear cab and note down the readings
at higher notches of following
 Ammeter
 Voltmeter
 Speed
 Notch position and press BPT; same time LP shall also note down
the readings.
2. Ensure no wheel skidding in rear truck by ALP and in leading truck by LP in
first block section.
144
3. After coming to leading cab LP should compare readings taken by ALP and
any difference should be noted.
4. At N/Ss or when gone inside The Alp should Check
 The transformer and GR oil level for any increase
 The temperature of the fuses.
 Temperature of auxiliary bearings.
 CHBA ammeter reading and BA voltage.
 Check for any smoke, smell or any abnormality in HT compartment.
 Check for any dropping of arc-chutes of CGRs and EP contactors.
5. While opening and closing of DJ check relay targets and proper opening and
closing of EM contactors and BA voltage.
6. On run keep a watch on ammeters, voltmeters and speedometer.
Duties of ALP at Neutral Section
1. While approaching neutral section ensure max. MR pressure, otherwise close

BLCPD.
2. Call out neutral section warning boards. At 250 m. board Alp should go to
CAB-2 if CAB-1 is leading.
3. If cab-2 is leading Alp should remain in the cab.
4. At the time of opening DJ ALP should properly remain in cab-2 and after
opening VCB ensure that contactors C-105, C-106 and C-107 are opened fully,
no target dropped in relays and LSDJ is glowing.Check the battery voltage
after DJ is opened.
5. After DJ is closed check the contactors C-105, C-106 and C-107 are closed
fully, BA voltage.
6. If ALP in rear cab after ensuring above press BPT.
7. While retuning from rear cab ensure working of all auxiliaries.
8. Check transformer and GR oil levels.
9. Feel the temperature of auxiliary bearings.
10. Check for any abnormality in HT compartments.
11. ALP shall check quickly and should come to leading cab.
12. If N/S is located approaching stop signals no need to go rear cab.
Loco grounding procedure:

Stop the train and secure the train.
Build up maximum pressure in MR and RS.
Trip DJ, lower panto, ensure both pantos are lowered fully and LSDJ is glowing.
Remove ZPT key and insert the same in HOM box at 5 O'clock position and turn
it in clockwise direction (7 O'clock position).
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Operate earthing handle upwards gently. Remove two fitchet keys by turning
them in anti-clockwise direction.
Keep one key in personal custody and with the other can open the HT
compartment door.
To unground the loco
o Replace both the keys in the BV box and turn them in clockwise direction.
o Operate earthing handle downwards gently.
o Turn ZPT key back to 5 O'clock position and remove the ZPT key.
Raise the Panto, close DJ and resume traction.
Cab changing of single loco:

1. Stop the train/loco.
2. Apply loco brakes by SA9, ensure loco BC pressure is showing 3.5 kg/cm2 in
BC gauge. Get down from the loco and physically ensure that all brakes are
applied.
3. Build up Maximum air pressure in MR by closing BLCPD.
4. Keep MP on ‘0’ and ensure GR is in ‘0’ ( LSGR glowing ).
5. Keep ‘MPJ’ in ‘Neutral’ and ensure LSB lamp is glowing and abstract the MPJ
from neutral position.
6. Open DJ and ensure LSDJ is glowing.
7. Open all BL switches and lower the Pantograph by keeping ZPT in ‘0’ and
abstract the ZPT key from ‘0’ position.
8. Close A9 and SA9 inlet & out let cocks.
9. Lock the BL box and remove BL key. After locking the BL key, ensure pilot
lamps are extinguished.
10. Close the doors, shutters, lock them and proceed to other CAB with 3
operating keys (MPJ, ZPT & BL) and with Loco log book.
11. Unlock the BL. Ensure LSDJ, LSCHBA, LSB and LSGR lamps are glowing.
12. Close DJ as per procedure.
13. Close BLCP to build-up pneumatic pressure.
14. Keep SA9 in application position and open its inlet and outlet cocks.
15. Keep A9 in release position and open its inlet and outlet cocks
16. Release SA9 partially and again Apply SA9 – ensure BC gauge drops partially
and again over shoots to 3.5 kg/cm2.
17. Before moving loco conduct loco brake power test.
18. After starting and after attaining 15 KMPH, conduct brake feel test and after
attaining normal speed, conduct brake power test.(As per local instructions)
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MU LOCOs CAB CHANGING PROCEDURE
Driving cab (Which is to be made as trailing loco)

1. Close BLCPD and build up MR pressure to maximum.
2. Keep A9 in release and SA9 in application position.
3. Ensure Brake Cylinder pressure is showing 3.5Kg/cm2 and all brake cylinder
pistons are projected out.
4. Do not change any pneumatic cut out cock positions.
5. Apply hand brake / wooden wedges towards falling gradient.
6. Open BLDJ and ensure DJ is opened and LSDJ is glowing.
7. Keep ZPT on ‘0’ and ensure pantograph is lowered completely.
8. Keep MPJ to '0'.
9. Lock BL and remove all the three keys.
10. Proceed to another Loco.
In other Loco (which is to be made as leading Loco)

1. Keep SA9 handle in application position and keep A9 in release position. Open
A9 & SA9 inlet and outlet COCs.
2. Keep MU2B in lead position.
3. Open A8 COC.
4. Unlock BL box and raise the both locos pantographs or leading loco as per
convenient.
5. Close DJ as per procedure.
6. Close BLCP.
7. Proceed to rear Loco change MU2B to TRAIL position, close A8 COC and close
A9 & SA9 I/L & O/L COCs.
8. Close cab doors and windows.
9. Then return to leading loco. Check the working of A-9 and SA-9.
10. Release hand brake / remove wooden wedges in trailing loco.
11. Before moving loco, conduct loco brake power test.
# Conduct brake feel test and brake power test after starting.(As per local
instructions)
Stabling of the Loco in Station Yard
1. Berth the loco at a convenient place (ensure OHE while moving towards
sidings).
2. Apply SA-9 and hand brake.
3. Build up air pressure upto 8 Kg/cm2 in RS and close RAL COC.
4. Ensure MP is in `0’ and open BLDJ, check the glowing of LSDJ.
5. Lower the panto and ensure that it is fully lowered.
147
6. Remove ZPT, MPJ and BL keys from the sockets.

7. Check the battery voltage and make necessary remarks in loco log book.
8. Close window shutters, cab and corridor doors.
9. Switch `OFF’ all the lights and fans and open HBA.
10. Drain out moisture and air pressure duly securing the loco with skids.
11. Handover keys and log book to authorized person.
12. Record in ‘Stable load register’ kept at DySS.
Note: If hand brake is not working take safety chain from Dy SS and provide
to cattle guard and rail and lock it with the help of station staff.
MANUAL OPERATION OF GR:

Whenever GR cannot be operated electrically with MP or EEC, it can be
operated manually by ZSMGR handle.
Conditions for manual operation of GR

1. MP should be kept on ‘N’ position to close the line contactors.
2. Q 44 should not be in wedged condition.
3. Communication to be established between the LP and ALP.
4. Rotate the ZSMGR handle from 60clock to 30 clock position in anticlockwise
direction. Now, the Pacco switch will be pressed, electrical and pneumatic
connections to SMGR will be cut off and also the existing pressure in the SMGR
will be exhausted.
5. Abstract the ZSMGR handle from 30 clock position.
6. Insert the ZSMGR handle to SMGR shaft at 60 clock position.
Procedure for doing the manual operation of GR

1. Rotate the ZSMGR handle from 60clock to 60clock position in clockwise
direction, within 0.5 second for one notch progression.
2. Rotate the ZSMGR handle from 60clock to 60clock position in anticlockwise
direction, within 0.5 second for one notch regression.
Precautions during the manual operation of GR

1. Rotate the ZSMGR handle with in 0.5 second otherwise DJ will trip.
2. ALP has to observe the RGR for any smell / smoke / fire.
3. Q44 relay should not be in packed condition.
4. During the manual operation of GR, speed should not exceed 30 kmph.
5. In emergency, LP has to trip DJ for controlling / stopping the train.
6. To reclose DJ, ALP has to bring GR to ‘0’ manually.
7. ALP is only the responsible for doing the manual operation of GR.
148
DOUBLE-HEAD:
Pneumatic cocks position:
Pneumatic cocks LEADING LOCO REAR LOCO
position Wkg Cab Non-wkg Wkg Cab Non-wkg
cab cab
A9 I/L & O/L COCKS Open Close Close Close
SA9 I/L & O/L COCKS Open Close Open Close
A8 Open Close
MU2B Lead Lead
IP M Open Open
BANKER LOCO:
Pneumatic cocks position
Pneumatic cocks LEADING LOCO BANKER LOCO
position Wkg Cab Non-wkg Wkg Cab Non-wkg
cab cab
SA9 I/L & O/L COCKS Open Close Open Close
A8 Open Close
MU2B Lead Lead
IP M Open Open
DEAD LOCO(s):
Pneumatic cocks position:
Pneumatic cocks WORKING LOCO DEAD LOCO
position Wkg Cab Non-wkg (SINGLE)
cab
SA9 I/L & O/L COCKS Open Close Close Close
A8 Open Close
MU2B Lead Lead
IP M Open Close (HBA-OFF)
# in case of moving multiple locos as dead close MR & BC equalizing cocks
between two locos and keep MU2B in ‘lead’ in trailing loco also.
LOW TENSION TEST:

PURPOSE: To know the proper functioning of different control circuits.
OCCASSIONS:
 While leaving shed.
 When DJ tripping without apparent cause
149
PROCEDURE: This test to be conducted as follows.

 This test to be conducted from Cab2.
 Build up max. MR pressure.
 Open VCB and lower panto and ensure panto is lowered.
 Ensure BA voltage is more than 90 V. Keep HCP on 1/2/3.
 Remove ZPT key and go to HOM and operate from 5’ O clockto 7’O clock
position.
 Open both corridor doors.
 Close BLDJ and press BLRDJ and observe LSDJ extinguishing.(No auxiliaries
sound comes and LSCHBA will not extinguish.)
 Close BLCPD, Observe C101 & C102 closing at a time. C103 closes after 5
sec. delay.
 Close BLVMT. Observe C107 closing immediately. Then C105 & 106 closes
with5/8 sec. delay one by one in ARNO locos. (In SIV locos all contactors
closes at a time.)
 Operate MPJ forward and observe LSB lamp extinguishing. Physically can
ensure J1&J2 takes down ward position.
 Now operate MPJ to neutral and Reverse and hear the sound of J1 & J2
throwing upwards. LSB lamp glows and extinguishes.
 Keep MP on ‘N’ and hear the sound of all line contactors closing.
 Go to corridor and change the switch position HVSI1 from 1 to O and
observe L1,L2&L3 opening and again keep HVSI1 on 1.
 Keep HVS2 on ‘O’ and observe L4,L5 & L6 opening. Again keep HVSI2 on 1.
 Now operate ZQWC switch observe/hear 3rd group shunting contactors
closing.
 Now take one notch and observe LSGR is extinguished.
 Now take 6 Notches and hear the sound of PHGR pump at HT2.
 Now take 11 notches and hear the sound of opening sound of shunting
contactors.
 Now take 20 notches and operate MPS and hear the sound of shunting
contactors group closing and opening of contactors while MPS withdrawing.
 Now take 32 notches and keep MP on ‘O’ and count GR travelling time from
32 to 0. Time is 9-11 sec.
 Take one or two notches and press TSAFL/drop BP by RS below 4.4 Kg/cm2.
 Now observe GR coming to ‘O’ & LSGR glowing. Auto FL, LSAFL glowing and
buzzer sound.
 Again take one or two notches and drop BP through A9 below 2.8 Kg/cm2
and observe GR comes to ‘O’.
 Press sanders and ensure sanders are working.
 Now Keep MP on ‘P’ and hear the sound of CTFs throwing sound to down
direction. Physically can check in HT1 & HT3.
 After checking all these now unground the loco as per procedure.
150
TROUBLE SHOOTING
DIRECTORY
151
BATTERY VOLTAGE LESS OR ‘0’ VOLTS:

If UBA shows ‘O’, defect is either with additional CCBA or open circuit in BAs.
Replace additional CCBA with a good one and try.(In some locos MCB is provided
and ensure it is ‘ON’ position.)
If it is tripped, reset the same.
Note: If signal lamps are glowing, defect may be with UBA, ZUBA
o Switch ON ZCPA, if MCPA works ignore UBA and work further.
After replacing Addl CCBA also UBA showing ‘0’ and signaling lamps are also
not glowing, go as follows.
Operate HBA two or three times and check the BA voltage. If it shows more
than 90 V resume traction.
Still showing ‘O’, open the cover of BA boxes,
check the terminals and condition of
batteries.
If any terminal is loose or disconnected
attend same.
Any BA is found bulge or electrolyte leaking
isolate the defective battery.
Procedure for isolating a defective

battery:
Keep HBA on O and disconnect the positive
and negative terminals of defective BA.
Connect the disconnected positive and
negative terminals together tightly with a
bolt and nut.
Wrap the terminals with insulation tape and ensure that it is not touching with
any part of the loco or battery.
Check the battery voltage. If it is above 90V, resume traction.
Still BA voltage is less or ‘0’ contact TLC.
LESS AIR PRESSURE IN RS RESERVOIR:

