Traction Rolling Stock Operation PDF

___________________________________________________________________________ 4. OPERATION AND TROUBLE SHOOTING OF LOCOMOTIVES. 4.0 PREAMBLE: Whenever the loco is not required for the use, the loco is switched off and pantograph is lowered and stabled on a suitable line in dead conditi...

___________________________________________________________________________ 4. OPERATION AND TROUBLE SHOOTING OF LOCOMOTIVES. 4.0 PREAMBLE: Whenever the loco is not required for the use, the loco is switched off and pantograph is lowered and stabled on a suitable line in dead condition. While energising such dead or stabled loco, certain precautions are to be followed. In this chapter these precautions are explained. 4.0.1: Following should be followed before energising the locomotive. 1) Loco log book inspection : This should be gone through minutely and information if any regarding defect or any special working instruction for the loco to be found out. If the loco has been made dead for attention of some defects etc. the loco must not be energized before attention of such defects. After getting satisfied with the log book that there in nothing wrong in energising the loco the following procedure may be followed. 2) Checking of the safety fittings of the locomotive : All the safety fittings of the loco should be checked. If the loco is stabled on the pit, the under frame safety fittings must be checked and it should be ensured that all the safety fittings are intact. The details of safety fittings of the locomotives which must be checked is given in chapter 4.8. 3) Building up the emergency reservoir pressure and raising the pantograph : After checking the safety fittings, the battery should be switched ‘ON” with HBA switch and baby compressor (MCPA) should be started. During this process RAL cock which connects the emergency reservoir to the air circuit of the loco should be closed. When the emergency reservoir pressure builds up to 7 to 8 kg.cm2. The RAL cock should be opened. After building up the pressure, it must be ensured that loco is under the OHE. After this panto should be raised with the help of ZPT key. A sound “chu” will be heard when pantograph touches the OHE which gives indication that OHE is alive. BL key and MPJ should be fitted in its position. 4) Putting the isolating cocks of brakes in proper position : The isolated cocks of the loco brake and train brake in the working cab should be in open position and in rear cab it should be in closed position. This should be ensured before closing DJ. 5) Inspection of switch board / relay boards : i) Programme switches : This board is provided behind cab no. 2. All the programme switches should be at ‘1’ position the reason for the Traction Rolling Stock : OPERATION. 93 ___________________________________________________________________________ isolation of respective relay or equipment should be ascertained and action should be taken accordingly. ii) Relay condition : Condition of the relays targets should be seen. No relay target should be in dropped condition. If target of any relay is dropped, the same should be found out for any defects and action to be taken accordingly. iii) H.T. Compartment : A round of the loco corridor should be taken to check the visual condition of the H.T. compartment. There should not be abnormality like leakage of TFP/GR oil etc. 6) Closing of DJ : Now the DJ of the locomotive can be closed after raising the panto with the help of ZPT key by pressing BLDJ and then pressing BLRDJ, the DJ will close and it will give indication in voltmeter by showing a reading approximately 25KV. The BLCP switch should be made ON immediately to start compressor to build up main reservoir pressure of 8 to 9.5 kg/cm2. 7) Testing of loco brake: After building up the MR pressure and releasing the hand brake the loco (if it is in applied condition), the loco brake must be tested and it should be ensured that the same is adequate. The detailed method of testing the brake power is explained in chapter 4.19.1 which may please be referred. If the skids have been put under the wheels of the loco, the same should also be removed. 8) Traction testing of the loco: After moving the MPJ in forward and reverse position, the pilot lamp LSB should extinguish. If it is not extinguishing even with MPJ in forward or reverse position, the necessary trouble shooting like seeing the position of reverser and Q50 relay should be done. After this the MPJ should be kept forward and with the help of MP, two or three notches are taken by keeping loco brakes applied so that loco does not move. As soon as, one notch is taken the LSGR lamp should extinguish. The same testing should be done by keeping the MPJ in reverse position. 9) Checking of emergency brake: After taking two or three notches above, the vacuum or air pressure should be destroyed by applying emergency brake. The brake should get applied on loco and at the same time notch should come to zero automatically. 10) Checking the work of EEC: The ZSMS switch should be kept on D position and MP on ‘N’ position and push button switch for operation of EEC should be pressed. Notch should come one by one with each push of EEC push button. Traction Rolling Stock : OPERATION. 94 ___________________________________________________________________________ 11) Checking of Headlight, marker light, flasher light: Working of headlight, marker light, flasher light should be checked from both the cabs. After carrying out these checks and inspection loco is ready to be worked. 4.1.1. Procedure for stabling a loco in dead condition: Preamble: Locomotive is required to be made dead and stabled due to any of the following reasons. i. Loco trouble/failure. ii. Loco waiting for its next train/load. iii. Crew for the loco is not available. In this chapter, the method/procedure to be followed for making the locomotive dead and stabling is explained. 4.1.2: Procedure to be followed by the person/crew making the loco dead: Following should be followed step by step- 1. Loco is to be stabled in a loop line or siding, it must be ensured that fouling mark is clear where loco is to be stabled. 2. Increase air pressure by MCP upto 7.5 kg/cm2 3. Apply loco brakes and also the hand brakes of loco. 4. Use skids or wooden wedges for securing loco. 5. Put reversor in neutral position and remove MPJ. 6. Lower PT and remove ZPT. 7. Switch off ALL BL switches on drivers desk and remove BL key. 8. Put HBA on ‘0’ position and see that battery voltage is ‘0’. 9. Keep ZPT, MPJ and BL key at secured place in locomotive locker. 10. Lock the door from outside. 11. Hand over keys to Engine turner/ASM on duty informing the location of stabling the loco. Traction Rolling Stock : OPERATION. 95 ___________________________________________________________________________ 4.2.1. Vacuum brake train operation: Preamble Preliminary knowledge of vacuum brake stock is essential to deal with the problems related with train operation of vacuum brake stock. In this chapter brief description of vacuum brake stock is given. Amount of vacuum prescribed: The amount of vacuum on engine and last vehicle or guards brake is give as under for BG AC electric engines. S.No. Type of Train Vac. In engine Vac. In Last vehicle 1 Mail/Express/Pass. trains 50 cm 40 cm 2 Superfast trains 56 cm 53 cm 3 Goods trains - upto 70 vehicle unit 50 cm 40 cm upto 71 to 90 vehicle units 45 cm 36 cm Above level of vacuum in engine and guards brake should be ensured for adequate amount of brake power available on train. 4.2.2. Description of parts of vac. Brake stock: Description of important parts of a vacuum brake stock will help in understanding the working principle of vacuum brake stock. The description of various parts are under: 1. Train pipe: This is fitted on the under frame of all the vacuum brake stock. Both the ends of this pipe is fitted with a swan neck. This facilitate the figment hose pipe on either side of the wagon / coach. The size of the train pipe is 51 cm in diameter. This is connected with vacuum cylinder with the help of siphon pipe by providing a tee connection. 2. Hose pipe: This is 51 cm dia size pipe made of thick rubber protected with canvas. Inside of the pipe is provided with M.S. wire through out the length. The hose pipe is fitted on the train pipe swan neck portion after providing a cage made of M.S. wire to arrest the entry of foreign matters like waste cotton, plastics, rags etc. 3. Dummy plug: Every vacuum brake stock is fitted with a dummy ply on either side near the train pipe. When the hose pipes are not in use or train is to be shunted, the hose pipe is uncoupled and placed on the respective dummy plug. The dummy plug has a horn to engage with of universal coupling on the hose pipe. Traction Rolling Stock : OPERATION. 96 ___________________________________________________________________________ 4. Universal coupling : 5. Release valve : This valve is fitted on the base of vacuum cylinder at their seat. The release valve is fitted with operating lever having a wire connection. By pulling this wire, the release valve operates and open the door between upper and lower chamber space in vacuum cylinder leading to equalizing the atmospheric pressure in both the chamber. This results in falling down of piston on its own weight and brakes are released. Therefore, the functions of this valve is to release the brake after detachment of engine or from source of vacuum. 6. Direct admission valve (DAV) : This is fitted between release valve and train pipe on ICF,BEML and some IRS(BG) coaches and in BOX and BCX mark II wagon. This valve helps to admit air directly from atmosphere into release valve at the time of application of brakes. Therefore, air admitted into the train pipe from engine is utilized to actuate the direct admission valves (DAV) only. The air for application of brake is admitted in the piston through individual DAVs fitted on coaches/wagons. Therefore, it ensures simultaneous and uniform application of brakes in all vehicles on the train. 