Locomotive Operation and Troubleshooting

A test to verify locomotive vacuum creation. It ensures the loco generates the standard vacuum.

A test to ensure vacuum leakage in the locomotive is within acceptable limits.

Maximum permissible vacuum loss in three minutes; less than 18cm.

A test for leaks in the air brake system of WAG5 locomotives.

The vacuum should be achieved in 45 seconds. This is the standard.

Valves controlling the flow of air in feed pipe and brake pipe for air pressure testing.

Instruments that measure vacuum pressure in the locomotive during the leak tests.

The pressure in the brake pipe, crucial for train braking.

Target pressure for the brake pipe, ensuring proper functionality.

A valve used to control brake pipe pressure.

Inspecting for leaks in the brake system after pressure test.

Time lost by trains due to reduced speeds on tracks.

Time lost due to halting outside the usual train route on the main line.

Specific calculations for time lost in various speed restriction scenarios for mail, express, and passenger trains.

Time penalties for decelerating trains from excessive speed.

Time required to speed up the train to the timetabled speed.

Applying the brakes slowly as train speed decreases to a desired level.

Keeping the brake handle in a released position to allow for brake release.

Train brakes must be released when passing through areas with caution order.

Using notches to increase traction motor current (and voltage) on gradients with loaded trains.

The force a train's engine uses to pull the train. Higher current = higher force

Wheels lose traction with the tracks due to sudden increases in force for a train.

Systematic checks to identify and fix specific locomotive issues.

A common locomotive problem requiring specific diagnostic checks before the locomotive is directed to be repaired.

Moving a train up or down a slope.

The motor that drives railway vehicles.

A document filled by train driver and guard after completing a trip, containing details about the train's operation and journey.

The CTR form has two parts: Part I filled by the driver and Part II filled by the guard, providing comprehensive information about the train's journey.

The CTR form includes information like train details, load, engine number, running time, fuel consumption, crew duty hours, and any signal or track defects encountered.

After the journey, the guard fills three copies of the form and hands them to the driver, who fills his part in all copies. The form is then submitted.

The CTR form serves as a record of the train's operation, providing valuable data analysis and improvement opportunities.

Verify the tightness of electrical connections for Q118 and Q44, as well as all protection relays.

Check the pressure drop (5 kg/cm2) of the SMGR pressure-reducing valve and verify the Q44 branch contact operation (wires 720-721 & 717-719).

Calibrate QPDJ using a test lamp method and verify the operation of HQPDJ.

Calibrate Q44 and Q118 relays from the Test Room.

Clean the DJ air filter and replace the existing ceramic filter with a micro-filter.

Clean the SMGR pressure-reducing valve and SMGR cock.

Inspect the function of the blower relay and verify its connections.

Tapping relay panel to diagnose any loose contacts if no other issues are found.

Check the millivolt drop for Q44, MTDJ, and Q118 branches by the provided final testing proforma.

Check QPDJ setting, CCDJ fuse, BP1DJ interlock, and interlocks for Q44 and C118 related components (including pressure/crush) and SMGR interlock in the Q44 branch if the DJ isn't properly closing or holding after passing the neutral section.

Checking the locomotive's log book for any reported issues, defects, or special instructions before energizing the loco.

Inspecting and ensuring all safety fittings of the locomotive are in place and functioning correctly, especially underframe fittings when the loco is stabled on a pit.

Building up pressure in the emergency reservoir to 7-8 kg/cm2 before energising the loco. The RAL cock is closed during pressure build-up and opened after it's achieved.

Raising the pantograph after ensuring the loco is under the Overhead Electrical System (OHE), indicated by a ‘chu’ sound when it touches the OHE.

Setting the isolating cocks of loco brakes and train brakes to the correct positions (open in working cab, closed in rear cab) before engaging the dead man’s handle.

Checking the condition and settings of the switchboard and relay boards, focusing on program switches, DJ (dead man's handle), and other safety interlocks.

Verify that the DJ (Dead Man's Handle) interlock is working properly to ensure the locomotive can only be operated when the handle is engaged.

In a multiple loco setup, the MU2B valve in the trailing loco should be kept in the trail position. This allows the trailing loco to follow the lead loco's commands.

When multiple locos are used, the MU2B valve on the leading loco should be in the lead position to control the entire train's operations.

In the trailing loco, both the loco brake handle and train brakes handle should be kept in the isolated position. This means they are not actively controlling the brakes.

In the rear cab of the leading loco, both the loco brake handle and train brake handle should be in the isolated position. The working cab (leading cab) should have these handles open.

The A9 brake valve handle in the leading loco should be in the release position. The handle should be removed from the cab that is not working.

In the leading loco, the A9 valve cut-out cock in the driving cab should be open, while the rear cab's cut-out cock should be closed.

Both the H5 and HB5 relay cut-out cocks in both the leading and trailing locos should be in the open position.

The SA9 brake valve handle should be in the release position and only available in the driving cab of the leading loco.

Similar to the A9 valve, the SA9 valve cut-out cock in the driving cab of the leading loco should be open, while the rear cab's cut-out cock should be closed.

The process of moving locomotives, coaches, or wagons around a station or yard to prepare them for train formation.

A valve that isolates the distributor valve, controlling air flow to the brake system.

A valve found on the leading and trailing locomotives of a train, which helps regulate air flow during shunting.

A cock used to cut off the main train pipe for isolating sections of the brake system.

A valve that controls the isolation of the feed pipe, crucial for single or twin pipe systems on a locomotive.

A valve that isolates the auto drain valve on the main reservoir (MR), essential for controlling water drainage.

A valve that isolates the equalizing pipe on the main reservoir, used for coupling and uncoupling locomotives.

A valve that isolates the equalizing pipe connected to the brake cylinder, used during coupling and uncoupling.

A valve that isolates the brake pipe, used during coupling and uncoupling operations to prevent pressure loss.

When the Dead Man's Handle (DJ) on a single locomotive is open, indicating a potential issue, the crew must follow specific safety procedures before closing the DJ.

The relay board should be inspected to determine if any relay targets have dropped, which indicates a potential problem and requires appropriate action.

The High Tension (HT) compartment should be visually examined for signs of overheating or smoke, indicating potential electrical issues.

When a locomotive is working in Multiple Unit (MU) configuration with a light load, safety precautions for a DJ trip differ from those when the loco is working at full capacity.

When operating with a single locomotive (leading) after a DJ trip in MU configuration, the pantograph of the trailing locomotive should be lowered and the section cleared.

To reclose the DJ on a trailing locomotive after a DJ trip, the relay board and HT compartment should be inspected, and no abnormalities found.

When a DJ trips on a multiple locomotive set, the train should be stopped and the relay boards and HT compartments inspected for both locomotives.

If a locomotive is defective and the load cannot be safely handled by a single loco, an assisting engine should be requested.

If the target of the QLM relay has dropped, do not reset it. There had been cases where crews did not take this precaution, resulting in fire.

Always follow the specific precautions when reclosing the DJ after a trip to prevent potential locomotive fires.

A test to ensure the locomotive generates the required vacuum level quickly. It's done when the locomotive is taken out of the shed, after a trip, or when there's a vacuum issue.

This tests for leaks in the air brake system of WAG5 locomotives. It ensures the brake pipe and feed pipe are clear and pressurized.

Instruments used to measure and monitor vacuum pressure during the tests. They help determine if the vacuum is being created and maintained properly.

Opening the angle cocks allows air to flow through the brake pipe and feed pipe, ensuring they're clear of any obstructions. Closing them traps the air and allows pressure to build up, which is then used to test for leaks.