Switch ON MCPA, if MCPA is not working;
1. Operate ZCPA, 2 or 3 times.
2. Still not started ensure BA voltage is above 90 volts and check CCBA. If it is
melted, renew the fuse and switch ON ZCPA.
3. If CCBA is in good condition and MCPA does not work, contact TLC.
MCPA is working but RS pressure is not building up:

Ensure ZPT is in 'O' and both pantos are in lowered condition.
152
Ensure MCPA is working normal and check RAL COC is opened, if it is closed,
open the same and build up the pressure in RS and resume traction.
If RS pressure is not building up check CPA, PANTO, RS, DJ oil separator and
RDJ drain cocks, if any one is opened, close the same and try to build up
pressure and resume traction.
Ensure no air leakage in CPA pipe line, panto pipe line and at VEPTs.
In modified locos, DJ fine filter is provided in HT-2 compartment (in
place of RDJ). In most of the locos, PT D/C and DJ oil separator is not
provided.
If still unsuccessful close RAL COC & R1 COC, build up pressure till SS1 blows.
Keep MCPA working, place ZPT on 1 and raise panto and close DJ and
immediately close BLCP..
After building up 6.5 Kg/cm² in MR, stop MCPA, open R1 COC and RAL COC
and resume traction.
After closing R1& RAL COC still unsuccessful, operate HOM and build up air
pressure till SS1 blows. Keeping MCPA working, take out ZPT from HOM,
place ZPT on 1, close DJ and immediately close BLCP. Stop the MCPA only
after the MR pressure is raised to 6.5 kg/cm² .
Open RAL & R1 COC and resume traction.
Still not successful inform to TLC.
MR pressure not building up or not maintaining:

Ensure MCPs are working.
Increase no. of CPs by HCP and try.
Close BLCPD and try.
Close VEAD cock and VEUL cocks and try.
Ensure all drain cocks are closed.
Tap safety valves gently and ensure no safety valve is struck up in lifted
position. If not succeeded close safety valve cock if provided otherwise, dummy
the safety valve.
Tap NRV and try.
Ensure no leakage of air from sanders, wipers, horns & auto drain valves. If so,
close concerned isolating cock.
Ensure no leakage in the system if found arrest them.
Ensure air intake cock is closed.
Ensure both sides MR and BC equalising COCs are in closed position.
Ensure no leakage in BP and FP pipelines in formation.
If twin pipe formation, close FP and try.
Still unsuccessful, Bypass Air dryer and try.
Still MR pressure not building up or not maintaining contact TLC.
153
‘BP’ pressure is not charging:

1. Ensure MR pressure is above 8 kg/cm2
2. Ensure A9 I/L & O/L cocks in working cab are open and close in non-working
cab.
3. Ensure RS is closed in both cabs.
4. Ensure both cabs A 9 handles are in release position.
5. Ensure MU2B is in lead position.
6. Ensure A8 COC is in open position.
7. Ensure rear side Addl. BP cock is open.
8. Ensure both side BP angle COC is closed.
9. Operate MU2B 2-3 times and try.
10. Tap C2A gently and try.
11. Ensure IP valve in energized condition.(No leakage from IP valve)
12. Change the cab and try.
13. In case of MU: In trailing loco A8 closed and MU2B in trail and both cabs A9 I/L
& O/LCOC closed and both cabs and RS is closed.
14. In case of formation:
o Ensure between loco and formation BP Angle COC is opened.
o last vehicle rear side BP angle COC is closed.
o Ensure no leakage on formation.
o If required increase no.of MCPs.
 If still unsuccessful, contact TLC.
Horns Are Not Sounding

If it is starting point, Check the position of low tone (LT) and high tone (HT)
horns cocks in leading cab.
If cocks are in closed position open them and confirm horns are sounding.
If only ALP side horns are sounding, the ALP shall use horns wherever
necessary.
If working cab horns are failed on run try to sound the horns from rear cab by
ALP wherever necessary.
(While approaching stop signal ALP should be in leading cab).
After clearing the section contact TLC for advice.
Sanders are not working:

 Ensure sanders cocks are opened
 Ensure dry sand in sand boxes.
 Ensure air is ejecting from nozzle at sand box.
 Tap VESAs according to cab direction.
 Try to attend the sanders.
154
 If any blockage found in sand boxes remove it.

 If Mech. Available sanders to be attended compulsory and one spare bag to
be kept in rear cab.
CCBA Fuse repeatedly melting:

 On run CCBA melts no indication to Operating crew, after passing Neutral
section/ VCB opened crew experiences
 Panto lowers
 ICDJ.
 SPM will not work
 FL will not work
 Renew the fuse. Again melts keep HOBA in ‘OFF’ and change the fuse.
 Again CCBA melting, Check LTBA/MOV for any depolarization, burnt marks on
LTBA/MOV.
 If found disconnect +ve cable(003) at LTBA/MOV. Clear the block section and
contact TLC.
CCPT fuse repeatedly melting:

On notches if CCPT melts
o Panto lowers
o VCB trips
o GR will not regress and LSGR will not glow
Renew the fuse , If fuse holds GR will come to ‘0’ and LSGR glows.
CCPT controls following circuits, If CCPT is melting repeatedly find out the
occasion of melting and trouble shoot.
In panto control ckt, ZPT or VEPTs
In DJ control ckt. Q118 and Q44.
QCVAR DC coil
J1/J2 electro valves/Q50 relay, CTF1/2/3 Tr. Electro valves
L1 to L6 electro valves
VE1/VE2/Q52/Q46/Q51/EVPHGR coil
Shunting contactors electro valves
C 145,CTF1/2/3 Braking EVs, VEF ‘E’, MV4, QWC, Q48
CCA Melting repeatedly in ARNO loco:

1. If CCA fuse melts on run- Auxiliaries sound will OFF and experiences Operation-
2 tripping failure.
2. If CCA melts repeatedly act as follows;
 Keep HOBA in OFF, renew the fuse and work the train further.
 If CCA blown out even HOBA in OFF, work the train by wedging of minimum
contactors, in the following manner.
155
 Wedge any two of the contactors of C101/C102/C103 with necessary

precautions and allow slight air leakage from CDC.
 Isolate air dryer electrically and pneumatically.
 AFL will not work, be vigilant.
 Work the train with 5 notches only.
 If load/road does not permits, wedge Q118 in energise position and work
further with lower notches duly observing 920/500 a current rating.
3. After clearing the section:
 Stop the train and secure the train.
 Trip DJ, Normalise HOBA, open all BL switches.
 Remove CCLSA and try.
 Normalise Air dryer and Remove CCAD and try.
 After removing CCAD if CCA not melts again isolate air dryer .
 DJ open condition if CCA melts problem with Q119 or VEULs. Find out
defective and disconnect positive cable.
 After closing DJ if CCA melts, Q100 may be defective. Disconnect positive
cable of Q100 and wedge same.
 If CCA melts after closing BLCP, defect may be in
BLCP/RGCP/VEAD/HCP/C101/C102/C103 coils. Find out the defective and
isolate and work with precautions.
 If CCA melts after closing BLVMT defect may be in BLVMT/HVRH/C107/
QTD105/HVMT1/C105/QTD106/ HVMT2 /C106. If C107/C105/C106 having
earth fault disconnect the positive cable and wedge same.
 Note:
1. If BLCP defective, work with BLCPD.
2. If BLVMT is defective, take one traction notch, ensure starting of
blowers.
3. If HCP is defective, change the position.
4. If HVRH/HVMT1/HVMT2 is defective change to ‘3’ position.
5. If QTD 105/QTD 106 wire is disconnected, wedge the same.
CCA Melting repeatedly in SIV loco:

On run CCA melts remote auxiliaries will not work.
If it is above six notch VCB also trips.
SIV will work but MCPs and blowers will not work.
VCB maintains till MR pressure available in VCB unit.
If CCA melting repeatedly even though HOBA ‘OFF’ position ask for relief
loco.
NOTE: EM contactors wedging is not permitted in SIV locos.
156
CCLS fuse repeatedly melting:

The following will not work.
 All pilot lamps will not glow
 QRS2 relay will deenergise.
 Sanders will not work.
 IP ‘E’ will deenergise
 VCD will not work.
1. If CCLS repeatedly melting keep HOBA in OFF, renew fuse and clear the block
section
2. Contact TLC and act accordingly.
3. If CCLS repeatedly melting though HOBA in OFF and TLC permits to work the
train without VCD, work as follows.
4. Normalise HOBA.
 Wedge QRS2 in energised condition.
 Close IP ’M’ COC.
 Since all pilot lamps are not glowing,
1. While closing DJ release BLRDJ after 4 seconds of UA needle deviation
2. Keep a good watch on UA needle and on auxiliaries sound.
3. Keep a watch on BA voltage, CHBA tension and ammeter of CHBA.
4. Frequently check the tell-tale fuses/LEDs on the RSI blocks, if any
abnormality, any fuse projects out, take action as LSRSI lamp glows.
5. Since sanders are not working use driving skills as possible as.
Continue to haul up to next locomotive relief point.
LSCHBA glowing on run (but DJ not tripping) in ARNO

provided locos:
Causes:
1. CHBA defective. or
2. QV61 is defective.
Trouble shooting:
 Check whether CHBA is working or not. For checking of CHBA working, Close
IP ’M’ COC and keep HBA on ‘O’ in DJ closed position.
 If DJ is tripped means CHBA is not working. If DJ is not tripped means CHBA
is working and QV 61 is defective.
 If CHBA is working,
o Ignore LSCHBA lamp and work further duly taking the precautions.
o While closing DJ, release BLRDJ promptly after 4 sec. after deviation of UA
meter needle.
157
o Ensure the working of CHBA by observing CHBA ammeter and battery volt
meter frequently.
o Whenever train stops at any station, close IP ’M’ COC and keep HBA on “0”
position in DJ closed condition and check the working of CHBA. If DJ not
trips that indicates that CHBA is working.
 If CHBA is failed,
o Check MCBs on CHBA whether tripped or not. If tripped reset same. If fuses
are provided check the fuses. If fused renew them.
o Still CHBA not working, Keep HCHBA on ‘O’ position.
o Give information to TLC immediately so that TLC will plan to move the loco
to shed as early as possible.
o Minimize the use of cab lights, corridor lights, MP, MPJ, MPS, PSA and PVEF
etc.
o With BA voltage day time can work 6 hours and night time can work 4 hours
duly watching BA voltage (it should be above 90v).
o Make a remark in log book.
LSRSI Glowing On Run:

 Should not bring MP to ‘0’.Note down the readings of Ammeters, Voltmeters,
Line voltage.
 Now, bring MP to ‘0’.stop the train and secure the train.
 Check the projection of any tell-tale fuses or glowing of LEDs on RSI block.
 If two fuses are projected/two LEDs glowing in same RSI block, isolate
concerned block and work further with 50% of sectional capacity.
 If one fuse is projected in a block (or in each block), remove the same with
precautions so as to get the again glowing of LSRSI if another fuse melts and
work further duly not reaching the earlier current ratings.
 In same way LED is glowing operate miniature switch provided opposite LEDs.
 Inform to TLC. Make entry in loco logbook.
158
ARNO LOCO (VCB) - TRIPPING FAILURES
Whenever DJ is tripped online:

DJ is tripped along BP dropping
Check formation whether safe and not infringing the other track.
If BP pressure dropping reason not known and AFL is not flashing switch ON
FL.
BP pressure is not dropped only DJ is tripped clear the block section by coasting
if ahead station is near by or stop the train at convenient place.
Go for preparation as follows.
Preparation before closing DJ:

1. Keep MP on zero – To energise Q50 after closing DJ
2. Open BLDJ and BLVMT.
3. Ensure LSGR is glowing (GR is on “0”) - To avoid ICDJ. These should be
4. Ensure ZPT is on “1” or “2”position and Pantograph is in ensured in
raised position and touching to contact wire - To avoid working cab.
ICDJ.
5. MR / RS pressure is above 6.5 Kg/cm2- - To avoid ICDJ.
6. Ensure safety relays are normal. These points
7. Ensure all EM contactors C105, C106 & C107 are fully should be
opened.- To avoid ICDJ. ensured in cab-2
8. Battery voltage is above 90 volts-.- To avoid ICDJ. also
NOTE:
a) If LSGR is not glowing and panto also lowered, check CCPT healthiness.
b) If any safety relay energized trouble shoot accordingly.
c) If BA voltage is ‘o’ check the batteries and isolate defective one.
d) If RS pressure is less trouble shoot accordingly.
e) If everything is normal, now pick up correct abnormal sign as per given
procedure.
Abnormal sign picking up :