7. Auxiliary vacuum chamber/reservoir : This is fitted as an accessories of ‘F’ type vacuum cylinders on coaching stock and chamber space above the piston when piston goes up and ensures efficient brake power of vacuum cylinders. 8. Vacuum cylinders : It holds the piston in position and provides a passage for the piston to move upward/downward for application or releasing of brakes and at the same time maintains vacuum whenever desired. There are E type vacuum cylinders. E type vacuum cylinder does not have auxiliary reservoir where as F type vacuum cylinder is fitted with the auxiliary reservoir. 9. Vacuum piston : The piston functions as under :- a. Air above and air below the piston remain at bottom. b. Vacuum above and vacuum below the piston – piston remain at bottom. In both the above condition brake remains released. c. Vacuum above and air below the piston – piston moves to top. In this condition brake gets applied. 10. Stuffing box: It is a cast iron box fitted in the center of the base of vacuum cylinder over the piston rods. It provides air tight joint piston rod with bush of the vacuum cylinder. 11. Clappet valve: This is fitted on top of the coaches and connected with the main train pipe by means of extension pipe on swan neck. Pulling of ACP (alarm chain pull) results in lifting the clappet valve from its seat admitting air through the valve into extension pipe and destroying the vacuum. Traction Rolling Stock : OPERATION. 97 ___________________________________________________________________________ 12. Hand brake: Hand brake have been provided on all rolling stock to apply this brake to stop or stable the rolling stock, whenever the need arises. These are of two type (i) straight hand brake lever type (ii) Screw rod and wheel type. 4.2.3 Working principle of vacuum brake stock: Vacuum derives its braking power from atmospheric pressure which acts against the bottom of piston when form inside of the piston air is withdrawn. Whenever the vacuum is destroyed the air is admitted in vacuum cylinder in movement of piston due to pressure of air and application of brake. Similarly when the vacuum is created, the piston moves down due to gravity and brakes get released. 4.3. USE OF DYNAMIC BRAKE OF LOCO: 4.3.1. Preamble: Dynamic/Rheostatic braking is applied by crew to control the train without any application of brake by train or loco brakes. Important guide lines for using the dynamic brake of loco is given in this chapter. For applying dynamic brake the master controller (MP) is brought to ‘0’ from the traction mode. Then MP is turned towards braking. Before taking the notch for applying dynamic braking following is required to be done for smooth braking in the train. 1. Before using dynamic brakes load should be bunched on buffers by applying A9 slightly and then releasing. 2. The current limit should not go beyond 750 Amps per traction motor. 3. While applying dynamic brake, loco brake should be released. 4. Loco brake should not be applied while applying dynamic brakes. It may cause wheel skidding. 5. Watch on the high tension compartment should be kept frequently to see any sign of overheating. As a practice the dynamic brakes are applied at a higher speed to reduce the speed of train and avoid the wear of brakes and wheels of rolling stock. 4.3.2. Method of testing loco brake power: Preamble: Whenever the charge of a locomotive is taken by driver, the loco brakes are tested to ensure its effectiveness. The method for testing the loco brake power has been explained in this chapter. Traction Rolling Stock : OPERATION. 98 ___________________________________________________________________________ 1. Ensuring proper position of the cocks: The isolating cocks of the locomotive should be put in proper position. Moreover the checking of the locomotive should be done as explained in chapter 4.4.6. 2. Traction test: After closing the DJ, all auxiliaries should be started with the help of BL switches. Loco brake should be applied by moving the loc brake handle in application position. It should be ensured that brake cylinder pressure is about 3 to 3.5 kg/cm2 and brake blocks are applied on the loco wheels. After this following should be done to ensure the adequacy of brake power. (i) Notches should be taken in such a way that traction motor current becomes about 650 amps. This much current is generally obtained by taking three to four notches. The loco should not move with the current of about 650 amps. This will indicate that brake power is sufficient. (ii) At the same time, the brake blocks should not exert too much pressure on the wheels so that it may result in skidding of the wheels. Therefore, to assess the maximum braking effort, the current is increased to a value of 850 to 900 amps. At this amount of current, the loco should move slowly in brake applied condition. This test gives the indication that the braking effort is adequate i.e. neither low nor too high. If the brake power is found to be inadequate, this should be informed to TLC/PCOR for further action in this regard. 4.4. PRECAUTIONS TO BE TAKEN TO AVOID WHEEL SKIDDING: Preamble: Wheel skidding is caused when the part of the circular surface of the wheel freed becomes flat. This reduces the life of wheels and causes the loco to be out of use for considerable amount of time. In this chapter, the precautions which should be taken to avoid the wheel skidding has been given. 4.4.1: Precautions: Following precautions should be taken. 1. The brake cylinder pressure should not be high. standard setting of brake cylinder pressure is 3.5 kg/cm2. However, some of the sheds, have reduced it to 3.0 kg/cm2 to have less pressure of brake blocks on wheels to reduce the chances of wheel skidding. 2. The hardness of the brake block should be tested regularly if the same is found to be more than 180-200 BHN, such brake blocks should not be used. Traction Rolling Stock : OPERATION. 99 ___________________________________________________________________________ 3. In WAG5 locomotive the handle of the C3W distributor valve should be kept in freight position while working the goods train. 4. A choke has been provided on the additional C2 relay valve to have delayed application of brake on loco and quick release of loco brake. 5. The loco should be tested for its brake power, if the loco does not move at a current of 850 to 900 amp, it only indicate that braking after is more and the same is required to be adjusted. 6. Driving technique: While working the train, as per the brake power of the train, the efforts should be made to apply train brake and control the train. Many experienced drivers apply the train brake only at the same time press the PVEF to ensure that loco brake does not come in service. In this way, the train is controlled on train brake power upto a speed of 30 kmph. After the brakes and loco and train is put as per conjunction working by keeping PVEF in normal position. This process of working the train, ensures very less application of loco brake and avoids the wheel skidding. However, such a practice can be only adopted by experienced drivers. Moreover, this cannot be done for all cases as a rule. The train has to be controlled as per the available brake power with help of train brake and loco brake. But this idea can be kept in mind and should be applied to the extent possible. 4.4.2. Working the train with loco having isolation of one RSI block or traction motor: Preamble: Several times due to trouble in RSI block or traction motors, the defective RSI block/traction motor(TMs) are isolated. The correct method of working the train with such condition of isolation of equipment in loco is explained in this chapter. RSI Block isolated: The RSI block may have to be isolated due to earth fault or puncturing of diodes of RSI block. The working procedures in such cases for WAM4 and WAG5 loco shall be as under:- WAM4:- In case of isolation of one RSI block and working of all the six traction motors, the current by one RSI block will be supplied through SL to traction motors. Therefore, the total current which should flow should not be more than 2000 Amps i.e. continuous current capacity of the smoothing reaction (SL). Therefore the current per traction motor should not exceed – 2000 = 330 amps 6 The train should be worked in such condition if load is light so that section can be cleared. While working the train in such condition frequent watch should be kept by assistant driver in observing the condition of HT compartment about any sign of overheating etc. Traction Rolling Stock : OPERATION. 100 ___________________________________________________________________________ WAG5: In WAG5 loco when the RSI block is isolated, the group of 3 traction motors also gets isolated and therefore, one RSI block feeds the power for one RSI block only and therefore, current can be given to TMs as per their current rating. Traction Motor isolation: While working the train, traction motors are isolated if QOP relay drops due to earth fault in any group of the traction motor. The traction motors can be isolated with the help of HMCS switch. Various position of HMCS switches and isolation of traction motor is given in the table given below. 4.4.3 Precaution to be taken while changing the cab: Preamble: Proper procedure, while changing the cab of the locomotive should be followed to avoid any unusual / accident. In this chapter, main precautions in this regard have been explained. It has been seen that some mistakes are done in changing the cab of a locomotive which results in problem like brake failure, pressure not building up etc. therefore, important items which are to be given attention during changing the cab of a locomotive with single loco or multiple loco is given as under: 4.4.3. Cab changing in single loco: Following should be done step by step. 1. Application of loco brake with SA9 or loco brake. 2. Switching off the DJ and lowering the pantograph. 3. Removing the ZPT key, BL key and MPJ from the cab. 4. Closing the isolating cock of loco and train brake in the cab and putting the handle of loco brake and train brake in released position. 5. Going to the next cab and putting the BL key, ZPT key and MPJ key in position. ZPT key should be put at appropriate position to raise the pantograph. 6. DJ should be closed and MPJ handle should be moved to forward position. 7. The isolating cock of SA9 and A9 i.e. loco brake and train brake should be opened and the brake should be released by moving the handle of the loco brake in released position. Traction Rolling Stock : OPERATION. 101 ___________________________________________________________________________ 4.4.5: Cab changing in multiple loco: Following additional points are to be checked/done in case of multiple loco when the cab is changed from one loco to other loco. (The items 1 to 7 as explained above are followed in case of cab changing in multiple loco also). 1. The position of the MU2B valve in the loco which will work as trailing should be kept in trail position. Similarly, lead and trail cock should be open in leading loco and closed in trailing loco. 2. The position of the MU2B valve in leading loco should be kept in lead position. 3. In trailing loco, loco brakes handle and train brakes handle bolt should be kept in isolated condition. The loco brake and train brake of rear cab of leading loco should also be in isolated condition. The loco brakes and train brakes isolating cock should be open in working cab (leading cab) of the locomotive. 4.4.6: The position of various cocks in leading and trailing loco is given as under: Position in Position in S.No. Name of valve leading loco trailing loco 1 MU2B Lead position Trail or dead position 2 A9 brake valve handle (the Release Release handle should be removed from the cab in which not working) 3 SA9 brake valve handle Release Release (handle should be available in driving cab only) 4 A9 brake valve cut out cock The cut out cock Cut out cocks in of driving cab will both cabs will be be open and rear closed cab will be closed 5 SA9 brake valve cut out cock The cut out cock Cut out cocks in of driving cab will both cabs will be be open and rear closed cab will be closed 6 A9 differential valve cut out Open Open cock 7 H5 relay cut out cock Open Open 8 HB5 relay cut out cock (i). On air brake train Close Close (ii). Vacuum brake train open Open Traction Rolling Stock : OPERATION. 102 ___________________________________________________________________________ 9 Distributor valve isolating Open Open cock (Note: This valve remains open in 6.0’ clock position & close in 9.0’ clock position) 10 Lead and trail cock Open Open (Note: This cock has been provided in cab no. 1 in WAG5 loco and in cab no. 2 in WAP1 loco) 11 2” size cut out cock (MTP Open Open cock) (This main train pipe cut out cock is provided near PVI in corridor no. 1) 12 Feed pipe isolating cock) (This valve is closed as only single pipe system is working. In case twin pipe system working this cock will be open). 13 Auto drain valve isolating Open Open cock on MR1 & MR2. 14 MR equalizing pipe angle cut It will be open It will be open out cock (White colour) after coupling the after coupling the loco. loco. Position in Position in S.No. Name of valve leading loco trailing loco 15 Brake cylinder equalizing pipe angle cut out cock (Green -do- -do- colour) 16 Brake pipe angle cut out cock -do- -do- (Green colour) 4.5: IMPORTANT RULES FOR SHUNTING OPERATION: 4.5.1: Preamble: Shunting operation at station or yard are to be performed. Coaching as well as good stock are shunted with the help of engine as per the requirement of train operation. In this chapter, important rules for carrying out shunting work has been explained from the point of view of loco operation. 1) Important rules for shunting: 1) While attaching the engine with the position of the coach or wagons for which shunting is to be performed, the following precautions should be taken. This is also applicable for engine being taken on load. i) While approaching the wagon or coach for shunting purpose, driver must work the engine with leading cab only. This will provide better visibility of the location of coach/wagon to which the engine is to be attached for controlling the engine properly. Traction Rolling Stock : OPERATION. 103 ___________________________________________________________________________ ii) The engine should be stopped about 20M in advance of the coach/wagon to which engine is to be attached. After this engine should be moved dead slow towards the coach/wagon as per the signal of the pointsman or guard so that engine is attached with the coach/wagon smoothly without any jerk. 2) At stations where there is a gradient steeper than 1 in 400 falling away from the station within the station sections towards the approaching train, shunting should be performed with the engine lending towards the falling gradient at a class B station. 3) Loose shunting: Loose shunting means vehicles being pushed by an engine and being allowed to run forward unattached. It include hump shunting. Cranes vehicle carrying passengers, workers, explosives, dangerous goods or live stock or any vehicle should not be loose shunted and no loose shunting should be made against them. 4) Speed during shunting operation: The speed during shunting operation should not exceed 15 kmph unless otherwise specified. 4.5.2: Supervision of shunting operation: At stations other than road side where separate shunting staff is provided, the shunting operation must be supervised by the competent person as specified in station working rules. At road side stations, the guard-in-charge of the train must personally supervise all shunting connected with his train under instructions of Station Master. 4.6 PRECAUTION TO BE TAKEN WHILE RECLOSING THE DJ : Preamble : There are certain checks which have to be carried out at the time of re-closing the DJ after it trips. If these elementary checks/precaution is not made, there may be serious trouble with loco. In this chapter, these checks/precautions have been explained. Precautions /action which are taken while reclosing the DJ in case of single loco and multiple loco are slightly different. 4.6.1 : Precautions / action in case of single loco : When the DJ of the locomotive is open and gives the indication with the glowing of LSDJ bulb, the following must be done before again closing the DJ. (i) Relay Board must be examined and it must be checked whether the target of any relay has dropped. If it is so, the action should be taken accordingly. (ii) HT compartment from the corridor should be visually examined to ensure that there is no sign of overheating or smoke emission. Traction Rolling Stock : OPERATION. 104 ___________________________________________________________________________ After checking the loco as per Sl. No. 1 & 2 and the condition of loco is found satisfactory, the DJ can be again closed. 4.6.2: Precautions / action in case of multiple loco : In case of MU loco, the train load on which the MU loco is working may less. Therefore, line of action will be slightly different in case the loco is working with light load as compared with the capacity of full load. 1. Condition no. 1 when road and load permits the load to be hauled by single loco. Relay target of leading loco to be checked as explained above, if no relay target is dropped action to be taken- i) Pantograph of the trailing loco can be lowered with BLSN and section should be cleared while working with one loco (leading loco). ii) On the next stoppage station, the relay board & HT compartment of other trailing should be checked for any abnormality. If nothing is found wrong, the DJ of trailing loco can be also closed after raising the pantograph of trailing loco with BLSN switch. 2. Condition no. 2 when road and load do not permit to haul the load with single loco: i) After DJ tripping, train should be stopped. ii) Relay board and HT compartment as explained above should be examined for leading and trailing loco. iii) If both the loco is normal, the DJ can be closed and train can be worked. If either of the locomotive is defective and load cannot be worked with single loco, assisting engine should be demanded. (Note – If the target of QLM relay has dropped it should not be reset). There had been number of cases where crew of the train did not take above precaution while reclosing DJ which resulted in fire in locomotive. Therefore, the above precautions are essential. 4.7 DEFECTIVE AUXILIARY EQUIPMENT AND ITS RELAYS AND ITS EFFECT ON TRAIN OPERATION : Preamble : There are following air flow relays which gives tripping QVMT1 & 2, QVSL QVSI 1 & 2, QVRH, QPH. Whenever these relays malfunction, it gives tripping. It is essential to identify the tripping by particular relay so that it can be isolated quickly. In this chapter the problems of DJ tripping with the malfunctioning of air flow relay and its remedy have been explained. Traction Rolling Stock : OPERATION. 105 ___________________________________________________________________________ 4.7.1: Problems of defective air flow relay in single loco: For the loco control circuit, it can be seen that the DJ trips in loco through Q118 relay. From the DJ tripping due to air flow relay, it can be observed that the DJ trips with some time lag. If DJ trips through Q118 without drop of the target of any relay, it may be due to the following relays. Time delay in tripping of S.No. Name of defective relay DJ after closing the DJ 1 QVSL and QPH DJ closes but trips after 5.6 sec. 2 QVMT1 DJ closes but trips after 10.6 sec. 3 QVMT2 DJ closes but trips after 15.6 sec. 4 QVRH DJ closes but trips after 15.6 sec. 5 QVSI1 & QVSI2 DJ closes but as soon as one notch is taken it trips. After observing the nature of the tripping, the concerned relay can be isolated by keeping concerned program switch for relay on III position. From the above table we can see that DJ tripping with a time delay of 5.6 sec. will take place due to the defect of following relay. 