1. Close BLDJ, press BLRDJ and observe extinguishing of LSDJ, deviation
of UA meter needle, Auxiliaries sound & extinguishing of LSCHBA.
2. After extinguishing of LSCHBA, release BLRDJ. If LSCHBA not
extinguishes, release after re glowing of LSDJ.
3. Pick up the correct abnormal sign in the following manner.
159
S Abnormal
Indication / Operation Probable reasons
No sign
On closing BLDJ and pressing ICDJ a. Q118 / Q45 / Q44 / C118 /
BLRDJ, LSDJ remains glowing EFDJ / MTDJ not energising.
1
b. A conk slackness in non
modified cabs.
Close BLDJ, press BLRDJ. LSDJ NO TENSION a. Cut in Feeding Power Circuit.
extinguished, UA needle not b. Cut in auxiliary power circuit.
deviated, no auxiliaries sound, c. Foreign body on loco roof.
2
LSCHBA not extinguished and d. No OHE supply.
after 5.6 seconds LSDJ re-glows,
then release BLRDJ.
Close BLDJ and press BLRDJ. ‘A’ ENDING a. Defective ARNO
LSDJ extinguished, UA needle PART I b. Defective QCVAR
deviated, auxiliary sound may or
3 may not heard, LSCHBA not
extinguished after 5.6 seconds
LSDJ re glows, then release
BLRDJ.
Close BLDJ, press BLRDJ. LSDJ ‘A’ ENDING Defective DJ N/O I/L on MTDJ
extinguished, UA needle PART II branch.(DI/SI vertical locos)
deviated, auxiliary sound heard
4
LSCHBA also extinguished just
before releasing BLRDJ, LSDJ re-
glows (LSCHBA flickering)
Close BLDJ and press BLRDJ. OPERATION Defect in
LSDJ extinguished, UA needle ‘B’ a. MVSL1 / QVSL1
deviated, Auxiliary sound heard, PART-I b. MVSL2 / QVSL2
5
LSCHBA also extinguished, after c. MPH / /QPH
releasing BLRDJ, while counting d. QCVAR N/O I/L
15seconds LSDJ re-glows.
Close BLDJ and press BLRDJ. OPERATION Defective Q30 relay
LSDJ extinguished, UA needle ‘B’
deviated, auxiliary sound PART-II
6 heard, LSCHBA also
extinguished, on releasing
BLRDJ, LSDJ re glows
immediately
160
Close DJ, After releasing BLRDJ OPERATION Defect in

count 15 sec. If DJ not tripped ‘O’ a. MVRH / QVRH.
7 close BLVMT, while counting 30 b. MVMT1 / QVMT1
seconds LSDJ re-glows. c. MVMT2 / QVMT2
Close DJ, count 15 sec. If DJ not OPERATION Defect in
tripped close BLVMT, Count 30 ‘I’ a. MVSI1 / QVSI1
8
sec, If DJ not tripped, take 1 b. MVSI2 / QVSI2
notch and DJ trips immediately. c. Sluggish operation of GR.
After taking 1st notch DJ not trips, OPERATION a. EM contactors i.e., C105, C106
keep MP on ‘0’ and keep HVSI1&2 ‘II’ & C107 not closed
switches on ‘0’ and take six b. Any one of C107 / C105 / C106
9 traction notches. While counting not closed
15 seconds LSDJ re-glows. c. C107, C105 & C106 contactors
closed but their N/O I/Ls
defective.
DJ trips in various occasions other TWAC a. Slackness of CCDJ / CCPT / CCA
than above indications. b. Moisture in system
10 c. Defective SMGR
d. Momentary defect of any I/L in
the DJ control circuit.
DJ TRIPPING FAILURES – Trouble shooting
IMPOSSIBILITY TO CLOSE DJ (ICDJ):

On closing BLDJ and pressing BLRDJ, LSDJ remains glowing.
Quick trouble shooting in ARNO locos during ICDJ (For DJ

control circuit)
 Close BLDJ in wkg cab.
 Go to relay panel and open corridor door, press BP2DJ.
 Hear the closing sound of C118, If C118 is closing means Q118, Q45,Q44
and C118 branches are good. Trouble with EFDJ/MTDJ.
 If C118 not closing then check whether Q44 pallet/stem going inside.
 If Q44 is energized means Q118 & Q45 are good, trouble may be with C118
and EFDJ/MTDJ branches.
161
 If Q44 also not energizing trouble shoot one by

one branch.
Q118 IS NOT ENERGISED
1. Close IP M cock and keep HBA ‘OFF’.

2. Operate C105,C106 & C107, 2 or 3 times with
precautions.
3. Ensure the relays Q44 and Q46 are not in
energised condition and clean their N/C I/Ls.
4. Operate GR 0-3-0 manually.
5. If everything is normal, still Q118 is not
energizing, go for manual operation of Q118.
Manual operation of Q118 relay.

1. Close BLDJ and BLVMT in working cab, press
Q118 relay pallet/stem manually and press
BP2DJ.
2. Release BP2DJ after LSDJ & LSCHBA are extinguished and release Q118 after
30 seconds or after starting of all blower motors.
3. If DJ is closed resume traction. For closing DJ every time operate Q118
manually.
4. If DJ is closed but tripped after 5.6 sec of releasing Q118, wedge Q118 in
energised condition and work with precautions.
Precautions before & After Wedging Q118

1. Before wedging ensure all EM contactors (C118, C105, C106 & C107
contactors) are opened.
2. After closing DJ ensure C118 is fully opened.
3. Check the working of MVMT1, MVMT2, MVRH, MVSL1 & MVSL2 auxiliaries
frequently.
4. Check TFR oil level for any colour change or any abnormal increase of oil level.
5. On run if auxiliaries sound decreased trip DJ.
6. Avoid quick regression of GR

1. Press BP2DJ and try.
2. Press BP1DJ couple of times to make proper contact and try.
3. Operate BLDJ 2-3 times and keep on ‘close’ position.
4. Check CCDJ, if it is melted renew the fuse. If it melts second time, put HOBA
in 'OFF' position, renew the fuse.
162
5. If CCDJ is in good condition, operate GR 0-3-0

manually & try again.
6. Change ZPT position and try.
7. If unsuccessful, operate Q45 pallet/stem manually
and try.
Manual operation of Q45 :

 Close BLDJ in working cab.
 Keep ZPT on '1' position.
 Go to relay panel and press Q45 pallet/stem and
release after extinguishing of LSCHBA.
 If DJ closes, resume traction. Every time for closing
DJ, operate Q45 manually.
Q44 NOT ENERGISED

 Clean Q118 and Q45 N/O I/Ls and try.
 Operate GR manually 0-3-0 and try.
 If unsuccessful, operate Q44 pallet/stem
manually.
Manual operation of Q44 relay:
 Close BLDJ, keep ZPT in ‘1’ position in working
cab.
 Press BP2DJ first and then press Q44 pallet/stem
manually.
 Release Q44 as soon as DJ is closed and release
BP2DJ after extinguishing of LSCHBA.
 If DJ holds, resume traction. Every time for
closing DJ operate Q44 manually.
 While manually operating Q44, if DJ closes and DJ
trips after releasing Q44 pallet (DJ not
holding),wedge Q44 relay in energise position
and work further with precautions.
 Note: Q44 should not be pressed for more than
one second.
Precautions before wedging Q44 in energise position:
 Take the permission from TLC for wedging Q44.
 Conduct GR efficiency test.
Precautions after wedging Q44 in energise position:

 Manual operation of GR is prohibited.
 Check the working of auxiliary motors MVSI-1 & MVSI-2 frequently.
163
 Trip DJ when OHE voltage drops below 17.5KV.

 Take all the precautions which have to be taken after wedging Q118.
C118 NOT CLOSED:

 Place HBA on 'O' and check the C118 coil
connections (wire Nos. 740 & B315). If they are
disconnected, connect them.
 If wire connections are normal, check the flexibility
of the contactor. If it is not moving freely, try to
rectify it. If unsuccessful contact TLC.
 If C118 is of EP type Contactor, ensure C 118
COC is opened condition.
 Clean the N/O I/Ls of QCVAR, Q45 and Q44 and
try.
 Try in LT, if successful, it indicates that Q-44 N/O
I/L parallel to BV I/L is defective.
 Contact TLC.
Note: C118 should not be operated manually for closing DJ.
EFDJ Branch: (In 6-branches VCB locos):

OR
MTDJ NOT ENERGISED :
1. Gently tap the safety relays QOA, QOP1 & QOP2.
2. Build up air pressures in RS (If in VCB unit less than
5.0 Kg/cm2 ) up to 8 Kg/cm² or until SS1 blows and
close DJ.
3. Drain out moisture from VCB unit if drain nipple
provided.
4. If DJ does not close, place HQOA on 'O' and try to
close DJ. If successful work the train duly watching
the auxiliary power circuit equipment frequently for
any abnormality.
5. If DJ does not close, place HQOP1 & HQOP2 one by
one in 'OFF' position and try to close DJ. If
successful, work the train duly watching the concerned traction power circuit
equipment for any abnormality.
6. If not successful place HOBA also in OFF position and try.
7. If unsuccessful, contact TLC.
Note: After clearing the block section, normalize the switches HQOA, HQOP1 &
HQOP2 and trouble shoot accordingly.
164
NO TENSION: TROUBLE SHOOTING:
If BP drops suddenly and followed by no tension, switch ON flasher light, stop

the train and check the formation. If any infringement is noticed with adjacent
track protect the train as per GR 6.03.
If there is no sudden drop of BP, Check for any abnormality in the track ahead
(Adjacent train formation may be infringing the track). If so, stop the train
immediately and act as per GR and SR.
Check loco roof for any foreign body or loco roof equipment touching to roof
or cut in roof bar or panto is damaged.
If any foreign body is noticed on loco roof or cut in OHE is noticed immediately
stop the train, secure the loco and contact TLC/TPC for TRD staff assistance.
If panto is not touching to contact wire, try with other panto or trouble shoot
for panto not raising.
If everything is normal, try to close DJ.
If power is restored after 5 minutes (after experiencing “No Tension” trouble)
and no information regarding OHE failure, clear the section with a speed
restriction of 60/30 Kmph (when view ahead is clear / view ahead is not clear
) duly observing the adjacent line OHE also. If any abnormality is noticed in
OHE, protect and inform to TLC.
OPERATION 'A' ENDING PART-I
TROUBLE SHOOTING:
1. Check ARNO for any abnormality.
2. If any abnormality in ARNO/not working ask for relief engine.
3. If ARNO is working properly then QCVAR is defective.
4. Place HQCVAR in '0' and close DJ duly releasing BLRDJ promptly after 4
seconds after deviation of UA needle, Since LSCHBA will not extinguish.
5. If BLRDJ not released within 4 sec DJ will trip through CII8.
6. Check the working of CHBA and ARNO frequently on run for proper working.
Note: Relay Q-45 should not be wedged if the loco is having Operation 'A' Ending
trouble.
165
OPERATION'A' ENDING PART II

(In VCB type 5- branches DJ provided locos only)
TROUBLE SHOOTING: No trouble shooting, ask for relief loco immediately.
OPERATION 'B' Part-I:
1. Place HVSL-1 & HVSL-2 on ‘3' and HPH & HQCVAR on ‘O’. Now close DJ, clear
the section duly ensuring the working of MVSL1 & MVSL2.
2. If any one of MVSL1 & MVSL2 is not working, isolate MVSL by keeping concerned
HVSL on ‘O’ (Keep concerned HVMT & HVSI also
on ‘O’) and work onwards with 50% of the
maximum load permitted and do not use RB.
3. After clearing section, stop the train and secure.
Trip DJ, place HVSL-1 on '1', close DJ and wait
for 10-15 seconds.
4. If DJ trips conclude QVSL-1 is defective place
HVSL-1 on '3', normalise the other switches
(i.e.HVSL2, HQCVAR & HPH) and work onwards
duly ensuring the working of MVSL-1.
5. If DJ holds with HVSL-1 on ‘1’, open DJ and keep
HVSL-2 on '1', close DJ and wait for 10-15
seconds. If DJ trips, conclude QVSL-2 is
defective, place HVSL-2 on '3', normalise the
166
other switches (i.e HQCVAR & HPH) and work onwards duly ensuring the
working of MVSL-2.
6. If DJ holds with HVSL-2 on ‘1’, open DJ and keep HQCVAR on '1', close DJ and
wait for 15 seconds. If DJ trips, conclude QCVAR N/O interlock on Q118 is
defective. Place HQCVAR on 'O', normalise HPH and work onwards duly ensuring
the working of ARNO.
7. If DJ holds with HQCVAR on '1', conclude defect is with MPH or QPH. Keep HPH
on ‘O’. Ensure MVRH is working normal. Frequently check and ensure that
transformer oil is not increasing abnormally. Observe the restricted current
rating 920A for first 5min and then 500A for continuous and contact TLC for
advice.
OPERATION 'B' Part-II
 If DJ holds as long as BLRDJ is pressed and trips on

releasing BLRDJ, it indicates defective Q30 relay.
 Wedge Q45 in energised condition and work with
precautions.
Precautions after wedging Q45