1. QVSL 2. QPH 3. QVMT1 Therefore, in such case, the program switch for all these three relays should be put on III position and DJ should be closed. Thereafter, the program switch of the relays should be brought to ‘I’ position one by one. The programmed switch which will give the tripping when it is kept at position ‘I’ will indicate that its relay is defective. Therefore, this program switch should be kept at III position and other program switch can be put at ‘I’ position and loco can be worked further. 4.7.2: Problems of defective air flow relays in multiple locos: In case of multiple loco, working, the problems of DJ tripping in the leading loco should be dealt with as given for single loco. However, the problem of trailing loco giving DJ tripping will be reflected in leading loco as per the following: Traction Rolling Stock : OPERATION. 106 ___________________________________________________________________________ S. Defect in trailing Indication in leading Indication in trailing loco No. loco loco 1 QVSL or QPH or DJ remains closed DJ closes but trips after 5.6 sec. QVMT1 2 QVMT1 -do- DJ closes but trips after 10.6 sec. 3 QVRH -do- DJ closes but trips after 15.6 sec. Note : Whenever the DJ in trailing loco trips and leading loco DJ remains closed. The following indication will be availed on pilot lamp indication board of the loco. a) LSOL will glow. b) LSDF, LSCHBA, LSGR and LSB will glow. c) VA reading will indicate the voltage. After identifying the defective air flow relay, it can be isolated and train can be worked. 4.7.3: Precautions to be taken while taking manual notches: Preamble: Whenever MP and EEC of a loco fails while working a train, manual notches are taken to clear from section. In this chapter, certain precautions which are to be taken are explained. When the MP and EEC fails it is not possible to take traction notches. While taking manual control of tap changer following precautions to be taken. 1. GR manual operating handle should be removed by rotating the GR handle by 90°. By doing so, the air supply to GR operating mechanism is cut of. This is necessary so that manual operation of GR can be taken easily. If air supply remains in GR, it will be difficult to take manual notches. 2. Q44 relay should not be in wedged condition. Not to be wedged during manual operation of GR. 3. GR manual operation handle should be operated quickly so that one rotation is completed within 0.6 sec. If time taken in rotating the GR manual operation handle for one rotation is more than 0.6 sec. it will read to DJ tripping. 4. Watch on the equipment of HT compartment particularly on RGR should be made. 5. Notches should be increased or decreased as per the advice of the drivers. In such case a train should be run with restricted speed so that train can be stopped at any point as per the requirement. Traction Rolling Stock : OPERATION. 107 ___________________________________________________________________________ 6. The manual control of GR is recommended only to clear the section. Once the section is cleared, the information of MP and EEC failure should be given to TLC/PCOR for necessary action. 4.8: SAFETY FITTINGS OF THE ELECTRIC LOCOMOTIVES: 4.8.1: Preamble Safety fittings of the locomotive must be checked by shed staff as well as crew at regular interval. The safety fittings which are to be checked by crew at the time of taking over the charge of locomotives is given in this chapter. (1). Safety items of the under frame of locomotives: (i). Rail guard and cattle guard should be proper with no sign of damage or deformation. (ii). Equalizing beams, equalizers safety bracket and tie bolt should be without any crack. The bolts of the safety bracket should not be loose or deficient. (iii). Helical springs of the locomotive should be without crack. (iv). Safety ‘J’ clamp and safety slings of brake rigging in proper condition. (v). Availability of axle box liners in position. (vi). Brake block condition – it should not be tilted/broken. (vii). Traction motor suspension lock pin should be intact. (viii). Traction motor gear case fixing bolt should not be loose or deficient. (2) Safety items of loco body: 1. Effectiveness on hand brake. 2. Condition of screw coupling. 3. Lock pin of CBC and clavis condition. 4. Proper securing and fitting of Buffer. 5. Availability of foot steps. 6. Effectiveness of horns. 7. Speedometer recording-cum-indicator unit: Indicator unit in Cab-1 and Cab-2 are in working condition. 8. Availability of fire extinguisher. 9. Portable telephone in working condition. 10. Battery box bracket. 11. Flasher are working in both cabs. 12. Marker lights at both cabs are working. 13. Both headlight with proper focus. 14. Availability of earthing poles and cables. 15. Panto pan and leveling rod condition. Traction Rolling Stock : OPERATION. 108 ___________________________________________________________________________ (3) Availability of lubricants: 1. Center pivot 2. Side bearers 3. Gear cases 4. Suspension bearings Above checks are essential to ensure safe train operation. Therefore, any shortfall or defects noticed in above items should be told to TLC/PCOR for necessary action for getting these defects attended. 4.9 AIR PRESSURE AND VACUUM TEST OF LOCOMOTIVE : Preamble: In order to ensure that the locomotive is creating the vacuum or air pressure as per the standard, the leak test is carried out. In this chapter the procedure and method for carrying out leak test has been explained. 4.9.1 Vacuum creation test : This test is carried out whenever the loco is turned out from homing shed, trip shed or in case of doubt in yard when trouble of vacuum not creating properly is noticed in the train. 1. Hose pipe of both the ends of locomotive is kept on the dummy and one of the exhauster is run. 2. Loco brake of the engine remains in applied condition. 3. One of the hose pipe is removed from the dummy and the standard test plate having a hole of 8 mm in center is put on the opening of the hose pipe. 4. Vacuum creation is checked by master gauge as well as loco gauge. The vacuum creation should be obtained as under: “Vacuum of 53 cm should be created in 45 seconds”. 5. The same type of test should also be carried out with second PV also. 4.9.2 Vacuum leakage test of loco: This test is carried out to ensure that vacuum leakage in the locomotive is within the permissible limit. This test is carried out as under: 1) Vacuum is created by running any one exhauster. 2) After creation of full vacuum, the exhauster is switched off. 3) The fall in vacuum is noted for three minutes. The fall in vacuum level should not be more than 18 cm in 3 minutes. If the fall is more than 18 cm. In 3 minutes, it indicates excess leakage and the source of leakage to be found out. Traction Rolling Stock : OPERATION. 109 ___________________________________________________________________________ Vacuum leakage test is carried by the homing shed only at the time of giving the loco ready. 4.9.3. Air pressure creation/leak test: This procured of carrying out leak test on WAG5 air brake loco is given as under: 1) First of all, the angle cocks of the feed pipe and brake pipe should be opened and compressor should be run to ensure the clearance of passage in brake pipe and feed pipe. 2) All the angle cocks of feed pipe and brake pipe should be closed and MR pressure of 8.0 to 9.5 kg. cm2 should be built up. 3) One of the brake hose pipe should be connected with the master gauge. 4) Brake pipe should be charged to 5 kg/cm2 by keeping the handle of A9 valve in release position. Gauge in the loco and master gauge should show the same reading. 5) B.P. pressure should be dropped by 1 kg/cm2 through A9 and lead & cock should be isolated by closing the isolating cock. 6) B.P. gauge needle will take about 30 seconds to stabilize. Thereafter for one minute, no pressure drop should be noticed. If the above test indicates pressure drop in BP within a minute as given in item No. (6), the source of leakage in loco should be identified and attended. 4.10 CALCULATION OF TIME LOSS WHILE OBSERVING CUATION ORDER : Preamble : Whenever the train observes the speed restriction for a particular distance in section, it loses time as compared with the inter sectional running time provided in the working time table. In this calculation of time loss while negotiating the caution driving has been explained. 4.10.1 Time loss due to observance of the speed restriction is calculated for mail/express/passenger trains only. The time loss have been calculated for various condition and given as under : Traction Rolling Stock : OPERATION. 110 ___________________________________________________________________________ Time loss Sr. No. Description allowed 1 Time loss in deacceleration for out of course of 1 minute main line 2 Time loss in acceleration to booked speed after 2 minutes out of course stoppage on main line. 3 For stop dead & proceed with 8 kmph over on 6 minutes T.P. (i) additional 30 sec. for each T.P. 4 For 8 to 10 KMPH speed over one T.P. 5 minutes (i) additional 25 sec. per T.P. 5 For 15 KMPH speed restriction over one T.P. 4 minutes (i) additional 15 seconds per T.P. 6 For 30 KMPH speed restriction over one T.P. 3 minutes (i) additional 8 seconds per T.P. 7 For 50 kmph speed restriction over one T.P. 1 minute (i) additional 5 seconds per T.P. 8 Deacceleration for out of course hault in loop 3.5 minutes line 9 Time loss in acceleration from loop line 3.5 minutes 10 Passing through loop line with 15 kmph speed 7 minutes 11 Passing through loop line with 8 kmph speed 12 minutes If the speed restriction is imposed for 30 KMPH for the distance equal to 5 span of OHE mast. The time loss can be calculated from the above table as under: a) Time loss for 30 KMPH speed restriction over first one OHE span length = 3 minutes. b) Time loss for remaining 4 spans of OHE at = 15 SEC.X4 span length at the rate of 15 sec. per = 60 SEC = 1 MIN. OHE span length. Therefore, total time loss will be 3 + 1 = 4 minutes. (Note: Over on T.P mean length of one OHE span) Traction Rolling Stock : OPERATION. 111 ___________________________________________________________________________ 4.11 ITEMS TO BE CHECKED WHILE TAKING OVER MU LOCO / SINGLE LOCO IN TRIP SHED Preamble: There are certain essential items which are required to be checked while taking over the charge of locomotives whether in multiple or in single. This is essential to avoid any trouble later on while working the train. In this chapter, these essential checks have been explained: 4.11.1 Checks to be carried out with multiple loco 1. The position of the various cocks to be checked in leading as well trailing loco. While taking over the same has to be ensured. If the position of cocks are not as it should be, the same should be corrected. 2. Application & release of brakes with A9 and SA9 to be checked. The brake should function properly without any leakages from C2 relay valves. 3. The proper fixing of multiple jumper electrical connection should be checked so that it doesn’t get uncoupled during run. 4. The creation of air pressure in main reservoir and brake pipe pressure should be checked and the same should show about 8.0 kg. / cm2 to 9.5 kg/cm2. Similarly brake pipe pressure should be achieved 5 kg/cm2 without any difficulty. The vacuum should also be created with both the PVs. 5. The BLSN switch operation should be done and it should be ensured that the pantograph of rear locomotive is getting lowered and raised with the help of operation of BLSN switch. 6. The DJ of trailing loco should be tripped and all the pilot lamp indication should be available as under: LSOL, LSDJ, LSCHBA, LSGR AND LSB SHOULD GLOW 7. Similarly the DJ of the leading loco should be opened and ensured that DJ of both the locomotives are tripping without any difficulty. 8. Traction test: This should be done by taking two or three notches in leading loco while keeping the loc brakes in applied condition. The position of notch in trailing loco should be seen. The notch position in leading & trailing loco should be the same. Similarly after notching down to O notch, the position of notch in trailing loco should be verified. 9. Brake power test: The brake power of multiple loco should be tested in the same way, as it has to be one for single loco which has already been explained in chapter 4.19.1. Traction Rolling Stock : OPERATION. 112 ___________________________________________________________________________ 10. All the safety fittings of the locomotives to be checked has already been explained in chapter 4.20.1 After carrying out the above checks the loco is fit to be moved for working the train. 4.11.2 Items to be checked for single loco The items to be checked while taking over single loco is identical to the items to be checked with multiple loco. The only difference is that, the checking of the BLSN operation and verifying the notch position in trailing loco are not applicable. 4.12 DEFECTS IN TRAILING LOCO AND ITS EFFECT ON LEADING LOCO IN MU OPERATION OF LOCOMOTIVE. 4.12.1. Preamble In multiple loco operation, crew remains in the leading loco. Any trouble in trailing loco is to be identified with the pilot lamp indication in the leading loco. In this chapter, the indication in leading loco if any trouble occurs in trailing loco has been explained. This will help in identifying the loco problem in trailing loco quickly. Any trouble which causes the DJ tripping in rear loco will cause the LSOL pilot lamp to glow in leading loco. The indication in leading loco due to DJ tripping and faults in trailing loco is given in tabular form as under: DEFECTS IN TRAILING LOCO IN MU OPERATION Sr. TYPE OF DEFECT INDICATIONS ON No. (In Trailing) LEADING LOCO TRAILING LOCO 1 DJ tripped 1. DJ remains maintained. 1. DJ Tripped LSOL will glow 2. LSCRT will glow 2. LSOL will glow 3. LSDJ, LSCHBA, LSGR, 3. LSDJ, LSCHBA, LSGR, LSB will glow LSB will glow 4. UA Reading will be ‘O’ 4. UA Reading will be OK 2 CCPT Fuse blown off 1. No effect 1. No effect 2. No effect even after 2. No effect even after Neutral Neutral section section 3 CCPT Fuse blown off 1. DJ will be maintained. 1. DJ will be tripped but panto 2. LSDJ, LSCHBA, LSGR, will not be lowered. LSB will glow 2. LSDJ, LSCHBA, LSGR, 3. MP will respond LSB will glow 4 CCLS Fuse blown off No effect No effect 5 CCBA Fuse blown off 1. No effect. 1. No effect Note:- When trailing loco 2. When DJ will trip, it will not DJ will not reset - LSDJ, reset again & LSDJ, LSCHBA, LSCHBA, LSGR, LSB will LSGR, LSB will glow glow Traction Rolling Stock : OPERATION. 113 ___________________________________________________________________________ 6 CCA Fuse blown off 1. No effect 1. No effect 2. Auxiliary remains 2. Auxiliary remains working. working. If the above points are understood clearly, it will help in quick trouble shooting. 7 Pressure Relay Defective QVSL-1, DJ closes but trips QVSL – 2 & QPH DJ remains maintained immediately (5.6 sec) QVSI-1& QVSI-2 DJ remains maintained DJ trips on first notch QVMT-1,QVMT-2 & DJ remains maintained DJ trips after 5.6 to 15.6 sec. QVRH 8 Reverser/CTF/Q50 1. LSB will glow 1. LSB will glow defect 2. LSOL will glow 2. LSGRT will glow 9 RSI Tale Tell fuse 1. LSRSI will glow 1. LSRST will glow blown off 2. LSOL will glow 2. LSGRT will glow 10 QD Energised 1. LSP will glow 1. LSP will glow 2. Auto Regression 2. Auto Regression 3. Q48 will not be picked 3. Q48 will pick up 11 No progression 1. LSGR will not extinguish 1. LSGR will not extinguish (Notches Not 2. Notch Repeater 2. Notch Repeater will not coming) in trailing deviates deviate loco only 3. Ammeter will deviate. 3. Ammeter will not deviate. 4.13 PRECAUTIONS FOR AVOID STALLING 4.13.1. Preamble: If some precautions are observed, the stalling of the train on the gradient can be avoided. Some important points are explained in this chapter. Following points should be followed for avoiding stalling. 1. Conditions of Load: While taking over the charge, Brake Power Certificate should be examined and it should be ensured that BPC is valid. Moreover continuity of the air pressure / vacuum from the engine to load should be ascertained. While starting the train two or three notches should be taken, the train should start rolling with a traction motor current of about 400 amps. If the train is not moving it gives a clear indication of load being jammed. In such a case crew of the train should examine the load and find out the jammed vehicle and release the brake with distributor valve or release valve by manual operation. After fully satisfying about the released condition of load, the train should be started and it will move by taking 400 Amps or less amount of current. If this check is not carried out, the train may be started in jammed condition of the load. This will result in stalling of the train on the gradient ahead because the actual load of the train increases due to increase in train resistance resulting from brake block jamming. Therefore, it is very important to check the condition of load and ensure full release of brake blocks and continuity in the train. Traction Rolling Stock : OPERATION. 114 ___________________________________________________________________________ 2. Watch on traction motor current: It is always a good practice while driving to take notches gradually while keeping constant watch on voltmeter & ammeter reading of the traction motor. In no case, the current limit for short time during starting and continuous current rating should be exceeded. Progression should be done notch by notch gradually so that tractive effort develop in the train smoothly without causing any wheel slipping. Very quick notch for accelerating the train may result in wheel slipping causing regression of the notches automatically by wheel slip relay. This will result in loss of tractive effort and this may become the cause of stalling on a gradient. 3. Picking up speed before gradient: A good road knowledge helps in taking proper action in driving. Therefore, while working a fully loaded train, it is necessary to maintain a good momentum in the train before approaching the up gradient. Therefore, speed should be picked to the extent possible subject to the speed restriction in force. This is possible with a good road knowledge of the gradient. This will help in anticipating the problems to be encountered ahead and help in initiating proper action in advance to tackle with those problems. Therefore, speed should be picked before the approach of up gradient so as to overcome the more requirement of tractive effort. This will avoid the stalling on up gradient. That is why in working time table stopping of goods train on certain stations / signals situated on gradient is prohibited to avoid stalling due to loss of momentum of the train. 4. Use of sanders and ZQWC: With a fully loaded train, it is very essential that sanders are working. The sanders must be used judiciously to the extent required. Excess use of sanders may lead to drop in main reservoir pressure causing DJ tripping of loco. In addition to this, the sand may exhaust early which may result in a situation where the sand box is empty while negotiating the up gradient section. Therefore, while approaching gradient sanders should be operated from time to time to avoid any wheel slip of the locomotive. More over ZQWC if function should be switch on. This will help in adjusting the traction motor current and avoiding the wheel slip of the locomotive. 