1. Before wedging ensure there is no Operation ‘A’ trouble.
2. Before wedging ensure GR is on ‘O’ and BLDJ is open
3. To close DJ close BLDJ only..
4. Whenever DJ trips, immediately open BLDJ.
5. At neutral section, open BLDJ at DJ opening board and
close BLDJ only after passing DJ close board.
6. After closing DJ, ensure OHE voltage is above 17.5 KV. If it drops below
17.5KV, open DJ immediately.
7. Ensure working of MVSI-1 & MVSI-2 frequently on run.
8. Don’t use RB.
OPERATION 'O'
After closing DJ and after closing BLVMT, DJ trips with in 30sec ( LSDJ re glows).
TROUBLE SHOOTING:
1. Stop the train and secure the train. Place HVRH, HVMT-1 and HVMT-2 on 3
position. Close DJ, close BLVMT and wait for 30 seconds.
2. If DJ holds, check the working of MVRH, MVMT-1 and MVMT-2. If any blower
is not working, trip DJ isolate the concerned motor in the following way and
work further.
167
 If MVRH is not working, Place HVRH on '0',

ensure C107 contactor is fully open. Wedge
Q118 in energized position and work further
with 920Amps starting and 500Amps
continuous. Check TFP oil frequently.
 If MVMT-1 is not working, Place HVMT-1,
HVSI-1 and HVSL-1 on '0', ensure C105 is fully
open and work onwards with 50%of maximum
load permitted.
 If MVMT-2 is not working, place HVMT-2,
HVSI-2 & HVSL-2 on ‘0’, ensure C106 is fully
open and work onwards with 50% of maximum
permissible load.
3. All the 3 blowers are working normally with

HVRH, HVMT-1 and HVMT-2 on 3 position, trip DJ, place HVRH on '1', close
DJ, close BLVMT and wait for 30 seconds. If DJ trips, QVRH is defective, place
HVRH on '3' and other two switches on '1', work further duly watching VRH
blower working frequently.
4. If DJ holds with HVRH on '1', trip DJ, place HVMT-1 on '1', close DJ, close
BLVMT and wait for 30 seconds. If DJ trips, QVMT-1 is defective, place HVMT-
1 on '3' and HVMT-2 on '1' and work further duly watching working of VMT1
frequently.
5. If DJ holds with HVMT-1 on '1', it indicates QVMT-2 is defective, so keep HVMT-
2 on '3' and work further duly watching working of VMT-2 blower frequently.
OPERATION ‘I’:
1. Place HVSI-1 and HVSI-2 on 3 position, close
DJ. Check the working of MVSI-1 and MVSI-2.
2. If MVSI-1 is not working, isolate RSI-1
block, by keeping HVSI-1, HVMT-1 & HVSL-1
on ‘0’ and resume traction with 50% of
maximum permissible load.
3. If MVSI-2 is not working, isolate RSI-2
block, by keeping HVSI-2, HVMT-2 on ‘0’ and
resume traction with 50% of maximum
Permissible load.
4. Both MVSI-1 and MVSI-2 are working, take
one traction notch.
5. If DJ trips, it indicates sluggish operation of
SMGR. Normalize HVSI-1 and HVSI-2, keep MP
168
on ‘N’ and try to clear block section with manual control of GR with speed
restriction of 30 Kmph.
6. After clearing the block section, stop the train and drain out the moisture from
main reservoirs, GR board pipeline, try to resume traction through MP.
7. Slightly improve SMGR pressure 0.5 kg/cm2 and try. (SMGR pressure should
be in the range of 2.5 kg/cm2 to 3.5 kg/cm2) if unsuccessful, contact TLC and
act as per instructions.
8. DJ does not tripped after keeping HVSI1&2 on ‘3’ and taking one notch,
first clear the block Section.
9. Open DJ, place HVSI-1 on 1 position, close DJ, and take one Notch. If DJ
trips, QVSI-1 is defective. Place HVSI-1 on 3 and normalize HVSI-2, work
further duly watching the working of MVSI-1.
10. After keeping HVSI-1 on ‘1’, If DJ holds, QVSI-2 is defective, let HVSI-2 be
as it is on 3, work further duly watching the working of MVSI-2.
OPERATION 'II':
 NOTE: Whenever BLVMT closed check whether C105,C106 & C107
closing. If any contactor is not closing, troubleshoot accordingly.
C107, C105 and C106 are not

closed:
 Stop the train and secure the train.
 Ensure MCPs working by closing BLCP /
BLCPD. If MCPs are also not working, check
CCA.
 CCA is good condition, check Q100 relay for
energisation. If not energized, wedge Q100
relay in energisation condition. (Close
BLVMT/BLCP with 5 sec time gap after loco
energization)
 If melts renew the fuse. If again melts, keep
HOBA in off and replace the fuse.
 If CCA melts even HOBA off, clear section
with minimum contactors wedging.
 Wedge two CP contactors clear the block section within 5 notches or wedge
Q118 in energized position and clear the block section in lower notches.
Note:
 If working with Q100 wedged condition, open BLVMT whenever DJ trips,
otherwise blower contactors will not open ( ICDJ will experience).
 If working with CP contactors wedging condition, open any D/C slightly to
maintain MR pressure below 10.5 Kg/cm2
169
If any one of the Contactors of C107 or C105 or C106 not

Closed:
 Keep concerned switch in ‘3’ and try.
 Check QTD 105 and QTD 106 for energisation.
 still not closing, check the condition of contactor coil wire connections and
flexibility of contactor.
 Still unsuccessful, wedge contactor and work with precautions.
Note:
 When C107 or C105 or C106 wedged, keep concerned switch on ‘3’ position to
avoid ICDJ.
 In AC MVRF locos, after using RB if C107 not closed, ensure C108 is opened
and CTF2 reset to traction side.
C107, C105 & C106 closed but their N/O I/Ls defective parallel
to GR 0-5 I/L on Q118 branch:
 Keep HVMT 1 & HVMT 2 switches in ‘3’ and close DJ. Still trouble is existing,
conclude C107 N/O I/L is defective, work by wedging Q118 in energise position
with precautions.
 After keeping HVMT 1 & HVMT 2 switches in ‘3, and DJ is not tripped, clear
the section, normalize one by one Switches and find out where the trouble is,
keep concerned switch in ‘3’ & work further with precautions.
DJ tripping without apparent cause (TWAC) :

DJ trips in various occasions other than above indications
Trouble shooting:
1. Check the fuses CCPT, CCDJ & CCA for any slackness or rise in temperature.
If any fuse is found slack or having high temperature, change the fuse, tighten
the fuse cap properly and resume traction.
2. Place ZPT on 2 and try to work with front panto.
3. Wedge Q118 in energised condition and resume traction with precautions.
4. Put HVSI-1 and HVSI-2 in 3 position and try.
5. Gently tap the safety relays QOA, QOP1 & QOP2 and see any dropping of red
targets. If any relay target is dropped, trouble shoot for the same.
6. If no relay target is dropped, place HQOA on '0' HQOP1 & HQOP2 on OFF
position. If successful, work on words duly taking necessary precautions.
7. If unsuccessful place HOBA in OFF along with HQOA on ’0’ HQOP1 and HQOP2
on ‘off’ position and try.
# HOBA to be kept in OFF only to clear the block section.
 If unsuccessful contact TLC.
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VCB Tripped with safety relays-Trouble shooting
DJ tripped through QLM relay:
Action to be taken when QLM

acted:
Stop the train immediately & secure the
train.
The crew should check the HT
compartment for any smoke, smell or fire
from transformer; tap changer, CGR1,
2&3 and their arc chutes, transformer
terminals and roof bushings.
In case of fire first extinguish the fire by taking safety precautions.
Check HT compartment for any oil splash from tap changer safety valves &
from transformer conservator.
Check transformer oil trapper for any oil is trapped in this chamber.
Check for any discolor of silica gel & condition of breather of GR &
transformer.
Check the under frame for any signs of oil splash surrounding oil tank..
Check for any oil leakage from transformer oil tank.
In case of any abnormality such as smoke, smell, fire, oil splashes from any
where or signs of flash over on the insulator, roof bushings etc., the crew
shall “not reset the QLM” and ask for relief loco.
In case no abnormality the crew shall reset the relay once, and close DJ duly
keeping the ALP in the corridor in safe position to observe any abnormality
while re -closing DJ.
In case no abnormality is noticed on re-closing DJ, shall work the train duly
advising the ALP to check the HT compartment for any abnormality, for every
10 minutes till the train reaches the destination/ terminal station.
If QLM acts second time do not reset relay and ask for relief loco.
Clear remarks should be noted in loco log book with particulars like GR
position, TM ammeter and voltmeter readings, OHE voltage, km no. and time
of QLM dropping etc.
After reaching the destination, the LP shall report all the details personally to
the TLC.
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QLM acts with other safety relays:

 Whenever QLM acts along with other safety relays check concerned power
circuit equipment also for any abnormality.
 No abnormality, reset relay targets and reclose DJ once. If there is any
abnormality, don’t reset the relay target and ask for relief loco.
 Whenever QLM acts along with other safety relays second time if there is
abnormality or no abnormality ask for relief loco.
 Make a remark in loco log book.
DJ tripping through QOA relay:
Duties of crew in case of QOA acting

 Check the following auxiliary power circuit equipment for any smoke, burning
smell, fire, high temperature or any abnormality.
 a0, a1 terminals, RCC panel, ARNO, Q30, RQ30, UA 1, UA2, QCVAR.
 Direct auxiliaries: MPH, MVSI-1&2, MVSL-1&2,
 Power switches: HPH, HVSI-1&2, HVSL-1&2,
 Static devices: CHBA, cab heaters, Walkie talkie charger transformer, TFVT.
 EM contactors: C101, C102, C103, C105, C106, C107,C108.
 Remote controlled auxiliaries: MCP 1, 2 & 3, MVMT-1 & 2, MVRH, AC MVRF.
 Capacitor bank of ARNO and MCP 1, 2 & 3.
 If any abnormality is found, isolate the equipment, reset the relay and resume
traction.
 If everything is normal, reset the relay target, and resume traction.
QOA ACTS VERY FREQUENTLY or QOA TARGET CAN’T BE

RESET:
 Keep HQOA on ‘0’ position and clear the block section duly observing the
aux.power circuit.
 After clearing block section, stop the train and secure the train.
Trouble shoot as follows.
 Normalise HQOA. ( QOA target drops).
 Remove CCRA1 &2 and close DJ. If DJ holds problem with heaters/AC
equipment. Reset target.
 If DJ not holds or unable to close DJ,Remove CCVT and close DJ.
 If DJ holds problem with TFVT/Cab fans. Reset target.
 If DJ not holds or unable to close DJ, Keep HCHBA on ‘0’ and ZPR on ‘0” and
close DJ.
 If DJ holds problem with CHBA/NR/DC_DC convertor Reset target.
172
 If DJ not holds or unable to close DJ, Keep five Direct auxiliaries power
switches on ‘0’ and close DJ.
 If DJ holds normalize one by one switch. On changing switch position if DJ
trips conclude that particular auxiliary is defect. Work the train duly taking
precautions.
 If QOA drops after closing BLCP, check MCPs and C101, C102, C103 for any
abnormality.
 Isolate defective one and work further.
 If QOA drops after closing BLVMT, check MVRH, MVMT 1&2, and contactors
C105, C106 & C107 for any abnormality. Find the defective one and Isolate
and work further duly taking precautions.
 While using RB, if AC MVRF is having earth fault QOA energises and trips DJ.
Do not use RB.
 After isolating any equipment, inform to TLC.
 When HQOA is kept on ‘0’ position, depute ALP for every 15 min to watch
auxiliary power circuit equipment for any abnormality.
 Inform TLC and make remark in loco log book.
DJ tripping through QLA relay:-