5. Negotiating caution order: If a caution order is existing for a speed of 30 KMPH or less on the up gradient or on the spot approaching up gradient, the chances for stalling increases. Therefore, such caution order should be negotiated with great care. In such cases, it is very good driving practice to control the train well in advance of the spot of caution order by destroying the vacuum or air pressure in small amount say 10 cm for vac. or 0.2 to 0.5 kg/cm2 for air brake trains as per the brake power of the train. This cause gradual application of train brake when the speed reduces to the desired level, the train brake handle should be kept in released position. This will ensure the release of brake. This activity should be done in such a way that the train passes through the spot of caution order in brake of the train in released condition. At this time the vacuum / air pressure level will be proper. In this way, the advantage of taking notches will be available as and when required. This will help in picking up the speed just after the end of caution order without any delay for release of brake. 6. Shunting notches: Whenever gradient is negotiated by a fully loaded train, the maximum possible current is fed to traction motor to achieve higher amount of tractive effort. It is a good practice to increase the current by taking notches or in Traction Rolling Stock : OPERATION. 115 ___________________________________________________________________________ other words by increasing the voltage. This will cause the increase in traction motor current in elation to speed of the train. If the shunt notches are taken suddenly, it causes sudden increase of the tractive effort. This increase may cause wheel slipping and regression of notches. Therefore, as far as possible the use of shunt notches while approaching or negotiating the gradient should be avoided. Therefore, if above precautions are taken, stalling of the train can be avoided. 4.14 ADVANCE TROUBLE SHOOTING AND CHECK LIST FOR INSPECTORS / SUPERVISORS FOR SOME COMMON TYPE OF LOCO TROUBLES 4.14.1 Preamble When locomotive gives some problem and crew of the train is not able to attend the problem, the loco inspector or trip shed supervisor is deputed to go to loco and help in quick trouble shooting. In this chapter, some common type of loco trouble have been taken with guide lines to carry out certain checks before failing the locomotive and directing the loco to homing shed for proper attention. In this chapter, these checks have been elaborated. Six most common type of loco trouble along with the check list is given as under: 4.14.2 MP and EEC not responding: Following checks should be done before failing the loco. 1) Check Q51, it should not be in energized condition. 2) Check the ZSMGR handle in 6 O’ Clock position and RS cock limit switch. 3) Check QRS, Q20, if stuck up in energized condition make it normal. 4) Check QRS, it should be in energized condition (In WAG-5 loco). 5) Check Q50, it should be in energized condition. 6) Check the SMGR pressure, it should be 3.6 Kg/cm2 to 3.8 kg/cm2. Check pressure drops and its rebuilding during SMGR operation. 7) Check the ZSMS switch for proper operation. 8) Check MP interlocks and BD, MP cocks for proper connections & fitting. 9) Check the each interlock tension of QRS, Q50, Q51 & Q52. 10) Check the fitment of Q52, Q50, Q46, QRS & their base connections for tightness. 11) Check the Aux. Cam contacts of SMGR in UP & DOWN valve circuit for its proper operation. The switch should be free from cam when contacts are closed. Traction Rolling Stock : OPERATION. 116 ___________________________________________________________________________ 12) Check the milli volt drop between wire no. 700 to O52 in UP valve circuit. It should not be more than 40 MV and wire No. 700 to O62 in Down valve circuit not be more than 40 MV. 13) SMGR strainer to be checked & cleaned. 14) SMGR air pipe line to be blown. 15) VS diodes of Q52 relay for notch by notch operation to be checked. 16) Check whether SMGR is over shooted beyond zero or not. 4.14.3 DJ tripping without apparent cause: Following checks should be made 1) CCDJ fuse holder to be checked. 2) BP1DJ operation along with connections to be checked. 3) BLDJ contacts & connections to be checked. 4) ZPT interlocks to be checked. 5) Check tightness of wires on Q11B, Q44 & MTDJ circuit at SB’s/BD’s TB’s panel and all switches wires Nos. 717, 718, 719, 720, 721, Q30 normally closed. 6) Check crushing of interlocks of EMC, Q44 and Q118 normally open and normally closed. Check tightness of base connections of Q118 and Q44 and all protection relays. 7) Check SMGR pressure reducing valve, pressure drop (5 kg/cm2) timings & Q44 branch contact operation (wire 720-721 & 717-719) 8) Check setting of QPDJ by test lamp method and operation of HQPDJ. 9) Calibrate Q44 and Q118 relays from Test Room. 10) Clean DJ air filter and provide ceramic filter replacing strainer by micro filter. 11) Clean SMGR pressure reducing valve & SMGR cock. 12) Function of blower relay & connections to be checked. 13) If nothing is found, then relay panel to be tapped gently for any loose contacts. 14) Check milli volt drop for Q44, MTDJ, Q118 branches as given in the final testing proforma. 4.14.4 DJ not closing after passing neutral section or DJ not holding, or DJ not maintaining: 1) Check QPDJ setting. Traction Rolling Stock : OPERATION. 117 ___________________________________________________________________________ 2) CCDJ fuse to be checked for any looseness or blowing condition. 3) BP1DJ interlock along with connections to be checked. 4) Check Q44 normally closed interlock crush & pressure (for Q118 branch) 5) Check C118 normally closed interlock crush & pressure (for Q118 branch) 6) Check SMGR interlock in the branch of Q44. 7) Check Q45 & QCVAR contacts for C118 (Pressure & cap). 8) Blowing DJ air pipe / DJ NR valve cleaning is to be done. 9) Clean DJ strainer. 10) Check whether SMGR over shooted beyond zero notch, check LSGR not glows unless SMGR (o) interlock (717-719) is closed. 11) Milli volt drop test for MTDJ, C118, Q44, Q118 in battery ‘ON’ condition, is to be done. 4.14.5 Half notch tripping: Following checks should be done before failing the loco. 1) Check the Q44 timing. 2) Check the SMGR timing in progression as well as in regression. It should be between 9 to 13 sec. 3) Check the pressure drop during continuous progression & regression. It should not be more than 0.5 kg/xm2. 4) Check the cam & cam interlocks operation of SMGR in Q44 branch. 5) Check SMGR valves for proper lifts & leakages during operation. 4.14.6 QRSI drop: Following checks should be done before failing the loco A) QRSI DROP 1) Check the operation of line contactor L1 & L2 in LT test. 2) Check the flexible shunts of L1 & L2 for any flashing or parting. 3) Check all power cables connections and its lug for flashing or parting etc. 4) Power circuit to be meggered. 5) RSI 1 + 2 blocking diodes and power fuses to be checked by micro ohm resistance meter. 6) Check and megger RC damping circuit’s ETTFP 1 +2, Traction Rolling Stock : OPERATION. 118 ___________________________________________________________________________ B) If all items given above found normal then 1) All TMs inspection covers to be opened & checked visually for any flashing or parting inside. Afterward all TM connection cable condition in junction box and terminal box to be checked alongwith its PG clamps. All TMs to be meggered individually. 2) SL coils & cables to be checked for its over heating, burning, flashing or parting etc and to be meggered. C) If all the above items A & B found normal then 1) QRSI 1 + 2 relay setting to be checked from test room. 2) After calibration, relay to be re-fitted in loco and QRSI 1 + 2 setting to be checked. 3) For checking the function of QRS12 relay, first line contactor L1 coil connection to be removed and brake to be applied on loco and notches to be taken. QRS12 should be dropped: about 600 Amps which is indicated in AM ½. AM 2/1. AM 1/1, AM 2/2 ammeters in driver’s desk. 4) Similar check to be carried out for QRSI – 1 relay dropping by removing coil connection of L-2. 4.14.7 QOP drop (WAM 4 LOCO with 2 S, 3 P combination): A) Following checks should be done before failing the loco. 1) Megger the power circuit from top side connections of line contactors (L1,L2,L3,L4,L5), after putting J1,J2 in neutral position and HQOP in neutral position. 2) If top side circuit showing ‘Q’ (earth) then SL cable & coil to be meggered, if it is found good then 3) Cable of Q20 relay, RQ20 to be checked & meggered, if it is good than 4) RSI 1 – 2 block cover to be opened and to be checked thoroughly for any abnormality and to be meggered if it is good then 5) All concerning cables of SL, RSI to be checked and meggered. 6) RC damping to be checked and meggered. B) 1) Megger the power circuit from bottom side of the contactor L3, L4, L5. 2) If L3 showing ‘O’ (earth) then TM 1 + 4 cable connections to be removed and TM’s to be meggered individually and its cable also to be meggered. Traction Rolling Stock : OPERATION. 119 ___________________________________________________________________________ 3) If L4 showing ‘O’ (earth) then TM 3 and 6 cables to be uncoupled and TM’s to be meggered individually and its cable also to be meggered. 4) If L5 showing ‘O’ (earth) then TM 2 and 5 cables to be uncoupled and TM’s to be meggered individually and its cable also to be meggered. C) If item No. A & B showing good then 1) Megger the circuit from reverser – 1 (J1) and reverser –2 (J2) finger (after putting in neutral position). 2) If J1 finger No. 1 & 2, 5 & 6 showing earth then RPS and shunting resistance, SJ TM 1&4 and its connection cables to be checked and meggered. 3) If J1 finger 3,4,7,8 showing earth, same procedure (C-2) to be adopted for TM2. 