 Check the following auxiliary power circuit equipment for any smoke, burning
smell, fire, high temperature or any abnormality.
 a0, a1 terminals, ARNO, Q30, RQ30, UA 1, UA2, QCVAR, MPH, MVSI-1&2,
MVSL-1&2, power switches: HPH, HVSI-1&2, HVSL-1&2, Static devices: CHBA,
cab heaters, walkie talkie charger transformer, TFVT, EM contactors: C101,
C102, C103, C105, C106, C107, C108, Remote controlled motors: MCP 1, 2&
3, MVMT-1&2, MVRH, and capacitor bank of ARNO & MCP1, 2 & 3.
 If any abnormality is noticed in any equipment, isolate the same and resume
traction.
 If no abnormality, reset the QLA, close DJ resume traction and find out QLA
dropping occasions.
 While closing DJ if QLA acts clean Q45 N/O I/L s.
 If QLA acts second time, check aux. power ckt. equipment for any abnormality.
If there is abnormality or not, do not reset the relay target, contact TLC for
further instructions.
 Note: QLA may also drop along with QOA or QLM.
173
DJ tripping through QOP-1 relay:
If QOP1 is energised, check the following items

for any abnormality like smoke, burning smell,
fire or high temperature:-
1. a5, a6 terminals in WAG5
2. a3,a4 terminals in WAG7/WAP4
3. RSI 1
4. SL 1
5. J1
6. CTF 1, 2, 3
7. L1, L2, L3
8. Shunting contactors & resistances
9. SJ1, SJ2 & SJ3
10. Q20 & RQ20
11. QD1
12. Ammeters and voltmeters and their resistances
13. Traction Motors 1, 2 & 3
14. RCC Panel
Duties of crew in case of QOP-1 acting

 If anything is found abnormal use fire extinguishers, isolate the concerned
equipment and resume traction if possible.
 If everything is normal, try to reset the relay target and resume traction.
 If QOP-1 drops further after a long interval, again check the equipment
mentioned above. No abnormality, reset the target and resume traction.
 If QOP-1 drops frequently, isolate TMs by changing HMCS position. If QOP-1
not dropping after isolating any TM, work the train with 5/6th of maximum
permissible load.
 If QOP-1 drops in all the positions of HMCS-1, stop the train and secure the
train.
 Check the equipment mentioned above thoroughly and found no abnormality,
after confirming that there is no banding failure, place HQOP-1 in OFF position.
Reset the relay target and clear section duly watching the power circuit
equipment for any abnormality.
QOP1 acting frequently or target not resetting:

 Once again check the above equipment for smoke/smell/fire etc.
 If no abnormality is noticed, keep HQOP1 in OFF and clear the block section.
 After clearing block section, stop the train and trouble shoot as follows;
o Secure the train. Open DJ. Keep MPJ in forward direction.
174
o Normalize HQOP1. Again QOP1 target drops.

o Ground the loco. Enter into HT1 compartment and keep J1 manually to
neutral position and reset QOP1.
o If target reset, means the defect is with TMs.
 To find out defective TM go as follows.
o Keep J1 as per direction and QOP1
target drops again.
o Keep insulating sheet/paper between
8th bit. Now reset QOP1. If QOP1 reset
means TM 1 having earth fault. Isolate
TM 1 both +ve side and negative side.
o If target is not resetting remove
insulation material from 8th bit and put between 10th bit.
o Reset QOP1. If QOP1 reset means TM 2 having earth fault. Isolate TM 2
both +ve side and negative side.
o Still target is not resetting remove insulation material from 10th bit and put
between 12th bit.
o Now reset the target. Isolate TM 3 both +ve side and –ve side.
 Work the train with 5/6th load if road and load permits. Inform to TLC and write
in loco log book.
 After keeping J1 in neutral if QOP-1 is not resetting means, Other than TMs
earth fault in other equipment of TFP-1 circuit. Contact TLC and act
accordingly.
DJ tripping through QOP-2 relay:-

Check the following equip,ment for any smoke/burning smell/fire. If any
abnormality notice, isolate particular equipment and work forther duely informing
to TLC.
1. a3, a4 terminals in WAG-5
2. a5, a6terminals in WAG7 &WAP4 locos
3. RSI 2
4. SL 2
5. J2
6. CTF 1, 2, 3
7. L4, L5 & L6
8. Shunting contactors & resistances
9. SJ4, SJ5& SJ6
10. QD2
11. Ammeters and voltmeters and their resistances
12. Traction motors 4, 5and 6
13. RCC Panel
175
 Trouble shooting is same as QOP1, only equipment changes as J2, HQOP2 and
TMs 4,5 &6.
NOTE:
While using RB if any earth fault occurs check RB equipment also for any
abnormality.
In WAG5 loco QOP1 acts and in WAG7 and WAP4 locos QOP2 acts.
If QOP is acting while using RB, do not use RB. Make a remark in log
book and inform to TLC.
Isolation of traction motors in different locos:
Positive side Negative

TM
LOCO HMCS Line contactor’s side bit
No.
position position packing
L1 opens, L2 & L3
1 HMCS 1 IN 2 J1–8
close
L2 opens, L1 & L2
2 HMCS 1 IN 3 J 1 –10
close
L3 opens, L1 & L2
WAG 5 3 HMCS 1 IN 4 J 1 –12
close
WAG 7
L4 opens, L5 & L6
WAP 4 4 HMCS 2 IN 2 J2–8
close
L5 opens, L4 & L6
5 HMCS 2 IN 3 J 2 –10
close
L6 opens, L4 & L5
6 HMCS 2 IN 4 J 2 –12
close
DJ tripping through QRSI-1 relay:-

Check for any smoke, burning smell, fire or any abnormality in the following equipment
1. a5, a6 terminals in WAG5
2. a3,a4 terminals in WAG7/WAP4
3. RSI 1 block.
4. Smoothening reactor(SL-1)
5. J1
6. CTF1, 2 & 3
7. RCC panel of TFP-1
8. Q20 & RQ20
9. Line contactors L1, L2 & L3.
10. Traction motors 1, 2 & 3.
11. QD1
12. Inductive shunts SJ-1, 2 & 3
176
13. Ammeters & Voltmeters and their resistances of TM-1, 2 & 3.

14. Shunting contactors and resistances of TM-1, 2 & 3
 If smoke/fire noticed extinguish by using fire extinguisher, isolate concerned
equipment.
 Work the train with precautions duly informing to TLC.
 If no abnormality is noticed, reset the relay target and work further.
 If QRSI 1 is energising repeatedly or energising at less current, isolate one
by one Traction motors by HMCS1 and try. Still energising in all positions of
HMCS 1, isolate Truck 1 and work with 50% of maximum sectional load.
 (To isolate truck 1 keep HVSI, HVSL1 and HVMT1 on ‘0’)
 Inform to TLC and make a remark in loco log book.
DJ TRIPPING through QRSI-2 REALY:-

Check for any smoke, burning smell, fire or any abnormality in the following equipment
1. a3, a4 terminals in WAG-5
2. a5, a6terminals in WAG7 &WAP4 locos
3. RSI-2 block.
4. Smoothening reactor(SL-2)
5. J2
6. CTF1, 2 & 3
7. RCC panel of TFP-2
8. Line contactors L4, L5 & L6.
9. Traction motors 4, 5 & 6.
10. QD2
11. Inductive shunts SJ-4, 5 & 6
12. Ammeters & Voltmeters and their resistances of TM-4, 5 & 6.
13. Shunting contactors and resistances of TM-4, 5 & 6.
 If smoke/fire noticed extinguish by using fire extinguisher, isolate
concerned equipment.
 Work the train with precautions duly informing to TLC.
 If no abnormality is noticed, reset the relay target and work further.
 If QRSI 2 is energising repeatedly or energising at less current, isolate one
by one Traction motors by HMCS2 and try. Still energising in all positions
of HMCS 2, isolate Truck 2 and work with 50% of maximum sectional load.
 (To isolate truck 2 keep HVSI2, HVSL2 and HVMT2 on ‘0’)
 Inform to TLC and make a remark in loco log book.
177
TRIPPING FAILURES (STATIC CONVERTER)
 DJ tripped along with LSSIT lamp immediately go to SIV panel and see
external/internal fault lamp is glowing on SIV and trouble shoot accordingly.
 DJ tripped and LSSIT not glowing pick up correct abnormal sign.
Before re-closing DJ, be prepare as follows:

1. Keep MP on “0”.
2. Open BLDJ and BLVMT switches.
3. Ensure GR is on zero (LSGR is glowing).
4. Ensure ZPT on “1” or on “2” position and panto is raised and touching to
contact wire.
5. Ensure MR / RS pressure is above 6.5 Kg/cm2. Start MCPA, if pressure is less.
6. Ensure all safety relays are normal.
7. Ensure C107, C105 & C106 contactors are opened fully.
8. Ensure Battery voltage is above 90 volts.
 If everything is normal, pick up the correct abnormal sign in the following
manner.
 Close BLDJ, press BLRDJ and observe LSDJ and UA meter needle. Release
BLRDJ after the deviation of UA meter needle. LSCHBA will extinguish after 6-
10 sec.
S
Indication / operation Ab. sign Probable reasons
No
1 Close BLDJ and press BLRDJ, ICDJ a. Q118/ Q45/ Q44/MTDJ not
LSDJ remains glowing. energized.
b. A conk defective in non
modified cabs.
2 Close BLDJ, press BLRDJ. LSDJ No a. Defect in Feeding Power
extinguished, UA needle not Tension Circuit.
deviated, DJ trips immediately b. Cut in TFWA.
after releasing BLRDJ. c. Foreign body on loco roof.
Cut in roof bars or touching
to loco roof.
3 Close BLDJ and press BLRDJ. ‘A’
LSDJ extinguished, UA meter Ending SIV not picking up
needle deviated, Release BLRDJ.
LSCHBA glowing continuously
and DJ maintains till MR/RS
pressure available in VCB unit.
178
4 Close BLDJ and press BLRDJ. Operatio Defect in

LSDJ extinguished, UA meter n ‘B’ a. MVSL1 or QVSL1
needle deviated, release BLRDJ. part-I b. MVSL2 or QVSL2
After extinguishing of LSCHBA c. MPH or QPH
and while counting 15 seconds,
LSDJ re-glows.
5 Close BLDJ and press BLRDJ. Operatio Defective Q30 or
LSDJ extinguished, UA meter n ‘B’ Defective DJ N/O I/L on MTDJ
needle deviated and LSDJ re part-II branch.
glows immediately after
releasing BLRDJ.
6 Close DJ, after extinguishing of Operatio Defect in
LSCHBA, wait for 15 sec, close n ‘O’ a. MVRH or QVRH.
BLVMT, LSCHBA glows and b. MVMT1 or QVMT1
extinguishes, while counting 15 c. MVMT2 or QVMT2
seconds LSDJ re-glows.
7 Close DJ, after extinguishing of Operatio Defect in
LSCHBA, wait for 15 sec, close n ‘I’ a. MVSI1 or QVSI1
BLVMT, LSCHBA glows and b. MVSI2 or QVSI2 or
extinguishes, count 15 sec and c. Sluggish operation of GR.
take 1 notch.DJ trips
immediately.
8 After taking first notch DJ holds Operatio 1. Any one of C107 or C105 or
again keep MP on ‘0’. Keep HVSI n ‘II’ C106 contactors are not
1&2 on ‘0’ and take 6 notches. closed
While counting 15 sec DJ trips. 2. C107 or C105 or C106 N/O
I/Ls defective.
9 DJ trips in various occasions TWAC 1. Slackness of CCDJ or CCPT
other than above indications. 2. Moisture in system
3. Defective SMGR
4. Momentary defect of any I/L
in the DJ control circuit.
179
SIV LOCO-TRIPPING FAILURES-TROUBLE SHOOTING

ICDJ: Trouble shooting:
 Clean QCON N/C I/Ls and Q46 N/C I/Ls.
 Operate GR 0-5-0 manually.
 Still Q118 is not energizing, go for manual
operation of Q118.
 Manual operation of Q118 Relay
 Close BLDJ and BLVMT in working cab.
 Press Q118 relay pallet/stem manually and press
BP2DJ.
 Release BP2DJ after LSDJ is extinguished.
 Release Q118 after extinguishing of LSCHBA.
 If DJ is hold resume traction. For closing DJ every
time operate Q118 manually.
 If DJ is closed but tripped after 5.6 sec of
releasing Q118, wedge Q118 in energised
condition and work with precautions.
Q45: Trouble shooting is same as ARNO loco.

Manual operation of Q45 Relay:
 Close BLDJ in working cab.
 Keep ZPT on '1' position.
 Go to relay panel and press Q45 pallet/stem and release after extinguishing
of LSDJ.
 Every time for closing DJ, operate Q45 manually.
Q44: Trouble shooting is same as ARNO loco.