4) If J2 finger No. 1,2,5,6 showing earth, same procedure (C-2) to be adopted for TM5. 5) If J2 finger 3,4,7,8 showing earth, same procedure (C-2) to be adopted for TM3 and 6. D) If item No. A, B & C showing good then 1) QD relay and its connection cables, ammeters and its connections and ammeter’s shunts to be checked and meggered. 2) Copper links, line contactors insulating bars to be checked and meggered. These check lest is given for loco inspector and trip shed supervisor only. Driver of the loco may not in a position to do. E) If every thing found normal in item No. A, B, C & D then 1) Relay QOP to be checked, RPQOP, RQOP and mid point resistance and connection cables to be checked and meggered. 2) All TMs cables underneath to be checked visually for any insulation failure or rubbing with TM/Bogie etc flashing or tracking in cable or in junction box and terminal box to be examined thoroughly. F) If every thing found normal in item No. A, B, C, D & E then 1) Loco to be energized, movement to be taken and isolate the TM groups one by one, if found no QOP drop then 2) Loco to be moved with only two traction motor group, in service one by one. Traction Rolling Stock : OPERATION. 120 ___________________________________________________________________________ 3) All TMs inspection covers to be opened and checked thoroughly inside for any flashing, tracking or burning marks etc. If there is any doubt then rocker of all TMs to be rotated for through checking. 4) RPS and SL covers to be opened and to be checked. For any flashing tracking or burning marks. 5) HT compartment to be checked thoroughly for any flashing, tracking or burning marks etc or any foreign material. 4.15 COMBINED TRAIN REPORT (CTR) 4.15.1 Preamble: Combined train report (CTR) form is filled in by driver and guard of the train after completion of the trip. In this chapter important information available in CTR form and its method of filling up and submission have been explained. Earlier, this report was called as guard’s journal. Now this guard’s journal format has been revised. It has got two parts: Part I – This is to be filled by driver of the train. Part II – This is to be filled by guard of the train. Information available in CTR form: CTR form gives complete detail of train working. Important information available is as under: 1. Train Name and No. with the name of crew. 2. Load of the train. 3. Engine No. 4. Intersectional running time of the train in between two crew change point. 5. Time loss or gain on various account. 6. Lub. oil and fuel oil consumption (in case of diesel traction) 7. Utilisation of engine hours. 8. Duty hours of the crew i.e. time of sign on/sign off. 9. Signal and track defects noticed by crew in brief. This CTR form is signed by driver and guard of the train. 4.15.2 Procedure for filling up the CTR form : CTR forms are issued and filled in the following manner. 1. 4 nos. of CTR forms are collected by guard of the train at the time of signing on. Traction Rolling Stock : OPERATION. 121 ___________________________________________________________________________ 2. These forms (Part II) are filled in by guard of train in quadruplicate. 3. At the end of journey, guard and driver meet with each other at the time of signing off and the guard of the train hand over the three copies of CTR forms to driver after verifying the various timing recorded in the CTR forms. 4. Driver, in turn, fills up his position of the entries in the guard journal in all the four copies. 5. Driver submits the three copies of the CTR form to his headquarter depot. These three copies of CTR forms are disposed of as under: i) One copy is sent to statistical branch. ii) One copy is retained by the depot incharge for his record. iii) One copy is sent to loco running bill section. If CTR forms are very important for maintaining the data related with train operation. Therefore, crew should be trained to fill it up properly and submit the same to their headquarter depot. This CTR form is also the basic record for payment of mileage allowance to crew of the train. 4.16 MAINTENANCE OF PORTABLE FIELD TELEPHONE 4.16.1 Preamble: The portable field telephone is provided in locomotive to ensure quick communication of information in case of train is stopped in section due to any unusual / accidents. The system of management of field telephone in locomotives is explained in this chapter. There are two types of portable telephone which are provided with driver/guard of the train. 1. Portable telephone to be used on field telephone sockets This portable field telephone operated by dry cells is provided with flexible wire with pin. In case of unusual in the section, the crew of the train can use this portable field telephone to convey / to talk with TPC by going to the nearest field telephone socket and inserting the pin of portable telephone in socket. Field telephone socket is provided by the side of the OHE mast every half KMs in the section. This is indicated by the arrow mark on the OHE mast indicating the direction in which the field telephone socket is nearest. 2. Portable mobile telephone: This type of telephone, it does not require any field telephone socket and pin arrangement. This telephone has to be recharged periodically to keep the battery provided in field telephone in working order. This field telephone can be used from anywhere in section to talk to section controller or traction power controller. In this case time is saved as there is no wastage of time in movement to nearest field telephone socket. However this mobile Traction Rolling Stock : OPERATION. 122 ___________________________________________________________________________ telephone set is very costly as compared with the portable field telephone with socket and pin arrangement. 4.16.2 Issue of portable field telephones: There are various types of system of issue of field telephone set, exists on railways. These systems are as under: 1. Field telephone as loco item : In this case homing shed provides a portable field telephone in each loco. This field telephone is taken over / handed over from driver to driver who work the engine. The drivers also record the handing over/ taking over details in the loco log book. In this type of working, the advantages are as under: (i) Requirement of field telephone is minimum. (ii) No loading / unloading of field telephone is involved at crew. Change point and hence manpower requirement reduces. However, it has been experience that the field telephones were lost when the loco went working in foreign railways where a different type of working is existing or the field telephones were not taken / handed over at crew change point properly becomes very difficult to trace back the missing telephones. Therefore, this system of providing field telephone is useful when the loco is working on a field route / link. Therefore this type of working may be useful for mail/express/passenger locomotives. 2. Field telephone to be issued to drivers at the time of sign on. In order to have better accountability and maintenance of field telephone, these phones are issued to drivers at the time of sign on and again returned back by driver to the same depot while signing off. in this system following procedure of issue of field telephone is followed: “Columns in field telephone register” SN DRIVER’S FIELD TRAIN NO. DATE & DRIVER’S NAME TELEPHONE FOR WHICH TIME OF SIGN NUMBER ISSUED ISSUE 1 2 3 4 5 6 DATE & TIME OF TRAIN BY DRIVER’S SIGN SIGNATURE OF RETURN WHICH ADRIVER AT THE TIME OF LOBBY ARRIVED RETURN INCHARGE 7 8 9 10 When the drivers signs on the field telephone is issued to him and relevant columns in the registers in ab is filled in and drivers signature is taken. When this driver signs off at outstation, he deposits his field telephone at outstation lobby where the same is kept in safe custody of engine turner / lobby incharge. (ii) When the driver signs on at outstation lobby the phone is again taken back from the custody of outstation engine turner by the driver for working the train. On Traction Rolling Stock : OPERATION. 123 ___________________________________________________________________________ return at his headquarter depot the driver signs off and return the field telephone to his depot. At this time entry is made in column no. (7) & (8) and driver and engine turner signs in column (9) and (10) respectively. In this system of working close accountal is kept for each field telephone set. Moreover if there is any loss of field telephone, the same can be traced and responsibility can be fixed. Therefore, this system of working is well suited for goods as well as passenger service working. The requirement of field telephones at least twice the requirement of field telephone in it is a loco item. It also requires handling of field telephone at each crew change point. 3. Field telephone as a driver’s personal In the issue of field telephone to driver at the time of sign on, A register is required to be maintained and record of issue of field telephone to each driver at each occasion is to be maintained. This involves a lot of record / information keeping work for the drivers lobby where about 100 drivers sign off / on daily. Therefore, it was thought to make the field telephone as drivers personal store. In this cause field telephone is given to each driver as a personal store. This field telephone will be kept in the line box of the driver will work the train alongwith line box and field telephone and avoids the issue of field telephone each time and related record keeping. The driver will return the phone only in case it has become defective or for regular checking. However, the requirement of field telephone becomes much more i.e. equal to the number of driver on a division. Moreover, some divisions have reduced the size of line box which will cause the problem of accommodating the field telephone in line box. After evaluating all the above three options, the method of issue of field telephone to driver at the time of sign on appears to be more practical and workable. Now option of S.No. (2). 4.16.2.1 Testing/Repair of field telephones: All the repairing and testing work of the field telephone is carried out by S&T branch of the division. Each field telephone is tested periodically by test room and the date of next date due for testing of field telephone is painted on the field telephone. Therefore, each field telephone is sent for testing before this date. The lobby incharge maintains a register indicating the date of field telephone testing done and due. Driver while taking the field telephone must test the working of field telephone from the testing socket provided in the lobby. If any defect is noticed the field telephone is replaced by the engine turner. Traction Rolling Stock : OPERATION. 124 ___________________________________________________________________________ 4.17 SALIENT FEATURES OF WORKING TIME TABLE FROM THE LOCO OPERATION POINT OF VIEW 4.17.1 Preamble: Working time table of a division gives many useful information. However, some informations are more relevant from loco operation point of view. These points are covered in this chapter. Working time table (WTT): Working time table is issued by COM by the zonal railway for each division at the periodicity of six months. Following points should be got noted by the officials involved in train operation. 4.17.2 Details of Goods Train working: Each working time table indicate the permissible load of the goods for each section of the division for various types of engines separately. The load table also prescribe the requirement of banking engines. In brief the following information is available about freight operation on the division. 1. Permissible load in tons for each section for various types of engines. 2. Requirement of banking engine. 3. Restriction of stopping, the train on particular station / signals for fully loaded goods train. 4. Reduction of train load for goods train during monsoon. 5. List of permanent speed restriction due to continuous falling gradient for goods train. 6. List of permanent speed restriction due to various operating condition for goods as well as main/express/passenger trains. 7. Inter sectional running time for goods trains. 4.17.3 Details of Rolling Stock: For each type of engines and rolling stock also the details are provided as under: 1. Maximum permissible speed at each type of engine. 2. Maximum permissible speed of roller bearing and ball bearing wagon / coaches etc. 4.17.4: Details of passenger train working : The working time table provides following details 1. Intersectional running timing of each train. 2. Booked and maximum permissible speed of each passenger carrying trains. 3. Normal and minimum running time of passenger trains indicating the engineering, loco and traffic gain available in the time given. Traction Rolling Stock : OPERATION. 125 ___________________________________________________________________________ Some of the important information given as indicated above are used in day to day working of the train. This should be well known to the officials connected with loco operation work. 4.18: LOCO BRAKES NOT RELEASING PARTICULARLY IN WAM 4 LOCOMOTIVE 4.18.1 Preamble Particularly at the time of loco changing, the brakes of loco some time doesn’t release leading to detention of the train. Some tips for tackling such problem is given in this chapter. The problem of loco brakes not releasing may be due to the following defects in the pneumatic circuit. i) Defect in driver automatic brake (DAB) ii) B2 relay valve defective. iii) Brake cylinder spring broken. 4.18.2 Method for dealing with the above defects during loco operation is given below: 1) Defect in driver automatic brake: Following indication will be obtained when the DAB is defective leading to non releasing of loco brakes. a) Continuous air leakage through the exhaust port of brake valves. This may also make the pressure in brake cylinder equal to pressure in main reservoir. In this case, the poppet valve seat may be worn out or defective. The rubber part of DAB may be defective. In such case the DAB may require replacement. However, if the engine has already been taken on load, the train can be worked by isolating the DAB. b) If there is no clear indication of air leakage, the defect can be confirmed by applying the brake from other cab. While doing so, the brake should be manually released and the DAB of the cab which is giving problem should isolated. The functioning of loco brake from the other cab should be checked by operating the DAB in application and release position two or three times. If the operation of locomotives are satisfactory form the DAB of other cab, it indicates that defect lies in DAB and the same should be attended. 2) Defect in relay valve B2: If the loco brakes are not releasing/working from the DAB of both the cabs, the problem may be with relay valve B2. In such case relay valve will leak continuously. This will also lead to dropping of main reservoir pressure. Such type of defect causes the loco brakes not releasing because when the DAB is placed in release position, the control air pressure is released but there is no release of pressure from exhaust port of B2 relay valve due to sticking of piston packing and keeping exhaust valve in closed position. In such case, the relay valve B2 has to be replaced or repaired. Traction Rolling Stock : OPERATION. 126 ___________________________________________________________________________ 3) Brake cylinder spring broken : This defect can be identified by observing the particular brake cylinder which is not releasing. If the spring of a brake cylinder is broken, the brake of such cylinder will not release whereas the brakes operated by other cylinder will function properly. After identifying such brake cylinders, the same can be dummied by blocking the air supply with wooden plug. However, the brake cylinder has to be isolated replaced for proper repairs. 4.19.1 Method of testing loco brake power Whenever the charge of a locomotive is taken by driver, the loco brakes are tested to ensure its effectiveness. The method for testing the loco brake power has been explained in this chapter. 4.19.2 Ensuring proper position of the cocks: The isolating cocks of the locomotive should be put in proper position. More over the checking of the locomotive should be done as explained in chapter 4.20.1. 4.19.3 Traction test: After closing the DJ, all the auxiliaries should be started with the help of BL switch. Loco brake should be applied by moving the loco brake handle in application position. It should be ensured that brake cylinder pressure is about 3 to 3.5 kg/cm2 and brake blocks are applied on the loco wheels. After this, following should be done to ensure the adequacy of brake power. 1. Notches should be taken in such a way that traction motor current becomes about 650 amps. This much current is generally obtained by taking three to four notches. The loco should not move with the current of about 650 amps. This will indicate that brake power is sufficient. 2. At the same time, the brake blocks should not exert too much pressure on the wheels so that it may result in skidding of the wheels. Therefore, to assess the maximum braking effort, the current is increased to a value of 850 to 900 amps. At this amount of current, the loco effort is adequate i.e. neither low nor too high. If the brake power is found to be inadequate, this should be informed to TLC/PCOR for further action in this regard. 4.20.1 Safety fittings of the electric locomotives Safety fittings of the locomotives must be checked by shed staff as well as crew at regular interval. The safety fittings which are to be checked by crew at the time of taking over the charge of locomotives is given in this chapter. Traction Rolling Stock : OPERATION. 127 ___________________________________________________________________________ 4.20.2 Safety items of the under frame of locomotives i) Rail guard and cattle guard should be proper with no sign of damage or deformation. ii) Equalising beams, equiliser safety bracket and tie bolt should be without any crack. The bolts of the safety bracket should not be loose or deficient. iii) Helical springs of the locomotive should be without crack. iv) Safety ‘J’ clamp and safety slings of brake rigging should be in proper condition. v) Availability of axle box liners in position. vi) Brake block condition – it should not be tilted or broken. vii) Traction motor suspension lock pin should be intact. viii) Traction motor gear case fixing bolt should not be loose or deficient. 4.20.3 Safety items of loco body 1) Effectiveness of hand brake. 2) Condition of screw coupling. 3) Lock pin of CBC and clavis condition 4) Proper securing and fittings of Buffer 5) Availability of foot steps 6) Effectiveness of horns 7) Speedometer recording-cum-indicator unit in Cab-1 and Cab-2 are in working condition. 8) Availability of fire extinguisher 9) Portable telephone in working condition 10) Battery box bracket 11) Flasher are working in both cabs 12) Marker lights at both cabs are working 13) Both head light with proper focus 14) Availability of earthings poles and cables 15) Panto pan and leveling rod condition. Traction Rolling Stock : OPERATION. 128 ___________________________________________________________________________ 4.20.4 Availability of lubricants in 1) Centre pivot 2) Side bearers 3) Gear cases 4) Suspension bearings Above checks are essential to ensure safe train operation. Therefore, any shortfall or defects noticed in above items should be told to TLC/PCOR for necessary action for getting these defects attended. ------------------------- Traction Rolling Stock : OPERATION. 129