Manual operation of Q44 relay
 Close BLDJ
 Press BP2DJ first and then press Q44 pallet/stem manually.
 Release Q44 and BP2DJ as soon as LSDJ is extinguished.
Note: Q44 should not be pressed for more than one second.
 While manually operating Q44, if DJ closes and trips after releasing Q44
pallet.
 Take the permission from TLC.
 Conduct GR efficiency test.
 Wedge Q44 properly and work with precautions.
180
MTDJ/EFDJ NOT ENERGISED :
 Gently tap QLM, QOP1&2. Reset the relay knobs.

 In VCB unit pressure is less, build up by MCPA.
 Drain out moisture from VCB unit if drain nipple
provided.
 Clean QEMS N/C I/Ls & try.
 If DJ does not close, place HQOP1 & HQOP2 one
by one in 'OFF' position and try. (After clearing
the block section, normalize the switches and
trouble shoot accordingly.)
 If successful, work the train with precautions.
 If not successful place HOBA in ‘OFF’ position
and try.
 Still unsuccessful, contact TLC.
NO TENSION:
Trouble shoot for “NO TENSION” is same as ARNO loco.
‘A’ Ending/SIV not picking up:

Trouble shooting: Trouble shoot as
follows for SIV not picking up
 Close BLVMT and try. If SIV starts problem
with QSVM N/C I/L.
 Still SIV not starting check CCINV & CCA.
If any fuse melts renew. Still melting keep
HOBA in ‘OFF’ and renew.
 If CCINV & CCA good condition, Check
whether QSVM is energised
 If QSVM is not energized, Wedge QSVM
(Timer relay) in energized condition.
 Still SIV not starting, clean QV60 N/C I/L.
 Still SIV not starting, keep HBA ‘OFF’ & ‘ON’, try.
 Still SIV not picking up contact TLC.
QSVM wedging precaution: BLVMT should be switched on before closing DJ.
181
OPERATION B –I: Trouble shooting:

 Place HVSL-1 & HVSL-2 on ‘3' and HPH on ‘O’. Now
close DJ, clear the section duly ensuring the
working of MVSL1, MVSL2 &TFP oil level.
 If any one of MVSL1 or MVSL2 is not working,
isolate MVSL by keeping concerned HVSL on ‘O’
(Keep concerned HVMT & HVSI also on ‘O’) and
work onwards with 50% of the maximum load
permitted.
 If motors are working, after clearing section,
Trip DJ
Keep HVSL1 on ‘1’
Close DJ
DJ Holds DJ trips again
QVSL-1 good, Keep HVSL2 on ‘1’ QVSL1 is defective, keep again HVSL1
on ‘3’. Normalise other switches.
Close DJ
Work duly observing the function of
MVSL1
DJ Holds, QVSL 2 also good. DJ trips again
Now keep HPH on ‘0’ and QVSL2 is defective, keep again

work with precautions HVSL2 on ‘3’. Normalise HPH..
Work duly observing the function of

MVSL2
OPERATION B-PART-II:
DJ trips immediately on releasing BLRDJ.
Trouble shooting:
Wedge Q45 and work with precautions as ARNO loco.
182
OPERATION ‘O’: Trouble shooting:

 Keep HVMT 1 & 2 and HVRH on 3 and close BLVMT and close DJ.
 Ensure the working MVMT-1, MVMT-2 and MVRH. If any one of the blowers
are not working isolate the same and work with precautions.
 3 blowers are working normally with HVRH, HVMT-1 and HVMT-2 on 3 position
, clear the block section, trip DJ, place HVRH on '1' close BLVMT and close DJ,
and wait for 15 seconds after extinguishing of LSCHBA. If DJ trips, QVRH is
defective, place HVRH on '3' and other two switches on '1', work further duly
watching MVRH blower working.
 If DJ holds with HVRH on '1', trip DJ, place HVMT-1 on '1', close BLVMT and
close DJ, and wait for 15 seconds after extinguishing of LSCHBA. If DJ trips,
QVMT-1 is defective, place HVMT-1 on '3' and HVMT-2 on '1' and work further
duly watching working of MVMT1 frequently.
 If DJ holds with HVMT-1 on '1', it indicates QVMT-2 is defective, so keep HVMT-
2 on '3' and work further duly watching working of MVMT-2 frequently.
OPERATION ‘1’ : ( DJ trips immediately on taking 1st notch.)

Trouble shoot: Trouble shooting is same as conventional loco.
OPERATION ‘2’: (DJ trips after taking 6th notch within 15 seconds)
Trouble shooting:
 Same as conventional loco for any Contactor is not closing.
 If C107 alone is not closing, ensure CTFs are in traction side. Press CTF 1
handle gently.
 Keep HVRH on 3 and try.
 If contactors closed and N/O I/Ls are defective, trouble shoot same as ARNO
loco.
 Note: Wedging of EM contactors is not permitted.
Other faults in SIV locos

If CP contactors alone are not closing:
 Close BLCPD and try.
 If unsuccessful, tap QTD101 and try.
 If unsuccessful clean the N/O I/Ls of QCON and wedge QTD101.
Precautions after wedging QTD 101: BLCP/BLCPD should be switched

ON after 5 Sec of SIV ramping up of full voltage.
183
LSCHBA glowing on run

Occasions (DJ not tripped):
 QCON de-energised on run
 CHBA failed or QV 61 defective
 SIV locked due to OHE out of range (˃31 KV)
 SIV stopped due to control circuit fault.
QCON De-energised; Trouble shooting:

 Open VCB and Reclose VCB. If QCON energised, Work further.
 Again QCON de-energised,
 Close IP ‘M’ COC and Keep HBA OFF.
 Wedge QCON and Q118 and keep HBA ‘ON’
 Inform to TLC and work with precautions.
CHBA ‘OK’ LAMP EXTINGUISHES
 Open VCB. Press reset button for 5-10 sec on SIV panel.
 Lamp glows, work further.
 Still not glowing- Check whether CHBA working or not,
 CHBA not working- Inform to TLC
 CHBA working and Lamp not glows- Keep HBA OFF & ON & Try.
 CHBA working (QV 61 may be defective) ignore the LSCHBA lamps and
make a remark in log book.
 Note: Battery charger has a feature to make restart attempts on it’s own
before locking. Under this condition, to restart the battery charger again, it
is necessary to switch off the static converter and reset the same.
INPUT/OHE OUT OF RANGE LAMP

Normal position - Extinguished condition when SIV is working.( In some makes
this lamp glows while SIV in service)
Glows: When OHE below 16.5 KV and DJ is not tripped through Q30 and above
31 KV.
Other indications: DJ closed condition and OHE above 31 KV.
 SIV trips after making two attempts.
 LSCHBA glows on LP’s desk.
Action to be taken:
 Check the voltage in VFD display.
 Compare with the UA meter.
 If it is same inform to TLC/TPC and wait until OHE becomes normal.
OHE is restored and within range but SIV not restarting,
 Press Reset button on SIV for 5-10 sec or
 Close IP ‘M’ COC and open DJ
184
 Keep HBA ‘OFF & ON’ & Try, if lamp extinguishes and SIV starts work
further.
 Still not successful ask for relief engine.
Note: If there is no information and OHE is restored after 5 min. observe G&SR
rules.
 Normally for faults related to OHE voltage (low voltage or over voltage),
static converter does not lock but restarts as soon as voltage resumes within
permissible range.
 If any internal or external earth fault occurs SIV stops and restarts for 2 to
3 times normally.
 If trouble is not rectified, DJ trips through relay QSIT and LSSIT lamp glows
on Loco Pilot’s desk.
 Check fault lamp (External/Internal) on SIV panel and trouble shoot
accordingly.
INTERNAL FAULT
Stop the train and secure the train.
This lamp glows when there is internal fault such as input over current, input
over voltage, output over current, rectifier over temp. fan fault, fuse trip etc.
Observe for any smoke/smell/fair from SIV. If found any abnormality ask for
relief loco.
Physically no abnormality, Note down actual fault from VFD display.
For ‘Fan/Blower fault’-Message
o If fan MCB provided outside of SIV and found tripped condition, reset
the same. Reset SIV.
o MCB good reset SIV by pressing reset Button for 5-10 sec
o Otherwise ask for relief loco.
For ‘Rectifier/Inverter Over temp’-Message
o Inform to TLC
o Close IP ‘M’ COC & Keep HBA OFF for 10 min & Try.
For ‘fuse trip’- Message, ask for relief loco.
For ‘Single phase voltage’ message, fault isolate 3 ph Auxiliaries one by
one and find out the defective one.
If any aux. found defective, isolate and work with precautions.
For all other faults reset SIV by pressing reset PB switch for 5-10 sec and
try.
If ‘Internal fault’ lamp extinguishes, reset QSIT, close DJ and work further.
Close IP ‘M’ COC & keep HBA in OFF and ON for 5 min. and try.
Still fault not clear ask for relief loco.
185
EXTERNAL FAULT
 Check all auxiliaries for any smoke/smell/fire.
 If any abnormality, isolate the same , reset the SIV & work further.
 If physically no abnormality found, Trouble shoot as follows
 Read the message on Text Display.
 If it is ‘External Earth Fault’ keep HSIV on ‘0’ and press ‘ELD Bye pass
switch’.
 Now ELD bye pass lamp glows and ‘ELD bye passed’ message appears
on display.
 Press reset button and External fault lamp ext. Reset QSIT & close DJ.
 Now can work up to 45 min.
 Clear the block section duly watching Aux. power circuit.
 After clearing block section, Stop the train and normalise HSIV.
 Again External fault lamp glows on SIV panel. Press reset button for 5-10
sec to reset SIV.
 If External fault lamp extinguishes
 Keep BLCP & BLVMT in open condition and Close DJ.
 After SIV starting close BLCP.
 After closing BLCP if SIV trips with external fault
 Find out defective MCP & Isolate and work with other MCPs.
 After closing BLCP, SIV does not trips, Close BLVMT, now SIV stops and
restarts.
 After closing BLVMT, while restarting SIV, trips with external fault.
 Fault with MVRH/MVMT1/MVMT2
 Find out defective one. Work with precautions.
 After clearing block section, External fault lamp Not extinguishes
 Keep HRAVT on ‘O’ and Remove SPM cable or Fuse CCSPM One by one &
press reset button 5-10 sec.
 SIV resets work as follows.
 In case of HRAVT, Work with out NR, Cab heaters, Cab fans
 In case of SPM, inform to TLC & work with 10% less Speed
 After keeping HRAVT on ‘0’, SIV not resets, Isolate direct auxiliaries.
 After isolating direct auxiliaries, press reset button,
 SIV resets, find out defective aux.& isolate and work with precautions.
 After isolating direct aux. also SIV not resets
 Close IP ‘M’ COC and keep HBA ‘OFF’ for 5 min & try
 Still SIV not resets contact TLC and ask for relief loco.
186
TRACTION FAILURES
Sl.N Traction With other indication Reason
o failure
Total Loss of With LSB Q50
Tractive effort W/O LSB, W/O GR progression VE1
1
(TLTE) With GR progression All line
contactors
On higher notches with LSP QD
2 On higher notches W/O LSP Q20
On lower notches with LSP QD
Auto
Rear cab BL, Q50
regression
N/C I/L, Q51 N/O
On 1st notch W/O LSP
I/L or VCD N/O
I/L defective
Partial Loss of ... L1/L6 not closed
3 Tractive Effort or TM1/TM6
(PLTE) open circuit
TOTAL LOSS OF TRACTIVE EFFORT WITH GLOWING OF LSB:

(When MPJ operating to ‘F’ LSB lamp is not extinguishing)
Reason: Q50 relay not energised in traction side.
T/Shooting:
 Secure the train, keep MP on ‘0’.
 Open VCB and operate BL 2 or 3 times and again
close DJ and try.
 Operate MPJ handle forward to reverse for 2 to 3
times and keep it in forward direction.
 Take necessary precautions and check for proper
setting of J1 & J2 according to the cab leading.
 Though proper setting of J1 & J2, press their handles
gently.
 Ensure EP1,EP2 & EP3 cocks are opened. (If it is
starting point)
 Ensure CTF1, 2, 3 manual operating handles are in
upwards (traction side).
 Though proper setting of CTF1,2&3, press their
handles gently.
 Ensure C145 is fully open. Ensure LSC145 lamp is
extinguished in non- microprocessor locos. (if provided).
187
 Tap Q50 relay and clean its N/C interlocks.

 Operate GR 0-3-0 and try.
 If still un-successful, wedge Q50 in energised position.
Precautions before wedging Q50:

 Keep MPJ in required direction.
 Once again ensure J1 & J2 are in required direction.
 Ensure CTFS are in traction side.
 Ensure C145 is fully opened.
Precautions after wedging Q50:
 MPJ should not be operated to reverse direction up to destination.
 Shunting is to be avoided. If required in emergency personally ensure proper
setting of reversers for every cab changing.
 Do not use RB.
 When DJ is tripped on notches, keep mp on ‘o’ to bring GR to ‘o’.
 Write remarks in loco logbook, inform to TLC at first opportunity.
TLTE W/O GR progression (LSB lamp extinguished and while

operating MP notches are not progressing)
Reason: VE1 electro valve defective or not getting supply.
T/Shooting:
 When MP is failed, Try by EEC operation.
 If EEC also failed, clear the block section by
manual operation of GR.
 After clearing block section stop the train
and secure the train. T/shoot as follows.
 CHECK Q52. it should be in de-energised
position.
 If Q52 is in energized position, close IP ‘M’
cock and operate HBA 2 or 3 times and
check Q52.
 Still same, wedge in de-energized position.
 Precaution: Don’t keep MP in ‘+’ or don’t
press BPT for more than 0.5 sec, otherwise
quick progression of GR takes place.
 Q52 de-energised condition, then check q51
 Q51. it should be in de-energised position.
188
 If Q51 is energised, before this problem if BP pressure is dropped

and rectified, still
 Experiencing TLTE - check QRS2, if it is de-energised, tap RGEB2. (If it is
starting point ensure RGEB2 cock in open condition)
 Still QRS2 is not energised, wedge QRS2.
 QRS2 is already energised, clean N/C I/Ls.
 If TLTE happened after AFL action, keep MPJ ‘F’ and check PR2.
 If PR2 is energized, ensure BP pressure is 5.0 kg/cm2 and LSAF extinguished,
tap P2 pressure switch and RGAF.
 Still PR2 energised, wedge PR2 in de energised condition and work the train
with precautions. Inform to TLC.
 IF TLTE HAPPENED AFTER Q20 ACTION, trip DJ keep HBA off & on, try.
 IF TLTE HAPPENED AFTER QD ACTION, clean the interlocks of Q48.
 Still Q51 energised condition contact Tlc andaccordingly.
 Q51 also normal, clean the N/O I/Ls of Q50.
 Ensure ZSMGR handle in 6’ o clock position and pacco switch is in lifted
condition.
 Ensure SMGR pressure is 2.5 to 3.5 kg/cm2 and no leakage in the SMGR pipe
line. If necessary increase the pressure to 4.0 kgs/cm2 and try.
 Still same trouble, contact Tlc for advice.
TLTE WITH GR PROGRESSION: (WHEN MP OPERATED FROM ‘N’

TO ‘+’ NOTCHES ARE PROGRESSING BUT TM VOLTMETERS AND
AMMETER IS NOT MOVING)
REASONS : All line contactors not closing
Trouble shooting:
 Place HVSI 1 & 2, HVMT 1 &2 on ‘3’ position and try. If successful resume
traction taking necessary precautions.
 If un-successful
o Open DJ.
o Operate BL key 2 or 3 times, Close DJ and try
 If un-successful, clean the N/O I/Ls of Q50 and try.
 Operate all three CTFS one or two times manually after taking safety
precautions.
 If EP drain cock is opened, close the same.
 If any air leakage in the pipelines leading to BA1, BA2 & BA3 panel, try to
arrest the same and resume traction,
 If un-successful contact TLC.
189
AUTO REGRESSION WITH LSP GLOWING; ON LOWER

NOTCHES:
Reason: QD action
QD action reasons:
 Train brakes not released properly or wet rail or oil/grease on the rails.
 Wheel slip due to raising gradient, with heavy load.
 Slipped pinion or locked axle in QD connected TMs.
 Any one of the line contactor is opened or any cut in the pair of QD connected
TMs.
 Whenever any shunting contactor is welded in which QD is connected.
TROUBLE SHOOTING:
 Check for…
O BP pressure in the gauge.
O Any brake binding or
O Any oil or grease on the track.
 If everything is normal operate sanders, close ZQWC or press BPQWC and try
to resume traction.
 If unsuccessful, take one or two notches and observe both ammeters and
voltmeters.
o If A3 is not deviating place HMCS1 on 4 and resume traction.
o If A4 is not deviating place HMCS2 on 2 and resume traction.
o If U2 is not deviating place HMCS1 on 3 and resume traction.
o If U5 is not deviating place HMCS2 on 3 and resume traction.
 If auto regression takes place due to slipped pinion
o Stop the train and apply brakes.
o Depute ALP to stand near the truck and take one notch.
o Observe for any spinning noise or rotation of traction motor pinion.
o If any one of the TM pinion rotates or spinning noise is heard, isolate the
corresponding TM and clear the block section with permissible load, other
wise contact TLC.
 If auto regression takes place due to locked axle
o Secure the train and detach the loco from the formation.
o Depute ALP by the side of the loco, to observe moving of wheels.
o Move the loco and observe whether all loco wheels are rotating freely.
o If any wheel is not rotating request for assistance from TLC.
NOTE: Higher notches auto regression with LSP (after operating MPS) indicates
QD action due to shunting contactors not closing in QD connected TMs.
190
1ST NOTCH AUTO REGRESSION WITHOUT LSP:

Reasons:
1. Rear cab BL not locked properly.
2. Q-50 N/C I/L defective on VE2 branch
3. Q-51 N/O I/L defective on VE2 branch
4. QVCD relay in energised condition or I/L defective.
TROUBLE SHOOTING:
 If above trouble experienced after cab changing, trip DJ, lock the BL in present
cab.
 Go to rear cab and operate 2 or 3 times and lock BL.
 Again come to working cab and try. If successful resume traction.
 Still same problem clean Q50 N/C & Q51 N/O I/Ls and try.
 Still same problem Check QVCD, it should be in de-eneregised condition.
 If un successful, clear the section with manual operation of GR or from rear
cab.
 Inform to TLC at first opportunity.
NOTE: Higher notches auto regression without LSP indicates Q20 action due to
over voltage to TMS or wrong setting of Q20.
PARTIAL LOSS OF TRACTIVE EFFORT(Poor engine hauling):

REASON: L1/L6 not closed or TM1/TM6 open circuited.
T/Shooting:
 While starting experienced poor hauling, check the position of HMCS 1&2.
 If anyone is other than ‘1’ position, find out the cause and inform to TLC.
 If HMCS 1&2 are on ‘1’ position, take 1or 2 notches and check U1 and U6.
 U 1/U6 does not deviate, stop the train after clearing block section.
 Ground the loco , enter HT compartment and operate L1 and L6 EV knobs 2
or 3 times.
 Ensure no air leakage at L1 and L6. If found try to arrest.
 Still U1 not deviating, isolate TM 1.
 If U 6 does not deviate isolate TM 6.
NOTE: In microprocessor locos can see the current flowing to individual TM in
display.
191
BANDING FAILURE:
 Whenever QOP relay acted permanently TMs to
be checked for banding failure.
 Projection of poly-glass material from TM vent
mesh is called as ‘banding failure’.
 When it occurs, isolate particular TM (positive
side and negative side) and clear the section
with speed restriction of 15 kmph if load and
road permits ; otherwise contact TLC and
accordingly.
 If banding failure is noticed at station then immediately inform to TLC.
 Note: Ignoring of banding failure leads to locked axle.
MICROPROCESSOR LOCOS-TROUBLE SHOOTING
MAIN UNIT NOT WORKING

DJ trips followed by Main unit not working .
(Other Indications: Pilot lamps will not glow, no message on display unit and
loco will not energize.
 If BA is showing ‘0’ volts , renew the Addl. CCBA.
 If BA is above 90 V – check CCBA and CCPT.
 Keep HOBA in ‘OFF’ & try.
 If unsuccessful, close IP ‘M’ COC.
 Keep HBA on ‘0FF’ and wait for 3-5 min. and switch on HBA.
 Still same problem, contact TLC.
# If CCCPU provided check the fuse.
ICDJ: (Both displays are not working)

Ensure BA voltage is above 90 Volts
Try to close DJ with BP2DJ.
In ARNO provided locos check C118 contactor closing or not.
Check Add. CCBA, CCBA, CCPT & CCCPU (If provided out side). If any fuse
melts, renew the same. If again fuse melts, keep HOBA in OFF and renew the
fuse.
Ensure EM contactors C105,C106 & C107 are fully open.
Ensure MR/RS pressure is above 8Kg/cm2.
Tap the safety relays QLM,QOA,QOP1&2, if any relay target dropped trouble
shoot accordingly.
Operate BP1DJ 2 or 3 times and try.
Ensure GR on ‘0’ and operate GR for few notches and try.
Change ZPT position and try.
Keep HQOP 1 in OFF, HQOP 2 in OFF, HQOA in ‘0’ and HOBA in OFF and try.
192
Keep HBA on ‘0’, wait for 3-5 minutes and try to energise the locomotive.
Try from rear cab.
TLTE (If both display not working)

If LSB glowing
 Operate MPJ 2 or 3 times &try.
Ensure J1, J2, CTF1, CTF-2, CTF-3 and C145 are in proper position.
If LSB not glowing
Try with EEC operation. If unsuccessful,
Ensure SMGR pressure is between 2.5 to 3.5 Kg./cm2.
Ensure ZSMGR handle in 6o clock position and pacco switch is in lifted condition.
Operate 2 or 3 times and keep on 6o clock position
Ensure RGEB 2 COC is in open condition. (If starting point)
Try to clear the section by manual operation of GR.
If notches are progressing
Ensure HVSI1&2, HVMT1&2 are in either 1 or on 3 positions
Ensure EP1, EP2 & EP3 cocks are in open position. (If it is starting point)
Keep HOBA in OFF and try.
Keep HBA on ‘0’, wait for 3-5 minutes and try.
Try from rear cab.
Head light not glowing:
 Whenever front head light not glowing switch ON BLPRR for rear head light,
 If rear head light is glowing………….
 Check the bulbs in front side, if blown out, renew the same with spare one.
 If still it is not glowing, check the bulb holder for any defect or slack terminals
 If still unsuccessful, ensure marker lights in ON and work the train with 40kmph
of speed restriction during night time, duly informing to SCOR/TLC.
 If rear head light also not glowing ………….

 Ensure ZRT / ZPR is ‘ON’.
 Still not glowing, keep ZRT/ZPR in ‘OFF’ and change the position of bipolar
switch on DC-DC converter unit (DC-DC converter consists either rotating
switch or bi-polar switch, to select the converter).
 Still headlight is not working, check the fuses provided on converter unit. If
any fuse melts, replace with proper fuse.
 Still headlight is not working, keep marker lights in ON and work the train with
40kmph of speed restriction during night time, duly informing to SCOR/TLC.
193
FIRE FIGHTING
Introduction:
Fire is the combustion of any flammable material that can burn with
the help of oxygen and heat as a result of which a chemical reaction takes
place with smoke and heat.
To develop a fire 3 elements are essential.
1. Combustive material.
2. Air/Oxygen
3. Ignition temperature.
By removing any one of the above the fire can be extinguished.
FIRE TRIANGLE:
 A fire can rapidly spread and endanger many lives.

 To extinguish a fire, it is necessary to remove one or more of the three
components of combustion.
 Removing any of these will not allow combustion to continue.
.
Classification of Fires
Fire is classified in to five groups:
1. 'A' class fire (carbonate fire) example: wood, paper, textiles, straw etc.
2. B' class fire (liquid fire) example: oils, tar, grease, paints, etc.,
3. 'C' class fire (gas and chemical fire) example: vessels containing gas,
chemicals containing sulphur
4. 'D' class fire (metallic fire) example: zinc aluminum, potassium and
magnesium
5. 'E' class fire (electrical fire)
Method of extinguishing a fire:

Class A Fires
Fires involving combustible materials of organic nature, such as
wood, paper, rubber and many plastics, etc., where the cooling effect of
194
water is essential for extinguishing of fires.
Class B Fires:
Fires involving flammable liquids. Petroleum products or the like where a
blanketing effect is essential.
Class C Fires:
Fires involving flammable gases under pressure including liquefied gases,
where it is necessary to inhibit the burning gas at fast rate with an inert gas,
powder or vaporizing liquid for extinguishments.
Class D Fires:
Fires involving combustible metals, such as magnesium, aluminum, zinc,
sodium, potassium, when the burning metals are reactive to water containing
agents, and in certain cases carbon dioxide, halogenated hydrocarbons and
ordinary dry powders. These fires require special media and techniques to
extinguish.
Fire Extinguishers:
The types of extinguishers mentioned below against each class of fire are
generally most suited.
Class Fires Water expelling type extinguishers
A
Class B Fires Foam, dry powder, vaporizing liquid, carbon

dioxide extinguishers
Class Fires Dry powder and carbon dioxide extinguishers
C
Class D Fires Extinguishers designed for expelling special dry

chemical powder
In AC locos DCP or CO2 type fire extinguishers are provided. Loco crew should
ensure the following items regarding fire extinguishers.
1. Full indication
2. Expiry date
3. Nozzle intact.
4. Safety clip
# In conventional AC locos per cab two DCP type fire extinguishers are
provided.
# In 3Ø Locos One big CO2 type fire extinguisher is provided in each cab and
one spare small CO2 type fire extinguisher is provided.
195
Carbon Dioxide Extinguishers:

 This type of extinguishers has a horn like nozzle and is therefore, easily
distinguished from other types.
 It contains liquid carbon dioxide forms flakes that vaporize and blanket the
fire.
 It is used to extinguish electric fires and fires involving liquids.
 It is effect against small surface fires and not use in the open air.
 These type fire extinguishers are used in 3Ø locos.
Dry Chemical Powder extinguishers (DCP):

 This type of extinguishers put out the fire by smothering or blanketing
method.
 This is used for B,C,D & E class fires.
 This should be operated in upright position only. (97% Sodium carbonate
+one 1/2 magnesium streak +1% magnesium carbonate +one ½ dry
calcium phosphate = dry CO2).
 These type fire extinguishers are used in conventional AC locos.
Precautions to be taken for extinguishing fire by using DCP

Fire extinguisher:
1. Trip DJ, lower panto or press BPEMS, switch off battery if possible and
take necessary safety precautions as soon as fire/smoke emission is noticed.
2. Stop the train at once and apply loco and train brakes.
3. Remove the seal and clamp of the fire extinguisher.
4. Check nozzle hole, clean it if any block.
5. Stand at safe distance, cover nose with wet cloth, hold the nozzle with one
hand and project towards base of the fire.
6. Hit the operating knob with other hand and ensure that the powder is
sprayed properly.
7. Project the jet towards base of the fire and sweep on the flame..
8. If the fire is not able to put out with one fire extinguisher, use the other
three in the same way.
9. If the fire is uncontrollable, detach the fired loco from the formation with
safety precautions and inform the section controller/TLC/DY SS of nearest
station for fire engine and observe G & SR 6.03 and 6.10.
10. After putting out fire, isolate the affected equipment, inform to TLC and
work onwards if possible.
11. Make a remark in the log book regarding incident and give detailed report
after clearing block section.
196
NOTE:
1. The Guard and any other staff available shall render all possible
assistance to the Loco Pilot in putting out the fire.
2. Ordinary fire extinguishers or water from a hose pipe shall on no account
be used to extinguish fire on live wire or electrical equipment.
3. Fire brigade shall not be allowed to commence operation until all
electrical equipments in the vicinity of the fire have been made dead.
Fire prevention methods in Locos:

1. While TOC of a loco in shed ensure no spillage of compressor oil. Ensure no
waste cloth in corridors.
2. Cleaning of locomotive interior (driving cabs, corridors and HT cubicles)
during minor schedules and also the oily areas.
3. Arc chutes should be fixed properly to the contactors.
4. Under frame / bogies should be cleaned properly to avoid fire during heavier
application of brake which results spark from brake blocks (melting pieces
of brake blocks).
5. Adhering the proper maintenance instructions strictly i.e. SMI’s & TC on TFR,
GR, TMs etc. Actual rating of fuses to be used to avoid short circuit.
6. Insulate the bare portion of the conductor if available. Use proper tool for
crimping to avoid loose contacts.
7. Cleaning of Air Filters shall be carried out on schedules.
8. Proper care should be taken during schedules to avoid foreign bodies’ line
metal pieces / nuts/ cotton waste any small tools in SL & TMs.
9. Ensure frequently the transformer oil for any abnormal rise/color change
during isolation of MPH/MVRH.
10. Whenever air flow relay is isolated, the function of concern auxiliary motor
to be ensured physically at short intervals.
11. Wedging of Q-118, Q-44 only in unavoidable cases.
12. Check RGR for any overheating during manual control of GR and when
Q44wedge.
13. Watch HT compartment, SL, TM and auxiliary motors carefully after
bypassing safety relays and especially HOBA in OFF.
14. Ensure safety relays for NO tension indication also and check TFP/GR safety
valves for any oil splash.
15. While working multiple, if DJ tripping in rear loco is experienced the relay
target of rear locos must be checked before re-closing DJ whatever may be
condition.
197
Items to be checked in conventional locos after the fire in a

loco:
1. Position of MP and GR.
2. Condition of DJ closed or open.
3. Condition of relays, QLM, QRSI 1 & 2, QOP 1 & 2, QOA and QLA.
4. Condition of HOBA, HQOP-1 & 2, HQOA
5. Condition of fuses
6. Condition of CGR 1,2 & 3 & Arc chutes, RGR,RPGR
7. Line/shunting/EM Contactors& Arc chutes
8. Condition of contactors whether found in wedged or welded
9. Sign of overheating or loose contact at the terminal points.
10. The location of globules are found or formed.
11. Area/Zone where the damage to the locomotive is extensive due to fire
12. 25 KV bushing burnt after burst /simply burnt.
13. TR oil splash/oil in the TRAP box.
14. GR oil splash / oil in the sump.
15. Condition of the electrical equipment, RSI/Aux. motors/SLs/TMs/Bus
bars/CTF 1, 2 & 3 / J1, J2 flash marks.
16. Condition of the brake blocks:– overheating, melting, search for molten
pieces of the brake blocks.
17. Fire took place during RB – Check RB compartment,C145,ctfS.
18. Inflammable material like jute, rubber etc.
19. Abnormality if any already entered in the log book.
20. Number of fire extinguishers available : ………..
21. Used by Loco Pilot : ………..
22. Found any defective : ………..
23. Take the statement of the crew / any others traveling on the cab.
24. Brake binding.
25. Condition of Axle box .symptoms of locked axle.
198
MODIFICATIONS
RDSO Modifications and Technical circulars for the last 5 years related to loco crew.
Local shed modifications are not incorporated here.
S.N Modification Subject
o. No.
01 Modification sheet Provision of N/O interlock of QCON relay in the
No. 409 Dt circuit of QTD 101 coil to avoid SI unit tripping due
09.11.2012 to working of compressor in soft start mode in rear
loco of multiple unit.
02 Modification sheet Modification of loco control circuit for LSDBR lamp
No. 421 Dt to avoid wrong indication of working of AC MVRF
31.05.2013 in MPCS fitted Electric locomotives.
03 Modification sheet Modification in loco control circuit for connections
No. 430 Dt for Auto regression by pass (for HPAR) switch
20.01.2014 in 25 KV AC electric tap changer locomotives.
Standard positions HPAR is “1” position for working
and “0” position for bypass.
04 Modification sheet Modification in loco control circuit for working of
No. 431 Dt VEAD valve in trailing locomotive during multiple
05.02.2014 unit operation (MU) for 25 KV AC Electric
Locomotive fitted with microprocessor based
control and fault diagnostic system (MPSC ver-2).
When RGCP cut off in leading loco, Through RGCP
leading & Trailing VEAD will energise in
conventional (Relay controlled) locos. But in
microprocessor locos, VEAD is independent. After
this modification, trailing VEAD also gets supply
from leading RGCP.
05 Modification sheet Modification to provide 1 ¼” upon 1 ball type
No. 433 Dt isolating cock in place of D-1 emergency Brake
28.03.2014 valve(RS) in tap changer(unmodified CAB) Electric
Locomotives.
06 Modification sheet Modification from conventional hand brake (Gear
No. 440 Dt type) arrangement for WAP-4, WAG-7, WAP-7 and
16.09.2015 WAG-5 electric locomotive application. In place of
ratchet type hand brake, Gear type (Wheel type)
hand brake is provided. For application of hand
brake, rotate clockwise and for releasing, rotate
anti clockwise direction.
199
07 Modification sheet Modification in loco roof bars and fittings on

No. 446 Dt conventional locomotives similar to three phase
07.12.2015 locomotives.
08 Modification sheet GR-O indication of trailing locomotive through
No. 442 Dt additional signalling lamp in leading locomotive in
11.09.2015 multiple unit operation of two locomotives.
Signaling lamp “LSGRO” (Indication of GR “0” of
other loco otive). When leading loco GR is on “0”,
LSGRO glows in trailing loco & when trailing loco
GR is on “0”, LSGRO glows in leading loco.
09 Technical circular Increasing the rating of CCLS from existing 6
No.131 dt ampere to 10 ampere to suit modification in IP and
12.08.2015 sanding control circuit to avoid Loco failure and
troubleshooting due to VCD failure.
10 Technical circular CCPT fuse is standardised as 16 Amps for relay
No.113 dt based and MPCS based tap changer type25 KV AC
11 Modification sheet Modification in Vigilance Control Device in tap
No. 444 Dt changer electric locomotives for:
08.01.2016 (i) VCD activation through BL key place of 110 V
direct battery supply. This modification will prevent
enerzisation of VCD of MU rear loco
(ii) Removal of VCD acknowledge by horn.
12 Modification sheet Deactivation of Vigilance Control Device (VCD)
No. 450 Dt acknowledge from Asstt. Loco Pilot side on Electric
13 Modification sheet Modification sheet for provision of 2 Nos. of oil free
No. 451 Dt compressors of 1750 LPM each on board mounting
25.04.2016 in WAP-4 class of Electric Locomotives with
modified cab fed by 180 KVA SIV. Un loaders are
located near compressors. RGCP ct-in at 8 kg/cm2
and cut out at 10.5 kg/cm2.
14 Modification sheet Provision of Top operated handle for CBC in place
No. 454 Dt of bottom operated.
29.04.2016
***********************
200

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CONVENTIONAL LOCOS MATERIAL

ELECTRIC TRACTION TRAINING CENTRE

SOUTH CENTRAL RAILWAY

CONVENTIONAL LOCOS MATERIAL

CONVENTIONAL LOCOS MATERIAL

CONVENTIONAL LOCOS MATERIAL

TECHNICAL DATA & FEATURES

CONVENTIONAL LOCOS MATERIAL

CONVENTIONAL LOCOS MATERIAL

BLZLF MARKER (RED) LIGHTS SWITCH LP DESK

CONVENTIONAL LOCOS MATERIAL

CPA AUXILIARY COMPRESSOR MC-1/MC-2

CONVENTIONAL LOCOS MATERIAL

LSDJ SIGNALLING LAMP FOR DJ LP DESK

CONVENTIONAL LOCOS MATERIAL

Q52 NOTCH BY NOTCH RELAY PANEL

CONVENTIONAL LOCOS MATERIAL

RPS1-6 PERMANENT field weakening resistance for INSIDE COWL

CONVENTIONAL LOCOS MATERIAL

DIFFERENT EQUIPMENT OF LOCO

Loco Pilot’s desk:

BL SWITCHES WITH BOX

CONVENTIONAL LOCOS MATERIAL

LSGROUP lamp is provided loco ceiling between

MP (MASTER POWER CONTROLLER):

On Traction Side On Braking Side

1. In ‘O’ position, Traction Power Circuit is set to motoring side.

CONVENTIONAL LOCOS MATERIAL

MPJ (REVERSERS operating

MPS (SHUNTING CONTACTORS OPERATING HANDLE):

This is having 0,1,2,3 (In WAP4 locos

ZPT (PANTO SELECTOR SWITCH

CONVENTIONAL LOCOS MATERIAL

BPP - Push button switch for progression of notches in EEC operation

Tractive Effort limiting switch: The following INSTRUCTIONS were

CAB-I U1 Volt meter Connected to TM1

CAB-II A4 Ammeter Connected to TM4

CONVENTIONAL LOCOS MATERIAL

BP Shows BP pressure according to A9

PR/CR In WAG7/WAP4 locos- It is also duplex gauge. One side PR pressure

A9 : Auto brake with feed valve set at 5

PSA: Pedal switch for operating sander valves.

CONVENTIONAL LOCOS MATERIAL

Buzzers for AFL, Q20 actions

CONVENTIONAL LOCOS MATERIAL

RS: (ALP emergency brake)

FLCU: Flasher light unit towards ALP side.

CONVENTIONAL LOCOS MATERIAL

 Main unit is provided cab-1 back panel.

ESPB (EMERGENCY STOP PUSH BUTTON SWITCH):

CONVENTIONAL LOCOS MATERIAL

RTIS (Real - Time Train Information System)

To feed the particulars

CONVENTIONAL LOCOS MATERIAL

LAYOUT OF WAG7 LOCOS (MODIFIED CABS)

Cab1 back panel:

CONVENTIONAL LOCOS MATERIAL

13. Pn. Panel in WAP4 loco

HT1, BA1 panel: