3 Phase Eng 24-8-15

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TRAINING MATERIAL
AND
TROUBLE SHOOTING
DIRECTORY
(WAP 5 / WAP 7 /
WAG 9/ 9i/9H)
ELECTRICAL
(TRACTION OPERATION)
MUMBAI DIVISION
CENTRAL RAILWAY
(ONLY FOR RUNNING STAFF)
INSPIRATION
SHRI S.K.SOOD
GENERAL MANAGER, CR
SHRI RAJIV AGRAWAL

CEE, CR
SHRI R.K.TIWARI
CELE, CR
MOTIVATION
SHRI AMITABH OJHA
DRM, BB
CIRCULATION
SHRI H.M.SHARMA
SR DEE (TRS-O) BB
GUIDANCE
SHRI VIKAS CHAVAN
ADEE (TRS-O) CST, MUMBAI
SHRI UMESH MULAY

CLI HQ CSTM
PREPARED BY
K.M.PANDVA SUREKHA.S.YADAV
N.S.CHAUDHARI J.J.KARAN
ALOK MATHUR G.A.KHANAPURKAR
General Manager
Central Railway
Mumbai – 400 001
MESSAGE
In the era of technological advancements, Railways have
always matched the pace and have also adopted innovative
techniques.
3-Phase technology in electric locomotives has been
adopted to meet the requirement of movement of heavier trains
at enhanced speeds to transport passengers and goods. Full
featured IGBT equipped locomotives like WAG-9, WAP-5/7 need
properly trained personnel for operation and trouble shooting.
Training manual for operation and trouble shooting of WAG-9,
WAP-5 & WAP-7 locomotives has been updated, and also includes
description and troubleshooting of IGBT equipments & modified
braking system
The updated training material will surely help Loco pilots in
discharging their duties effectively. Appreciating the efforts of
officers and sub-ordinates, I wish this book a great success.
S.K.SOOD
General Manager
Central Railway
Chief Ele
Chief Electrical Engineer
Chatrapati Shivaji Terminus
Mumbai – 400 001
PREFACE
Three phase locomotives were conceived, considering the
need for a high horsepower and faster state of art technology loco
to meet fast growth in the rail freight transportation sector. The
growth in this sector is of vital importance for the growth of
economy of India.
Three phase locomotives used in India are the most
powerful locomotives at present in Indian Railway’s fleet and have
GTO/Thyristor converters with 3-phase asynchronous motors.
Newer versions feature full IGBT traction in these locomotives.
This updated training booklet covers all technical aspects
and up-to-date trouble-shooting procedure, which are of vital
importance to disseminate knowledge to all Loco Pilots and
Assistant Loco Pilots. I am sure, efforts of Driver’s Training Centre,
Kalyan will be a great success in improving knowledge of LPs /
ALPs .
RAJIV AGRAWAL
Chief Electrical Engineer,
Central Railway
Chief Electrical Loco Engineer

Mumbai – 400 001
FOREWORD
WAP 5, 7 & WAG 9 locos are equipped with three phase
technology for smooth control over tractive effort and speed, with
real time traction control system based on digital electronics.
Driver’s Training Centre, Kalyan has taken efforts in
updating all operational and troubleshooting guidelines in detail.
To make this book interactive, pictures of different components
and simple language has been used, which is effective in learning
process.
Earlier versions of three phase locomotives were equipped
with GTO/Thyristor converters and newer versions have IGBT
converters. WAG 9 have three variants i.e. WAG 9H, WAG 9i and
WAG 9Hi.
I hope all the running staff will find this book very useful.
R.K.TIWARI
Chief Electrical Loco Engineer,
Central Railway
Divisional Railway Manager

Mumbai – 400 001
FOREWORD
Railways are facing tough competition in transportation
sector. Owing to this, railways have adopted modern technology
and upgraded its fleet of locomotives with latest development in
traction methods.
IGBT equipped WAG 9, 9H and WAP 5, 7 locomotives are
among the latest type for hauling heavy freight and lengthy
passenger trains, with increased speed, which is today’s
requirement.
I am delighted to know that this revised book prepared by
Driver’s Training Centre, Kalyan will upgrade the knowledge of
engine crew technically. The training material is in simple
language and illustrative pictures will surely help in better
understanding of 3-phase system.
I compliment the DTC, KYN for this effort and wish them all
success.
AMITABH OJHA
DRM, MUMBAI
Central Railway
Sr. DEE (TRS-O)

Mumbai – 400 001
MESSAGE
Use of three phase locomotives have increased manifold in last
few years for hauling heavy loads and long passenger trains at high
speeds. Thus all Loco Pilots & Assistant Loco Pilots should be well
conversant about 3-phase technology and should have detailed
knowledge in technical aspects as well as trouble shooting in minimum
possible time. Hand book and trouble shooting instructions for 3-phase
locos were issued long back. Meanwhile GTO’S have been replaced by
IGBT’S, modified braking system have come into force alongwith other
upgraded equipments in the locos. Hence, there is a need to revise this
book so that loco pilots remain conversant with changing and emerging
technological up- gradations in 3-phase locos. This revised book,
prepared by Drivers Training Centre, Kalyan is another step forward in
this direction.
I am sure this revised book with simple language & illustrative
diagrams/photos will improve the qualitative performance of crew in
grasping the concepts and fast trouble shooting, in case of any problem
on line. Loco Pilots should carry this book as a personal store to improve
confidence in 3-phase locos and to minimize loco failures.
In case of any ambiguity, this manual should be referred and any
corrections or valuable suggestions may be submitted to this office for
further improvisation.
H.M.SHARMA
Sr. DEE (TRS-O)
Central Railway
INDEX
CHAPTER SUBJECT PAGE
NO NO.
1 Technical Data 1-2
2 General features of 3 phase AC loco 3-5
3 Advantages of 3 phase locomotives 6-7
4 Mechanical features of 3 phase AC 8-13
loco
5 Abbreviations 14-16
6 Battery 17-19
7 Various locations 20-43
8 High voltage equipments 44-68
9 Air circuit & Brake system 69-85
10 Preparation of loco 86-100
11 Modified Knorr CCB system 101-116
12 Protection scheme 117-125
13 Display Screen 126-154
14 Multiple unit operation 155-160
15 Dead loco movement 161-168
16 Do’s & Don’ts for Loco Pilots 169-170
17 Trouble Shooting Directory 171-297
18 General Troubles without fault 298-302
messages
CHAPTER 1
TECHNICAL DATA
TECHNICAL DATA WAP 5 WAP 7 WAG 9 WAG 9H
Type of Service Passenger Passenger Goods Goods
Axle Arrangement Bo-Bo Co-Co Co-Co Co-Co
Gear Ratio 1:3.65 1:3.6 1:5.133 1:5.133
(17:35:67) (20:72) (15:77) (15:77)
(21:107)
Total Weight 78 T 123 T 123 T 135 T
Axle Load (T) 19.5 20.5 20.5 T 22.5 T
OHE Voltage
Nominal 25 kV 25 KV 25 kV 25 kV
Minimum 17.5 KV 17.5 KV 17.5 kV 17.5 kV
Maximum 30 kV 30 kV 30 kV
30 KV
OHE Frequency
Nominal 50 Hz 50 Hz 50 Hz 50 Hz
Minimum 45 Hz 45 Hz 45 Hz 45 Hz
Maximum 55 Hz 55 Hz 55 Hz 55 Hz
Power Supply to 415 V 415 V 415 V 415 V

Auxiliary, 10% 10% 10% 10%
Frequency 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz
No. of Auxiliary Aux. Aux. Conv. Aux. Conv. Aux. Conv.
Converter Conv. 1, 1, 2, 3 1, 2, 3 1, 2, 3
2, 3
Power Supply to 2180 V 2180 V 2180 V 2180 V
Traction Motors
No. Of Power 2 2 2 2
Converters
Type of Traction Three Three Three Three
Motor phase phase phase phase
Induction Induction Induction Induction
Motors Motors Motor Motor
No. of Traction 4- 6- 6- 6-
Motors 6FXA7059 6FRA6068 6FRA6068 6FRA6068
DTC KYN 1 3 PHASE LOCO

Power of Traction 1563HP 1156 HP 1156 HP 1157HP

Motor
Horse Power 5440 HP 6120 HP 6120 HP 6120 HP
Transformer Rating 7475 KVA 7475 KVA 6531 KVA 6531 KVA
Tractive Effort 258 KN 322.6 KN 458 KN 520 KN
Cont Tractive Effort 220 KN 322.6 KN 325 KN --
Max Speed 160 Kmph 130 Kmph 100 Kmph 90 Kmph
Braking Regenerativ Regenerative RegenerativeP RegenerativeP
e Pneumatic, Pneumatic, neumatic, neumatic,
Parking, Parking, Parking, Parking,
Anti Spin Anti Spin Anti Spin Anti Spin
Braking Effort 160 KN 182 KN 260 KN 325 KN
Parking Brakes: Wheel No. Wheel No. Wheel No. Wheel No.
1,4,5 & 8 2,6,7 & 11 2,6,7 & 11 2,6,7 & 11
Main Reservoir 3 Nos. 2 Nos. 2 Nos. 2 Nos.
Hotel Load Available Not Not Not
available available available
Loco Brakes On Disc On Wheel On Wheel On Wheel
5.0 3.5 3.5 kg/cm2 3.5 kg/cm2
kg/cm2 kg/cm2

CHAPTER 2
GENERAL FEATURES OF 3 PHASE AC LOCO
Advanced Technological Features –

In addition to the provision of latest 3 phase traction drive system,
the 3 phase locomotives have certain improved technical features
as compared to the conventional locomotives so being used on IR.
Some major features are listed below.
1. Digital electronics based real time traction control – To
obtain precise control over tractive effort and speed in the
normal mode and constant speed control mode of operation
respectively.
2. Electrical weight transfer control system – To automatically
reduce the tractive effort in the leading bogie and increase the
same in the trailing bogie to take care of weight transfer
effect.
3. Anti-spin protection – When the ratio of requested and
effected tractive effort goes below 0.5, anti-spin protection is
initiated, which reduce the TE and apply loco brakes to stop
spinning.
4. On board fault diagnostic system – To eliminate/elaborate
trouble shooting by engine crew and also to help maintenance
staff to trace faults. The fault diagnostic system provides for
automatic isolation of faulty equipment/subsystems.
5. Simulation mode of operation – To facilitate a complete
functional testing of the locomotive without raising
pantograph.

6. An exclusive harmonic filter circuit – To reduce harmonics in

the loco current.
7. Static auxiliary converter – To supply auxiliary 3 phase
motors. The auxiliary converter, depending on the traction
load, operates at an optimum frequency to minimize power
consumed by auxiliaries.
8. Electronic speedometer – Paperless speed recording system.
An over speed alarm system is built in.
9. Electronic energy meter – For information of energy
generated and energy consumed.
10. Fire detection and alarm system – For the machine room.
11. Low traction bar arrangement between bogie and body to
reduce weight transfer – Unidirectional mounting of traction
motors to further reduce weight transfer effect.
12. Ergonomically designed and spacious driving cabs – To
provide comfort and relief to crew.
13. Use of inertial filters – Pressurized machine room to prevent
entry of dust into sensitive equipment in the machine room.
14. Electronic brake system – For precise and fast control of
braking effort, blending between electrical brake and
pneumatic brake on the locomotive.
15. Triplate pneumatic brake panel – To minimize piping and
provide single place location all pneumatic equipment.
16. Use of tread brake units – To reduce maintenance.
17. Spring loaded parking brake system – Instead of hand brakes,
spring loaded parking brakes are provided on this loco, these
brakes can be operated from loco and remain applied without
pressure by spring.
18. Over charge feature in the brake system for faster release of
brakes – For faster release of train brakes after recreation, BP

is charged to 5.4 kg/cm2 for short time with restricted

dropping rate up to 5.0 kg/cm2.
19. Electronic controlled vigilance system – To keep the loco pilot
alert vigilance system is provided. As per this system, loco pilot
has to do pre-determined task once within 60 seconds,
otherwise VCD will apply emergency braking.
20. Wheel flange lubrication system – To reduce energy
consumption and wheel wear.
21. Under slung compressors – To eliminate oil fumes and oil
spillage inside the machine room, which is potential cause for
fire hazards.
22. GTO Gate Turn Off thyristor – The drawback of conventional
soft crow bar (SCR) is that, it cannot be turn off by gate pulse.
By some modification in conventional SCR it can be converted
to GTO, capable of turning ON itself by application of positive
gate pulse & can be turn OFF by application of negative gate
pulse in order of 1/3 to 1/5 of anode current for short
duration.
23. IGBT Insulated Gate Bipolar Transistor – IGBT is combination
of bipolar transistor & MOSFET to achieve low conduction
losses & higher speed.

CHAPTER 3
ADVANTAGES OF 3 PHASE LOCOMOTIVES
The merits of 3 phase locomotives over DC motored locomotives

are summarized below –
1. The size of traction motor for the same output power is much
less in case of a 3 phase induction motor compared to DC
motor. Therefore, with the permissible axle load and available
space in a bogie, realization of a much higher powered
locomotives is possible.
2. Maintenance cost of a 3 phase locomotive is less due to
absence of brush gear / commutator in the traction motors
and switch gears in the power circuit.
3. Induction motors are very robust. Consequently reliability of a
3 phase locomotive is higher.
4. The rated power of a DC motored locomotive reduces beyond
the field weakening range. In case of 3 phase locomotives, full
power is available up to the maximum speed.
5. Overload capabilities in 3 phase locomotives are more liberal.
6. Regeneration of power is available in 3 phase locomotives.
Regenerative braking effort is available from the full speed till
dead stop. Consequently, the overall efficiency of operation is
higher.
7. Due to superior drop characteristics of speed v/s torque and
the fact that the motor speed is limited by the synchronous
speed, a much improved adhesion is available in 3 phase

locomotive and thus higher tractive efforts can be realized

within permissible axle load limits.
8. 3 phase locomotive operates at near unity power factor
throughout the speed range except at very low speeds.
9. Due to lesser weight of the traction motors, the un- sprung
masses in 3 phase locomotive are low. This reduces track
forces and consequently minimizes wear on rails and
disturbance to track geometry.

CHAPTER 4
MECHANICAL FEATURES
ON 3 PHASE AC LOCO
The three axles, three motor Co-Co bogie assemblies, is

one of the major parts of the locomotive. Two bogie assemblies
support the entire weight of the locomotive and provide a means
for transmission of the tractive effort to the rails.
The bogies are designed to withstand the stresses and
vibrations resulting from normal rolling stock applications. An
important function of the bogie is to absorb and isolate shock
caused by variations in the track bed. The suspension systems
minimize the transmission of these shocks to the locomotive
under frame.
The traction motors are suspended in the bogie frame and
on the individual axles. The motors transmit their energy to the
driving axles through a gearbox mounted on the driving axle. The
force from the driving axles is transmitted to the contact point
between the wheel tread and the rail. Traction force is, in turn,
transmitted through the axle journal boxes and guide rods to the
bogie frame. The push-pull link rod, connected between the bogie
transom and car under frame, transmits the tractive forces to the
loco body.
The WAG-9/9H is equipped with the following pneumatic
braking systems: automatic train brake, direct loco brake, parking
brake and anti-spin brake. As the tractive effort, braking effort is
transmitted to the bogie frame by the axle journal boxes and
guide rods and from the bogie frame to the locomotive by the
traction rods.
Isolation and absorption of shock loads and vibration is

performed by the primary and secondary suspension. Movement
between the loco body and bogie is smoothly controlled by the
primary and secondary suspension. Although the springs permit
free movement in any direction, lateral buffers and dampers limit
the amount and rate of lateral movement. Rebound limit chains
and vertical dampers limit the amount and rate of the vertical
rebound of the locomotive loco body. Yaw (longitudinal) dampers
control the car body pitch rate. Guide rods control the fore and
aft movement between the axles and the bogie frame, while the
link rod controls the fore and aft movement between the bogies
and the loco body.
The primary suspension, located between the axles and
the bogie frame, is provided by twin coil springs on the axle
journal box fore and aft of the axle line. Vertical hydraulic
dampers are used to dampen the rebound rate of the springs. This
“Flexi coil” arrangement permits lateral movement of the axle.
Longitudinal control of the axle, and the transmission of tractive
and braking effort to the bogie frame, is provided by guide rods
connected between the axle journal boxes and bogie frame.
Spheri-bloc rubber bushes in the guide rods allow the axle lateral
movement without undue restriction.
Secondary suspension is also provided by coil springs and
vertical hydraulic dampers, located between the bogie frame and
the locomotive under frame on each side of the bogie. The weight
of the locomotive car body is carried by the secondary suspension
springs. The “Flexi-Float” arrangement of the secondary
suspension allows the loco car body to move both laterally and
vertically within certain limits relative to the bogies.

Traction Link –
The traction link transmits traction and braking forces from
the bogie to the locomotive super structure (underframe).
Although the traction link maintains the relative longitudinal
position of the bogie to the locomotive underframe, it permits
lateral movement between the two structures. The link rod is
situated between two pivots, one on the locomotive underframe,
the other on the end transom of the bogie, permitting the lateral
movement but restraining longitudinal movement. Under normal
conditions the rod is inclined at a 1:10 slope towards the center of
the locomotive underframe. It has 24 (6+6+6+6) side bolts and 48
(12+12+12+12) base bolts. If any side bolts are missing then fail
the loco and if any base bolts are missing then inform the TLC.


WAP 5 LOCOMOTIVE BOGIE
1. Sanding box
2. Wheel flange lubrication reservoir
3. Primary suspension damper
4. Secondary suspension yaw damper
5. Secondary suspension spring
6. Safety chain
7. Loco underframe
8. Secondary suspension vertical damper
9. Wheel set guide
10. Bogie frame
11. Sanding box
12. Wheel flange lubrication nozzle
13. Wheel set
14. Wheel
15. Brake pads
16. Brake caliper
17. Brake cylinder
18. Transmission
19. Primary suspension spring
20. Wheel flange
21. Sanding pipe
22. Traction link


CHAPTER 5
ABBREVIATIONS
ACI Auxiliary control interface
ALG Drive Control Unit – Drive Inverter and Line
Converter Control
ASC Drive Converter Control
ASR Drive Converter
BL Key Switch
BLCP Spring-loaded Switch for Main compressors
BLDJ Spring-loaded Switch for Main circuit breaker
BLHO Spring-loaded Switch for Hotel load (not active on
WAG-9)
BLPR Switch for Headlights
BPCS Illuminated Push-button, Green for Constant
speed control
BPFA Illuminated Push-button, Yellow for
Acknowledgement all fault messages
BPFL Illuminated Push-button, Yellow for Emergency
flash light
BPPB Illuminated Push-button, red for Parking brake
(not active on WAP-7)
BPVG Push-button, Green for Acknowledge Vigilance
BPVR Push-button, Yellow for resetting vigilance
BUR Auxiliary Converter
BZ-V-O-F Buzzer for vigilance, over speed & fire
CEL Central Electronics
CSC Constant Speed Control
DDA Display Data Control
DDS Diagnostic Data Set
DIA Diagnostic Control
FBV Vehicle Bus Administrator
FLG Vehicle Control Unit

GTO Gate Turn Off Switch
HB Cubicle Auxiliary Circuits
HBB Processor
HRA Switch for Cab blower/heating
ICP Vehicle Control Unit
IGBT Insulated Gate Bipolar Transistor
LSAF Indication Lamp, Red for Train parting
LSCE Indication Lamp, Amber for Over temperature
CEL
LSDJ Indication Lamp, Red for Main circuit breaker
LSFI Indication Lamp, Red for Fault message, priority 1
LSHO Indication Lamp, Yellow for Hotel load (not active
on WAG-9)
LSP Indication Lamp, Yellow for Wheel slipping
LSVW Indication Lamp, Yellow for Vigilance Warning
MCB Main Circuit Breaker
MCE MICAS-S2 Control Electronics
SPM Speedometer
MR Machine Room
MUB Over voltage Protection Unit
MVB Multifunction vehicle Bus
NSC Line Converter Control
NSR Line Converter
Pan Pantograph
PCLH Socket for Hand lamp
PP Pneumatic Panel
RBU RIOM base unit
RIOM Remote I/O module
SB Cubicle Control Circuits
SCR Soft crow bar
SLG Converter Control Unit
SR Traction Converter
SS Sub System
STB Low Voltage Cubicle Control
TE/BE Tractive/Braking Effort
UBA Voltmeter Battery Voltage
UIC Union International des chemins de fer
VCB Vacuum Circuit Breaker
VIU Vehicle interface unit
ZBAN Spring loaded Switch for Banking Operation
ZBV Train Bus Administrator
ZLC Switch for Driver’s cab lighting
ZLDA Assistant Driver’s Desk Illumination
ZLDD Switch for Driver’s Desk Illumination
ZLFR Switch for Marker Lights, Red
ZLFW Switch for Marker Lights, White
ZLH Switch for Socket Hand Lamp
ZLI Switch for Instrument Lighting
ZPRD Switch for Head Light, intensity
ZPT Spring-loaded Switch for Pantograph
ZTEL Switch for Max. traction limitation
ZK DC link

CHAPTER 6
BATTERY
On this loco nickel cadmium (NiCd) battery is used. There are total
78 cells in the batteries which are placed in 2 boxes at either side
of the locomotive. Each box contains 39 cells and each battery has
3 cells. Capacity of battery is 199 AH and output is 110 V DC. To
charge the battery, one battery charger is provided with circuit
breaker no. 110 situated in SB2. Main switch for battery is 112
which is placed in a box provided near battery box no.2. For
control circuit supply one MCB no. 112.1 is provided in SB2. To
show the battery voltage UBA is provided in either cab.
In order to keep batteries cool and prevent the buildup
gases, air is ducted from the machine room floor and blown
through the battery boxes via a ventilator hose. The air is then
vented from the battery box through breathers.
The batteries are charged during locomotive operation by
battery charger. Battery charger is integrated in the auxiliary
converter cubicle, within the machine room. The battery charger
is located in BUR 2 box and is a part of the auxiliary three phase
power system.
1. If battery voltage is 92 V for more than 30 seconds, P-2
Fault will appear on the screen.
2. If charging current is reduced by 10 A, P-2 fault will appear
on screen.
3. If battery voltage is reduced below 82 V, P-1 message with
shut down of loco will appear.
4. If cab is activated and panto is lowered than 10 minutes CE
will switch off automatically.

5. Loco CE get power supply directly from battery and can

supply up to maximum 5 hours.
Technical specification –
Cell Model - SBL 199
Cell type - Nickel
Cadmium
Number of cells per battery - 3
Number of batteries per battery box - 13
Number of battery boxes - 2
Total nominal capacity - 199 Ah
Nominal voltage of each cell - 1.4 V
Total battery voltage - 1.4 X 3 X 26 =
110 V


CHAPTER 7
VARIOUS LOCATIONS
Location of Cab – In cab four panels A, B, C & D are provided. A

panel is provided in front of LP seat left side, then B panel, C panel
and in front of ALP seat D panel is provided.
A panel –
1. UBA meter – Battery volt meter, this meter shows battery
voltage in working cab. It has 0-150 V markings and marked as
green from 92 V to 132 V.
2. U meter – OHE volt meter, whenever panto is raised it shows
OHE voltage in both cabs. It has green markings from 19 KV to
27.5 KV.
3. Bogie-1 meter – TE/BE meter for Traction Bogie-1, this
indicates tractive effort & braking effort in percentage in
working cab. Its needle deviates upwards during tractive effort
and downwards during braking effort.
4. Bogie-2 meter - TE/BE meter for Traction Bogie-2, this
indicates tractive effort & braking effort in percentage in
working cab. Its needle deviates upwards during tractive effort
and downwards during braking effort.
5. ZBAN – ON/OFF switch for banking operation, this switch is
use in banker operation. Its operation should be done in DJ
open condition. After putting this switch to ON position BP
pressure comes to ‘0’ and ‘Loco is in Banking Mode’ message
appears on screen. Cock no. 70 should be closed before
putting this switch to ‘ON’ position.
6. LSDJ – Signalling lamp for DJ. This lamp illuminates when BL
key is operated to ‘D’ or ‘C’ and indicates that DJ is in open
condition. This lamp extinguishes when DJ is closed.

7. LSHO – Signalling lamp for Hotel Load. (Presently not in

working condition).
8. LSP – Signalling lamp for wheel slip. When wheel slip starts
this lamp illuminates and auto sanding also starts. When
wheel slip stops or arrested this lamp extinguishes.
9. LSAF – Signalling lamp for air flow.
10. LSVW – Signalling lamp for vigilance warning. When VCD is not
acknowledge in 60 seconds then this lamp flickers for 8
seconds and if VCD is acted then this lamp illuminates
continuously until VCD is resetted.
11. LSCE – Signalling lamp for control electronics temperature.
When control electronics temperature exceeds 700C this lamp
illuminates and when control electronics temperature drops
below 700C this lamp extinguishes.
12. BL key – It has three positions –
a. OFF – In this position BL key can be inserted or
removed.
b. D – Driving mode, on this position control electronics
remains ‘ON’.
c. C – Cooling mode, on this position control electronics
remains ‘OFF’. Whenever control electronics
temperature exceeds 700C then loco has to start in
cooling mode by operating BL key to ‘C’ mode.
13. ZPT – Spring loaded switch for raising & lowering of
pantograph. Whenever this switch is pressed downwards &
released then panto goes up and whenever this switch is
pressed upwards & released then panto comes down.
14. BLDJ - Spring loaded switch for closing of DJ. Whenever this
switch is pressed downwards & released then DJ closes and
whenever this switch is pressed upwards & released then DJ
opens.


15. BLCP - Spring loaded switch for starting compressor. It has

three positions. When this switch is operated upwards it
remains in UP position and on this position compressors will
stop working. If this switch is kept at Middle position then
compressors will work in ‘AUTO’ mode and when this switch is
kept pressed in downwards position then compressors will
work continuously in ‘MAN’ mode. If this switch is released
from ‘MAN’ mode it comes to ‘AUTO’ mode automatically.
16. BLHO – Spring loaded switch for Hotel Load. Presently this is
not in working condition.
17. ZTEL – Switch for tractive effort limitation. Normally this
switch remains in ‘OFF’ position. Whenever this switch is
operated to ‘ON’ position tractive effort limits to 2/3rd i. e. 300
KN.
18. BPCS – Self illuminated push button for constant speed.
Whenever this switch is pressed green light will illuminate in it
and constant speed control get activated. If this switch is
pressed again then green light extinguishes and constant
speed control de-activates.
19. BPPB - Self illuminated push button for parking brake. This
switch is used for applying & releasing of parking brakes. If this
switch is pressed then red light will illuminate in it and parking
brake applies. If this switch is pressed again then red light
extinguishes and parking brake releases.
20. BPVR - Self illuminated push button for resetting vigilance
penalty. This switch is used for resetting vigilance penalty
brakes.
21. Emergency stop push button – This switch is used in
emergency conditions. Due to which DJ opens, panto comes
down, BP comes to ‘0’ and TE/BE comes to ‘0’.

B panel – On ‘B’ panel following gauges are provided.
1. BC pressure gauge
2. MR & FP duplex pressure gauge
3. Air flow gauge
4. BP pressure gauge
5. Parking brake pressure gauge
C panel –
1. DDS screen – For viewing information, fault & isolation
messages.
2. LSFI – Signalling lamp for priority-1 fault. This lamp flickers
when priority-1 fault appears on screen and remains steady
when any one sub system is isolated.
3. ZLC – Switch for cab light
4. ZLI – Switch for instrument light

5. ZLDD –Switch for drivers desk lamp

6. BZ V-O-F – Buzzer for vigilance, over speed & fire.
Vigilance - Low frequency of 545 Hz
Over speed - Medium frequency of 745 Hz
Fire - High frequency of 1170 Hz
7. BPFA – Self illuminated push button switch for fault
acknowledgement. This lamp illuminates whenever priority-1
or 2 fault appears on screen and extinguishes when this switch
is pressed to acknowledge the fault.
8. BLPR – Switch for head light. When this switch is operated
downwards then front head light will illuminate and when this
switch is operated upwards then rear head light will
illuminate.
9. ZPRD – Switch for head light dipper
10. ZLFW – Switch for marker light (white)
11. ZLFR – Switch for marker light (red)
12. BPFL – Self illuminated rotating switch for flasher light
D panel –
1. ZLDA - Switch for Asstt. drivers desk lamp
2. BPVG – Push button switch for vigilance acknowledgement
3. PCLH – 110 V DC socket
4. ZLH switch – Switch for 110 V DC socket

Machine room layout –



HB -1 Panel
415 volt 3 phase AC Auxiliary circuit breakers

1. 62.1/1 - Circuit breaker for transformer oil pump-1
2. 63.1/1 - Circuit breaker for converter oil pump-1
3. 47.1/1 - Circuit breaker for compressor-1
4. 53.1/1 - Circuit breaker for traction motor blower-1
5. 55.1/1 - Circuit breaker for scavange blower-1
6. 59.1/1 - Circuit breaker for oil cooling blower-1
415/110 volt single phase AC Auxiliary circuit breakers
1. 54.1/1 - Circuit breaker for machine room blower-1
3. 69.61 - Circuit breaker for cab ventilation blower
4. 69.62 - Circuit breaker for cab heater
5. 69.71 - Circuit breaker for cab fan
HB -2 Panel
415 volt 3 phase AC Auxiliary circuit breakers
1. 62.1/2 - Circuit breaker for transformer oil pump-2
2. 63.1/2 - Circuit breaker for converter oil pump-2
3. 47.121 - Circuit breaker for compressor-2
4. 53.1/2 - Circuit breaker for traction motor blower-2
6. 59.1/2 - Circuit breaker for oil cooling blower-2
415/110 volt single phase AC Auxiliary circuit breakers

1. 54.1/2 - Circuit breaker for machine room blower-2
3. 100 - Circuit breaker for battery charger input



SB -1 Panel
Switches –
1. 152 - Rotary switch for failure mode operation
2. 154 - Rotary switch for bogie cut out
3. 160 - Rotary switch for configuration
4. 237.1 - Rotary switch for Vigilance
Fuses – PT fuse (2 Amp) - Potential transformer fuse & two spare
fuses of 2 Amps.
Relays –
OCR 78 - Transformer Over Current Relay
MVR - Minimum Voltage Relay
Circuit Breakers –
1. 127.3/1 - Loco Pilot Cab-1
2. 127.12 - Panto / VCB control
3. 127.91/1 - Power supply (24V / 48V)
4. 310.1/1 - Lighting front (Head light)
5. 127.1/1 - Electronics Traction Converter-1
6. 127.11/1 - Power supply Gate unit Converter-1
7. 127.2/1 - Monitoring
8. 127.22/1 - Electronics Auxiliary Converter-1
9. 127.9/1 - Central Electronics-1
11. 127.25/1 - TM speed sensor power supply

SB -2 Panel

SB -2 Panel
Circuit Breakers –
1. 127.81 - Commisioning-1
2. 127.15 - Vigilance Control
3. 127.7 - PN Panel (Brake Electronics)
4. 127.82 - Commisioning-2
5. 48.1 - Auxiliary Compressor
6. 127.3/2 - Loco Pilot Cab-2
7. 127.91/2 - Power supply (24V / 48V)
8. 310.7 - Marker light
9. 310.1/2 - Lighting front (Head light)
10. 310.4 - Lighting Machine Room
11. 128.1 - Air Dryer
12. 127.1/2 - Electronics Traction Converter-2
13. 127.11/2 - Power supply Gate unit Converter-2
14. 127.2/2 - Monitoring
19. 127.92 - Memotel / Speedometer
20. 127.24 - Auxiliary Contactor
21. 110 - Battery Charger output
22. 112.1 - Control circuit locomotive
23. 127.25/2 - TM speed sensor power supply
24. 212 - Fire Detection unit

Rotary Switches –
152 – Rotary switch for failure mode operation
0 - Normal position, Fine control throughout the range
I - Steps control through auxiliary contacts
(33%, 67%, 100%)
154 – Rotary switch for bogie cutout
I - Traction converter-1 isolate
(TM 1-2-3 isolate)
NORM - Traction converter 1 & 2 in service
(All TM in service)
II - Traction converter-2 isolate
(TM 4-5-6 isolate)
160 – Rotary switch for configuration
I - Normal position
0 - Shunting mode (Max speed 15 Kmph)
237.1 – Rotary switch for Vigilance cut off
I - Normal position VCD in service
0 - VCD isolated
Procedure for bogie isolation on modified software locos -

1. If the loco is running
 Bring the throttle to ‘0’ position.
 Open the VCB. Loco will come in Node No. 550.
 Select the desired bogie by using bogie cut out switch
154.
 Bogie will be isolated after 10 seconds.
2. If the loco is stand still
 Bring the throttle to ‘0’ position. Loco will come in
Node No. 590.
 Select the desired bogie by using bogie cut out switch
154.
 Bogie will be isolated after 10 seconds.
PNEUMATIC PANEL PRESSURE SWITCHES & EP COILS

1. Brake Electronics
2. Vigilance Control Device
3. Panto Selector Switch – It has following three positions.
Auto - Rear Panto will go up
I - Cab-1 panto will go up (No. 2 panto electrically iso.)
II - Cab-2 panto will go up (No. 1 panto electrically iso.)
4. PRESSURE SWITCHES & EP COILS –

1) PS 44 - 269.41 - Pressure switch for flow indication
2) PS 60 - 269.5 - Pressure switch for vigilance control
3) PS 34 - 269.42 - Pressure switch for Brake feed pipe
4) PS 32 - 269.3 - Pressure switch for parking brake
5) PS 26 - 172.4 - Pressure switch for Auxiliary compressor
6) PS 69 - 269.1 - Pressure switch for Emergency brake
7) PS 9/2 - 130.4/2 - Pressure switch for Pantograph-2
8) PS 9/1 - 130.4/1 - Pressure switch for Pantograph-1
9) PS 59 - 269.2 - Pressure switch for SA 9 Brake
10) EP 12 – 271.5 - BP Emergency
11) EP 13 – 271.6 - BP Fill
12) EP 14 – 243 - Emergency
13) EP 15 – 271.12 - BP Full Bore
14) EP 16 – 271.1 - BP Release
15) EP 17 – 271.2 - BP Apply
16) EP 18 – 271.11 - BP over charge
17) EP 19 – 278 - BP Run
18) EP 20 – 271 - Loco brake cut out
19) EP 21 – 270.1 - Auto brake cut out
20) EP 22 – 270.4 - Parking brake release
21) EP 23 – 270.3 - Parking brake apply
22) EP 24 – 130.1 - Pantograph-1
23) EP 25 – 130.2 - Pantograph-2
24) EP 26 - 273.3 - Unloader

25) EP 27 – 192.1 - Sander Axle-1
26) EP 28 – 192.3 - Sander Axle-3
27) EP 29 – 192.2 - Sander Axle-2
28) EP 30 – 192.4 - Sander Axle-4
29) EP 31 – 270.2/2 - Direct brake iso-2 (SA 9)
30) EP 32 – 270.2/1 - Direct brake iso-1 (SA 9)
31) EP 36 – 270.5 - Isolate E 70
5. Isolating cocks –
a. Cock No 70 - BP cock, this cock’s normal position is
horizontal, this cock should be closed during banker
operation & dead loco movement.
b. Cock No 74 - Emergency Exhaust cock, this cock’s normal
position is horizontal, this cock should be closed during
dead loco movement.
c. Cock No. PAN-1 - Panto 1 Isolating cock, this cock’s normal
position is horizontal, this cock should be closed for
isolating No. 1 pantograph from air side.
d. Cock No. PAN-2 - Panto 2 isolating cock, this cock’s normal
isolating No. 2 pantograph from air side.
e. Cock No. VCB - DJ isolating cock, this cock’s normal
isolating DJ.
f. Cock No. 136 - Feed pipe isolating cock, this cock’s normal
position is vertical, this cock should be closed for isolating
feed pipe.
g. Cock No. 47 - Dead loco cock, this cock’s normal position is
horizontal, this cock should be open during dead loco
movement.

PNEUMATIC PANEL ISOLATING COCKS & VALVES

h. Cock No. Sand-1 - Sanders isolating cock, this cock’s

normal position is horizontal, this cock should be closed for
isolating sanders.
i. Cock No. Sand-2 - Sanders isolating cock, Sanders isolating
cock, this cock’s normal position is horizontal, this cock
should be closed for isolating sanders.
6. Drain cocks –
a. Strainer drain cock
b. Auxiliary compressor drain cock
7. Valves –
a. IG 38 key, normal position is horizontal.
b. E 70 valve
c. 5 - Panto Isolating cocks
d. 8 - VCB isolating cock
e. 30 - Solenoid valve
f. 42 - Venturi valve (R6)
g. 43 - Air flow valve
h. 46 - Break away protection valve
i. 47 - Dead engine cock
j. 49 - Distributor valve
k. 55 - Blending valve
l. 57 - D2 Auto valve (A 9)
m. 58 - D2 valve (SA 9)
n. 70 - BP isolating cock
o. 71 - Emergency exhaust valve
p. 74 - Emergency exhaust cock
q. 84 - Strainer drain cock
r. 92 - Duplex check valve
s. 93 - Feed Valve
t. 114 - Pressure regulator parking brake
u. 134 - Sanders isolating cock
v. 136 - Feed valve isolating cock
8. Cocks provided on side wall of pneumatic panel –

a. WFL – Wheel flange lubrication isolating cock, this cock’s
normal position is horizontal, but nowadays this is isolated
hence this cock remains in vertical position i. e. isolated
position.
b. SR2 – Traction converter-2 (SR-2) contactor isolating cock,
this cock’s normal position is horizontal.
c. FB - Harmonic filter contactor isolating cock, this cock’s
normal position is horizontal.
d. SR1 – Traction converter-1 (SR-1) contactor isolating cock,
this cock’s normal position is horizontal.
Note - On GTO based traction converter loco SR 1-2 cock
remains in horizontal position and on IGBT traction converter
based loco these cocks remains in vertical position i. e.
isolated position.

9. Pressure switches provided near auxiliary reservoir –

a. 269.4 - Low MR pressure
b. 172.3 - RGCP 1
c. 172.2 - RGCP 2
d. 269.6/2 - Pressure switch for brake cylinder
e. 269.6/1 - Pressure switch for brake cylinder

CHAPTER 8
HIGH VOLTAGE EQUIPMENTS
Pantograph –
The high tension current is fed to the locomotive from OHE
with the help of AM-92 pantograph mounted on the roof of the
locomotive. Each locomotive is equipped with the pantograph
PAN1 and PAN2 which can be raised and lowered by the driver by
ZPT switch mounted on the driver desk. The selection of the
pantograph is achieved by pantograph selection switch mounted
on the pneumatic panel inside the machine room. The pantograph
is connected to the main circuit breaker by roof bars mounted on
the foot Insulators. Each pantograph has one hand operated
earthing roof bar, which disconnects pantograph from the roof
bar and connects to the earthing point. Earthing point HPT1 is
meant for grounding of PAN1 and HPT2 is for PAN2. These
earthing roof bars mounted on the roof can be operated after
isolation of OHE. For raising & lowering pantograph one switch
‘ZPT’ is provided on panel ‘A’ having two positions UP & DOWN.
When we press switch downwards and release – panto will go up.
When we press switch upward & release – panto will lower.
Selection of Panto –
Panto selector switch is provided on pneumatic panel in
machine room.
Position –
Auto – Normal position (Rear panto will go up)
I – Panto of cab-1 will go up (No. 2 panto isolate electrically)
II – Panto of cab-2 will go up (No. 1 panto isolate electrically)

For isolation of both panto

pneumatically, there are two cocks
provided on pneumatic panel PAN-1
and PAN-2. Normally these cocks
should be open (horizontal). For
isolating particular panto keep that
cock on closed position (vertical).
One circuit breaker 127.12
(panto & VCB control) is provided
for panto circuit in SB-1 panel. One
key IG-38 is provided on pneumatic
panel to control the air pressure to
pantographs. For air passage to pantographs this key should be
kept ‘ON’ (horizontal).
Potential Transformer –
The primary transformer (PT) is provided on the roof of loco
and attached to the pantograph via the roofline. The primary
voltage transformer reduces the catenary voltage, approximately
25 KV to 200 V AC. The output signal is used in three ways –
1. Main converter electronics (SR 1-2) - 4 volts AC
2. Catenary voltmeters on Driver’s A panel - 10 volts DC
3. Minimum voltage relay 86 - 200volts AC
When panto is raised this potential transformer feed to U
meter through transducer and U meter shows the OHE supply in
drivers cab. As such we have an idea of availability of OHE supply
before closing DJ. However our responsibility of seeing panto is
not finished, we have to check the condition of panto physically.
One 2 Amp fuse is provided on output of potential
transformer. If this fuse melts then DJ will open & F0104P1 fault
message will appear on screen. Check U meter, if it is showing ‘0’
OHE supply then drop panto & raise again to confirm chattering
sound. If chattering sound is coming then change the PT fuse with

spare one & raise the panto, if U meter shows normal OHE supply
then close DJ. If still U meter is showing ‘0’ supply then isolate SR
1-2 (127.1/1 & 127.1/2) one by one & try.
ET 1 & ET 2 – On this loco two gapless surge arrestor ET 1 & ET 2

are provided on the roof of loco.
Main Transformer –
The main transformer converts the overhead line voltage
(25 kV) to the lower operating voltages. There are four secondary
traction windings (two on each converter unit, 1269 V), one for
feeding the auxiliary circuits (1000 V), one for Hotel load supply
(750 V) and one for the harmonic filter (1154 V). The main
transformer is installed in an enclosed, oil-tight aluminum tank
together with series resonant choke for traction converter & 3 DC
link chokes for auxiliary converter. This aluminum tank is divided
into two chambers. The larger chamber contains the main
transformer; the smaller chamber accommodates the series
resonant chokes at the bottom and the auxiliary converter chokes

above them. The transformer tank is made entirely of aluminum.

This construction saves weight and, above all, exerts a damping
effect on high frequency magnetic fields.
25 KV, 1 phase AC supply is taken from OHE
catenary/contact wire through pantograph, roof equipment and
VCB (DJ). The same supply is fed to charge the parallel induction
transformer where it is stepped down to different operating
voltage. The tank is filled with transformer oil, in order to increase
the insulation strength so that the arising heat loss can be
dissipated through the circulating oil. The two parallel oil circuits
with pumps and heat exchangers (radiator) are provided. The
cooling oil flows through pipes and barriers in such a way that it
first cools the main transformer. The main transformer is subject
to a symmetrical flow of oil from a chamber surrounding the
middle of the transformer. The oil then flows from the large tank
compartment at the top down into the smaller compartment
where it flows around the chokes from bottom to top. The
transformer unit is filled with 2000 kg of mineral oil. The oil serves
as a cooling and insulating agent.
A spy glass is provided in each machine room to check the
oil level of transformer oil.

Traction Power Circuit –

Power from the overhead Catenary is directed to the main
transformer, mounted on the locomotive under frame, via the
pantograph. The traction circuit is split into two separate circuits
after the main transformer.
The traction converters can conduct current from the
Catenary to the traction motors to provide propulsion, or can act
as in the opposite manner conducting, and rectifying, current
from the traction motors to the catenary. This allows the convert
to work in both traction and braking mode. During braking the
traction motors act as generators feeding power back into the

catenary. The traction converters then act to convert the three

phase into single phase for the catenary.
The traction converters provide continuous and automatic
control of both speed and torque of the driver’s demand. The
converters are controlled by the converter control electronics, and
the locomotive central electronics.
Three, 3 phase asynchronous traction motors are
connected in parallel to each traction converter.
GTO based Traction Converter (SR)

Traction converter converts single phase 25 KV AC supply
into 3- phase AC, with Variable Voltage (max 2180V output) and
frequency (from 65 to 132/160 Hz) while traction mode and fed it
to traction motor group. As such there are two traction converter
i.e. Traction converter-1 for TM 1-2-3 and Traction converter-2 for
TM 4-5-6 (in case of WAP-5, traction converter-1 for TM 1-2 and
Traction converter-2 for TM 3-4)
While electrical braking the traction motor works as a
generator and feed generated 3-phase AC supply to Traction
converter. This converter now act in reverse manner i.e. it
converts 3 phase AC supply into single phase AC supply and feed it
to transformer. Further main transformer steps up this supply and
fed back to OHE. In this way 3- phase loco works as a small power
house, which generate supply and share the load by feeding it
back to OHE.
SR is cooled by two separate oil cooling unit. For circulating
oil of traction converter, two oil pumps are provided in each
machine room and the oil is cooled by two oil cooling blowers.
One spy glass is provided on each SR to check the oil level.
The traction converter has three main sub parts:
1) Line Converter,
2) Intermediate DC link and
3) Drive converter.
Line Converter (NSR) -

The line converter converts the alternating current
supplied from the main transformer into direct current (motoring)
and forwards this direct current to the intermediate DC - Link.
However, it is also able to convert current from the intermediate
DC - Link into alternating current and to supply this alternating
current in turn to the main transformer (braking). Both functions
are activated by the traction converter control electronics.
DC Link (ZK) -
The intermediate DC link performs two main tasks. Firstly
it smoothes the direct current that flows through. Secondly it also
performs the storage function, thus covering the peak current
demand of the line converter or of the motor. It works as an
electrical buffer between ASR and NSR.
Drive Converter (ASR) -
The drive converter converts the direct current from the
intermediate DC link into the three phase current for the drive
motors (motoring). Conversely, it is also able to convert the three
phase current generated by the drive motors into direct current
for braking.
The complete assembly of line converter No. 1, DC link and
driver converter No. 1 is termed as ‘Traction Converter No. 1’ and
line converter No. 2, DC link and driver converter No. 2 is termed
as ‘Traction Converter No. 2’ which in turn converts single phase
AC supply of main transformer into 3 phase AC supply with
variable voltage and frequency and fed to the 3 phase traction
motor.
Technical Data of Traction Converter –
Coolant oil Shell Diala DX
Input Voltage 2 X 1269 volt
Input Current 2 X 1142 Amp
Input Frequency 50 Hz
DC Link circuit nominal voltage 2800 volt

Output Voltage 2180 volt
Output Current 740 Amp
Output Power 2105 KW
Output frequency 65-132 Hz
IGBT based Traction Converter (SR) -
In the recent past, all over the world the trend has been to
switch over from conventional DC drives to 3-Phase AC drives
based on Insulated Gate Bipolar Transistor (IGBT) technology. At
present, the flagship locomotive of Indian Railways is the 3-phase
locomotive. Presently, different variants, viz. WAG9, WAG9H,
WAP7 and WAP5 are running over Indian Railways. The heart of
the locomotive is traction converter which is responsible for
conversion of single phase AC drawn from OHE to 3-phase AC
which drives the traction motor.
At present, switching device used in the traction converter
is GTO. Considering the obsolescence of the GTOs, Indian Railways
have embarked on their ambitious plan to migrate from current
Gate Turn OFF (GTO) based system to IGBT based traction
propulsion system retaining same transformer and traction
motors, owing to the advantages offered by IGBT as a power
device are available in new variants WAG 9i, WAG 9Hi. GTO being
a thyristor device need snubber circuits, resulting in high losses.
GTO’s are sensitive to failures because of complicated gate
drivers. IGBT does not require snubber circuit (because of di/dt
and dv/dt control) and belongs to a power transistor family, has
lesser losses, better control ability, higher performance and
reliability. As the IGBT Traction converter is smaller in size and the
liberated space can be utilized for the installation of future new
equipments like Hotel load converter, etc.

Salient Features -
 The existing GTO based traction converter is a group drive,
i.e., all the traction motors in a bogie are connected in
parallel. While, the IGBT based converter has got single
axle drive capability, therefore, in case of any problem
with a particular TM, only that particular TM can be
isolated unlike in the GTO based converter where the
whole bogie has to be isolated.
 Due to single axle drive it has got better adhesion
performance.
 Because of smaller size of the converter it may be possible
to install additional equipment’s like hotel load converter
in the locomotive.
 In order to improve the control of the drive, the active
type speed sensors have been provided which have better
resolution by incorporating sensors which can provide
strong signals at 200 pulse per revolution.
 This converter has taken full advantage of the
advancement in the processor speed which has paved the
way for less number of PCB cards with better performance
at the higher temperatures.
 Power loss reduction by approx. 50% in comparison with
GTO loco equipment.
 Annual energy saving (considering @ Rs. 4.62 / unit) will be
53% approx. Rs. 34 lakhs assuming loco utilization of 85%
service per day.
 40% reduction in weight and compact in size compared to
GTO equipment.
 60% reduction in usage of electric cards (only 3 major
cards compared to 17), hence increasing the loco
reliability.
 Sensor less speed control.

 Water cooled system thus safer vis-à-vis oil cooled system.

 Better slip / slide controls, because of axle control and
modern high speed digital signal processing algorithm.
 Less harmonics because of high switching frequency.
Cooling system –
The power modules of IGBT are cooled with water and
glycol mixture. The cooling system comprises a pump, heat-
exchanger and a expansion tank. The Heat exchanger is retained
from the existing one. Out of two heat exchanger circuit one is
used for traction converter cooling and the other is retained for
traction transformer water cooling system. In this traction
converter cooling circuit the exchange of heat takes place
between Water to Air. The pump selected is a magnetic drive
pump and suitable for water (glycol) mixture. Also this pump is of
continuous duty type.
Cooling agent –
On BHEL make IGBT traction converter mixture of water
and propylene glycol is used cooling agent. The propylene glycol is
chosen because of the following properties:
• excellent protection against corrosion
• harmless for humans and animals
• environmental friendly
On Bombardier make IGBT traction converter mixture of
anti-frozen (44%) & distilled water (56%) is used as cooling agent.
The resultant operational coolant provides antifreeze protection
down to -250C +20C.
Location of Water cooling system - The water cooling pump is
located in the lower left side wall (viewing from front) of the
Traction converter cubicle in such a way that to avoid the dry
running of pump and the expansion tank is located at the top of

the traction converter (located at the highest point of the cooling

system.
Traction Motor –
There are total 6 traction motors provided in WAG 9 / WAP
7 loco. TM 1-2-3 are mounted in bogie-1 and fed from traction
converter-1 whereas TM 4-5-6 are mounted in bogie-2 and fed
from traction converter-2. In case of WAP 5 there are 4 traction
motors in which, traction converter-1 fed to TM 1-2 whereas
traction converter-2 fed to TM 3-4. Unlike conventional WAG 5/7
individual TM cannot be isolated in this loco only a group isolation
is possible. For isolation of TM group one rotating switch no. 154
is provided in SB-1, its normal position is ‘Norm’. In WAP 7 and
WAG 9 the traction motors are forced air cooled and intended for
transverse installation in a 3 motor bogie. The power transmission
is effected via a spur/wheel gear. In WAP 5 TM is fully suspended
and connected with gear by hurth coupling by which power is

transmitted. Traction motor is suspended on axle, by axle cap at
one end and on link at another end. To check oil in gear case one
spy glass is provided on each gear case. To monitor the
temperature & speed, sensors are provided in the each stator
assembly.
Technical Data of Traction Motor
WAG 9 / WAP 7
Type 6FRA6068
Kind of motor 6 poles/alternating current
synchronous motor, 3 phase
Cooling Forced air cooling
Power supply Current fed converter
Temperature recording 2 thermal resistance elements
installed in a stator tooth
Output p (KW) Continuous 850
Maximum 850
Voltage U (V) Continuous 2180
Maximum 2180
Current Intensity I (A) Continuous 270
Maximum 370
Frequency (Hz) Continuous 65
Maximum 132

WAP 5
Type 6FXA7059
Kind of motor 6 poles/alternating current
synchronous motor, 3 phase
Cooling Forced air cooling
Power supply Current fed converter
Temperature recording 2 thermal resistance elements
installed in a stator tooth
Output p (KW) Continuous 850
Maximum 1150
Voltage U (V) Continuous 2180
Maximum 2180
Current Intensity I (A) Continuous 370
Maximum 540
Frequency (Hz) Continuous 65
Maximum 160


Auxiliary Converter –
The motors used for the auxiliary circuits are 3 phase
squirrel cage motors. The cost of maintenance is therefore low.
There are 12 auxiliaries run by 3 phase 415 V AC supply. This 3
phase 415 V AC supply is obtained by auxiliary converter to feed
different 3 phase auxiliaries and one battery charger. Auxiliary
converter receives single phase 1000 volts AC supply from
auxiliary winding of main transformer. This single phase AC supply
is fed to rectifier module auxiliary converter where it converts into
DC supply. This DC supply is fed to DC link to suppressed AC pulses
in DC. The pure DC supply then fed to inverter module auxiliary
converter where it converts DC supply to 415 V, 3 phase AC supply
with variable amplitude of voltage and frequency and then fed to
different 3 phase auxiliaries.
There are three auxiliary converters which get single phase
1000 volts AC input supply from common auxiliary winding and
fed 3 phase 415 output to different 12 auxiliaries and one battery
charger. Auxiliary converter-1 is placed in cubicle called BUR Box-1
situated in machine room no. 1 whereas Auxiliary converter-2, 3 &
battery charger is placed in cubicle called BUR Box-2 situated in
machine room no. 2. Each auxiliary converter is rated for an
output power of 100 KVA. The output frequency of converters
BUR-1 & BUR-2 is available from 0 to 50 Hz and of converter BUR-
3 is 50 Hz (fixed frequency).
The auxiliary circuits are controlled as require. The traction
motor and oil cooling blowers run only when required. The control
electronics adjusts the blower speeds depending on measured
operating temperatures, nominal traction values and speed.
Transformer and traction converter oil pumps works continuously
wherever the auxiliary converters are working.

IGBT Based Auxiliary Converter -

The Auxiliary converter system is powered from an
Auxiliary winding on the main transformer. Traction transformer,
in addition to traction converter winding, is provided with a
separate common winding for feeding the Auxiliary converters 1,
2 & 3. The input voltage to the Auxiliary converter is 1000 V AC
with a voltage fluctuation of 760 V to 1200V corresponding to
catenary voltage variation of 19KV to 30KV respectively. The
control electronics supply is taken from the 110 V DC battery.
The load distribution between the Auxiliary converters 1, 2
& 3 is such that required redundancy is achieved by automatically
switching load from one BUR to another in case of failure of any
one of the BUR’s. BUR 1 and BUR 2 supplies variable voltage
variable frequency to the two converter water pumps and two
transformer oil pumps, oil cooler blowers and traction motor
blowers. BUR 3 supplies fixed frequency to the two compressor
motors and scavenge blowers of Traction Motors blower of bogies
1 & 2. In addition to that Aux Conv-3 also feeds the Battery
Charger.
Load changeover from one BUR to another in case of
isolation of any one of the BUR’s is done automatically by the
auxiliary converter electronics with the aid of contacts as
described in the table below.
Auxiliary Power Location Function MCB
consump
tion
Load on Auxiliary Converter No. 1
Oil cooling 25 KW Machine To cool transformer 59.1/1 in
blower-1 Room-1 and SR-1 oil in HB-1
(OCB-1) cooling unit-1 by
taking air from roof
Oil cooling 25 KW Machine To cool transformer 59.1/2 in
blower-2 Room-2 and SR-2 oil in HB-2
(OCB-2) cooling unit-2 by
taking air from roof

Traction 25 KW Machine To cool bogie-1 TM 53.1/1 in
motor blower- Room-2 group by forced air HB-1
1 (TMB-1)
Traction 25 KW Machine To cool bogie-2 TM 53.1/2 in
motor blower- Room-1 group by forced air HB-2
2 (TMB-2)
Transformer 4.7 KW Under To circulate oil from 62.1/1 in
oil pump-1 truck TFP to cooling unit-1 HB-1
below & back
Machine
Room-1
Transformer 4.7 KW Under To circulate oil from 62.1/2 in
oil pump-2 truck TFP to cooling unit-2 HB-2
below & back
Machine
Room-2
Tr. converter 15 KW Machine To circulate oil from 63.1/1 in
oil pump-1 Room-1 SR-1 to cooling unit-1 HB-1
near SR-1 & back
Tr. converter 15 KW Machine To circulate oil from 63.1/2 in
oil pump-2 Room-2 SR-2 to cooling unit-2 HB-2
near SR-2 & back
Main 15 KW Under To create MR 47.1/1 in
Compressor-1 truck pressure HB-1
below
Machine
Room-1
Main 15 KW Under To create MR 47.1/2 in
Compressor-2 truck pressure HB-2
below
Machine
Room-2
Scavenging 3 KW Machine To clean dust from 55.1/1 in
Blower-1 room-1 inertial (air) filters of HB-1
near TMB- TMB-2 & OCB-1
2

Scavenging 3 KW Machine To clean dust from 55.1/2 in

Blower-2 room-2 inertial (air) filters of HB-2
near TMB- TMB-1 & OCB-2
1
Battery 10 KW Within To charge battery 110 in
Charger BUR Box-2 SB-2 &
100 in
HB-2
Load Sharing –
Generally all the 3 phase auxiliary converters are loaded
equally, but in case of failure of any converter to another
converter shares its load. In such condition, frequency of auxiliary
motor drops from 50 hz to 37 hz.
Load sharing after isolation of any auxiliary converter –
OCB 1-2
Load on Aux Conv-2 TMB 1-2
SCB 1-2
Aux. Con-1 Isolate MCP 1-2,
Transformer Pump 1-2,
Load on Aux Conv-3
Converter Pump 1-2,
CHBA
OCB 1-2
SCB 1-2
Load on Aux Conv-3
Converter Pump 1-2,
CHBA
OCB 1-2
SCB 1-2
Load on Aux Conv-2
Converter Pump 1-2,
CHBA

Note –
1. Machine room blower and scavenging blowers (2+2) are
directly supplied and starts as soon as VCB is closed
independent of MCE in driving as well as in cooling mode.
2. The oil pump for transformer and converter works
continuously during operation of converter.
3. TM blower and oil cooling blower and scavenging blowers are
run as per requirement.
4. The control electronics adjust the selected stage of measured
operating temperature, nominal traction value and speed
range lower-moderate-maximum.


Load changeover from one BUR to another in case of any one of

the BUR is done automatically by the auxiliary converter
electronics with the aid of contactors as described in the table
below.
CONTACTORS
52.1 52.2 52.3 52.4 52.5 52.4/1 52.4/2 52.5/1 52.5/2
ALL
AUX
CLOSED OPEN CLOSED OPEN CLOSED OPEN CLOSED CLOSED OPEN
ONV
WKG
AUX
CON- CLOSED OPEN CLOSED CLOSED OPEN CLOSED OPEN OPEN CLOSED
1 ISO
AUX
CON- OPEN OPEN CLOSED CLOSED CLOSED CLOSED OPEN OPEN CLOSED
2 ISO
AUX
CON- OPEN CLOSED OPEN CLOSED CLOSED CLOSED OPEN CLOSED OPEN
3 ISO
The load is distributed among the BUR’s as shown in the table
below
Normal Operation One of the BUR isolated condition
All BUR in operation BUR 1 Isolated BUR 2 Isolated BUR 3 Isolated
BUR1 BUR2 BUR3 BUR2 BUR3 BUR1 BUR3 BUR1 BUR2
OCB1 25KW 25KW 25KW 25KW
OCB2 25KW 25KW 25KW 25KW
TMB1 25KW 25KW 25KW 25KW
TMB2 25KW 25KW 25KW 25KW
T-MPH1 4.7KW 4.7KW 4.7KW 4.7KW
T-MPH2 4.7KW 4.7KW 4.7KW 4.7KW
C-MPH1 11KW 11KW 11KW 11KW
C-MPH2 11KW 11KW 11KW 11KW
SCB1 3KW 3KW 3KW 3KW
SCB2 3KW 3KW 3KW 3KW
MCP1 15KW 15KW 15KW 15KW
MCP2 15KW 15KW 15KW 15KW
CHBA 12KW 12KW 12KW 12KW

Main Compressor 1 & 2

For starting the main compressor a spring loaded switch
(BLCP) is provided on panel ‘A’ which is having 3 positions.
1. OFF position - For switching off compressors
2. AUTO position - Compressor 1 & 2 will work according to
cut in and cut out.
3. MAN position - Compressors will work continuously
irrespective of MR pressure. This is spring loaded position.
If MR pressure goes below 5.6 kg/cm2 ‘Low pressure Main
Reservoir’ message appears on the screen with priority-1 fault
along with LSFI indication. No TE/BE is possible till MR pressure
reaches above 6.4 kg/cm2.
After getting the start command, compressor starts but it
takes 25 seconds to ramp up and unloading and start actual
pumping thereafter. During this delay, pressure drops by 1 to 1.5
kg/cm2.
Harmonic Filter:
Line harmonic filter is connected with primary winding of
main transformer which consist of resistances and capacitor. This
harmonic filter reduces/suppresses the high frequency harmonics
to avoid disturbances in signaling. The resistance unit for the
harmonic filter is also provided on roof. The Harmonic Filter
reduces the harmonics generated due to switching of power
circuit going into traction supply system. If the harmonic filter get
bypassed by the system, the speed of the loco / train will be
automatically restricted up maximum 40 KMPH by CE.

Single phase 415 V / 110 V Auxiliary Circuit –

The auxiliary transformer is located in HB-1 and supplies
single phase supply to following auxiliaries –
This circuit is independent of CE and all these auxiliaries
will work in driving as well as cooling mode and starts as soon as
VCB closed.
Auxiliary Power Location Function MCB

consu
mption
Single phase 415 volts AC
Machine 2.6 Machine To cool machine 54.1/1
Room Blower- KW Room-1 room by ducting and in
1 (MRB-1) limit the HB-1
temperature of
control electronics
parts below 700 C
Machine 2.6 Machine To cool machine 54.1/2
Room Blower- KW Room-2 room by ducting and in
2 (MRB-2) limit the HB-2
temperature of
control electronics
parts below 700 C
Scavenging 0.75 Machine To clean dust from 56.1/1
blower-1 for KW Room-1 inertial (air) filters of in
Machine room Machine room HB-1
blower-1 blower-1
Scavenging 0.75 Machine To clean dust from 56.1/2
blower-2 for KW Room-2 inertial (air) filters of in
Machine room Machine room HB-2
blower-2 blower-2
Cab Heater In both To deliver heat for 69.62
cab keeping the cab in
inside warm HB-1
desk
Single phase 110 volts AC

Crew fan, 4 2 Nos. in Crew ventilation 69.71
Nos. both in
cabs HB-1
Cab One in To expel heat of 69.61
ventilation both cab heater element into in
blower, inside cab HB-1
2 Nos. desk
Procedure of Loco Grounding -

Loco should be grounded only while climbing on loco roof to
attend any trouble on loco roof like removing foreign material,
securing damaged pantograph etc.
1. Ensure loco is stopped & secured.
2. Open VCB and lower pantograph.
3. Rotate IG 38 key in anti-clockwise direction and remove
key.
4. Insert the key in empty socket of HOM box and rotate in
clockwise direction.
5. Operate HOM handle by 180 degree by taking it out from
its latch.
6. Rotate yellow kaba key in clockwise direction and remove
the key and keep in personal custody.
7. For ungrounding the loco, the procedure is vice-versa.

COOLING CONEPT

CHAPTER 9
AIR CIRCUIT & BRAKE SYSTEM
There are 5 types of brakes available on this loco.
1. Automatic train brake (Pn)
2. Direct Brake (Pn)
3. Parking Brake (Spring loaded)
4. Anti spin brake (Pn)
5. Regeneration Brakes (Electrical)
Note – All the brake system functions are monitored by brake
electronics and if there is any wrong configuration the brake
electronics do protective action along with P 1 message on screen.
One circuit breaker 127.7 is also provided in SB-2 for this brake
electronics. In case of failure of brake electronics, crew should
check this MCB.
Pneumatic circuit
Two compressors are provided on the loco to build up air
pressure. In this system two main reservoirs and one auxiliary
reservoir are provided. When BLCP is in ‘AUTO’ position
compressors starts working and build up pressure in the reservoirs
(cut in / cut out is 8.0 – 9.5 kg/cm2). During cut in cut out time the
compressors are connected to the atmosphere by the unloader
valve, CDC and an auto drain valve opens and closes automatically
which is connected to MR-1.
Compressed air from the compressors is allowed to pass
through a separate after cooler and stored in MR-1, MR-2. Safety
valve is set at 11.5 kg/cm2 and is provided between each
compressor and main reservoirs. To avoid air pressure entering
from MR to CP, separate NRV’s are provided in the pipe line after
the after cooler. A safety valve set at 10.5 kg/cm 2 is provided

between MR-1 and MR-2. Two NRV’s are provided one in between
MR-1 and MR-2 and another between MR-1 and AR.
Main Reservoir -
For storage of compressed air pressure MR’s are provided
on this loco. In WAP-7 & WAG-9 loco, two MR’s and one AR is
provided in machine room in vertical manner. Capacity of MR is
450 litres & AR is 240 litres. Drain COC is provided below each MR,
which can be operated from machine room. In WAP-5 three MR’s
& AR are located in under truck and each MR & AR having capacity
of 240 litres.
Auxiliary Compressor - (MCPA)
The auxiliary compressor is used to raise the pantograph.
While the control circuit. is switched ‘ON, the auxiliary compressor
controlled by pneumatic switch (172.4) starts automatically
(independent of MCE) till the pressure reaches to 6 kg/cm2.
Auxiliary compressor has one drain cock on pneumatic panel.
Normally this cock should be parallel to pipe line. (i. e. closed)
Usage of MR-1
Air from MR-1 is taken after Air dryers through a duplex
valve set at 5.0 kg/cm2 to the MR equalizing pipe and then air is
supplied to sanders, wipers, Break away valve & also to the feed
pipe (FP) through a feed valve (6.0 kg/cm2) with cutout cock (136).
From MR-1 air supply is taken after Air Dryers through to charging
BP pressure via E 70, AMV, venturi valve. It also to the panto servo
motor through IG 38, panto electro valves and throttle valve.
Compressed air is also supplied to RDJ for the operation of DJ
through DJ cock. Pressure switches are provided on panto pipe
line to trip DJ and lower panto when the air pressure drops below
4.51 kg/cm2 in panto pipe line. Air is supplied to SR-1, SR-2, WFL
and FB for the operations of pneumatic contactors after limiting
to 6.0 kg/cm2. NRV is provided after the line filter of MR-1 to avoid
the pressure escaping from RS to the main reservoir whenever on

usage. This RS pressure is used for initial energisation. An auxiliary
compressor (CPA) is provided with drain cock and safety valve, to
build up pressure in RS (5 litres) for initial charging, for raising the
panto and closing DJ. It is provided with a gauge.
Use of Auxiliary Reservoir
From MR-1 air supply is taken to auxiliary reservoir with
NRV. From the control reservoir air pressure is supplied to C3W
DV, C2RV for conjunction brake application and parking brakes
cylinders through solenoid 30 valve after limiting to 6.0 kg/cm2.
The AR is also charged with BP pressure through 47 cock during
dead loco operation. Normally 47 cock should be in closed
condition.
Usage of MR 2
From MR 2 air pressure is supplied to air brake system with
94 cock for air brake operation via C2RV direct brake.


Automatic Train Brake (A 9)

In both the cabs one Driver’s Brake Controller (DBC) is
provided which is the electrical switching equipment. The function
of the Driver’s Brake Controller is to generate a variable voltage
code in accordance with the position of the controller handle and
to perform a number of ancilliary electrical functions. A pneumatic
valve is incorporated to provide a pneumatic emergency brake
function in addition to the electronically controlled emergency
brake. This brake is utilized for charging and discharging the BP
pressure to apply/release train brakes and also loco brakes in
conjunction working.

This valve has following six positions -

This A 9 is remaining active in active cab only. Once the BL
key is rotate from ‘D’ to ‘OFF’, this handle will not function, but its
emergency position will act.
Handle Position Pressure (kg/cm2)
Release 5.4 + 0.05
Running 5.0 + 0.05
Initial Application 4.60 + 0.05
Full Service 3.35 + 0.10
Emergency 0.00
Neutral 0.00
Running –
When the handle of the brake controller is placed in the
‘Running’ position, the ‘Running’ EP valve energised the E 70 valve
and allow the 5.0 kg/cm2 pressure to go in brake pipe via cock no.
70. As such A 9 gives electrical command to valve E 70 and E 70
allows 5.0 kg/cm2 pressure to enter in BP pipe. The system for
charging the BP pipe is fully self-maintaining.
Note – Cock 70 performs the function of A 8 (L & T) cock has in
WAG 5/7 locos. This cock is provided with electrical switch due to
which its position is monitored by brake electronics and if there is
wrong configuration of cock, concerned P-1 message appear on
the screen.
Braking –
When the handle of the brake controller is placed in a
apply position the control circuits will produce the pressure to
give the relevant brake pipe pressure.
The brake signal from the brake controller causes the
control pressure to fall to the level demanded by the particular
brake code which in turn causes the air from the brake pipe now
flows past to atmosphere through E 70 valve. The brake pipe
pressure is then held constant at a reduced level, which
corresponds to the particular braking requirement, against any

normal leakage by the self-maintaining feature.
Emergency –
When the handle of the brake controller is placed in the
Emergency position one of the cam operated switches within the
controller opens to cut off the power supply to all EP valves of E
70 valve except the ‘Isolate’ EP valve which is already de-
energised. At the same time the pilot valve in the driver’s brake
controller opens venting the operating air from above the piston
in the emergency exhaust valve located in driver’s cab. This valve
then opens to vent the brake pipe direct to atmosphere at the
emergency rate.
In addition to direct exhaust as all the electrical supply
switched off the ‘release’ and ‘Application’ EP valves are de-
energised causing the valve E 70 lifts and therefore vents the
brake pipe to atmosphere. In emergency, brake of 2.5/5.0 kg/cm2
is applied through C3W valve.
Neutral –
When the handle of the brake controller is in the ‘Neutral’
position the cam operated switches within the controller cut off
the power supply to all EP valves (except ‘Isolate’ EP valve which is
already de-energised) as for the ‘Emergency’ position.
Release –
When the handle of the brake controller is held in the
spring loaded ‘Release’ position, the ‘Full Bore’ and ‘Running’ EP
valves (of E 70) are energised. In this condition the system
operates as described for the ‘Running’ condition, except that the
‘Full Bore’ EP valve is energised. This valve allows a low pressure
overcharge in BP pipe. Low pressure overcharge is achieved by
raising the normal brake pipe pressure of 5.0 kg/cm2 to a pressure
of 5.4 kg/cm2 and holding this for a limited period after which the
overcharge is arranged to bleed down at prescribed rate.


The pressure of 5.4 kg/cm2 in the brake pipe is held for a

short period by an electronic timing device on the low pressure
overcharge circuit board. At the end of this period the ‘Low
pressure overcharge’ release EP valve is de-energised in a
controlled manner which thus reduces the pressure in the control
reservoir and hence the brake pipe at a predetermined rate
towards a level of 5.0 kg/cm2.
Even after overcharging up to 5.4 kg/cm2 for short time
and normalized with restricted rate, there will be no brake binding
in load as low pressure overcharging feature of DV will prevent DV
to overcharge.
 The handle of A9 can be removed and inserted in neutral
position and can be locked by locking device.
 If the electronic brake control system fails, a priority-1
message display on the screen and an emergency brake is
triggered.
Direct Brake (SA 9)

To apply loco brakes, Driver’s Direct Air Brake valve (SA 9)
is provided in both the cabs. The operation of this system is near
about same as in case of WAG 5/7. But unlike WAG 5/7 there are
no cocks on inlet as well as outlet pipes of Driver’s Direct Air Brake
valve (SA 9). Instead of cock the EP valves (pilot valves) are
provided which keep the Driver’s Direct air Brake valve (SA 9) in
service only in active cab automatically.
As a preventive measure, the handle of Driver’s Direct air
Brake valve in rear cab should be kept in release position. Unlike
WAG 5/7, separate relay valves are provided for loco brakes
through Driver’s Direct air Brake valve and loco brakes through
conjunction working. So possibility of total brake failure due to
relay valve failure is eliminated.
The Driver’s Direct air Brake valve has two positions, Apply
and Release.
i. Apply – When the drivers control handle is moved to the

‘Brake ON’ position, air from main reservoir admits in the
outlet pipe which (3.5/5.0 kg/cm2 max) is further connected to
braking relay valve 58. This pressure operates the relay valve
so relay valve again allows the MR pressure waiting at its port
to the brake cylinders through 2 nos. of DCV and bogie
isolating cocks. Brake cylinder pressure can be seen in the
gauges provided in both the cabs.
ii. Release – When the drivers control handle is moved towards
the ‘Release’ position, it isolates the main reservoir pressure
from the relay valve. Simultaneously, allows the pressure from
the relay valve to escape to atmosphere through its exhaust
port. As the pressure from relay valve gets exhausted, relay
valve further disconnects the pressure from MR to brake
cylinder and simultaneously the pressure of brake cylinders
get exhausted to atmosphere through exhaust of relay valve.

Any desired releasing stage for the brake cylinder pressure

may be obtained according to the position of the drivers control
handle. The direct brakes are used to apply loco brakes. In WAP 5
direct brake apply on wheel disc with the pressure of 5.0 kg/cm 2
whereas in WAG 9/WAP 7 it apply on wheel tyre as conventional
loco with the pressure of 3.5 kg/cm2. The brake handle remains
active only in active driver cab.
Start/running (S/R interlock) interlock (i. e. regression of
TE/BE) is initiated when the speed of loco is above 10 Kmph and
BC pressure in gauge is more than 0.6 kg/cm2.
For isolation of brakes of particular bogie, bogie isolation
cocks are provided. Cock for bogie-1 is provided below machine
room-1 above MCP-1 whereas cock for bogie-2 is provided below
machine room-2 above MCP-2.
Brakes through blending valve –
If train is running in regenerative (DBR) mode and suddenly
regenerative braking cuts off automatically due to internal fault or
VCB tripping, to compensate regenerative braking, blending valve
sends the MR pressure in the brake cylinder in proportion. This
pressure activates the relay valve (57), further this relay valve
allows MR pressure into brake cylinder.
Synchronous loco brakes –
Whenever BP pressure drops below its pre-determined
value (i. e. 5.0 kg/cm2), distributor valve gets activated and allows
MR pressure to activate relay valve (57), further this relay valve
allows MR pressure to rush in brake cylinder (2.5/5.0 kg/cm2). Like
this, when BP restores, DV gets balanced and releases the brakes
accordingly.
Parking Brake –
In 3 phase loco hand brake is not provided. For parking the loco a
new type of brakes are available on this loco called parking brake.
The great feature of parking brake is that, it remains applied to
indefinite time as per your requirement in absence of air pressure.

Its function is just opposite to that of conventional brakes. i. e. it
remain release when there is 6.0 kg/cm2 pressure in parking
activator and get applied when pressure exhausted below 3.8
kg/cm2 in parking activator. But the brakes are applied through
the same brake block of conventional loco brakes. Parking brakes
are provided on wheel no. 2, 6, 7 & 11 in WAG 9 and on wheel no.
1, 4, 5 & 8 in WAP 5 loco.
Applying of parking brakes –
1. Press push button BPPB (‘A’ panel), a red lamp illuminated
in it. Due to which 6.0 kg/cm2 air in parking activator get
exhausted and the PB gauge shows 0.0 kg/cm2 which
indicates the application of parking brake. (This is possible
only when CE is ON).
OR
2. Press ‘Apply’ (left) push button on parking brake solenoid
valve 30, BPPB red lamp will glow. PB pressure gauge
shows 0.0 kg/cm2 and parking brake get applied. (This is
possible when there is MR/AR pressure in the loco and
lamp will glow if CE is ON).
OR
3. When BL key is moved from ‘D’ to ‘OFF’, parking brakes get
automatically applied through control electronics. BPPB
will not be illuminated since CE in ‘OFF’ but PB gauge will
show 0.0 kg/cm2.

Releasing of parking brakes –

1. Press BPPB illuminated (‘A’ panel) red button once, red lamp
will extinguished and 6.0 kg/cm2 pressure enter in parking
activator which can be seen in PB gauge indicating that
parking brake is released.
OR
2. Press ‘Release’ (Right) push button on parking brake solenoid
valve 30, BPPB red lamp will extinguished, air will be admitted
in parking activator and gauge will show 6.0 kg/cm2 pressure
& parking brakes will be released.
OR
3. Pull parking brake release spindle provided on parking brake
cylinder on wheel no. 2, 6, 7 & 11 (WAP 7/WAG 9) and on
wheel no. 1, 4, 5 & 8 (WAP 5). The lock of PB will open and
piston return to release position due to resetting spring at
that time. ‘Khut’ sound will be heard.
Note –
1. If parking brakes are released through manual lever, BPPB will
not extinguished in energised loco and driver may get
indication of application of parking brake and throttle will not
respond, in such case press BPPB to release PB even though PB
are released manually.
2. Ensure releasing of PB by physically shaking the brake block.
3. In dead loco if there is no air pressure even though the PB will
remain in applied condition, but once the brakes are released,
then PB cannot be applied again until the loco takes on
pressure. So, while shunting the dead loco and stabling
thereafter, this fact should be kept in mind and loco should be
secured properly by wooden wedges as local hand brakes are
not provided in the loco.

Locking of parking brakes –

 Parking brakes can be locked in applied or in release condition
for this purpose locking arrangement is provided on release
and application plunger of solenoid valve 30.
 If plunger is pressed and then rotate, it will remain in that
condition until you unlock it by again rotating it and pulling the
plunger outside.
 For locking the parking brake, follow the instructions.
 On modified Knorr CCB system solenoid valve 30 is provided
but locking arrangement is not provided.
Anti-compounding valve –
Whenever the application of parking brake and service
brake (by DBC & DBV) sometime causes damaged to TBU unit. To
avoid this, anti-compounding valve (Double check valve) is
provided such that one incoming is parking brake pressure and
other incoming is service brake pressure & the common outgoing
of this valve is connected to parking port of TBU unit. Hence if
parking brakes are applied (pressure vented) & service brakes are
also applied, at that time the service brake pressure connects
incoming to outgoing of ACV and enters in parking sensing port of
TBU which cancels parking brake force & allows only service brake
force, likewise when parking brakes are released, the pressure
flows from incoming of ACV to outgoing & finally to parking brake
cylinder as normal run position.
Failure of Brake Electronics –
Whenever brake electronics get failed a priority-1 message
will appear on the screen with emergency brake application. One
circuit breaker 127.7 is also provided in SB-1, if this circuit breaker
is tripped same symptoms will appear.

Regenerative Braking –
This is an electrical braking system in which brakes are applied on
loco without physical application or brake block failure.
1. Brake block does not apply on wheel so wheel and brake
block wear is eliminated.
2. Reliable braking.
3. Smooth controlling.
4. Energy generated during braking is fed back to OHE i. e. it
works just like a small power station and helps in energy
conservation.
5. Braking is available up to 0 Kmph.
When throttle is put to BE side, traction motor works as a
generator and generates 3 phase AC supply which is converted
into DC supply by drive converter and fed to line converter
through DC link. In line converter this DC supply is again converted
into single phase AC supply in such a way that it induces supply
equal to line voltage in main transformer through converter,
which later fed to OHE through VCB and pantograph. At the time
of regenerative braking, the TE/BE meter deviates downward in
RB mode.
 If the regenerative braking fails during braking operation the
independent loco brakes automatically takes over its function
in proportion to RB force through blending valve.
 Even if the RB and pneumatic brakes applied together due to
fault in the system, excessive braking of loco is avoided
because the anti-slip slides control system reduced the
electrical braking effort.
 You can use the regenerative braking from full speed to ‘0’
speed.
 As train loco can be stopped only by using regenerative
braking, there is a possibility of non-application of loco brakes,
here one thing should be noted that loco can be stopped but

cannot be held by regenerative braking. So, don’t forget to

apply loco/train brakes at halt/stop.
 As already explained it feeds back to OHE during regeneration.
So, use RB as much as possible and generate the energy.
 Also note the readings at the time of CTO and CHO to calculate
energy conservation by you.
Emergency Braking -
An emergency braking operation can be initiated by:
1. Response from the Vigilance control module
2. Permitted maximum speed being exceeded (Speedometer)
3. Moving of the driver’s brake handle to EMERGENCY
position (automatic train brake)
4. Actuation of the emergency brake cock (RS) on the
assistant driver’s side
5. Actuation of the emergency stop push button on the panel
‘A’.
6. Failure of the electronic brake control system
7. Train parting
Note:
1. The emergency stop button is only active in the activated
driver’s cab. However, its function is not dependent on the
speed of the locomotive. When the emergency stop
button is pressed, the main circuit breaker opens,
pantograph is lowered, BP and TE/BE comes to ‘o’.
2. Emergency braking is actuated directly in all cases and is
not controlled by the MCE. However, the MCE responds to
emergency braking by reducing traction effort to ‘0’.
3. If an emergency braking operation is triggered in multiple
operations, it is transferred to the slave locomotive also.

CHAPTER 10
PREPARATION OF LOCO
Checking of underframe –
In front of cab –
1. Ensure that loco is standing on the rail and under the OHE.
2. Ensure both side MR Eq., BC Eq., BP & FP hoses are connected
properly and their angle cocks are as per requirement. Also
ensure that hoses are not hanging.
3. Ensure that rail guard, cattle guard has not any cracks and
foundation bolts are properly fitted.
4. Ensure that CBC has no any abnormalities and locking pin is
available and provided with operating handle.
5. Ensure that UIC connector (Jumper) socket are covered.
6. Ensure that flasher light, marker lights, head lights are glowing
properly and their glasses are cleaned.
7. Ensure both end look out glasses are clean and no cracks on it.
Below Machine Room-1 (From Cab-1 to Cab-2)
1. Ensure that additional cocks of MR eq. & BC eq. are open.
2. Ensure that Air Dryer unit is in service. (D-IN & D-OUT open
and D-OFF closed).
3. Ensure that there is no crack on any mechanical fittings.
4. Ensure that release plunger hook is provided on parking brake
cylinder.
5. Traction link is fitted properly and their all 6+6 bolts are
tightened.
6. Ensure oil level in CP-1 is above minimum mark and their
foundation bolts are intact.
7. Bogie-1 isolating cock is in open condition.
8. Battery cover is locked & unloader isolating cocks are open.
9. BP and FP additional cocks are in open condition.
Below Machine Room-2 (From Cab-2 to Cab-1)

1. Ensure that additional cocks of MR Eq. & BC Eq. are open.
2. Ensure that there is no crack on any mechanical fittings.
3. Ensure that release plunger hook is provided on parking brake
cylinder.
4. Traction link is fitted properly and their all 6+6 bolts are
tightened.
5. Ensure oil level in CP-2 is above minimum mark and their
foundation bolts are intact.
6. Bogie-2 isolating cock is in open condition.
7. Battery cover is locked & unloader cocks are open.
8. BP and FP additional cocks are in open condition.
In Cab –
1. Cab and look out glasses are clean.
2. All switches are normal, ZBAN-OFF, BLCP-AUTO.
3. Water is filled in windshield washer unit.
4. Spare hoses, wooden wedges are provided inside locker.
5. Fixed and handy both fire extinguisher are in good condition
and filled with gas.
6. ALP side RS flap valve is closed.
7. Ensure that emergency push button is released.
In Machine Room –
1. All circuit breakers provided in SB-1, SB-2, HB-1 & HB-2 are
normal.
2. Switches provided in SB-1 are at normal position.
3. Oil level of converter 1-2 and transformer 1-2 are above
minimum mark.
4. Outer cover of any power equipment is not opened.
Pneumatic Panel –
1. Panto selector switch is at ‘AUTO’ position.
2. Cock No. 70, 74, 136 are in open condition and cock no. 47 is
in closed position.
3. PAN-1, PAN-2, VCB and sanders isolating cocks are in open

condition.
4. Distributor valve is in service.
5. IG 38 key is inserted and kept ‘ON’ (Horizontal).
6. CPA drain cock is in closed condition. (Parallel to pipe)
7. Parking brake apply/release plungers are not in locked
condition.
Energisation of Loco -
1. Lit the marker lights, it ensures closing of main circuit breaker
112 of battery.
2. Put battery circuit breaker 112.1 and CHBA circuit breaker 110
to ‘ON’ position provided on SB-2 panel.
3. Insert A 9 handle at ‘Neutral’ position and keep it in ‘RUN’
position by lifting lock in driving cab.
4. Insert BL key in ‘OFF’ position and turn it to ‘D’ position on ‘A’
panel.
a. Screen provided on ‘C’ panel & Speedometer screen will
get ‘ON’.
b. If pressure is less, then MCPA will start.
c. UBA will deviate to 110 volts.
d. LSDJ will illuminate.
e. All above indications indicates that control electronics is
‘ON’.
5. The message ‘Configuration running please wait’ will appear
on screen and self-testing is done for 20 seconds.
6. During self-testing all pilot lamps will illuminate and
extinguish, Bogie-1 & 2 meter will deviate both in TE/BE mode
and will come to ‘0’ and flasher light will illuminate &
extinguish.
7. After testing FLG 504 node will be displayed on the screen.
Now press ZPT switch downwards in ‘UP’ position & release
for raising of pantograph. If pressure is less, then MCPA will

start automatically. After creating pressure rear panto will go

up and also U meter will deviate & indicate the value of OHE
voltage.
8. FLG 550 node will be displayed on the screen. Now press BLDJ
downwards & release to close DJ. DJ will close and lamp LSDJ
will extinguish and all auxiliary will get start automatically.
9. FLG 570 will be displayed on the screen.
10. Ensure that BLCP is at ‘AUTO’ position.
11. After creating MR pressure up to 6.4 kg/cm2, operate reverser
to FOR or REV as per requirement. FLG 590 node will be
displayed on screen. If the reverser is set without confirming
the MR pressure is above 6.4 kg/cm2 then priority-1 message
‘Low pressure Main reservoir’ will come on screen.
12. Apply loco brakes via SA 9 and confirm in gauge it registers 3.5
kg/cm2.
13. Release parking brakes by pressing BPPB switch, red indication
in BPPB switch will extinguish and parking brake gauge will
register 6.0 kg/cm2 pressure. If parking brakes are not released
and throttle is operated then priority-1 message ‘Traction with
Parking Brake not allowed’ will come on screen.
14. Ensure BP pressure is 5.0 kg/cm2.
15. Now operate throttle to TE direction, FLG 596 node will come
on screen and then TE/BE meter will deviate towards TE side.
16. Check the loco brake power.
Operation of BL key –
1. Driving mode - OFF-D
2. Self-Hold Mode - D-OFF
3. Control Electronics
OFF mode - D-OFF-C-OFF
4. Cooling Mode - D-OFF-C-OFF-C

1. Driving Mode – This mode is used to drive the loco. To achieve

this mode driver has to – Insert BL key in ‘OFF’ position and
turn it to ‘D’ position on ‘A’ panel.
a. Screen provided on ‘C’ panel & Speedometer screen
will get ‘ON’.
b. If pressure is less, then MCPA will start.
c. UBA will deviate to 110 volts.
d. LSDJ will illuminate.
e. All above indications indicates that control electronics
is ‘ON’.
2. Self-Hold Mode – Open DJ, lower pantograph. Operate BL key
from ‘D’ to ‘OFF’ position. Now control electronics will remain
‘ON’ for 10 minutes and then after 10 minutes it will become
‘OFF’ automatically. This mode is used while changing the cab.
3. Switching off control electronics – driver has to switch off
control electronics in many cases like
a. Making the loco dead
b. During trouble shooting
c. For taking isolated sub system in service
d. Before resetting circuit breaker or before rotating any
switch.
Procedure to switch off control electronics –
a. Stop the train.
b. Open VCB and lower the pantograph.
c. Operate BL key from ‘D’ to ‘OFF’ (wait for 2 seconds)
d. Operate BL key from ‘OFF’ to ‘C’ and wait until DDS
screen & SPM screen goes ‘OFF’, UBA will show ‘0’ &
LSDJ will extinguish. It means control electronics is
switched off.
Note -
i. Control Electronics will get automatically ‘OFF’ after 10
minutes of BL key is operated from ‘D’ to ‘OFF”.

ii. Control Electronics will get automatically ‘OFF’ after 10

minutes in ‘D’ mode also, if panto is remain lower for
more than 10 minutes.
iii. If BL key is operated from ‘D’ to ‘OFF’ without opening
VCB & lowering panto, this will initiate automatic shut
down on loco.
4. Cooling Mode – Whenever temperature of control electronics
increases above 700 C then lamp LSCE will illuminate on panel
‘A’ and throttle will come to ‘0’ with fault message.
Procedure of cooling mode –
a. Clear the section in coasting if possible.
b. If not possible then stop the train at suitable place.
c. Inform TLC regarding cooling mode.
d. Keep the throttle to ‘0’.
e. Keep SA 9 at applied condition and A 9 to ‘Emergency’.
f. Open VCB and lower the pantograph.
g. Switch off control electronics as per the procedure.
h. Again Put BL key from ‘OFF’ to ‘C’ and ensure that UBA
shows battery voltage and LSDJ illuminates, screen will
remain off.
i. Now raise the panto, close VCB, LSDJ will extinguish
and loco will energise in cooling mode.
j. Machine room blowers & scavange blowers will start.
k. When the machine room temperature goes below 700
C then LSCE will extinguish.
l. Now open VCB, lower pantograph.
m. Put BL key from ‘C’ to ‘OFF’ and ‘OFF’ to ‘D’ and
energise the loco & resume traction.
Operation of Reverser –
Reverser has following three positions
Position ‘F’ - Forward
Position ‘0’ - Neutral

Position ‘R’ - Reverse

Throttle and reverser are interlocked mechanically.
Operation of throttle –
The TE/BE throttle controls traction and electric braking
effort of the locomotive with an angle transmitter and
auxiliary contacts. The TE/BE throttle has the following three
positions –
TE (Tractive Effort)
1/3 - 33 % TE
2/3 - 67 % TE
TE Max - 100 % TE
BE (Braking Effort)
1/3 - 33 % BE
2/3 - 67 % BE
BE Max- 100 % BE
Note –
If TE doesn’t increase beyond 300 KN in WAG 9 / WAP 7 &
150 KN in WAP 5 then driver should check ZTEL switch on ‘A’
panel whether it is ‘ON’ or ‘OFF’. ZTEL should be kept ‘OFF’.
The % of tractive/braking effort is indicated on the two bogie
meters on panel ‘A’.
Failure Mode Operation –
This mode allows the locomotive to operate even if the angle
transmitter of the TE/BE throttle has failed. In this mode, driving
and electrical braking are controlled by the auxiliary contacts on
the TE/BE throttle.
1. Traction is set to ‘0’ by control electronics.
2. A priority-2 message is displayed on screen.
3. Driver should bring throttle to ‘0’.
4. Open VCB and operate 152 switch (SB-1) from ‘0’ to ‘1’
position due to which angle transmitter will de-activate.

5. The driver must acknowledge the fault message.

6. Now throttle has only 3 steps control i. e. 33 %, 67 % & 100 %.
Loco Brake Testing –

1. Apply loco brakes by SA 9.
2. Ensure that brake cylinders pressure gauge registers 3.5
kg/cm2 pressure (WAG 9/WAP 7) and 5.0 kg/cm2 pressure
(WAP 5).
3. Release parking brakes.
4. Operate MPJ to forward.
5. Move throttle in traction and give 150 KN for WAG 9/WAP 7
and 100 KN for WAP 5 locos.
6. Loco should not move.
Changing of cab –
Single unit -
1. Apply SA 9.
2. Operate A 9 from ‘RUN’ to ‘Neutral’ and then remove the
handle.
3. Open VCB and lower the pantograph.
4. Operate BL key from ‘D’ to ‘OFF’ and remove it.
Go in another cab –
1. Keep SA 9 handle in apply position.
2. Energise loco in normal way.
Note –
i. On some 3 phase locos parking brake is removed and
conventional hand brake is provided. If loco has to be
stabled then hand brake must be applied otherwise loco
will roll down.
ii. If BL key is taken ‘OFF’ without opening DJ and lowering
panto, loco will be shut down as emergency shutdown will
initiate on the loco.

iii. During normal driving if BL key is kept ‘OFF’, emergency

brakes will get applied as emergency shutdown will initiate
on loco.
iv. After moving the BL key to ‘OFF’ position, the control
electronics remains active for 10 minutes. The change of
driver’s cab should take place during this time. If the
control electronics has to be restarted, it takes longer to
set up the locomotive.
Multiple unit –
1. Keep SA 9 to ‘ON’.
2. Move BL key from ‘D’ to ‘OFF’ position and remove the BL
key.
3. Operate A 9 handle to ‘Neutral’ position and remove it.
4. Close BP cock no. 70.
5. Go to another loco and open cock no. 70.
6. Energise the loco from that loco in normal way.
Note – The change of driver’s cab has to take place within this 10
minutes period otherwise the control electronics has to be
restarted.
Banking Mode –
When it is required to use loco as a banker i. e. use of TE/BE
without charging BP, at that time loco should be operate in
banking mode.
1. Trip the VCB and operate ZBAN switch (Panel A) to ‘ON’
position (BP pressure will drop to ‘0’).
2. Close cock no. 70 & also cock no. 136 if Mail/Exp. train.
3. Energise loco in normal way.
4. BP pressure will drop to ‘0’ but when coupled with master
loco, its BP will rush into BP pipe of this loco which will be seen
in the gauge.
5. During this priority-2 message ‘Loco is in banking mode’ will
appear on screen.
6. Now operate MPJ to Forward and check loco is responding by

throttle. Loco will respond even though the BP pressure is ‘0’.
It means loco is ready to work in banking mode.
Constant Speed Controller –
This system enables the train to maintain a constant speed
automatically and can be activated at any speed above 5 Kmph by
pressing illuminated push button BPCS. The control electronics
controls the constant speed by giving tractive or braking effort to
the TM as per requirement irrespective of position of throttle i. e.
TE/BE.
CSC is activated only when –
1. Speed is more than 5 Kmph.
2. Throttle is either on TE or BE side.
3. Train brakes and loco brakes are released.
4. BPCS is pressed once, lamp will illuminate.
CSC will cancel in following conditions –

1. Moving of throttle.
2. Pressing BPCS while CSC is active, lamp will extinguish.
3. Drop in BP by 0.25 kg/cm2.
4. Brake cylinder pressure more than 0.6 kg/cm2.
Note –
i. To minimize oscillation the CSC should be set during a slow
acceleration phase.
ii. CSC will maintain speed only up to max TE/BE speed may
vary if required TE/BE is more than loco capacity. So, in an
undulating area the speed may vary +/- 10 Kmph to preset
value. So in such areas BPCS should be pressed at the
speed with margin of 10 kmph. Also in some areas where
special driving technique is required, CSC may stall the
train. So, in such areas instead of using CSC, LP should use
his best driving technique by operation of throttle.

iii. Also if CSC is used in very frequent up/down grade region,

the loco will trigger for TE to BE and BE to TE very
frequently with heavy amplitude, which is not good as far
as driving technique is considered.
iv. While cancelling CSC ensure that needle position of TE/BE
meter and throttle are not just opposite.
Emergency Stop Push Button –

One red coloured and arrow marked push button is provided
on panel ‘A’ at such a place that driver as well as Asstt. Driver can
operate it. In normal condition it remain projected out. In case of
an emergency if loco pilot/asst. loco pilot pushes button, button
goes inside and remain pressed and following actions are initiated
-
1. VCB will open.
2. TE/BE will come to ‘0’.
3. Panto will come down.
4. BP will drop to ‘0’, train/loco brakes will be applied.
5. LSFI/BPFA will illuminate with message ‘Emergency shut
down on the loco’ and train will stop with emergency
brakes.
Resetting of Emergency stop push button –
1. Bring TE/BE throttle to ‘0’.
2. Press emergency stop push button slightly and rotate it
clockwise as per arrow indication on it, the button will
come out from pressed condition.
3. Press BPFA and acknowledge the fault.
4. Energise the loco and work the train as per procedure.
Vigilance control system –
VCD is meant for checking and keeping the driver alert. It is
a safety device. A foot switch of VCD is provided below driver’s
desk in each cab, also push button BPVG is provided on driver’s

desk on Asstt. Loco Pilot Side. Driver / Asst. Driver is expected to

activate VCD within every 60 seconds interval by one of the
following way –
1. Press PVCD foot switch & release or
2. Press BPVG & release or
3. Operate throttle in TE/BE in difference of more than 3 % or
4. Press PSA & release
If one of the above exercises is done, the driver is
considered alert and the 60 seconds cycle get reset. If none of the
above activities are done once within 60 seconds, then buzzer will
sound and LSVW will illuminate for next 8 seconds. Within these 8
seconds acknowledge the VCD by pressing PVCD or BPVG, if not
acknowledged, VCD will apply penalty with emergency braking (BP
pressure will drop 2.5 - 3.0 kg/cm2), TE/BE will become ‘0’ and
priority-1 message will appear on screen. For VCD, the speed of
train should be more than 1.5 kmph.
Dead Man Mode –
If VCD foot switch PVCD or BPVG switch or PSA lies remain
pressed for more than 60 seconds, then the system will go
automatically in ‘Dead Man’s Mode’ & buzzer will sound along
with LSVW lamp on ‘A’ panel, if not released within next 8 seconds
VCD penalty will be applied with emergency braking. The BP will
drop 2.5 to 3.0 kg/cm2.
Resetting of VCD penalty brakes –
1. Bring throttle to ‘0’.
2. Keep A 9 in emergency position.
3. Wait for 120 seconds without switching off control
electronics.
4. Press BPVR to reset VCD, LSVW will extinguished and
buzzer will stop.
5. Press & release VCD foot switch PVCD.
6. Press BPFA for acknowledging fault message.

7. Keep A 9 to ‘Run’ position.

8. Resume traction after MR/BP pressure comes back to
normal.
Isolation of VCD –
If driver is acknowledging VCD correctly as per procedure,
but still VCD penalty is applying, in that case it is assumed that
VCD is malfunctioning. In such cases VCD can be bypassed by
keeping switch no. 237.1 (SB-1) on ‘0’ position. Remark should be
given in the log book, inform TLC & proceed carefully.
Passing neutral section – (Single unit)
1. Before approaching 500 m board ensure that MR pressure is
between 8.0 to 9.5 kg/cm2.
2. Bring TE/BE throttle to ‘0’ gradually before 250 m board.
3. At DJ open board, open VCB by operating BLDJ upwards &
release. LSDJ will illuminate, auxiliaries sound will stop, but ‘U’
meter will show OHE supply.
4. At neutral section location, OHE meter will comes down to ‘0’
and will shoot up when neutral section is over.
5. In PTFE type neutral section, at higher speed, needle will just
fluctuate.
6. At DJ close board, close DJ by pressing BLDJ downwards (2nd
from left) and resume normal traction.
Passing neutral section – (Multiple unit)
1. The command from the master locomotive to switch the main
circuit breaker ‘ON’, ‘OFF’ also controls the main circuit
breaker on slave loco.
2. The VCB on the slave loco is switched on after a delay of 0.5
seconds following the switch ON of master loco. When
switching OFF there is no delay.
3. While passing neutral section follow the procedure mentioned
for single unit, but DJ should be closed after passing one mast
after DJ close board.
Sanding -
Sanding is done automatically on leading wheels when
1. PSA is pressed.
2. Anti-spin device activated.
Note - Don’t press PSA continuously, but press and release it.
Continuous sanding is not possible, If PSA is pressed continuously
for 1 minute, then dead man mode penalty brakes will apply. 10-
12 sec pause is required between two operations of PSA.
Active functions in non-driving cab –
In non-driving cab following functions will remain active -
1. Speedometer 5. Fault display screen
2. OHE voltmeter 6. Marker light switch
3. ALP’s RS flap valve 7. Cab heater & blower
4. Cab light 8. Cab fan
Stabling of locomotive –
1. Stop the locomotive clear of the fouling mark and at an
appropriate distance from ‘Electric Engine stop board’, if
provided.
2. Operate SA 9 handle to ‘ON’ position and ensure that brake
cylinder pressure gauge registers 3.5 kg/cm2 air pressure (On
WAP 5 loco 5.0 kg/cm2). Get down from the loco & ensure (In
WAG 9) that brake blocks are gripping tightly on wheels and in
WAP 7 ensure visually the brake cylinder’s piston have
operated fully.
3. Apply wooden wedges towards falling gradient in following
manner –
On WAP 5, except wheel no. 1, 4, 5 & 8.
On WAG 9, except wheel no. 2, 6, 7 & 11.
4. Operate hand brake to ‘ON’ on WAP 7 loco.
5. Operate A 9 handle to ‘Neutral’ and lock it (On Knorr brake
loco, operate A 9 handle to ‘FS’ & lock it). Press BPPB to apply

parking brakes. Parking brake pressure gauge will indicate ‘0’

pressure & BPPB red indication will illuminate.
6. Open VCB & lower the pantograph and check visually that
pantograph has come down fully.
7. Operate BL key from ‘D’ to ‘OFF’, wait for 2 seconds, then
operate from ‘OFF’ to ‘C’ position & then again operate to
‘OFF’ position. Ensure control electronics have shut down.
8. Close all the doors and window shutters.
9. While stabling a locomotive, the Loco pilot shall also carry out
under gear and roof inspection of loco and endorse necessary
remarks in the loco log book.
10. Hand over BL key & A 9 handle / loco log book to engine
examiner or JR. CC on duty / Cabin ASM.
Procedure of Loco Grounding -

Loco should be grounded only while climbing on loco roof to
attend any trouble on loco roof like removing foreign material,
securing damaged pantograph etc.
1. Ensure loco is stopped & secured.
2. Open VCB and lower pantograph.
3. Rotate IG 38 key in anti-clockwise direction and remove
key.
4. Insert the key in empty socket of HOM box and rotate in
clockwise direction due to which HOM handle will unlock.
5. Operate HOM handle by 180 degree by taking it out from
its latch by which earthing switch will close on the roof &
yellow kaba key will become free..
6. Rotate yellow kaba key in clockwise direction and remove
the key and keep in personal custody.
7. For ungrounding the loco, the procedure is vice-versa.

CHAPTER 11
MODIFIED KNORR COMPUTER
CONTROL BRAKE (CCB) SYSTEM
In some WAG 9 locos modified Knorr computer control brake
system (CCB) is provided which is different from normal brake
system of WAG 9 locos.
SA 9 Direct Brake - SA 9 has two positions.

i. Release.
ii. Application
One spring loaded clip is provided below SA 9 handle which is
called as Bell Ring. By pressing & releasing this clip, synchronizing
brakes releases immediately but when PVEF is pressed it releases
gradually.
A 9 Auto Brake - A 9 handle can be locked by the locking pin in
Full Service position. In non-driving cab A 9 handle has to be kept
locked in Full Service position and in working cab operate it to
RUN position after unlocking it. A 9 has five following positions.
i. REL (Release) - On this position BP pressure over charges up to
5.50 kg/cm2 and drops to 5.00 kg/cm2 after some time
automatically, due to which train brakes releases quickly.
ii. RUN - Train can be worked by keeping A 9 handle on this
position. BP pressure charges to 5.00 kg/cm2.
iii. MIN (Minimum Reduction) - On this position BP pressure
drops by 0.40 kg/cm2 & BP pressure remains 4.60 kg/cm2.
iv. FS (Full Service) - On this position BP pressure remains 3.32
kg/cm2. On this position Auto train brake handle can be lock or
unlock.
v. EMER (Emergency) - On this position BP pressure comes to 0
kg/cm2.

Mode Switch - One rotating switch is provided in both cabs

between A 9 & SA 9, it is called as mode switch. It has four
positions.
1. HLPR - This mode switch has to be kept at HLPR position along
with ZBAN switch to ON position when banking loco is
attached in down or up gradient.
2. TRL (Trail) - This mode switch has to be kept at TRL position in
rear cab of single loco and both cab of rear loco in multiple
unit.
3. LEAD - This mode switch has to be kept on LEAD position in
working cab of single loco & multiple loco then BP will charge
to 5.00 kg/cm2.
4. TEST - On this position BP leakage rate can be checked. When
mode switch is kept on TEST position loco brakes will apply
which can be seen in brake cylinder gauge. Mode switch
should be kept at LEAD position after TEST.

Pneumatic Time Dependant Controller (PTDC) –

On this loco brake electronics controls the A 9 & SA 9. When
brakes are failed on loco then train can be worked in PTDC mode
with maximum speed of 10 kmph. This is provided in place of SA 9
on old ABB loco.
It has two positions
i. Release ii. Apply
Pneumatic panel -
1. On this loco solenoid valve is provided for parking brakes. It
has same positions as normal WAG 9 but only locking position
is not provided.
2. TC-1-2 - Normal position Vertical - This is used to isolate
Traction Converter 1-2.
3. FC - Harmonic filter cut out cock - Normal position Vertical -
This is used to isolate Harmonic filter.
4. SIFA 74 - Normal position Vertical - This is used in dead loco.
5. 136 - Feed pipe cut out cock - Normal position Horizontal -
This is used to isolate feed pipe.
6. SAND 1-2 - Normal position Vertical - This is used to isolate
sanders.
7. UL - Unloader isolating cock - Normal position Horizontal
8. VCB - VCB cut out cock - Normal position Horizontal - This is
used to isolate VCB (DJ).
9. IG 38 – Normal position vertical.
10. PAN 1-2 - Normal position Horizontal - This is used to isolate
Panto 1-2.
11. 47 - Dead loco cock - Normal position right side - This is used in
dead loc
12. PER COS - Normal position Horizontal - This is used in PTDC
mode.
13. C3W Distributor Valve - It is provided with P & G cock, P & G
switch, releaser and isolating cock.


Energising of cab -
This loco should be energised as per normal WAG 9 loco but
before energising loco following things should keep in mind -
1. In working cab A 9 handle should be unlocked & on RUN
position & rear cab A 9 handle locked in FS position.
2. In working cab mode switch in ‘Lead’ and ‘Trail’ in rear cab.
3. Energise loco as per normal WAG 9 loco.
4. Now operate A 9 handle to FS position.
5. When ‘Okay to Run BP Target 3.32’ message appears on the
LCD screen provided below A 9 then operate A 9 handle to Run
position due to which BP will charge up to 5.0 kg/cm2.
6. Check parking brake pressure. If it shows ‘0’ then press BPPB
switch on loco pilot desk and check parking brake pressure
gauge shows 6.0 kg/cm2.
7. To overcharge BP by 0.5 kg/cm2, A 9 handle has to be kept on
Release position.
8. To release loco brakes via synchronising system PVEF is used
but by pressing bell ring provided on SA 9 handle loco brakes
via synchronising system can be released quickly.
Cab changing -
1. Keep A 9 handle to FS & lock it by locking pin.
2. Operate SA 9 to release and operate mode switch by pressing
its knob from Lead to Trail.
3. Open VCB, lower panto & operate BL key from D to OFF &
proceed towards another cab by taking BL key.
4. Operate mode switch from Trail to Lead, Unlock A 9 handle &
operate it to RUN position, check BP is charged to 5.0 kg/cm2.
5. Keep SA 9 handle in ‘Apply’ position.
6. Energise the loco.
7. Release parking brakes by pressing BPPB switch.
8. Every time while changing the cab above sequence should be
followed strictly.
Resetting of Vigilance penalty brakes -

On this loco whenever penalty brakes are applied BP will
drop to 0.0 kg/cm2 & ‘Train line Emergency - Keep Handle in
EMER’ message will appear on A 9 screen. So to reset vigilance
penalty brakes following action should be taken -
1. Bring throttle to ‘0’ & MPJ to ‘0’.
2. Wait for minimum 32 seconds.
3. Keep A 9 to emergency & press BPVR & release it.
4. Acknowledge the fault by pressing BPFA.
5. After some time when ‘Okay to Run BP Target - 0.0’ message
appears on the A 9 screen then operate A 9 handle to Run
2
position. Check BP pressure comes to 5.0 kg/cm along with BC
pressure to ‘0’. After confirming the pressure restored fully,
start the train.
Action after Emergency Brakes by ALP -
Whenever emergency brakes are applied by ALP
emergency brake cock, emergency penalty brakes will get applied
due to which BP will come to ‘0’ & Train line Emergency - Put
Auto in EMER message will appear on the A 9 screen. To release
above mentioned emergency penalty brakes first keep A 9 handle
to emergency position, after some time when Okay to Run BP
Target - 0.0 message appears on the A 9 screen then operate A 9
handle to Run position & BP will charge up to 5.0 kg/cm2,
acknowledge the fault by pressing BPFA & work the train.
Action after Emergency Brakes By A 9-
Whenever emergency brakes are applied by A 9 handle,
emergency brakes will get applied due to which BP will come to ‘0’
& Operator Emergency - Wait message will appear on the A 9
screen. To release above mentioned emergency brakes, after
some time when Okay to Run BP Target - 0.0 message appears on
the A 9 screen then operate A 9 handle to Run position & BP will

charge to 5.0 kg/cm2, acknowledge the fault by pressing BPFA &

work the train.
Setting up Banking Mode on Energised Loco -
If loco has to be worked as banker then following
procedure should be followed -
1. Open VCB.
2. Operate Mode switch to ‘HLPR’ position.
3. Switch ON the ZBAN switch on A panel. Loco is in Banking
Mode message will appear on the DDS screen. Acknowledge
the fault by pressing BPFA.
4. Energise the loco.
5. BP pressure will come to ‘0’ but when loco is attached on train
or coupled with another loco then its BP pressure will indicate
on this loco.
6. Now check the loco is responding by throttle after operating
MPJ to FOR. Loco will respond even though the BP is ‘0’. It
means loco is ready to work in banking mode.
Setting up Banking Mode on De-energised Loco -
If loco has to be worked as banker then following
procedure should be followed -
1. Operate BL key from OFF to D.
2. Operate mode switch to HLPR position.
3. Switch ON the ZBAN switch on A panel. Loco is in Banking
Mode message will appear on the DDS screen. Acknowledge
the fault by pressing BPFA.
4. Unlock A 9 handle & operate it to RUN.
5. Energise the loco normally.
Action after wrong set up -
If loco is in energised condition & in rear cab anyone operates
mode switch to lead position -
1. Fault 108 Active Check setup message will appear on A 9
screen & BP will drop up to 3.0 kg/cm2.
2. Operate mode switch to Trail in rear cab, Mode Change Pass

Lead IN message will appear on A 9 screen. After some time
Safety Penalty Put Auto in FS message will appear on A 9
screen.
3. Operate A 9 to FS position & wait.
4. When Okay to Run BP Target - 3.32 message will appear on A
9 screen, operate A 9 to Run. BP will charge up to 5.0 kg/cm2.
Procedure to attach loco as dead loco -
1. Bring throttle to ‘0’. Open VCB, lower panto & switch OFF
control electronics by BL key & remove the BL key.
2. Operate both cab A 9 handle to FS & lock them.
3. Keep both cab SA 9 handle to release position & mode switch
to ‘Trail’ position.
4. On pneumatic panel operate 74 cock from vertical to
horizontal position.
5. Open dead loco cock No. 47 in anticlockwise direction from
right to left.
6. Operate 136 feed pipe cock horizontal to vertical on
pneumatic panel.
7. Couple the dead loco with energised loco & connect BP & FP
pipe and open both the locos angle cocks.
8. BC pressure should be ‘0’. If BC pressure is not coming to ‘0’
then release brakes by distributor valve release spindle. If still
loco brakes are not releasing then release them by pressing
16TP / 20TP (Test Panel Nipple) on distributor valve.
9. To release parking brakes on dead loco press right side knob
of solenoid valve on pneumatic panel due to which parking
brakes will release. If still parking brakes are not releasing
then release parking brakes manually.
10. Switch OFF 112.1 on SB-2 panel & drain MR pressure.

To clear block section in PTDC following action should be taken -

1. Bring throttle to ‘0’
2. Open VCB and lower panto.
3. Trip 127.7 MCB on SB-2 panel and check 127.15 vigilance MCB
is set.
4. On pneumatic panel operate pneumatic equalising reservoir
cut off switch (PER-COS) from horizontal to vertical position
and acknowledge the fault message Brake Electronics Failed by
pressing BPFA.
5. Unlock A 9 handle in working cab & keep it on RUN position
and in non-working cab it should be in FS position.
6. Operate PTDC handle to release position & ensure BP pressure
comes to 5.0 kg/cm2 as well as BC pressure is 0.0 kg/cm2. If
still loco brakes are not releasing then release them by pressing
16TP / 20TP (Test Panel Nipple) on distributor valve.
7. Raise panto & close VCB.
8. Press BPPB to release parking brakes.
9. To apply or release auto brakes operate PTDC handle in apply
or release position as per requirement. Clear the block section
with 10 kmph speed.
10. If speed of the train exceeds 10 kmph then traction will cut off
automatically and Traction with Auto Brake not allowed
message will appear on DDS screen.

OLD KNORR COMPUTER

CONTROL BRAKE (CCB) SYSTEM
On some WAG 9 locos old Knorr type brake system is provided
which is different from modified Knorr type brake system of WAG
9 locos.
Changes in cab -
A 9 Auto Brake - A 9 handle can be locked by the key instead of
locking pin in Full Service position. Display screen is not provided
between A 9 & SA 9.

Pneumatic Time Dependant Controller (PTDC) -

One isolating cock is provided for PTDC, it should remain open.
Changes in pneumatic panel in machine room –
Pneumatic panel is divided in to two parts.
 Air Brake manifold
 Auxiliary Manifold
1st Panel - Air Brake Manifold
i. PB BUS - Parking brake back up switch, normally this switch
should be in horizontal position. But in case of PTDC mode or
clearing loco as dead, this switch should be kept closed
(vertical) to release parking brakes. This cock is provided in
place of solenoid valve.
ii. PBR COS - Parking brake reservoir cut off switch, normally this
switch should be in horizontal position. This cock is used by
maintenance staff.
iii. PB PDS - Parking brake pneumatic disable switch, normally this
switch should be in horizontal position. This cock is used by
maintenance staff.
iv. BC 1 & BC 2 - Bogie brake isolating cocks, normally these cocks
should be in vertical position.
v. C3W - Distributor valve provided with only P & G cock. P & G
switch is not provided.
2nd Panel - Auxiliary Manifold
i. TC-1-2 - Normal position Horizontal - This is used to isolate
Traction Converter 1-2.
ii. 136 - Feed pipe cut out cock - Normal position Vertical - This is
used to isolate feed pipe.
iii. WFL - Wheel flange lubrication cut out cock - Normal position
Horizontal - This is used to isolate Wheel flange lubrication.

iv. FC - Harmonic filter cut out cock - Normal position Horizontal -

This is used to isolate Harmonic filter.
v. 47 - Dead loco cock - Normal position across the pipe - This is
used in dead loco.
vi. UL - Unloader isolating cock is not provided on this loco.
vii. IG 38 - Normal position is horizontal.

Changes in energising of loco -

1. Energise loco as per normal WAG 9 loco.
2. For charging BP operate A 9 handle to FS position & wait for
10 seconds, then operate it to RUN position. BP will charge up
to 3.0 kg/cm2.
3. Check parking brake pressure. If pressure shows ‘0’ then press
BPPB on loco pilot desk and check parking brake pressure
shows 6.0 kg/cm2 pressure.
4. Bring A 9 handle from RUN to FS, wait for 10 seconds & bring
again to RUN position, BP will charge 5.0 kg/cm2 & brake
cylinder pressure will show ‘0’.

Changes in cab changing -

Before charging BP to 5.0 kg/cm2 first release parking brakes
through BPPB, then check BP is charged.
Changes in resetting of Vigilance penalty brakes -

On this loco whenever penalty brakes are applied BP will
drop 3.0 kg/cm2, due to which BP will remain 2.0 kg/cm2. So to
reset vigilance penalty brakes following action should be taken
1. Bring throttle to ‘0’.
2. Wait for 120 seconds.
3. For acknowledging the fault put A 9 to FS position and press
BPVR & release and also press vigilance foot paddle switch.
Changes in action after Emergency Brakes -
Emergency penalty brakes will be applied whenever
Emergency stop push button is pressed or due to over speed or by
operating A 9 handle to emergency or by ALP brake cock, due to
which BP will come to ‘0’. For releasing above mentioned
emergency penalty brakes first operate A 9 handle to Emergency
& wait for 10 seconds, then keep it on FS and then on RUN
2
position, then BP will charge to 5.0 kg/cm , acknowledge the fault
by pressing BPFA & work the train.
Resetting of service penalty brakes -
Service penalty brakes will be applied in following
conditions due to which BP pressure comes to 3.0 kg/cm2.
1. If BC-1 or BC-2 is isolated in leading mode of loco.
2. If any cock or all three cocks PB-PDS, PB-BUS and PBR-COS are
isolated and in this condition BPPB is pressed then service
penalty brakes will be applied.
3. To release service penalty brakes whichever above mentioned
cock is isolated, operate it to normal position. Operate A 9
handle to FS position & after waiting for 10 seconds bring it to
RUN position. Press BPFA & check BP comes to 5.0 kg/cm2.
Changes in procedure to attach loco as dead loco -

To release parking brakes on dead loco operate PB-BUS cock
from horizontal to vertical position provided on air brake
manifold, due to which parking brakes will be released. Check
parking brake pressure is showing 5.0 kg/cm2.
Changes in clearing block section in PTDC -
Operate PB-BUS cock from horizontal to vertical position to
release parking brake and operate PER-COS cock from
horizontal to vertical position on air brake manifold pneumatic
panel.
Difference between Old knorr & modified knorr brake system
Sr Old Knorr Brake System Modified Knorr Brake

No System
1 Solenoid 30 valve not Solenoid 30 valve provided
provided
2 P/G cock on DV valve P/G cock & electrical switch
on DV valve
3 Air Brake manifold & Only one pneumatic panel
auxiliary manifold two
pneumatic panels
4 Two keys provided, one Only one BL key is provided
BL key & another A 9
key
5 No screen between A 9 Screen between A 9 & SA 9
& SA 9
6 PB BUS cock provided PB BUS cock not provided
7 IG 38 key normal IG 38 key normal position
position horizontal vertical
8 WFL cock provided WFL cock not provided
9 TC 1-2, FC cock normal TC 1-2, FC cock normal

position horizontal position vertical
10 During PTDC – PB BUS & During PTDC – only PER COS
PER COS to be operated to be operated in vertical
in vertical
11 VCD penalty brakes will VCD penalty brakes will
apply after 68 seconds apply after 76 seconds & it
& it can be reset after 2 can be reset after 32
minutes seconds
12 136 cock normal 136 cock normal position
position vertical horizontal

CHAPTER 12
PROTECTION SCHEME
Protective measures by control electronics –

Initiation of protective measure in dangerous situation are
controlled by control electronics. MCE monitors a range of values
such as voltage, current, temperature, pressure and other signals.
Catenary voltage out of range –
When catenary voltage drop down below 17 KV and raise
above 30 KV VCB will open automatically.
Temperature protection –
When temperature of transformer exceeds beyond 840C
for more than 10 seconds VCB will trip.
Primary over current protection (OCR 78) –
Reason for over current -
1. Disturbance in measurement of primary current.
2. Fault in converter
3. Short circuit in transformer winding.
Check machine room for oil flash/smoke/ abnormal. Check
OCR 78 is in normal. If anything is abnormal, fail the loco. If VCB
trips during ‘C’ mode then check oil level of transformer and
converter and check relay OCR 78. If anything is abnormal, fail the
loco.
Train Parting –
Airflow measuring valve is provided in loco. Whenever
train get parted, or air flow increased and AFMV get activated,
resulted into glowing of LSAF and sounding of buzzer. Also
message of ‘ALARM CHAIN PULLING’ will appear on screen.
As due uncoupling / parting, the BP pressure start
expelling at very fast rate, resulting into sudden drop in MR
pressure which leads to Priority-1 message on screen ‘Low

Pressure Main Reservoir’.
So, after parting/uncoupling, the driver will get message of
low MR pressure which is counter effect.
So, whenever AFI shoot up with sudden drop in BP
pressure, your first duty is to act as in case load parting / accident
(like switching ON of flasher light, protection of adjacent line,
securing of load/loco etc.). After asserting that trailing load is OK,
then think about the loco/message.
Fire Detection System
The locomotive is equipped with a fire detection system in
the machine room. Through a ring line with apertures at regular
distances air in the machine room is extracted with a fan and
checked for traces of smoke by a detector.
1. Air intake line

2. Air Suction aperture
3. Fire Detection Equipment in SB2
The fire detection unit is equipped with two smoke sensors.
1. The first detector which detects smoke triggers an alarm: An
intermitted signal (1170 Hz) sounds in the driver’s cab, from
the buzzer BZ-V-O-F. A fault message priority-2 appears on the
screen.
Note: The machine room has to be inspected.

2. If both detectors detect smoke in the machine room the

following actions will be initiated: A fault message ‘Inspect
machine room’ priority 1 appears on the screen (the red ‘LSFI’
fault status indication lamp flashes) A Start/Running Interlock
(TE/BE becomes ‘0’) will activate.
Note: The driver should take specified course of action.
Resetting of Fire Alarm –

1. Inspect the machine room and take necessary action. In case
of fire on loco, use big fire extinguisher provided in the rack
behind ALP in cab. To operate this fire extinguisher, rotate the
adjusting knob until gauge reads 22.5 kg pressure and then
open cut out cock, gas (CO2) will expel and extinguish fire at
appropriate places in machine room behind it. Do not forget
to close both side corridor door. In addition to this two

numbers of portable fire extinguishers are provided on the
loco which should be used accordingly as per requirement.
2. To reset the fire detection unit, press the white knob provided
on it. To acknowledge the fault press BPFA. Resume normal
traction.
Note – In case of defect in fire detection unit, P-2 fault message
will appear on the screen. After inspecting the machine room,
reset the white knob on the fire detection unit. Acknowledge the
fault and keep watch on machine room.
Alarm Chain pulling –
When airflow increases without initiated by driver or CE i. e. in
case of ACP / Guard’s brake application / leakage in train etc.
following indication appears –
1. Air flow indicator needle will deviate.
2. LSAF will glow.
3. Buzzer will sound.
4. BPFA will illuminate with P-2 message.
5. Auto flasher will start.
Action –
1. Put right the ACP/leakage.
2. Buzzer will sound continuously until the leakage / ACP is
arrested so to stop sounding, press BPFA. If ACP/leakage is
not arrested buzzer will start again.
3. When ACP/leakage is put right, all indications will
disappear, but for BPFA indication press it once.
Flasher light
1. Automatic flasher light system is provided.
2. One additional flasher light unit is provided in cab on Asstt.
Loco Pilot side, ensure that switch provided on it is at ON.
3. To switch ON the flasher rotate the switch BPFL provided on
panel ‘C’.
4. Note that flasher glows only when CE is ON or in cooling

mode.
5. If on line CE gets off and at the same time if flasher is
required then, switch ON it in cooling mode.
6. Note that in panto down condition, CE remains ON only for
10 minutes after that CE will get off automatically. So, in
such cases (like accident), flasher should switch ON in
cooling mode.
7. On some locos modification has been done, on that locos
flasher light illuminates even though the CE is in OFF
condition.
Testing of automatic flasher light
1. In energize loco, ensure that BP is 5 kg/cm2 and Set the
reverser as per requirement.
2. Drop the BP 0.6 to 1.0 kg/cm2 for 1 minute by opening
ALP’s emergency brake valve or by opening BP angle COC.
3. Ensure the following indications
 ACP message of P-2 will appear on screen.
 LSAF will glow.
 Buzzer will sound.
 BPFL light will flicker.
 Flasher light will flicker.
4. Recharge the BP by closing BP angle COC or ALP’s
emergency brake valve, all above indication will disappear,
acknowledge the fault by BPFA.
5. Apply A-9 to minimum reduction and full service and
release, auto flasher light should not glow. If during normal
operation of A-9 auto flasher light glows or if it does not
glow during above testing. Inform the TLC/TRS staff.

Resetting of MCB -
 ABB MAKE -
Sometimes MCB trips momentarily without any equipment
failure. Loco pilots should try to reset MCB once. While
resetting ABB make MCB, resetting screw below the
respective circuit breaker turns to horizontal position from
initial vertical position. This screw should be turned to
vertical position first and then, MCB should be reset by
lifting its handle. If it is needed to trip any MCB, trip it with
proper procedure i.e. by rotating screw
SET Position
TRIP POSITION

SET CONDITION TRIP CONDITION

 MG MAKE -
For resetting MG make MCB, handle should be pulled first
downward towards offside and then in upward direction
towards ON to reset the MCB, otherwise the MCB will not
hold. If it is needed to trip any MCB, trip it with proper
procedure i.e. by pressing tripper knob provided on MCB.
Don’t trip any MCB directly and in VCB closed condition.

 SCHNEIDER MAKE –
SET condition – Green or Black plunger in pressed

condition
TRIP condition – Red plunger in pressed condition
To trip MCB press red plunger or to set MCB press green or black
plunger

CHAPTER 13
DISPLAY SCREEN

Screen Structure
Faults With Priority-1 Faults With Priority-2

1. The action to be taken is 1. The action to be taken is
entirely clear. not entirely clear.
2. The action to be taken 2. The action to be taken does
must be initiated not have to be initiated
immediately. immediately.
3. A protective action is 3. The faults can be remedied
initiated (VCB OFF) manually by Loco pilot.
4. BPFA will glow. 4. BPFA will glow.
5. LSFI will flicker. --
6. Priority 1 message will 5. Priority 2 message will
display on screen appear on screen

Note -
1. If a fault message appear on the screen, the yellow
illuminated push button ‘BPFA’ lights up. If this is fault of
priority-1, the red indication lamp ‘LSFI’ starts flashing at
the same time.
2. If a fault message with priority-1 is displayed, a fault
message with priority-2 is suppressed on the screen.
3. A fault message with priority-2 remains on the screen until
it is overwritten by a fault message with priority-1 or by
subsequent fault with priority-2.
Isolation of Sub System:
A constant priority-1 fault or priority-2 fault which occurs
twice within one 30 minutes period causes the appropriate
subsystem to be isolated.
If sub-system has been isolated it does not issue any more
fault message and signals. Only LSFI remains glowing.
Acknowledgement of Fault Message:
Priority 1
If a priority-1 fault occurs the fault message must be
acknowledged before the loco can travel further, If the train Loco
pilot fails to acknowledge, the protection measures introduced
remain in force. The fault is not remedied.
Fault message can be acknowledged by pressing BPFA, if after
acknowledgement LSFI extinguish then it indicates now loco is
normal, but if LSFI glow continuously it indicates isolation of
concerned sub-system.
Priority 2
They are also acknowledged by pressing BPFA. Even if this
acknowledgement is not forthcoming, the locomotive is still able
to operate. The fault message still remains visible on the screen
until

it is over written by a fault message with priority-1 or by

subsequent fault with priority 2.
Indication and recognition of faults
Illuminated push button (BPFA) -
Fault indication/fault acknowledgement (Yellow). On
occurrence of any fault, the illuminated push button for fault
acknowledgement will light up and fault message will appear on
the display. The Loco pilot is required to acknowledge the fault
through the push button. On acknowledgement, the lamp of
acknowledgement push button will go off and the display will be
cleared.
Fault status lamp (Red) (LSFI) -
In case of priority-1 fault, the fault status lamp will start
blinking additionally. On acknowledgement of fault, the lamp will
be off but if there is an isolation of a subsystem persisting, then
the lamp will continue to glow.
Automatic display of diagnosis messages -
If a fault occurs that needs to be transmitted to the Loco
pilot by means of a diagnosis message, such message will be
displayed immediately. At the same time, the illuminated push-
button for fault acknowledgement will light up.
All diagnostic messages shall be acknowledged by the Loco
pilot through the fault acknowledgement push button (BPFA). On
acknowledgement, the lamp of acknowledgement push button
will go off and the display will be cleared.
In case of priority-1 fault, the fault status lamp (LSFI) will
start blinking additionally. On acknowledgement of fault the lamp
will be off but if there is an isolation of a subsystem persisting, the
lamp will continue to glow. If the Loco pilot fails to acknowledge
priority 1 fault, then the loco will shut down.

If the Loco pilot fails to acknowledge faults of priority-2

then the fault message will remain on the display screen, unless it
is overwritten by a fault message of priority-1.
The fault or isolation messages include following information:
 Locomotive number on which the fault or the subsystem
isolation respectively occurred
 Name of subsystem being affected (SSO1 to SS19)
 Type of fault /subsystem isolation and related
consequences
 Instructions to the engine Loco pilot
STATUS CODE –
For viewing status code –
1. Press ‘Home’ to activate main menu –
Main Menu
1. Vehicle Diagnostic
2. Train Configuration
3. Process Information
2. Select ‘Vehicle Diagnostic’ and press enter
Loco No Status
31464 00
00000 99
Browse Mode
FIRST DIGIT
0 - No Sub System Isolated
1 - At least one subsystem isolated
SECOND DIGIT
0 - No Fault with priority 1 or 2
1 - At least one priority-1 fault
2 - At least one priority-2 fault

00 - No Fault & No Subsystem Isolated

01 - No Subsystem Isolated, At Least One Priority-1 Fault
02 - No Subsystem Isolated, At Least One Priority-2 Fault
90 - At Least One Subsystem Isolated, No Priority-1 & 2 Fault
91 - At Least One Subsystem Isolated, At Least One Priority-1 Fault
91 - At Least One Subsystem Isolated, At Least One Priority-2 Fault
Display of Sub system Status -
By means of keyboard entry, the Loco pilot can display the
status of all subsystems of all locomotives within the train
composition. Different display levels furnishing more or less
detailed information are provided:
• Survey of all locomotives within the train composition: the
status of each individual locomotive is indicated by a two-digit
numerical code.
• Survey of all subsystems within one locomotive: the status of
individual subsystem is indicated by a two-digit numerical
code.
Browse of Status Messages 0n Request -
All diagnosis messages that appeared at the display since
the last activation of the control system may be repeated on
request. In this way, the relieving operating personnel is kept
informed on the status of the vehicle. If the train composition
consists of two locomotives, the Loco pilot can select the
locomotive that he wants to process first.

FAULT MESSAGE CODE –
Diagnosis Messages -
There are three types of messages displayed on the display unit in
the cab:
1. Information messages
2. Fault messages
3. Isolation messages

Fault & Isolation Message Structure

List of Subsystems
SS 01 - Main Power
SS 02 - Traction Bogie-1
SS 03 - Traction Bogie-2
SS 04 - Harmonic Filter
SS 05 - Hotel Load
SS 06 - Auxiliary Converter-1
SS 09 - Battery System
SS 10 - Brake System
SS 11 - Auxiliary HB-1
SS 12 - Auxiliary HB-2
SS 13 - Cab-1
SS 14 - Cab-2
SS 15 - Fire
SS 16 - Speedometer
SS 17 - FLG1/ICP1
SS 18 - FLG2/ICP2
SS 19 - Train BUs
List of Isolation Messages
SSO1: Main power
MAIN POWER ISOLATED; VCB inhibited
Loco is dead Ask for relief loco
SSO2: traction bogie 1
BOGIE 1 ISOLATED; Only half traction and braking power available
Inform to TLC and make a remark in the log book.
SSO3: Traction bogie 2
BOGIE 2 ISOLATED; Only half traction and braking power available
Inform to TLC and make a remark in the log book

SSO4: Harmonic Filter

HARMONIC FILTER ISOLATED
Inform to TLC regarding reduction of speed to 40 kmph
Make a remark in the log book
SSO6: Aux. Converter 1
AUXILIARY CONVERTER 1 ISOLATED
Driving still possible Max. Ventilation level will be reduced
SS13: Cab 1
CAB 1 ISOLATED Drive from Cab 2 Change to Cab2
SS14: Cab 2
CAB 2 ISOLATED Drive from Cab 1 Change to cab-1
SS17: FLG 1/ICP1
FLG1/ICP1 ISOLATED
No multiple operations possible, Inform to TLC and make a remark
in the log book

SS18: FLG 2/ICP2

FLG2/ICP2 ISOLATED
No electrical brake power available, Inform to TLC and make a
remark in the log book
SS19: Train bus
TRAINBUS ISOLATED
Multiple operations not possible, Inform to TLC and make a
remark in the log book
List of Information Messages
Information 001
SELF HOLD MODE ACTIVE for 10 minutes. MCE will switch off
Change cab or repair train or multiple operations within 10
minutes
Information 002
MORE THAN ONE CAB ACTIVE
Deactivate non-driving cab otherwise after 10 minutes. MCE
switches off
Information 003
Traction MAY NOT BE AVAILABLE ON THIS LOCO OR ON THE SLAVE
LOCO
Bring throttle to 0, then set again Bring TE/BE throttle to ‘0’ and
set it again
Information 004
TRAINBUS CONFIGURATION RUNNING Please wait
Information 005
FULL TE/BE RESTORED+
Information 006
PANTO RAISING Please wait

Procedure for viewing background message –

In three phase locos the Loco Pilot gets the information
about any fault condition of loco through a ‘Front End Fault
message’. But, the front end message is common for various
faults. For example, the front end message ‘F0201P1 i.e.
Disturbance in Traction Converter is displayed for 115 various
faults. It is therefore, necessary to know the background message
on account of which, front end fault message has generated. The
maintenance staff/TLC can guide the crew in overcoming the
trouble’ if the background message is known. Procedure for
viewing the background message is as follows –
Main Menu
2. Select ‘Process Information’ and press enter
Process Information
1. Energy Consumption
2. Commissioning Data
3. Select ‘Commissioning Data’ and press enter

Commissioning Data
1. Diagnostic Data Set
2. Node Information
3. Simulation Mode

4. Select ‘Diagnostic Data Set’ for example -
FLG1:0003 Life sign of SLG1 missing

15-02-15 15:33:32 15-02-15 15:33:56 -007
FLG1:0004 Life sign of SLG2 missing
15-02-15 15:34:13 ??-??-?? ??:??:?? -006
DD-MM-YY First date when fault occurred

HH:MM:SS First time when fault occurred
dd-mm-yy Second date when fault
disappeared.
If the fault is persisting,"??:??:??"
will appear instead.
hh:mm:ss Second time when fault
disappeared.
If the fault is persisting,"??:??:??"
will appear instead.
By pressing the <Up> key the scrolling direction is towards
the past time and by pressing < Down > key scrolling direction is
towards present time. Always 2 DDS will be scrolled together.
There are always 2 DDS displayed at the same time.
Procedure for viewing Simulation mode –
Main Menu
2. Select ‘Process Information’ and press enter
Process Information
1. Energy Consumption
2. Commissioning Data

3. Select ‘Commissioning Data’ and press enter

Commissioning Data
1. Diagnostic Data Set
2. Node Information
3. Simulation Mode
4. Select ‘Simulation Mode’ for example -

Simulation Mode Status: 0
UPRIM: 25KV FLG: 596
VACT: 105 KMPH SLG: 3216
TE/BE DEM: 250 KN
UPRIM OHE voltage
VACT Actual Loco speed
TE/BE DEM Demanded tractive effort or braking effort
braking effort will be shown in minus for
e.g. -150 KN.
Status ‘0’ means simulation mode is inactive
‘1’ means simulation mode is active
FLG FLG node
SLG SLG node
On some locos touch screen DDS is provided.

Screen structure & operation - The display is positioned in
front of the Loco pilot and displays fault, status and diagnostic
information. The following description identifies the screen, how
they are related to each other and how the Loco pilot uses the
display.

Screen structure –

The Home screen is the origin of the structure. The desired screen
can be reached after pressing one of the following TAB’s:
• Home TAB
• Process Info TAB
• Diagnosis TAB
• Maintenance TAB.
Subsystem status indication Irrespective of which menu is

selected, always the status of the locomotives in the configuration
is presented in the left down corner. The loco number together
with coded information is presented. That coding provides an
overview of faults and subsystem isolations existing on two
different levels:

The status code consists of two digits:
• The first digit (‘0’ or ‘9’) indicates whether a subsystem

isolation has taken place within a vehicle or a subsystem
‘0’ for ‘no isolation’. (green/orange or red)
‘9’ for ‘isolation, cut-out’, (black)
• The second digit informs on existing failures on a particular
vehicle or subsystem:
‘0’ no failure (green)
‘1’ at least one failure of priority 1 existing (red)
‘2’ at least one failure of priority 2 existing (orange)
The status of the different subsystems may be viewed by means
of pressing one of the buttons 01 until 20, as shown in the below
Figure: Home screen; the next screen will be visible
In the above screen it is shown that SS01 and SS19 have a Priority
1 fault, and SS06 has a Priority 2 fault, the other subsystems have
no fault.

After pressing the button Loco 2, the Status of the subsystems of

Loco 2 is shown:
In the above screen it is shown that SS02 and SS09 of Loco 2 are
isolated, and the other subsystems have no fault. Detailed
information about the status of the different subsystems may be
viewed by means of the menu Diagnosis TAB.

By pressing the Diagnosis TAB the following screen will be

presented:
Details of a particular DDS-message can be displayed by pressing

the DDS-message on the screen; the next screen will be
presented:

Browse display of all subsystem isolation and fault messages by

selecting the loco and after that press Browse Loco, subsystem
isolation and fault messages may be displayed. With the scroll-bar
all the messages can be shown, see below:

After pressing the Process Info TAB the DDU opens automatically
the submenu Node information, see Figure below: All information
shown in the submenus is about the Loco1 in the train
configuration. This submenu gives information about the nodes of
the several processes in the Loco.

Energy consumption
This submenu gives information about the Energy consumed and
regenerated. This information can be reset in the submenu
Condition data (after login)
Simulation mode
The screen "Simulation mode" is used for commissioning purpose
after maintenance / repairs works. In simulation mode (to be
selected by the shed personnel on the switch in the machine
room), the operation of pantograph, VCB, contactors etc. can be
checked without the locomotive being supplied with the catenary
voltage. On the screen following information is displayed:
Status grey - simulation mode inactive, green - simulation mode
active

UPRIM Catenary voltage (0 -25 KV), simulated value

VACT Actual loco speed (0 - 120 KPH), simulated value
TE/BE DEM Demanded TE / BE (-100 until +100 %), simulated
value.
ICP1 Node code from ICP1 (corresponds with screen "Node
information")
VIU1 Node code from VIU1 (corresponds with screen "Node
information")
Screen simulation mode shows in normal operation mode real
(not simulated) values

Motor temperatures
Software version
This submenu gives information about the installed software
versions on the Loco.

Inching mode
In inching mode the driver can set the vehicle speed to a desired
(low) value, this is useful while loading coal when the train needs
a very low constant speed.
Set Date/Time
This screen can be used to set the date and time. The button Get
Date / Time can be used to get the current time from the
processor, actually undo the made changes (before Set Date /
Time).

Condition data
This screen can be used to change the locomotive number, to
adapt wheel diameters during maintenance when the wheels are
worn, or after grinding of the wheels. Also the consumed and
regenerated energy can be reset.

Motor Converter
This screen is useful when a motor converter has a problem that
cannot be resetted, and permanent gives errors. In that case this
screen can be used to permanently disable the motor converter
that gives the problems. Also in this screen it is possible to enable
motor converters which are permanently disabled, i.e. after
maintenance when the problem is solved.

Priority 1 fault:
The corrective action is clear and required immediately.
1. A protective action will be executed (i.e. Power reduction/
traction interlock/ VCB off/ protective shut down).
2. A fault message will be indicated. If a priority 2 fault message
is currently displayed, this message will be overwritten by the
priority 1 fault message.
3. The fault has to be acknowledged by the illuminated flashing
fault acknowledge push button.
4. Isolation counter is activated. The Isolation counter counts the
number of times a fault has occurred in a specified time
period.
5. If isolation counter has reached a specified limit, then an
isolation of the subsystem is performed. The corresponding
isolation message will appear on the display. The isolation
message has to be acknowledged by pressing the <ENTER> key
on the display's keyboard.

Priority 2 fault:
A priority 2 fault is generated in the following cases:
1. corrective action to be taken manually by the driver
2. corrective action not clear
3. corrective action not required immediately If a priority 2 fault
becomes active, a fault message will be indicated. The fault
can be confirmed by the illuminated fault acknowledge push
button or by pressing <ENTER> on the display's keyboard.
Otherwise the message will remain on the display until it
would be overwritten by a priority 1 fault which may occur
subsequently.

CHAPTER 14
MULTIPLE UNIT OPERATION
Multiple operation with two locomotives
In multiple operations a maximum of two locomotives can
be operated. Both must be directly coupled to one another. They
must not be separated by a carriage. While in motion, the front
Loco pilot’s cab is usually activated. When linking up or in unusual
situations, it is also possible to control the locomotives from
another Loco pilot’s cab.
The train bus configuration for multiple operation is only
possible from the Loco pilot’s cab at the uncoupled end. A
configuration from a rear Loco pilot’s cab is referred to as single-
unit traction. The train bus automatically checks the configuration.
The leading manned locomotive is called the master locomotive
and the other one is called the slave locomotive.
The two locomotives are correctly linked together once the
mechanical and pneumatic systems and the UIC cable have been
connected. Commands are transmitted down the UIC cable.
Pantograph
In multiple operation, both the most distant pantographs
are raised if ‘pantograph selector switch’ in both the locomotives
are in position ‘AUTO’. The train bus connections define the free
end of each locomotive. The command from the master
locomotive to raise/lower the pantographs also controls the
pantographs on the slave locomotive.
Note: Whenever the simulation key switches on the master and
slave locomotives are not in the same position, the pantograph
are not active (fault message).

Main circuit breaker

The command from the master locomotive to switch the
main circuit breaker ‘ON/OFF’ also control the main circuit
breaker on the slave locomotive. The VCB on the slave
locomotives is switched on after a delay of 0.5 seconds following
the switch on of the VCB on the master locomotive. When
switching off, there is no delay.
Note: If the VCB on the slave locomotive cannot be closed due to
a fault, an appropriate fault message appears on the screen.
Regenerative brake
During multiple operation, there is a limitation on the
regenerative brake on the slave locomotive. This limitation
reduces forces on the loco buffers (prevention of derailing).
Constant Speed Control (CSC)
During multiple operation, the constant speed control of
the slave locomotive is inactive. The train bus transmits the
selected tractive/braking effort from the master locomotive to the
slave locomotive. The master loco performs speed controlling
function, demanding TE/BE on master and slave loco.
Anti-spin protection
The anti-spin protection of the slave locomotive is
independent of the master locomotive.
Compressor control
The compressors are able to operate in three different
operating modes. These modes can be selected with the spring-
loaded switch ‘BLCP’, (Panel A).
Pos. ‘Off’ Compressor switched OFF.
Pos. ‘Auto’ Automatic pressure monitoring.
Pos. ‘Man’ Compressor switched ON (manual monitoring).

The selected position of the compressor switch is

transmitted to the slave locomotive.
In the ‘Main’ and ‘Off’ positions, all main compressors in both
locomotives are controlled directly.
In the position ‘Auto’, there are the following options -
1. A main reservoir pressure below 8 kg/cm2 on the master or
slave locomotive activates a particular compressor on both
locomotives.
2. A main reservoir pressure below 8.5 kg/cm2 on the master or
slave locomotive activates all compressors on both
locomotives at the same time.
3. At a main reservoir pressure below 6.4 kg/cm2, each
locomotive independently control its compressors.
Parking brake
The multiple unit cannot drive if one of the parking brakes is
applied.
Note: An activated parking brake on the master or slave
locomotive is indicated in the activated Loco pilot’s cab of
the master locomotive by the red illuminated push button
“BPPB”.
Emergency Brake
An emergency brake on the slave locomotive can only be
initiated in the following manner:
1. By actuating the brake handle of the automatic train brake to
“Emergency” position.
2. By actuating the emergency brake Cock on the assistant Loco
pilot’s side. If the pressure switch 269.1 on the master or slave
locomotive registers actuation of the emergency brake, the
ensuing command for emergency braking applies to both
locomotives.

3. The master for all other emergency braking commands is the

master locomotive in the double (multiple unit)
Other Brake functions

If the pressure switch (269.6) registers a pressure in the
brake cylinder of any bogie, and if speed exceeds 10 km/h,
tractive effort is set to ‘0’.
Note -
If the electrical brake on one of two locomotives fails, the
electrical brake on the other locomotive remains functional.
Coupling
1. Both locomotive must be deactivated. The key switch must
be in position ‘0’
2. Couple both locomotives mechanically, pneumatically and
connect the UIC cable.
3. Close the isolating Cock on the brake supply line of the
slave locomotive.
4. Move the key switch on the slave locomotive into position
‘D’ and, as soon as the light test starts, turn back to
position ‘0’. The MCE on the slave locomotive is now in
self-hold mode.
5. During the self-hold mode of the slave locomotive, move
key switch into Pos. ‘D’ on the master locomotive. The
control electronics starts to configure the train bus.
6. After the configuration procedure, screen on the display
shows the serial numbers of the master and slave
locomotives.
Example Train configuration

Note -
i. If configuration proves impossible, (or if no locomotive is
available) locomotive number 00000 appears.
ii. If more than one Loco pilot’s cab is activated in both
locomotive, one is shut down and a corresponding
message appears on the displays in both locomotives.
Uncoupling
Master and slave locomotives are available and both are ready.
1. Shut down both locomotives in accordance with
regulations (VCB switched off, pantograph lowered).
2. Remove the UIC cable and disconnect the locomotives
pneumatically and mechanically.
3. Both the locomotives are now ready for setting up as a
single locomotive.
Note: If for any reason the train bus link is interrupted, or if both
locomotives are set up or in motion, the system protection
initiates a monitored shut down of the slave locomotive.
Reaction: The pantograph of the slave locomotive is lowered and
a corresponding fault message appears on the screen of the
master locomotive.
Sanding: Sanding on both locos can be initiated by the Loco pilot
by pressing the sanding foot switch on the master loco.
Fire alarm: A fire detection on the slave locomotive initiates an

audio signal on the master locomotive. In addition, the VCB on the
slave locomotive is switched off and a priority 1 fault message
appears on the displays of both locomotives.
Trailing mode
Trailing mode means that on the master locomotive in a
multiple unit no tractive effort is available, if both bogies are

electrically isolated. The Loco pilot’s cab of the master locomotive

still controls the slave locomotive.
The status of the master locomotive is as follows -
1. VCB switched off.
2. Pantograph is lowered.
3. Train bus is working correctly.
4. Pneumatic brake system is working correctly.
5. Brakes are controlled from the master locomotive.
6. The TE/BE meters show the values for the slave
locomotive.
Note: All equipments on the master locomotive are supplied by
the battery and are functional for a maximum of 5 hours,
if battery is fully charged.

CHAPTER 15
DEAD LOCO MOVEMENT
(FOR DETAILS, REFER RAILWAY BOARD LETTER NO. 2000/M (L) /

466/803/Pt. dated 28.06.2006)
Hauling 3- phase loco fitted with E-70 brake system as a dead loco
These locomotives are fitted with electro pneumatic E-70 brake system.
These locomotives in dead condition can be hauled both by locomotive
fitted with IRAB-1/28LAV-1 brake system and locomotive fitted with E-
70 brakes system. If these locos are coupled with conventional AC locos
as a dead, then direct loco brake application is not possible by SA-9
since MRE & BCE cannot be coupled but if BP is dropped from live loco,
conjunction loco brakes application will take place in dead loco.
1. Hauling dead WAP-5/7 /WAG-9 electric locomotive fitted with E-
70 brake pipe control system in a train.
1) Switch off BLDJ and lower the pantograph of the loco to be sent
as dead. Isolate the pantograph through panel isolating cock on
pneumatic panel.
2) Switch off CEL as follows.
a) Operate BL-key from ‘D’ to ‘OFF’ (wait for 2 sec.)
b) Operate BL-key from ‘OFF’ to ‘C’ and wait until display
screen, LSDJ and UBA goes off.
c) It indicates that CE is get ‘OFF’ and now rotate BL from
‘C’ to ‘OFF’. Switch off the circuit breaker ‘control circuit
locomotive’ (112.1) in SB2 panel.
3) Couple the dead loco in the train.
4) Put auto brake controller (A9) in ‘Neutral’ position in both cab of
dead loco.
5) Put the direct brake controller (SA9) in ‘Release’ position in both
cabs of dead locomotive.
6) Drain the Main and Aux. reservoirs of dead locomotive
completely. After draining out, close the drain cock of main
reservoir and aux. reservoir.

7) If loco brake in the dead locomotive have not got released,

which can be verified by observing steps.
i) Manual handle of distributor valve at pneumatic panel
should be operated manually to release control pressure. BC
pressure shall automatically vent through D 2 relay valve to
release loco brakes.
ii) In case residual BC pressure remains in brake cylinder line,
the BC pressure should be released through bogie- isolating
cocks in ‘Normal’ position after releasing the BC pressure.
8) In the dead locomotive, ensure isolating cock position in the
pneumatic panel as follow:
Cock 47 74 136 70
(Dead (Emergency (Brake ( E -70
Engine) / Vigilance) Feed Pipe) brake Pipe)
Position Open Closed Closed Closed
9) Connect BP pipe of the dead loco to the BP pipes of load and
open BP angle cock of both of loco and load side. The aux.
reservoir on dead locomotive will get charged from BP supply.
Check the BP pressure gauge in the cab of dead loco. It should
show the same pressure as that of the load in case of load (In
case of locos are to be attached on a train having twin pipe i.e.
both BP and FP then FP of dead locos should also connected and
its angle cock should be opened.)
10) Lock the parking brakes in applied condition. This procedure is
safe to avoid brake binding and condensation of moisture in the
parking brake cylinder. It is as under
a) Apply the parking brakes of dead loco by apply (left) push
button on solenoid valve 30.
b) Lock the parking brakes in applied condition.
c) Release the parking brake of the dead loco by manual
operation of parking brake release handle on each of the
four parking brake units. For manual brake release, first
turn the release handle slightly clockwise and then pull till a
sound of locking mechanism is heard.

The parking brake units are fitted on the following wheels:

LOCO WHEEL POSITION OF PARKING BRAKE UNITS
TYPE
WAP 5 1 4 5 8
WAG 9 2 6 7 11
d) If some of the parking brake handles are defective and due
to this if not possible to release manually, then release the
same by manually pressing the ‘Release’ push button of the
latched solenoid valve no.30 on the pneumatic panel of the
dead locomotive.
11) As parking brakes are locked in applied condition PB gauge will
show 0 Kg/Cm2.
12) Double check the release the parking brakes of dead loco by
moving the parking brake unit by hand.
13) Apply auto brakes (A9) in the working locomotive and check
that loco brakes on both the locomotives are getting applied.
Then release the auto brake in the working loco and check that
loco brakes are getting released on both the locomotives.
14) As a final check, run the coupled loco for about 500 meters and
feel for any abnormal rise in temperature of wheels of dead loco
and also check if at subsequent stop during journey.
15) Remember that in the dead locomotive, the loco brakes takes
about 1 minute to release after auto brake application from the
live loco. Hence after every auto brake application and release
wait for adequate time (minimum 1 minute) for release of loco
brakes in dead locomotive before resuming traction.
16) Escorts accompanied dead locomotive should never put BL key
in position ‘D’ and also strictly avoid energising the dead
locomotive.
17) After reaching the destination, before detaching the working
loco,
a) Unlock the application plunger of parking brake solenoid
valve no.30.
b) Press the release (right) button of parking brake solenoid
valve no.30. This will charge parking brake line by 5 kg/cm2.

c) Apply parking brakes on dead locomotive by application (left)

plunger of parking brake solenoid valve no.30.
.
2. Hauling dead WAP 5/7/ WAG-9 locomotive fitted with E-70 brake
pipe control system when attached next to leading working
locomotive:
1) Switch off BLDJ and lower the pantograph of the loco to be sent
as dead. Isolate the pantograph through panel isolating cock on
pneumatic panel.
2) Switch off CEL as follows.
a) Operate BL- key from ‘D’ to ‘OFF’ (wait for 2 sec.)
b) Operate BL- key from ‘OFF’ to ‘C’ and wait until display
screen, LSDJ, and UBA goes off.
c) It indicates that CE is get ‘OFF’ and now rotate BL from ‘C’
to ‘OFF’. Switch off the circuit breaker ‘control circuit
locomotive’ (112.1) in SB2 panel.
3) Couple the dead loco in rear of the working loco.
4) Put auto brake controller (A9) in ‘Neutral’ position in both cabs
of dead loco.
5) Put the direct brake controller (SA9) in ‘release’ position in both
cabs of dead locomotive.
6) Drain the Main and Aux. reservoirs of dead locomotive
completely. After draining out, close the drain cock of main
reservoir and aux. reservoir
7) If loco brake in the dead locomotive have not got release, which
can be verified by observing the BC pressure gauge, then release
the same in the following steps.
i. Manual handle of distributor valve at pneumatic panel
should be operated manually to release control pressure.
BC pressure shall automatically vent through D2 relay valve
to release loco brakes.
ii. In case residual BC pressure remains in brake cylinder line,
the BC pressure should be released through bogie isolating
cock of both bogies. Make bogie-isolating cocks in ‘Normal’
position after releasing the BC pressure.

8) In the dead locomotive, ensure isolating cock position in the

pneumatic panel as follows.(Towed Dead):
47 74 136 70
Cock (Dead (Emergency / (Brake ( E -70
Engine) Vigilance) Feed Pipe) brake Pipe)
Position Open Closed Closed Closed
9) Connect BP pipe of the dead loco to the BP pipes of load and
open BP angle cock of both of loco and load side. The aux.
reservoir on dead locomotive will get charged from BP supply.
Check the BP pressure gauge in the cab of dead loco. It should
show the same pressure as that of the load in case of load (In
case of locos are to be attached on a train having twin pipe i.e.
both BP and FP then FP of dead locos should also connected
and its angle cock should be opened.)
10) Lock the parking brakes in applied condition. This procedure is
safe to avoid brake binding and condensation of moisture in
the parking brake cylinder. It is as under
a) Apply the parking brakes of dead loco by apply (left)
push button on solenoid valve 30.
b) Lock the parking brakes in applied condition.
c) Release the parking brake of the dead loco by manual
operation of parking brake release handle on each of
the four parking brake units. For manual brake release,
first turn the release handle slightly clockwise and then
pull till a sound of locking mechanism is heard.
The parking brake units are fitted on the following
wheels:
LOCO TYPE WHEEL POSITION OF PARKING BRAKE UNITS
WAP 5 1 4 5 8
WAG 9 2 6 7 11
d) If some of the parking brake handles are defective and
due to this if not possible to release manually, then
release the same by manually pressing the ‘Release’
push button of the latched solenoid valve no.30 on the
pneumatic panel of the dead locomotive.

11) As parking brakes are locked in applied condition PB gauge will

show 0 Kg/Cm2.
12) Double check the release the parking brakes of dead loco by
moving the parking brake unit by hand.
13) Apply auto brakes (A9) in the working locomotive and check
that loco brakes on both the locomotives are getting applied.
Then release the auto brake in the working loco and check that
loco brakes are getting released on both the locomotives.
14) As a final check, run the coupled loco for about 500 meters
and feel for any abnormal rise in temperature of wheels of
dead loco and also check if at subsequent stop during journey.
15) Remember that in the dead locomotive, the loco brakes takes
about 1 minute to release after auto brake application from
the live loco. Hence after every auto brake application and
release wait for adequate time (minimum 1 minute) for
release of loco brakes in dead locomotive before resuming
traction.
16) Escorts accompanied dead locomotive should never put BL key
in position ‘D’ and also strictly avoid energising the dead
locomotive.
17) After reaching the destination, before detaching the working
loco,
a) Unlock the application plunger of parking brake
solenoid valve no.30.
b) Press the release (right) button of parking brake
solenoid valve no.30. This will charge parking brake line
by 5 kg/cm2.
c) Apply parking brakes on dead locomotive by application
(left) plunger of parking brake solenoid valve no.30.
Note –
On some three phase locos parking brake is removed &
conventional hand brake is provided. If loco is to stabled then
hand brake must be applied otherwise loco may rolled down.

Difference between WAP 5 & WAG 9
Sr WAP 5 WAG 9
No
1 Bogie Bo-Bo type Bogie Co-Co type
2 Total 4 TM provided Total 6 TM provided
3 Max speed 160 Kmph Max speed 100 Kmph
4 5442 HP 6120 HP
5 Hotel Load in service Hotel Load not in service
6 Two hotel load couplers Hotel load couplers are not
are provided in front of provided
cab
7 Air drier provided behind Air drier provided below cab
MCP2 1 near wheel no. 1
8 Scrap remover is Scrap remover is not
provided to clean wheel provided
tyre
9 Wheel flange lubrication Wheel flange lubrication
nozzle is provided on nozzle is provided on each
each wheel above scrap wheel above bogie frame
remover which is not visible
10 Disc brake is provided onOn each wheel two brake
each wheel which grip blocks are provided on both
the wheel from both side sides which grips the rim of
wheel
11 Parking brakes are Parking brakes are provided
provided on wheel no. 1, on wheel no. 2, 6, 7 & 11
4, 5 & 8
12 Gear case oil gauge Gear case oil gauge provided
provided on wheel no. 1, on wheel no. 1, 3, 5, 8, 10 &
4, 5 & 8 12

13 In corridor machine In corridor machine room-1

room-1 SB-1 & HB-1 are HB-1 & SB-1 are provided
provided and machine and machine room-2 HB-2 &
room-2 SB-2 & HB-2 are SB-2 are provided
provided
14 Main manifold cock is Main manifold cock is
provided left hand side of provided on left hand side
MCPA on pneumatic of pneumatic panel
panel
15 One damper is provided Damper is not provided for
for each TM TM

CHAPTER 16
DO’s and DON’Ts for Loco Pilots
DO’s
1. Acknowledge VCD always within every 60 sec.
2. Use maximum regenerative braking, it not only controls
the train but participate in generating the power.
3. In case of any trouble, as a last step, switch off the CE for 5
minutes.
4. In panto down condition and in CE off condition, to switch
on the flasher, use cooling mode.
5. In case of heavy airflow, instead of attending the screen,
do the protection of train and adjacent track.
6. In case of emergency use emergency stop push button.
7. While de-activing the CSC, check the position of throttle, it
should not be opposite to the force.
8. Use throttle gradually.
9. Before regenerative braking, bunch the load.
10. While working dead loco, ensure conjunction working in
dead loco.
11. While working dead loco ensure releasing of parking
brakes and pneumatic brakes in dead loco.
12. First note down the fault message and then acknowledge
the fault.
13. During failure mode operation, use throttle carefully.
14. Before resetting MCB, first rotate the knob provided on it.
15. Keep the SA-9 handle of rear loco at release.
16. Apply parking brakes when stationary.
17. Instead of continuous operation of sanders, use
frequently.

DON’Ts
1. Don’t operate BL when loco is in motion.
2. Don’t believe on U-meter, ensure the panto physically.
3. Don’t press PSA continuously.
4. Don’t allow any unauthorized person in rear cab, as some
functions are remains active in rear cab.
5. Don’t declare the loco FAIL, without switching OFF and ON
the control electronics.
6. Don’t lower the panto for more than 10 minutes otherwise
CE will switch off.
7. Don’t forget to acknowledge the fault message.
8. Don’t use CSC in undulating area.
9. Don’t isolate VCD unnecessarily.
10. Don’t switch off CE in running train.
11. Don’t smoke in the loco.
12. Don’t use quick release position of A-9 frequently and
unnecessarily.
13. If MR pressure is less than 6.4 kg/cm2, don’t operate MPJ.

TROUBLE
SHOOTING
DIRECTORY

SS Fault Fault Message Lamp Effect Action to be taken by crew

No. No.
SS 01 MAIN POWER
SS01 F0101P1 Loco XXXXX LSDJ will SR 1/2 1. Bring Throttle to ‘0’ position.
SS01: Main Power not Contactor Acknowledge fault by pressing BPFA.
VCB STUCK IN ON glow, will open 2. Try to clear the block section by
POSITION LSFI will (Hotel & coasting & bring the loco/train to dead
Loco will be shut down start Converter) stop.
blinking Panto will 3. Switch OFF and ON the MCE and check
F0101P1 & BPFA lower if LSDJ is glowing.
will glow 4. If so, raise panto and close VCB and
resume Traction.
5. If not successful, try from rear cab
Loco XXXXX LSDJ will VCB will 1. Switch OFF the MCE and Switch it ON
SS01: Main Power not not close once again. Try to resume traction, if
Main Power Isolated glow, not successful, then-
VCB Inhibited Loco is dead LSFI will 2. Ask for relief loco within 20 minutes.
glow
SS01 F0102P1 Loco XXXXX LSDJ & VCB 1. Bring Throttle to ‘0’ position.
SS01: Main Power BPFA control Acknowledge fault by pressing BPFA.
VCB STUCK IN OFF will changed to 2. Press BLDJ to close VCB.
POSITION glow, redundant 3. If VCB gets closed then resume
Try to close VCB again LSFI will processor traction.
start 4. Otherwise coast to clear the block
F0102P1 blinking section, if possible, then bring the
loco/train to dead stop.

No. No.
SS 01 MAIN POWER
5. Ensure VCB cut out cock is open & no
air leakage near VCB.
6. Switch OFF the MCE and Switch it ON
once again.
7. Raise panto and close VCB and resume
Traction.
8. If not successful, try from rear cab
Loco XXXXX LSDJ will VCB will 1. Switch OFF the MCE and Switch it ON
SS01: Main Power glow, not close once again. Try to resume traction, if
Main Power Isolated LSFI will not successful, then-
VCB Inhibited Loco is dead glow 2. Ask for relief loco within 20 minutes.
SS01 F0103P1 Loco XXXXX LSDJ & Panto will 1. Acknowledge fault by pressing BPFA
SS01: Main Power BPFA not raise 2. Ensure that IG-38 (Blue key) is inserted
LOW PRESSURE will and keep horizontal on PN Panel. (On
PANTO/FAULTY PANTO glow, modified Knorr CCB in vertical position)
Check Isolating Cock Check LSFI will 3. Check that auxiliary compressor is
Aux. Reservoir Pressure start working or not. Check MCB 48.1 (SB-2)
blinking of MCPA. If tripped reset the same.
F0103P1 4. If not working, tap gently on Pressure
switch No. 26 on pneumatic panel. (5th
from left on PN panel)
5. Check that pressure is available in Aux.
Reservoir and more than 5.2 Kg/cm2 on

No. No.
SS 01 MAIN POWER
the gauge provided on pneumatic
panel. Ensure that drain cock is closed
(parallel to pipe).
6. Check Panto isolating and VCB cocks on
pneumatic panel. Operate 2-3 times
and ensures that these are in
horizontal position.
7. Try to raise pantograph. If not
successful, try to raise other
pantograph by changing the position of
panto selector switch (85) on
pneumatic panel.
8. Pressure in Pan circuit is monitored by
a pressure switch (130.4/1 & 130.4/2).
After giving panto raising command, if
pressure switch not picked up within
35 sec, then VCB will be disabled. In
case VCB is closed then it will open
with delay of 2 seconds. Tap very
gently above pressure switch
(130.4/1& 130.4/2) i.e. 9/1 & 9/2 (7th &
8th from left on PN panel) provided on
top of the pneumatic panel. Raise

No. No.
SS 01 MAIN POWER
panto and close VCB.
9. If not successful, try from the rear
cab/Changing panto selector switch no.
85 on pneumatic panel.
10. If not, then Switch OFF the MCE and
Switch it ON once again.
SS01 F0104P1 Loco XXXXX LSDJ & VCB 1. Bring throttle to ‘0’ position.
SS01: Main Power BPFA remain trip Acknowledge fault by pressing BPFA.
CATENARY VOLTAGE OUT will between 2. If U-meter showing ‘0’ then either no
OF LIMIT glow, Catenary tension or fuse blown off. Confirm OHE
Watch Catenary Voltmeter LSFI will voltage Tension through TLC/TPC. If there is no
Close VCB When Voltage is start 17.5 kV to tension in OHE, act accordingly.
OK blinking 30.0 kV 2.1 Check 2 Amps. Fuse at SB-1, if it is
blown off change it with the spare
F0104P1 fuse. Check for OHE voltage
getting restore, then close the VCB
and resume traction.
2.2 If 2 Amps fuse is not blown, wait
for Catenary voltage to rise above
17.5 KV but less than 29.5 KV.
After OHE voltage get restored,
then re-close the VCB and resume
traction.

No. No.
SS 01 MAIN POWER
3. If OHE voltmeter is showing voltage,
then try by isolating Traction converter
1 or Traction converter-2 as per
following message
a. If DDS shows background message
having FLG1/SLG1-0020 LP has to
isolate Traction Converter-1 by
MCB 127.1/1 (SB-1).
b. If DDS shows background message
having FLG2/SLG2-0020 LP has to
MCB 127.1/2(SB-2).
4. If not succeed try following;
4.1 Switch OFF the MCE and Switch it
ON once again. Try to resume
traction, if not succeed, then
4.2 Try by changing panto.
4.3 Try by changing cab.
SS01 F0105P1 Loco XXXXX LSFI will Possibility 1. If TE is available then clear the block
SS01: Main Power start of Reduced section by traction otherwise try to
TRANSFORMER OIL blinking TE/BE. clear the block section by coasting.
TEMPERATURE OR & BPFA GTO/IGBT 2. Bring throttle to ‘0’ position.
PRESSURE NOT OK will glow pulsing will Acknowledge fault by pressing BPFA.

No. No.
SS 01 MAIN POWER
TE/BE reduction or VCB stop. Hotel 3. If VCB trips, then acknowledge fault by
trips Try to close VCB if load will pressing BPFA. Close VCB & try to clear
open off & VCB the block section by coasting.
will trip. 4. Check manually if Transformer oil
F0105P1 pumps are working by touching the
pumps outlets and inlet pipes in the
under frame. Check MCB 62.1/1 and
HB1 & 62.1/2 in HB2 Cubicle. If found
tripped open VCB and reset MCB once.
If MPH not working then
a. Switch OFF and ON MCE.
b. Keep loco in idle mode for 10
minutes.
5. Check the oil level in both the
expansion tanks of transformer in
machine room located near Oil Cooling
Unit. It should be in between the Max &
Min Mark.
6. Driver should check the working of Oil
cooler blower unit located in machine
room; If it is not working then ensure
that MCB 59.1/1 (in HB-1 Cubicle) &
59.1/2 (in HB-2 Cubicle) should not be

No. No.
SS 01 MAIN POWER
in tripped condition. If found tripped,
then open VCB & reset MCB only once.
If OCBs are not working, then
1. Switch OFF and ON MCE.
2. Keep loco in idle mode for 10
minutes.
If driver noticed that OCB impeller and
its casing got physically damaged, then
driver should immediately isolate
a) Concerned OCB by opening MCB
59.1/1 OR 59.1/2
b) Concerned traction converter
pump by opening oil pumps MCB
63.1/1 OR 63.1/2 and
c) Concerned transformer oil pumps
by opening MCB 62.1/1 OR 62.1/2.
Driver should operate above MCB
after opening VCB and switching OFF
MCE.
Then driver should isolate
concerned bogie, by bogie isolating
switch (154) located in SB-1 cubicle.
Switch ON MCE, raise panto & close

No. No.
SS 01 MAIN POWER
VCB. Work the train with one bogie in
service after making conversation with
TLC.
7. Try to resume traction.
8. If the same message repeats, bring
throttle to 0. Switch OFF the MCE and
Switch it ON once again. Raise panto
and close VCB and resume traction.
9. If not successful within 20 minutes, ask
for relief loco.
SS01 F0106P1 Loco XXXXX LSDJ & Filter 1. If VCB opens, it will not close again.
SS01 : Main Power BPFA discharging 2. Bring Throttle to ‘0’ position.
FILTER ON/OFF will contactor Acknowledge fault by pressing BPFA.
CONTACTOR STUCK ON glow, will open Switch OFF the MCE and Switch it ON
VCB will not close again LSFI will once again. Raise panto and close VCB
F0106P1 start and resume Traction if loco get normal.
blinking 3. Harmonic filter get isolated
automatically. Driver can work at 40
KMPH.
SS01 F0107P1 Loco XXXXX LSDJ & VCB will 1. Bring throttle to ‘0’ position and try to
SS01 : Main Power BPFA trip clear block section in coasting.
PRECHARGE OR MAIN will 2. Acknowledge fault by pressing BPFA.
CONTACTOR STUCK ON glow, Switch OFF the MCE and Switch it ON

No. No.
SS 01 MAIN POWER
Main converters blocked LSFI will once again. Raise panto and close VCB
start and resume traction.
F0107P1 blinking 3. If not succeed, then clear block section
with one bogie in service by isolating
the a traction converter as per
following message:
(i) If DDS shows background message
having FLG1/SLG1- LP has to
MCB 127.1/1 (SB-1).
(ii) If DDS shows background message
having FLG2/SLG2- LP has to
MCB 127.1/2(SB-2) and then talk
to TLC and act accordingly.
4. If not successful within 20 minutes ask
for relief loco.
Loco XXXXX LSDJ & VCB will 1. Switch OFF the MCE and Switch it ON
SS01: Main Power LSFI will not close once again. Raise panto and close VCB
Main Power Isolated glow and resume traction
VCB Inhibited Loco is dead 2. If VCB cannot be closed, shut down
loco.
3. Ask for relief loco within 20 minutes

No. No.
SS 01 MAIN POWER
SS01 F0108P1 Loco XXXXX LSDJ & Power 1. Don’t close DJ until you check the loco
SS01 : Main Power BPFA supply of specially OCR (Relay 78) and all oil
PRIMARY OVER CURRENT will VCB points in machine rooms.
Check over current relay glow, closing 2. Coast to clear block section bringing the
flag Close VCB after LSFI will /Holding loco/train to dead stop. Acknowledge
unlocking relay start coil will fault by pressing BPFA.
blinking interrupt 3. Check over current relay-78 flag in SB-1
F0108P1 through panel.
Maximum 4. Inspect the Machine Room for any oil
current spillage.
relay. 5. Check the oil level in both the
expansion tanks of transformer in
Machine room located near Oil Cooling
Unit and the expansion tanks of both
converters. It should be in between the
Max. & Min. Mark. If there is any
abnormality like splashing of oil inside
the machine room or from vent pipe of
transformer /converter, sign of
overheating/sparking of connection;
shut down the loco. Ask for relief loco
within 20 minutes.
6. If flag found dropped in Primary Over

No. No.
SS 01 MAIN POWER
Current relay provided in SB-1 and
there is no abnormality of oil splashing
and oil level is in between max & min in
all the four gauges, then unlock the
relay by moving the screw clock wise
provided on the front side of the relay .
The relay flag shall disappear.
7. Press BLDJ to close VCB after unlocking
the relay. Inform TLC and record in the
logbook.
8. If not successful after making one
attempt as given above then VCB will
be inhibited, ask for relief loco without
losing time.
SS01: Main Power LSFI will not close once again. Raise panto and close VCB
Main Power Isolated glow and resume traction
VCB Inhibited Loco is dead 2. If not successful then, VCB cannot be
closed.
SS01 F0109P1 Loco XXXXX LSDJ & VCB will 1. Acknowledge fault by pressing BPFA.
SS01 : Main Power BPFA trip Press BLDJ to close VCB.
AUX. WINDING OVER will

No. No.
SS 01 MAIN POWER
CURRENT glow,
Try to close VCB again LSFI will
start
F0109P1 blinking
SS01: Main Power LSFI will not close once again.
Main Power Isolated glow 2. Check the background message &
VCB Inhibited Loco is dead isolate BUR 1 or 2 or 3 by opening
127.22/1 or 127.22/2 or 127.22/3 and
try.
3. Before tripping / normalizing MCB
switch off MCE.
4. Raise panto and close VCB and resume
traction.
5. If VCB cannot be closed, shut down
loco.
6. Ask for relief loco within 20 minutes.
SS01 F0110P1 Loco XXXXX LSDJ & VCB will 1. Bring throttle to ‘0’ position.
SS01 : Main Power BPFA open and Acknowledge fault by pressing BPFA.
FATAL ERROR IN MAIN will panto will 2. Check MCB’s in HB / SB, if found
CIRCUIT glow, lower tripped, reset once.
Turn OFF the loco. LSFI will 3. Switch OFF the MCE and Switch it ON
start once again. Raise panto and close VCB

No. No.
SS 01 MAIN POWER
F0110P1 blinking and resume Traction.
4. More than one sub system isolated.
Loco XXXXX LSDJ & VCB will 1. Trouble shoot as per Additional
SS01: Main Power LSFI will not close instructions given at end of SS-01 for
Main Power Isolated glow OCB, TMB, MPH-C and MCP. (page No
VCB Inhibited Loco is dead 189) If not successful then,
2. Switch OFF the MCE and Switch it ON
once again. Raise panto and close VCB
and resume Traction.
3. If VCB cannot be closed, shut down
loco.
SS01 F0101P2 Loco XXXXX LSCE & Contactor 1. Check MCB’s in HB / SB, if found
SS01 : Main Power BPFA of Control tripped, reset once.
OVER TEMPERATURE will glow electronics 2. If TE is available then clear the block
CONTROL ELECTRONICS will not section by Traction otherwise try to
Turn off the loco. close clear the block section by coasting.
Setup cooling mode Acknowledge fault by pressing BPFA.
3. Advice station/TLC, regarding inability
F0101P2 for 10-15 minutes. A-9 to be kept on
Emergency (to save MR pressure)
before putting loco on cooling mode.
4. Switch OFF the MCE. Put BL Key in

No. No.
SS 01 MAIN POWER
position ‘C’ raise pantograph with ZPT,
close VCB both Machine Room Blowers
will start working. The loco is now, in
cooling mode and Electronics is being
cooled wait till LSCE extinguished.
5. If VCB trips during cooling mode before
closing VCB, check OCR (relay 78) and
all oil points in machine room and act
accordingly.
6. After LSCE extinguished, open DJ, lower
panto. Put BL Key to ‘D’ position. Raise
panto, close VCB and resume traction.
SS01 F0102P2 Loco XXXXX BPFA Possibility 1. If TE is available then clear the block
SS01 : Main Power will glow of reduced section by Traction otherwise try to
TRANSFORMER OIL TE/BE. clear the block section by coasting.
PRESSURE NOT OK Ventilation 2. Bring throttle to ‘0’ position.
Any oil pump circuit not will Acknowledge fault by pressing BPFA.
working increase. 3. If VCB trips then acknowledge fault by
TE/BE will be reduced VCB will BPFA. Close VCB & try to clear the block
trip section by coasting.
F0102P2 4. Check manually that oil pumps are
working or not by touching the pumps
outlets and inlet pipes in the under

No. No.
SS 01 MAIN POWER
frame. Check MCB 62.1/1 in HB1 &
62.1/2 in HB2 panels. If found tripped,
open VCB and reset MCB once.
5. Close VCB. If successful, work the train.
SS01 F0103P2 Loco XXXXX BPFA 1. Check visually machine room for
SS01 : Main Power will glow burning / burning smell of Auxiliaries. If
EARTH FAULT AUX. found, trip MCB of that Aux.
WINDING CIRCUIT Acknowledge fault by pressing BPFA.
Normal operation can 2. If fault repeats, trouble shoot as per
continue. additional instruction given at the end
To be checked during of SS01. (page No 189)
maintenance 3. Inform TLC and record in the logbook.
F0103P2
SS01 F0104P2 Loco XXXXX BPFA Traction 1. Coast to clear block section.
SS01 : Main Power will glow will start Acknowledge fault by pressing BPFA.
LOW FREQUENCY above 45 2. Inform TLC at scheduled stop and
CATENARY VOLTAGE Hz. record in the logbook.
Wait for 1 minute and set 3. Keep trying for traction and resume
TE/BE again. normal operation.
F0104P2
SS01 F0105P2 Loco XXXXX BPFA Traction 1. Coast to clear block section.
SS01 : Main Power will glow will start Acknowledge fault by pressing BPFA.
LOW FREQUENCY till the 2. Inform TLC at scheduled stop and

No. No.
SS 01 MAIN POWER
CATENARY VOLTAGE frequency record in the logbook.
Wait for 1 minute and set is below 55 3. Keep trying for traction and resume
TE/BE again. Hz. normal operation.
F0105P2
SS01 F0106P2 Loco XXXXX BPFA 1. If MRB 1 and 2 working, acknowledge
SS01 : Main Power will glow fault by pressing BPFA and continue
AUXILIARY CAPACITOR normal operation.
MACHINE ROOM BLOWER 2. Inform TLC at scheduled stop and
NOT OFF record in the logbook
F0106P2
SS01 F0107P2 Loco XXXXX BPFA Speed not 1. Acknowledge fault by pressing BPFA.
SS01 : Main Power will glow increasing 2. If loco (WAG9, WAG9H, WAP7) has
DEMANDED SPEED CAN more than been provided with toggle switches at
NOT BE ACHIEVED 1 KMPH” the top of traction converters, then
and Loco bypass the speed sensor as per
F0107P2 moving message on DDS. Operate bottom,
with heavy middle or top Toggle switch provided
jerk above on top of SR-1 for background
50 % of TE message no. 0052, 0053 and 0054
ASC1 ERROR TECHO GENERATOR
respectively.
Similarly operate bottom, middle
or top Toggle switch provided on top

No. No.
SS 01 MAIN POWER
of SR-2 for background message no.
0052, 0053 and 0054 ASC2 ERROR
TECHO GENERATOR respectively.
3. Check background message on DDS &
act as per following: -
a. If message is ASC-1 Error Tacho
Generator 1/2/3 then switch OFF
MCE & isolate SR- 1(Traction
converter-1) by MCB127.1/1. Work
with one bogie in service. Inform
TLC.
b. If message is ASC-2 Error Tacho
Generator 1/2/3 then switch OFF
MCE & isolate SR- 2(Traction
converter-2) by MCB 127.1/2 Work
with one bogie in service. Inform
TLC.
SS01 F0108P2 Loco XXXXX BPFA Tractive 1. Normal operation can continue.
SS01 : Main Power will glow Effort Observe traction effort.
CATENARY VOLTAGE reduced
WARNING
F0108P2

No. No.
SS 01 MAIN POWER
(Only on Bombardier IGBT
loco)
SS Fault No. Fault Message Lamp Effect Action to be taken by crew

No.
Additional instructions for SS 01
Isolation of Auxiliary Converter-1and then Auxiliary Converter-2 (Fault in OCB)
SS01 If there is earth fault in A) If there is no tripping of MCB No. 59.1/1 or
OCB-1 or 59.1/2, following instructions should be
OCB-2, then driver will followed by driver.
encounter following 1. Isolate OCB-1 by tripping MCB no. 59.1/1
sequence of messages. located in HB-1.
2. Close VCB.
a) F 0103 P2: Earth fault 3. Check for following message.
Auxiliary winding a) F0601P1- Disturbance in processor
circuit in the front BUR-1
display. b) F0602P1- Fault in Auxiliary converter
-1
b) STB2:004: Earth fault c) F 0103P2- Earth fault Auxiliary
Auxiliary circuit in the winding circuit. If there is no
background DDS. message, then faulty OCB has been
isolated.

No.
d) Isolate BG-1 by operating Bogie cut
c) Auxiliary converter -1 out switch No. 154. Half traction will
isolated due to be available. Continue traction with
inverter over current. one bogie to clear the section and
ask for relief after clearing the
d) Auxiliary converter-2 section. If messages are repeated,
isolated due to then
inverter over current. i) Close 59.1/1 in HB-1 panel. Put
BG-1 in service.
e) Main power off. VCB ii) Isolate OCB-2 by tripping MCB
inhibited 59.1/2 located in HB-2.
iii) Then isolate BG-2 by Bogie cut
out switch 154. Half traction will
be available. Continue traction
with one bogie to clear the
section and ask for relief after
clearing the section.
B) If MCB No. 59.1/1 or 59.1/2 trips due to
faulty motor of OCB 1-2,
a) Do not reset MCB.
b) Isolate the concerned Bogie by Bogie
cut out switch No. 154
c) Half traction will be available.

No.
Continue traction with one bogie to
clear the section and ask for relief
after clearing the section.
Isolation of Auxiliary Converter-2 and then Auxiliary Converter-1 (Fault in TMB)
TMB-1 or 53.1/2, following instructions should be
TMB-2, then driver will followed by driver.
encounter following 1. Isolate one by one TMB-1 by tripping MCB
sequence of messages. no. 53.1/1and TMB-2 by tripping MCB
53.1/2 located in HB-1 and HB-2
1. F 0103 P2: Earth fault respectively.
Auxiliary winding 2. Close VCB.
circuit in the front 3. If succeed with isolation of TMB-1 or
display. TMB-2, concerned BG to be kept isolated.
4. Half traction will be available.
2. STB2:004: Earth fault 5. Continue traction with one bogie to clear
Auxiliary circuit in the the section.
background DDS.
d) Auxiliary converter -2 faulty motor of TMB 1-2,
isolated due to 1. Do not reset MCB.
inverter over current. 2. Isolate the concerned Bogie by Bogie
cut out switch No. 154

No.
e) Auxiliary converter-1 3. Half traction will be available.
isolated due to Continue traction with one bogie to
inverter over current. clear the section.
f) Main power off. VCB

inhibited.
Isolation of Auxiliary Converter-2 and then Auxiliary Converter-3
(Fault in SR Oil Pump and/or T/F Oil Pump)
SS01 If there is earth fault in SR- A) If there is no tripping of MCB No. 63.1/1 or
1 Oil Pump, T/F oil pump-1 63.1/2, following instructions should be
or SR-2 Oil Pump, T/F oil followed by driver.
pump-2 then driver will 1. Isolate one by one SR -1 Oil Pump by
encounter following tripping MCB no. 63.1/1and SR -2 Oil
sequence of messages. Pump by tripping MCB 63.1/2 located in
HB-1 and HB-2 respectively.
a) F 0103 P2: Earth fault 2. Close VCB.
Auxiliary winding 3. If succeed with isolation of SR -1 Oil Pump
circuit in the front or SR -2 Oil Pump, concerned BG to be
display. kept isolated Half traction will be
available.
b) STB2:004: Earth fault 4. Continue traction with one bogie to clear
Auxiliary circuit in the the section.
background DDS.

No.
B) If MCB No. 63.1/1 or 63.1/2
c) Auxiliary converter -2 trips due to faulty motor of SR Oil Pump 1-2,
inverter over current. 2. Concerned BG will get isolated
automatically.
d) Auxiliary converter-3 3. Half traction will be available. Continue
isolated due to traction with one bogie to clear the
inverter over current. section.
e) Main power off. VCB C) If there is no tripping of MCB No. 62.1/1 or

inhibited. 62.1/2, following instructions should be
followed by driver.
1. Isolate one by one T/F oil pump-1 by
tripping MCB no. 62.1/1and T/F oil pump-
2 by tripping MCB 62.1/2 located in HB-1
and HB-2 respectively.
2. Close VCB.
3. If succeed with isolation of T/F oil pump-1
or 2, work with one T/F oil pump. Only
70% TE will be available. Inform TLC.
D) If MCB No. 62.1/1 or 62.1/2 trips due to

faulty motor of T/F oil pump 1-2.

No.
1. Do not reset MCB.
2. Work with one T/F oil pump. Only 70% TE
will be available. Continue traction Inform
TLC.
Isolation of Auxiliary Converter-3 and then Auxiliary Converter-2 (Fault in MCP)
MCP-1, or MCP-2, then 47.1/2, following instructions should be
driver will encounter followed by driver.
following sequence of 1. Isolate one by one MCP-1 by tripping
messages. MCB no. 47.1/1 and MCP-2 by tripping
MCB 47.1/2 located in HB-1 and HB-2
a) F 0103 P2: Earth fault respectively.
circuit in the front 3. If succeed with isolation of MCP1 or
display. MCP-2, try to work with one MCP in
service.
b) STB2:004: Earth fault
Auxiliary circuit in the
faulty motor of MCP,
background DDS.
1. Do not reset MCB
2. Work the train with one MCP in
c) Auxiliary converter -3
service.
isolated due to
inverter over current.

No.
d) Auxiliary converter-2
isolated due to
e) Main power off. VCB

inhibited
Isolation of Auxiliary Converter-3 and then Auxiliary Converter-1
(Fault in Scavange Blower)
Scavange blower-1 or 55.1/2, following instructions should be
Scavange blower-2 then followed by driver.
driver will encounter 1. Isolate one by one Scavange blower-1 by
following sequence of tripping MCB no. 55.1/1 and Scavange
messages. blower-2 by tripping MCB 55.1/2 located
a) F 0103 P2: Earth fault in HB-1 and HB-2 respectively.
circuit in the front 3. If succeed with isolation of Scavange
display. blower-1 or Scavange blower-2, try to
work with one Scavange blower in
b) STB2:004: Earth fault service.
Auxiliary circuit in the
background DDS.

No.
c) Auxiliary converter -3 faulty motor of Scavange blower 1-2,
inverter over current. 2. Work the train with one Scavange blower
in service.
d) Auxiliary converter-1
isolated due to
e) Main power off. VCB

inhibited.

No. No.
SS 02: TRACTION BOGIE 1
SS02 : Traction Bogie 1 BPFA open Acknowledge fault by pressing
DISTURBANCE IN will BPFA.
CONVERTER1 glow, 2. Check MCB 127.1/1 & 127.11/1
Try to close VCB again LSFI (SB1). If found tripped then reset
will once after switching MCE OFF.
F0201P1 start 3. Press BLDJ to close VCB.

No. No.
blinking 4. If the message repeats, switch OFF
the MCE and switch it ON once
again after 5 minutes. Raise panto,
close VCB and resume traction if
loco gets normal.
5. If the message repeats and bogie-1
is not getting isolated automatically
then isolate bogie 1 by Switch No.
154 Provided in SB-1 cubicle.
6. Inform TLC and record DDS message
which comes before isolation of
bogie in the logbook.
Loco XXXXX LSFI Bogie 1 will 1. If bogie-1 is isolated by Driver
SS02 : Traction Bogie 1 will isolate. through (154) switch then only
BOGIE 1 ISOLATED : Only half glow Only half acknowledge the isolation message
traction and electrical TE/BE by pressing <ENTER> on display key
braking power available Power will board otherwise-
Press <Enter> available. 2. Switch OFF the MCE and Switch it
ON once again. Raise the panto and
close VCB and resume traction.
3. If the same message repeats resume
normal operation with half
traction/braking power.

No. No.
4. Inform TLC and record in the
logbook.
SS02 : Traction Bogie 1 BPFA open Acknowledge fault by pressing BPFA.
CONVERTER CONTACTOR will 2. Check MCBs in SB-1 specially MCB
STUCK OFF glow, 127.1/1 & 127.11/1. If found
Try to close VCB again LSFI tripped, reset it once after switching
will MCE OFF.
blinking 4. Check for air leakage from SR-1. If air
is leaking, then isolate air supply to
concerned SR by cock TC-1 (125) on
left inside (fourth from top) of
pneumatic panel then isolate Bogie-
1 by switch 154 (SB-1).
5. Press BLDJ to close VCB. If VCB not
closed and same message repeated,
then this will lead to isolation of
Bogie-1.

No. No.
logbook.
GATE UNIT SUPPLY STUCK will 2. Check MCB 127.11/1 in SB-1. If
OFF glow, found tripped, reset once after
Try to close VCB again LSFI switching MCE OFF.
will 3. Press BLDJ to close VCB.
F0203P1 start
blinking
Loco XXXXX LSFI Bogie 1 will 1. Clear the block section or work with
SS02 : Traction Bogie 1 will isolate. one Bogie in service as per
BOGIE 1 ISOLATED : Only half glow Only half instruction of TLC.
traction and electrical TE/BE 2. Driver should check the MCB
braking power available Power will (127.11/1) located in SB-1 cubicle. If
Press <Enter> available. found tripped, reset it once after

No. No.
switching MCE OFF.
3. If not succeed, Switch OFF the MCE
and Switch it ON once again. Raise
the panto, Close VCB and resume
traction.
4. If the same message repeats,
resume normal operation with half
traction / braking power.
5. Inform TLC and record in logbook.
SS02 F0204P1 Loco XXXXX BPFA 1. Wait until resistor cool down.
SS02 : Traction Bogie 1 will 2. If loco driving (running) normal
PRE CHARGE RESISTOR glow, operation can continue.
BOGIE 1 TOO HOT LSFI
will
F0204P1 start
(Only on Bombardier IGBT blinking
loco)
CONVERTER -1 OIL will 2. Check oil level in converter
TEMPERATURE TOO HIGH glow, expansion tank, located above the
Try to close VCB again LSFI converter cubicle.
will 3. Check MCBs 59.1/1& 63.1/1 in HB1

No. No.
F0205P1 start panel. If found tripped, open VCB
blinking and reset MCB once. Close VCB and
ensure working of traction
converter-1 oil pump. Check
CONVERTER -1 COOLANT manually that oil-cooling blower
TEMPERATURE TOO HIGH unit-1 is working by checking the air
Try to close VCB again coming out of the radiator in the
underframe at station.
F0205P1 4. Driver should also inspect the oil
(ON IGBT Loco) cooler blower motor-1 impeller and
causing for any sign of damage or
abnormal sound. If found damaged
or abnormal sound, then driver
should open VCB and lower panto
Open MCB 59.1/1, open MCB 62.1/1
& MCB 63.1/1 (all located in HB1
cubicle). Then isolate bogie-1 by
bogie isolating switch 154 (located in
SB-1) cubicle.
5. Energise the loco and work the train
with one bogie in service. Under
such condition, LSFI will glow
permanently. Inform to TLC and

No. No.
record in Loco logbook.
Loco XXXXX SS02 : Traction LSFI Bogie 1 will 1. Switch OFF the MCE and Switch it
Bogie 1 will isolate. ON once again. Raise the panto and
BOGIE 1 ISOLATED : Only half glow Only half close VCB and resume traction.
traction and electrical TE/BE 2. If the same message repeats resume
braking power available Power will normal operation with half
Press <Enter> available. traction/braking power.
logbook.
CONVERTER 1 OIL PRESSURE will 2. Check oil level in converter
NOT OK glow, expansion tank. If more than max
Check oil level LSFI level/below min level, isolate bogie
Try to close the VCB again will no-1 by putting switch 154 on
start position I. Work with half traction.
F0206P1 blinking 3. If oil level is OK, check MCB 63.1/1 in
HB1 panel. If found tripped, open
VCB and reset MCB only once. Check
manually that SR-1 oil pump is
CONVERTER 1 COOLANT working or not by touching the
PRESSURE pump outlet and inlet pipes in the
NOT OK machine room.

No. No.
Check oil level 4. If MCB 63.1/1 getting trip again after
Try to close VCB again resetting it once then do not try to
reset the MCB again. BG-I will get
F0206P1 automatically isolated. Work with
(ON IGBT Loco) half traction.
5. Driver should also inspect the
traction converter No.1 oil/coolant
pipeline for any sign of damage
causing oil/coolant leakage and
inspect the oil cooler blower-1
casing for any sign of damage due to
failure of its impeller. In this case it
may lead to damage of converter
radiator causing oil/coolant leakage
and lead to fault message
“Converter No.1 oil/coolant
pressure low”. Then driver should
open VCB, lower panto & switch off
MCE. Open MCB 59.1/1, 63.1/1 (all
located in HB-1 cubicle). Isolate
bogie-1 by putting rotating switch
154 at position-1. Energise the loco
and work the train with one bogie in

No. No.
service. Under such condition LSFI
will glow permanently if driver
isolated the bogie-1 as described in
step 2 & 3 above.
Inform TLC and record in loco
logbook.
6. If SR-1 oil pump is normal then
isolate BUR II (ACI-II) by tripping
MCB 127.22/2 after switching MCE
OFF.
7. If problem disappear, work with
BUR-II (ACI-II) isolated.
8. If not succeed then isolate bogie-1
by putting switch 154 (SB1) on ‘I’
position. Inform TLC.
Loco XXXXX LSFI Bogie 1 will 1. Switch OFF the MCE and Switch it
SS02 : Traction Bogie 1 will isolate. ON once again. Raise the panto and
traction and electrical TE/BE 2. If the same message repeats,
braking power available Power will resume normal operation with half
logbook.

No. No.
SS02 F0207P1 Loco XXXXX LSDJ & VCB will 1. Clear block section. Bring throttle to
SS02 : Traction Bogie 1 BPFA open ‘0’ position. Acknowledge fault by
TRACTION MOTOR will pressing BPFA.
TEMPERATURE TOO HIGH glow, 2. Check manually whether traction
Converter 1 blocked Bogie 1 LSFI motor blower-1 is working or not, by
may get isolated will checking air suction at TM Louver.
start Check MCB 53.1/1 in HB1 panel. If
F0207P1 blinking found tripped, open VCB and reset
MCB once.
3. Press BLDJ to close VCB.
4. If message repeats and bogie-1 is
getting isolated automatically, clear
section with one bogie isolation if
possible otherwise,
5. BUR-II to be kept isolated by
opening MCB 127.22/2 duly MCE
OFF & ON and try, if problem
disappear, work with BUR-II isolated.
Loco XXXXX LSFI Bogie 1 will 1. BUR-II (ACI-II) to be kept isolated
SS02 : Traction Bogie 1 will isolate. and try to close VCB.
BOGIE 1 ISOLATED : Only half glow Only half 2. Switch OFF the MCE and switch it
traction and electrical TE/BE ON once again. Raise panto, close


No. No.
braking power available Power will VCB and resume traction if loco gets
Press <Enter> available. normal.
BUR-II isolated.
4. If problem persist, BG-I will get
automatically isolated
logbook.
SS02 F0208P1 Loco XXXXX BPFA This motor is 1. Bring throttle to ‘0’.
SS02 : Traction Bogie 1 will blocked, 2. With throttle to ‘0’ position the
Motor 1 Bogie 1 blocked glow, TE/BE is system tries to unblock this motor.
LSFI reduced 3. If all motors are blocked switch off
F0208P1 will MCE & ON and try.
(Only on Bombardier IGBT start
loco) blinking

No. No.
loco) blinking
loco) blinking
SS02 F0201P2 Loco XXXXX BPFA 1. Acknowledge fault by pressing BPFA.
SS02 : Traction Bogie 1 will Resume normal operation.
EARTH FAULT IN glow 2. Inform TLC and record in the
CONVERTER1 logbook.
Normal operation can
continue
To be checked during
maintenance
F0201P2
SS02 F0202P2 Loco XXXXX BPFA 1. Reduce speed. Acknowledge fault by
SS02 : Traction Bogie 1 will pressing BPFA.
TRACTION MOTOR glow 2. Resume normal operation.
OVERSPEED

No. No.
TE is being reduced
F0202P2
SS02 F0203P2 Loco XXXXX BPFA, VCB will 1. Wait for 30 seconds before re
SS02 : Traction Bogie 1 LSDJ open closing VCB in order to cool MUB
MUB RESISTANCE TOO HOT will resistance (15.1 located in converter
IN CONVERTER 1 glow cubicle)
Wait for 30 seconds 2. Acknowledge fault by pressing BPFA.
F0203P2 3. Press BLDJ to close VCB.
SS02 : Traction Bogie 1 LSDJ open closing VCB in order to cool SCR1
SCR1 RESISTANCE TOO HOT will resistance (15.1 located in converter
F0203P2 3. Press BLDJ to close VCB.
(Only on BHEL IGBT Loco)
FAULTY MOTOR glow 2. Inform TLC and record in the
TEMERATURE SENSOR logbook.
continue

No. No.
maintenance
F0204P2
SS02 F0205P2 Loco XXXXX BPFA TE/BE 1. Clear block section. Bring throttle to
SS02 : Traction Bogie 1 will will ‘0’ position. Acknowledge fault by
EQUIPMENT TEMPERATURE glow continuously pressing BPFA.
HIGH reduce 2. Wait for 10 minutes or some time till
TE/BE is being reduced transformer oil / converter
oil/coolant temperature normalizes.
F0205P2 3. Check MCBs in HB/SB, if tripped,
reset it once.
4. Ensure working of all auxiliaries and
MRB.
5. Resume normal traction.
6. If message persists, switch OFF the
MCE and Switch it ON once again.
Raise panto, close VCB and resume
traction if loco get normal otherwise
isolate bogie-1 by switch (154) &
work the train on one bogie after
making conversation with TLC.
7. If no success within 20 minutes, ask
for relief loco.


No. No.
SS02 F0206P2 Loco XXXXX BPFA 1. Acknowledge the fault by pressing
SS02 : Traction Bogie 1 will BPFA & resume normal operation.
DC LINK CAPACITORS glow 2. Inform TLC and record in the
PRESSURE NOT OK logbook. Inform maintenance staff
Normal operation can at destination station.
continue 3. DC link capacitors have to be
To be checked during checked during maintenance.
maintenance Capacitors may get open circuit or
defective.
F0206P2
SS02 : Traction Bogie 1 will Ensure free running of wheels.
WHEEL SKIDING IN BOGIE 1 glow 2. Ensure that there is no brake binding
Reduce BE on loco.
3. Check all parking brakes are released
F0207P2 properly.
4. If speed is more than 1 KMPH and
there is message in DDS” Error
Tacho Generator”. Then driver can
work normally after switching OFF
and ON MCE.
5. Reduce braking effort, physically
experience the wheel skidding

No. No.
sound in running condition. Inform
TLC & make entry in Logbook
6. Do not use BPCS and Regenerative
braking.
SS02 F0207P2 Loco XXXXX BPFA 1. Inform maintenance staff.
SS02 : Traction Bogie 1 will 2. Bogie 1 Isolated, Only half
LINE CONVERTER ISOLATED glow traction/braking power available.
BOGIE 1
Reduce Traction/Braking
effort
F0207P2
Loco)
MOTOR 1 ISOLATED BOGIE 1 glow 2. Inform TLC & record in the logbook.
effort
F0208P2
Loco)

No. No.
effort
F0209P2
Loco)
effort
F0210P2
Loco)
TM 1 of bogie 1 isolated only
5/6th of Traction/Electrical
Braking power available


No. No.
F0211P2
F0212P2
F0213P2
LINE CONVERTER 1 BOGIE 1 glow 2. Inform TLC & record in the logbook.
ISOLATED

No. No.
LC 1 of bogie 1 isolated only
F0214P2
ISOLATED
F0215P2


No. No.
DISTURBANCE IN will 2. Check MCB 127.1/2 & 127.11/2
CONVERTER1 glow, (SB2). If found tripped then reset
Try to close VCB again LSFI once after switching OFF MCE.
F0301P1 start 4. If the message repeats, switch OFF
blinking the MCE and switch it ON once again
after 5 minutes. Raise panto, close
VCB and resume traction if loco gets
normal.
5. If the message repeats and bogie-2
is not getting isolated automatically
then isolate bogie 2 by Switch No.
154 Provided in SB-1 cubicle.
6. Inform TLC and record DDS message
which comes before isolation of
bogie in the logbook.

No. No.
ON once again. Raise panto and
logbook.
CONVERTER CONTACTOR will 2. Check MCBs in SB-2 specially MCB
STUCK OFF glow, 127.1/2 & 127.11/2. If found
Try to close VCB again LSFI tripped, reset it once after switching
will MCE OFF.
blinking 4. Check for air leakage from SR-2. If air
is leaking, then isolate air supply to
concerned SR by cock TC-2 (125) on
left inside (second from top) of
pneumatic panel then isolate Bogie-
2 by switch 154 (SB-1).
5. Press BLDJ to close VCB. If VCB not
closed and same message repeated,

No. No.
then this will lead to isolation of
Bogie-2.
logbook.
GATE UNIT SUPPLY STUCK will 2. Check MCB 127.11/2 in SB-2. If
OFF glow, found tripped, reset once after
Try to close VCB again LSFI switching MCE OFF.
F0303P1 start
blinking

No. No.
Loco XXXXX LSFI Bogie 2 will 1. Clear the block section or work with
SS03 : Traction Bogie 2 will isolate. one Bogie in service as per
BOGIE 2 ISOLATED : Only half glow Only half instruction of TLC.
traction and electrical TE/BE 2. Driver should check the MCB
braking power available Power will (127.11/2) located in SB-2 cubicle. If
Press <Enter> available. found tripped, reset it once after
switching MCE OFF.
3. If not succeed, Switch OFF the MCE
and Switch it ON once again. Raise
the panto and close VCB and
resume traction.
5. Inform TLC and record in logbook.
SS03 F0304P1 Loco XXXXX BPFA 1. Wait until resistor cool down.
SS03 : Traction Bogie 2 will 2. If loco driving (running) normal
PRE CHARGE RESISTOR glow, operation can continue.
BOGIE 2 TOO HOT LSFI
will
F0304P1 start
(Only on Bombardier IGBT blinking
loco)

No. No.
CONVERTER -1 OIL will 2. Check oil level in converter
TEMPERATURE TOO HIGH glow, expansion tank, located above the
Try to close VCB again LSFI converter cubicle.
will 3. Check MCBs 59.1/2 & 63.1/2 in HB1
F0305P1 start panel. If found tripped, open VCB
blinking and reset MCB once. Close VCB and
ensure working of traction
converter-2 oil/coolant pump. Check
CONVERTER -1 COOLANT manually that oil-cooling blower
TEMPERATURE TOO HIGH unit-2 is working by checking the air
Try to close VCB again coming out of the radiator in the
underframe at station.
F0305P1 4. Driver should also inspect the oil
(ON IGBT Loco) cooler blower motor-2 impeller and
causing for any sign of damage or
abnormal sound. If found damaged
or abnormal sound, then driver
should open VCB and lower panto
Open MCB 59.1/2, open MCB 62.1/2
& MCB 63.1/2 (all located in HB2
cubicle). Then isolate bogie-2 by

No. No.
bogie isolating switch 154 (located in
SB-1) cubicle.
with one bogie in service. Under
such condition, LSFI will glow
permanently. Inform to TLC and
record in Loco logbook.
logbook.
CONVERTER 2 OIL PRESSURE will 2. Check oil level in converter
NOT OK glow, expansion tank. If more than max
LSFI level/below min level, isolate bogie
will no-2 by putting switch 154 on
Check oil level start position II. Work with half traction.
Try to close the VCB again blinking 3. If oil level is OK, check MCB 63.1/2 in

No. No.
HB2 panel. If found tripped, open
F0306P1 VCB and reset MCB only once. Check
manually that SR-2 oil/coolant pump
is working or not by touching the
pump outlet and inlet pipes in the
CONVERTER 2 COOLANT machine room.
PRESSURE 4. If MCB 63.1/2 getting trip again after
NOT OK resetting it once then do not try to
Check oil level reset the MCB again. BG-2 will get
Try to close VCB again automatically isolated. Work with
half traction.
F0306P1 5. Driver should also inspect the
(ON IGBT Loco) traction converter No.2 oil/coolant
pipeline for any sign of damage
causing oil/coolant leakage and
inspect the oil cooler blower-2
casing for any sign of damage due to
failure of its impeller. In this case it
may lead to damage of converter
radiator causing oil/coolant leakage
and lead to fault message
“Converter No.2 oil/coolant
pressure low”. Then driver should

No. No.
open VCB, lower panto & switch off
MCE. Open MCB 59.1/2, 63.1/2 (all
located in HB-2 cubicle). Isolate
bogie-2 by putting rotating switch
154 at position ‘II’. Energise the loco
and work the train with one bogie in
service. Under such condition LSFI
will glow permanently if driver
isolated the bogie-2 as described in
step 2 & 3 above.
Inform TLC and record in loco
logbook.
6. If SR-2 oil pump is normal then
isolate BUR II (ACI-II) by tripping
MCB 127.22/2 after switching MCE
OFF.
BUR-II (ACI-II) isolated.
8. If not succeed then isolate bogie-2
by putting switch 154 (SB1) on II
position. Inform TLC.

No. No.
logbook.
SS03 F0307P1 Loco XXXXX LSDJ & VCB will 1. Clear block section. Bring throttle to
SS03 : Traction Bogie 2 BPFA open ‘0’ position. Acknowledge fault by
TRACTION MOTOR will pressing BPFA.
TEMPERATURE TOO HIGH glow, 2. Check manually whether traction
Converter 2 blocked Bogie 2 LSFI motor blower-2 is working or not, by
may get isolated will checking air suction at TM Louver.
start Check MCB 53.1/2 in HB2 panel. If
F0307P1 blinking found tripped, open VCB and reset
MCB once.
3. If message repeats and bogie-2 is
getting isolated automatically, clear
section with one bogie isolation if
possible, otherwise
4. BUR-II to be kept isolated by
opening MCB 127.22/2 duly MCE
OFF & ON and try, if problem
disappear, work with BUR-II isolated.

No. No.
Loco XXXXX LSFI Bogie 2 will 1. BUR-II (ACI-II) to be kept isolated
SS03 : Traction Bogie 2 will isolate. and try to close VCB.
BOGIE 2 ISOLATED : Only half glow Only half 2. Switch OFF the MCE and switch it
traction and electrical TE/BE ON once again. Raise panto, close
braking power available Power will VCB and resume traction if loco gets
Press <Enter> available. normal.
BUR-II isolated.
4. If problem persist, BG-2 will get
automatically isolated
logbook.
loco) blinking


No. No.
loco) blinking
loco) blinking
EARTH FAULT IN glow 2. Inform TLC and record in the
CONVERTER2 logbook.
continue
maintenance
F0301P2

No. No.
SS03 F0302P2 Loco XXXXX BPFA 1. Reduce speed. Acknowledge fault by
SS03 : Traction Bogie 2 will pressing BPFA.
TRACTION MOTOR glow 2. Resume normal operation.
OVERSPEED
TE is being reduced
F0302P2
SS03 : Traction Bogie 2 LSDJ open closing VCB in order to cool MUB
MUB RESISTANCE TOO HOT will resistance (15.1 located in converter
F0303P2
SS03 : Traction Bogie 2 LSDJ open closing VCB in order to cool SCR1
SCR2 RESISTANCE TOO HOT will resistance (15.1 located in converter
F0303P2


No. No.
FAULTY MOTOR glow 2. Inform TLC and record in the
TEMERATURE SENSOR logbook.
continue
maintenance
F0304P2
SS03 F0305P2 Loco XXXXX BPFA TE/BE 1. Clear block section. Bring throttle to
SS03 : Traction Bogie 2 will will ‘0’ position. Acknowledge fault by
EQUIPMENT TEMPERATURE glow continuously pressing BPFA.
HIGH reduce 2. Wait for 10 minutes or some time till
TE/BE is being reduced transformer oil / converter
oil/coolant temperature normalizes.
F0305P2 3. Check MCBs in HB/SB, if tripped,
reset it once.
4. Ensure working of all auxiliaries and
MRB.
5. Resume normal traction.
6. If message persists, switch OFF the

No. No.
traction if loco get normal otherwise
isolate bogie-2 by switch (154) &
work the train on one bogie after
making conversation with TLC.
7. If no success within 20 minutes, ask
for relief loco.
DC LINK CAPACITORS glow 2. Inform TLC and record in the
PRESSURE NOT OK logbook. Inform maintenance staff
Normal operation can at destination station.
continue 3. DC link capacitors have to be
To be checked during checked during maintenance.
maintenance Capacitors may get open circuit or
defective.
F0306P2
SS03 : Traction Bogie 2 will Ensure free running of wheels.
WHEEL SKIDDING IN BOGIE 2 glow 2. Ensure that there is no brake binding
Reduce BE on loco.
3. Check all parking brakes are released
F0307P2 properly.
4. If speed is more than 1 KMPH and

No. No.
there is message in DDS” Error
Tacho Generator”. Then driver can
work normally after switching OFF
and ON MCE.
5. Reduce braking effort, physically
experience the wheel skidding
sound in running condition. Inform
TLC & make entry in Logbook
6. Do not use BPCS and Regenerative
braking.
SS03 F0307P2 Loco XXXXX BPFA 1. Inform maintenance staff.
SS03 : Traction Bogie 2 will 2. Bogie 2 Isolated, Only half
LINE CONVERTER ISOLATED glow traction/braking power available.
BOGIE 2
effort
F0307P2
Loco)

No. No.
effort
F0308P2
Loco)
effort
F0309P2
Loco)
effort
F0310P2
Loco)


No. No.
F0311P2
F0312P2
F0313P2

No. No.
ISOLATED
F0314P2
ISOLATED
F0315P2


No.
SS 04: HARMONIC FILTER
SS04 F0401P1 Loco XXXXX LSDJ, 1. Bring throttle to ‘0’ position.
SS04 : Harmonic Filter BPFA Acknowledge fault by pressing BPFA.
HARMONIC FILTER CURRENT will 2. Press BLDJ to close VCB
TOO HIGH glow, 3. If the message persists. Switch OFF
Try to close VCB again LSFI the MCE and Switch it ON once
will again. Raise panto, close VCB and
F0401P1 start resume Traction.
blinking
Loco XXXXX LSFI Harmonic 1. Speed will be reduced to 40 KMPH.
SS04 : Harmonic Filter will Filter will 2. Inform TLC and Resume normal
HARMONIC FILTER glow isolate. Traction.
ISOLATED Max 3. After passing 1-2 section, switch OFF
Speak to TLC speed 40 the MCE and switch it ON again.
Max. permitted speed is 40 Kmph 4. If Harmonic filter comes in service,
Kmph resume normal traction with normal
Press <Enter> speed. Inform TLC.
5. If not successful, work the train with
40 KMPH and both SR in service or
isolate SR-1 (Traction Conveter-1) by
switch 154, and work with half TE /
BE at normal speed as per
instruction of TLC.


No.
SS04 : Harmonic Filter BPFA Acknowledge fault by pressing BPFA.
HARM. FILTER CONTACTOR will 2. Press BLDJ to close VCB.
(S) glow, 3. If the message persists, switch OFF
STUCK OFF/ON LSFI the MCE and Switch it ON once
Harmonic filter will be will again. Raise panto, close VCB and
isolated start resume Traction.
Speak to TLC blinking
F0402P1
Loco XXXXX LSFI Harmonic 1. Speed will be reduced to 40 KMPH.
SS04 : Harmonic Filter will Filter will 2. Inform TLC and Resume normal
HARMONIC FILTER glow isolate. Traction.
ISOLATED Max 3. After passing 1-2 section, switch OFF
Speak to TLC speed 40 the MCE and switch it ON again.
Max. permitted speed is 40 Kmph 4. If Harmonic filter comes in service,
Kmph resume normal traction with normal
Press <Enter> speed. Inform TLC.
5. If not successful, work the train with
40 KMPH and both SR in service or
isolate SR-1 (Traction Conveter-1) by
switch 154, and work with half TE /
BE at normal speed as per

No.
instruction of TLC.
SS04 F0404P1 Loco XXXXX LSDJ, Harmonic 1. Bring throttle to ‘0’ position.
SS04 : Harmonic Filter BPFA Filter will Acknowledge fault by pressing BPFA.
RESISTOR TOO HOT will isolate. 2. Wait for 15 minutes and try to close
No. of filter discharges glow, Max VCB again by pressing BLDJ.
exceeded LSFI speed 40 3. If the message persists switch OFF
VCB will remain inhibited 15 will Kmph the MCE and Switch it ON once
min. start again. Raise panto, close VCB and
blinking resume traction.
F0404P1
SS04 F0401P2 Loco XXXXX BPFA 1. If VCB opened it will not be possible
SS04 : Harmonic Filter will to close VCB again by pressing BLDJ.
FILTER CONTACTOR 8.1 glow Acknowledge fault by pressing BPFA.
STUCK ON 2. Switch OFF the MCE and switch it ON
If VCB opens it will not close once again. Raise panto, close VCB
again and resume Traction.
3. If VCB not closing ask for relief loco.
F0401P2
SS04 : Harmonic Filter will BPFA & resume normal operation.
EARTH FAULT HARMONIC glow 2. Inform TLC and record in the
FILTER CIRCUIT logbook.

No.
continue
maintenance
F0402P2
SS04 F0403P2 Loco XXXXX BPFA 17% of 1. Motor terminals short circuited.
SS04 : will power lost 2. Motor working on single phasing.
Motor-1-Bogie-1 Isolated glow 3. Inverter Module tripped due to
Reduced short circuit current.
Traction/Braking 4. Problem in DCU1(15A21)
(Only on IGBT loco) 5. Problem module(s) faulty (15A7
F0403P2 and/or 15A8)

No.
SS04 F0406P2 Loco XXXXX BPFA 25 % of 1. Power module(s) faulty (15A1and/or
SS04 : will power lost 15A2)
Line Convertor-1-Bogie-1 glow 2. Problem in DCU1 (15A21)
Isolated Reduced
Traction/Braking
(Only on IGBT loco)
F0406P2
SS04 F0407P2 Loco XXXXX BPFA 25 % of 1. Power module(s) faulty (15A3and/or
SS04 : will power lost 15A4)
Isolated Reduced
Traction/Braking
(Only on IGBT loco)
F0407P2
SS04 F0408P2 Loco XXXXX BPFA 50 % of Problem in DCU1, DCU2, DCU3,VIU,PS1
SS04 : will power lost or PS2 (15A21, 15A22, 15A23, 15A20,
Disturbance in Control glow 15A10 or 15A11)
electronics Bogie -1

No.
Reduced Traction/Braking
(Only on IGBT loco)
F0408P2

No.
SS 05: HOTEL LOAD
SS05 F0503P1 Loco XXXXX LSDJ, Hotel Load 1. Lift switch BLHO to OFF position to
SS05 : Hotel Load BPFA isolated open Hotel load contactor.
Earth Fault In Hotel Load will Acknowledge fault by pressing BPFA.
Circuit. glow, 2. Inform maintenance staff.
Hotel load will be isolated LSFI
will
F0503P1 start
blinking
SS05 F0504P1 Loco XXXXX 1ST LSDJ, 1. Acknowledge fault by pressing BPFA.
SS05 : Hotel Load BPFA 2. Press BLDJ to close VCB.
Over Current In Hotel will
Load Circuit. glow,
Try to close the VCB LSFI
again will
start

No.
SS 05: HOTEL LOAD
blinking
F0504P1
2ND LSFI Hotel Load Inform maintenance staff.
will isolated
glow
SS05 : Hotel Load will 2. Press BLDJ to close VCB.
Hotel Load Contactor Stuck glow
OFF
Hotel load not available.
F0501P2
SS05 : Hotel Load will 2. Inform TLC and proceed as per
Hotel Load Contactor Stuck glow instruction of TLC as VCB will not
ON close if open.
For uncoupling hotel load
trip
VCB F0502P2

No.
SS 05: HOTEL LOAD
SS05 F0506P2 Loco XXXXX BPFA 25 % of 1. Power module(s) faulty
SS05 : will power lost (25A1and/or 25A2)
Isolated Reduced
Traction/Braking

No.
SS 05: HOTEL LOAD
(Only on IGBT loco)
F0506P2
SS05 F0507P2 Loco XXXXX BPFA 25 % of 1. Power module(s) faulty
SS05 : Harmonic Filter will power lost (25A3and/or 25A4)
Isolated Reduced
Traction/Braking
(Only on IGBT loco)
F0507P2
SS05 F0508P2 Loco XXXXX BPFA 50 % of Problem in DCU1, DCU2, DCU3,VIU,PS1
SS05 : will power lost or PS2 (25A21, 25A22, 25A23, 25A20,
Disturbance in Control glow 25A10 or 25A11)
electronics Bogie -2 Reduced
Traction/Braking
(Only on IGBT loco)
F0508P2


No.
SS 06: AUXILIARY CONVERTER 1
SS06 : Aux Converter 1 BPFA Acknowledge fault by pressing BPFA.
DISTURBANCE IN will 2. Press BLDJ to close VCB.
PROCESSOR BUR 1 glow, 3. If message is repeated, BUR-I get
Try to close VCB again LSFI automatically isolated. Press
will <ENTER> key.
F0601P1 start 4. Work the train with normal traction.
blinking
DISTURBANCE IN
PROCESSOR ACI 1
Try to close VCB again
F0601P1
(only on BHEL IGBT loco)
Loco XXXXX LSFI Aux. 1. Check MCB No. 127.22/1 in SB-1. If
SS06 : Aux Converter 1 will Converter found tripped, reset it once after
AUX CONVERTER1 ISOLATED glow 1 will isolate switching MCE OFF.
Driving still Possible Driving 2. If not tripped, Switch OFF the MCE
Max. ventilation level will be possible and Switch it ON once again. Raise
reduced but Max panto, close VCB and resume
Press<Enter> ventilation traction if loco gets normal.
level 3. If the same message repeated,
will be resume normal operation with BUR

No.
reduced 1/ACI 1 isolated and don’t try to
bring BUR-1/ACI-1 in service by
switching ON/OFF MCE and work the
train with BUR-1/ACI-1 isolated.
4. Inform TLC and record in the log
book.
FAULT IN AUXILIARY will 2. Press BLDJ to close VCB.
CONVERTER 1 glow, 3. If message is repeated, BUR-I get
will <ENTER> key.
blinking


No.
bring BUR-1/ACI 1 in service by
train with BUR-1 isolated.
with BUR-1/ACI 1 isolated. Under
such condition LSFI will glow
permanently.
book.
CONTACTOR FAULT IN AUX will 2. Press BLDJ to close VCB.
CONV1/HB1 glow, 3. If fault still persist, then BUR-1/ACI 1
Contactor 52/4 or 52/5 LSFI will get isolated. Driver should
stuck OFF will continue normal operation till next
start schedule stop.
F0603P1 blinking
AUX CONVERTER1 ISOLATED glow 1 will isolate switching OFF MCE.

No.
train with BUR-1/ACI 1 isolated.
book.
SS06 F0604P1 Loco XXXXX BPFA Aux. 1. Bring throttle to ‘0’ position.
SS06 : Aux Converter 1 will Converter Acknowledge fault by pressing BPFA.
VENTILATION BUR1 glow, 1 will isolate 2. Switch OFF the MCE and Switch it
DISTURBED LSFI Driving ON once again. Raise panto, close
Press acknowledge to will possible VCB and resume traction if loco gets
reconfigure start but Max normal.
to BUR2/ACI 2 blinking ventilation 3. If the same message repeated,
level resume normal operation with BUR-
F0604P1 will be 1 isolated.
reduced 4. Inform TLC and record in the
logbook.


No.
PROCESSOR BUR 2 glow, 3. If message is repeated, BUR-2 get
will <ENTER> key.
blinking
DISTURBANCE IN
PROCESSOR ACI 2
F0701P1

No.
book.
CONVERTER 2 glow, 3. If message is repeated, BUR-2 get
will <ENTER> key.
blinking


No.
permanently.
book.
CONV2/HB2 glow, 3. If fault still persist, then BUR-2/ACI 2
Contactor 52/1/2/4 stuck LSFI will get isolated. Driver should
OFF or ON will continue normal operation till next
F0703P1 blinking

No.
book.
SS07 : Aux Converter 2 will Converter Acknowledge fault by pressing BPFA.
VENTILATION BUR2 glow, 2 will isolate 2. Switch OFF the MCE and Switch it
DISTURBED LSFI Driving ON once again. Raise panto, close
Press acknowledge to will possible VCB and resume traction if loco gets
reconfigure start but Max normal.
to BUR1/ACI 1 blinking ventilation 3. If the same message repeated,
level resume normal operation with BUR-
F0704P1 will be 2 isolated.
reduced 4. Inform TLC and record in the
logbook.


No.
PROCESSOR BUR 3 glow, 3. If message is repeated, BUR-3 get
will <ENTER> key.
blinking
DISTURBANCE IN
PROCESSOR ACI 3
F0801P1

No.
book.
CONVERTER 3 glow, 3. If message is repeated, BUR-3 get
will <ENTER> key.
blinking


No.
permanently.
book.
CONV 3 glow, 3. If fault still persist, then BUR-3/ACI 3
Contactor 52/3 stuck OFF or LSFI will get isolated. Driver should
ON will continue normal operation till next
F0803P1 blinking

No.
book.
SS08 : Aux Converter 3 will Converter Acknowledge fault by pressing
VENTILATION BUR3 glow, 3 will isolate BPFA.
DISTURBED LSFI Driving 2. Switch OFF the MCE and Switch it
Press acknowledge to will possible ON once again. Raise panto, close
reconfigure start but Max VCB and resume traction if loco gets
to BUR1/ACI 1 blinking ventilation normal.
F0804P1 will be resume normal operation with BUR-
reduced 3 isolated.
logbook.

No.
TROUBLE SHOOTING FOR REPEATED TRIPPING OF MCB’S OF AUXILIARY MOTORS
SS06, 1) If driver experiences 1. Reset MCB.
SS07, repeated tripping of MCB 2. Switch OFF electronics.
SS08 59.1/1 or/and 59.1/2 of 3. BUR-1 to be isolated by tripping MCB
OCB-1 or/and OCB-2. 127.22/1 located in SB-1.
4. Try to work with BUR-1 isolated and
OCB 1/2 will work on BUR-2.
Note: This problem may arise due to
unbalance output voltage of BUR-1.
2) If driver experiences 1. Reset MCB.
repeated tripping of MCB 2. Switch OFF electronics.
63.1/1 or/and 63.1/2 (of 3. BUR- 2 to be isolated by tripping
Converter Oil Pump 1 MCB 127.22/2 located in SB-2.
or/and 2) 4. Try to work with BUR-2 isolated and
OR/AND MPH-C 1/2 will work on BUR-3.
MCB 62.1/1 or/and 62.1/2 Note: This problem may arise due to
(of transformer Oil Pump 1 unbalance output voltage of BUR-2.
or/and 2).
53.1/1 or/and 53.1/2 of 3. BUR- 2 to be isolated by tripping
TMB-1 or/and TMB-2. MCB 127.22/2 located in SB-2.

No.
TROUBLE SHOOTING FOR REPEATED TRIPPING OF MCB’S OF AUXILIARY MOTORS
4. Try to work with BUR-2 isolated and
TMB 1/2 will work on BUR-1.
Note: This problem may arise due to
47.1/1 or/and 47.1/2 (of 3. BUR- 3 to be isolated by tripping
MCP-1 or/and MCP-2) MCB 127.22/3 located in SB-2.
OR/AND 4. Try to work with BUR-3 isolated and
MCB 55.1/1 or/and 55.1/2 MCP 1/2 will work on BUR-2.
(of SCTM-1 or/and SCTM-2). Note: This problem may arise due to


No.
SS 09: BATTERY SYSTEM
SS09 F0901P1 Loco XXXXX BPFA 1. Bring throttle to ‘0’ position.
SS09 : Battery system will Acknowledge fault by pressing BPFA.
BATTERY VOLTAGE TOO glow, 2. Check MCB (112.1 & 110) in SB-2 &
LOW LSFI MCB 112 in BA box. If tripped, then
Electronics will switch off will reset the MCB.
start 3. If actual voltage in UBA is above 82
F0901P1 blinking volts, then isolate BUR3 by tripping
MCB127.22/3 (SB2) after switching
MCE OFF. Energise loco and resume
normal traction.
4. If UBA showing voltage less than 82
volts then immediately ask for relief
loco.
Loco XXXXX LSDJ, VCB will If the battery can’t be switched ON ask
SS09 : Battery system LSFI not close for relief loco.
MAIN POWER ISOLATED will
VCB cannot be closed: glow
VCB inhibited
Loco is dead
SS09 F0902P1 Loco XXXXX BPFA 1. Bring throttle to ‘0’ position.
SS09 : Battery system will Acknowledge fault by pressing BPFA.
BATTERY VOLTAGE TOO glow, 2. Check MCB (112.1 & 110) in SB-2,
LOW LSFI and MCB 100 in HB-2. If tripped,

No.
Converters being switched will then reset the MCB.
off start 3. Switch OFF / ON MCE once.
Open VCB, lower Panto blinking 4. Check battery voltage on UBA, if
above 82 volts loco to be kept
F0902P1 energized for battery charging.
Loco XXXXX LSDJ, VCB will If the battery can’t be switched ON ask
SS09 : Battery system LSFI not close for relief loco.
MAIN POWER ISOLATED will
VCB cannot be closed: VCB glow
inhibited
Loco is dead
SS09 F0903P1 Loco XXXXX BPFA Control 1. If BL key is at D and panto is lowered
SS09 : Battery system will electronics longer than 10 minutes, then this
PAN LOWERED LONGER glow, will message is expected.
THAN 10 MINUTES LSFI OFF 2. Bring throttle to ‘0’ position.
Control electronics will will Acknowledge fault by pressing BPFA.
switch off start 3. Switch ON MCE once again by BL Key
blinking if required. Driver could avoid
F0903P1 occurrence of such fault message by
raising one pantograph within 10
minutes after activating the
particular cab by putting BL Key in
driving position.

No.
4. If panto pan is not raising and
message arise then trouble shoot as
per F 0103P1.
SS09 F0901P2 Loco XXXXX BPFA Loco may 1. Check battery charger output MCB
SS09 : Battery system will be 110 in SB-2. If found tripped, reset
WARNING: LOW BATTERY glow energised battery charger output MCB.
VOLTAGE for 30 2. Acknowledge fault by pressing BPFA.
Driving available for less minutes
than 30 min. Guiding
Check battery charger MCB available
F0901P2
SS09 F0902P2 Loco XXXXX BPFA 1. Check MCB 110 in SB2 and MCB100
SS09 : Battery system will in HB2. If tripped, reset it once.
BATTERY CHARGER MCB glow 2. Acknowledge fault by pressing BPFA
OFF 3. Work further with normal traction.
Try to close the MCB 4. If MCB-100 is tripping repeatedly,
then isolate BUR-3/ACI 3 and try to
F0902P2 work with battery charger CHBA on
BUR-2/ACI 2.
5. If still message persist, then inform
TLC and ask for relief loco. Loco can
work till battery voltage drops to 86

No.
V.
SS09 F0903P2 Loco XXXXX BPFA 1. Check battery charger output MCB
SS09 : Battery system will 110 in SB2. If found tripped, reset
LOW BATTERY CHARGER glow the tripped MCB.
CURRENT 2. Acknowledge fault by pressing BPFA.
Battery charger MCB may Clear block section.
have tripped 3. Check battery and connection of
Battery not being charged battery cables.
4. If everything is OK, work the train
F0903P2 normal.
SS09 F0904P2 Loco XXXXX BPFA No more 1. Acknowledge fault by pressing BPFA.
SS09 : Battery system will faults will Resume normal operation.
DIAGNOSIS MEMORY glow store in 2. Inform TLC and record fault in the
BATTERY EMPTY DDS. logbook.
Inform TLC during next stop Loco No.
will not
F0904P2 appear on
display
screen &
Energy
consumption
reading
will not

No.
increase
further
SS09 : Battery system will Resume normal operation.
EARTH FAULT BATTERY glow 2. Inform TLC and record fault in the
CIRCUIT logbook.
continue
maintenance
F0905P2
Note: If MCB 112, located besides battery Box No. 2 is tripped then all cab and machine room lights are switched
off. Display screen also becomes blank. Emergency brakes will apply automatically. In such case, LP should check
MCB 112, if tripped, then reset the MCB, energise the loco and resume normal traction.


No.
SS 10: BRAKE SYSTEM
SS10 F1001P1 Loco XXXXX BPFA Emergency 1. Bring throttle to ‘0’ position.
SS10 : Brake system will brake Acknowledge fault by pressing BPFA.
FUALT IN BRAKE glow, will apply 2. Check MCB No. 127.7 & 128.1 (SB2)
ELECTRONICS LSFI If found tripped, reset 127.7 once
Full service brake applied will and do not reset 128.1 after
No traction allowed start switching MCE OFF.
blinking 3. If not tripped, Switch OFF the MCE
F1001P1 and Switch it ON once again. Raise
panto, close VCB and resume
Traction, if loco get normal.
4. Release parking brakes through
solenoid valve 30 release (right)
plunger, avoid operation of sanders
and work onwards.
5. If the message repeated bring TE/BE
throttle to ‘0’ position.
6. With CCB (Knorr Bremse) equipped
locomotive, use the instructions* to
make PTDC mode of CCB (Knorr
Bremse) active to clear the line Block
section.
7. If not successful within 20 minutes,
ask for relief loco.

No.
SS 10: BRAKE SYSTEM
SS10 F1002P1 Loco XXXXX BPFA TE/BE 1. Bring TE/BE throttle to ‘0’ position.
SS10 : Brake system will will not Acknowledge fault by pressing BPFA.
LOW PRESSURE MAIN glow, possible 2. Wait until a MR pressure of 6.4
RESERVOIR LSFI till MR Kg/cm2 reached.
No traction allowed till will pressure 3. If the pressure is not building up,
pressure reaches 6.4 kg/cm2 start reaches to check LSVW if it is blowing, reset
blinking 6.4 Kg/cm2 VCD & try.
F1002P1 4. Check whether compressor works or
not. Check the MCB of compressors
47.1/1 in HB1 & 47.1/2 in HB2
panels. If found tripped, open VCB
and reset the MCB once.
5. If MCB’s are normal, isolate BUR-3
(open 127.22/3 in SB-2 panel) and
try.
6. Check leakage from Air dryer. If
leakage persists, then isolate Air
dryer by isolating D ‘IN’ & D ‘OUT’
cock & by putting D ‘OFF’ cock to
normal position provided in under
frame.
7. Check leakage from Auto drain valve
provided under the main reservoir 1

No.
SS 10: BRAKE SYSTEM
& 2 or air leakage from CP delivery
pipe.
8. If air leaks through unloader valve,
close the isolating cocks of unloaders
near BA Box-2 (if provided) or try to
attend or contact TLC.
9. During cattle run over and any angle
cock broken in the front side close
corresponding Addl. Angle cocks in
under frame & work onwards.
10. Check train for heavy leakage in
pneumatic system.
11. If there is no leakage and MCBs of
both the Compressors are in closed
condition, even then compressor are
not working and MR is not being
maintained, Switch OFF the
Electronics and Switch it ON once
again. Raise panto, close VCB and
resume Traction if loco get normal.
12. If not successful within 20 minutes,
ask for relief loco.


No.
SS 10: BRAKE SYSTEM
SS10 F1003P1 Loco XXXXX LSVW Emergency A. If this message is due to not
SS10 : Brake system & BPFA brake acknowledging VCD by crew then
VIGILANCE EMERGENCY will BP 1. Bring TE/BE Throttle to ‘0’ position.
BRAKE APPLICATION glow, pressure 2. Apply A-9 to emergency to avoid
Bring TE/BE Throttle to ‘0’ LSFI will drop depletion of MR through BP.
Press vigilance reset push will to 3 kg/cm2 3. Wait for 120 seconds (WAP 5, 7 &
button start to WAG 9) as Penalty Brake applied due
blinking 2.5 to Vigilance can be reset only after
F1003P1 kg/cm2 120 seconds. So, don’t press BPVR
Buzzer during these 120 seconds.
will sound 4. Press yellow Vigilance Reset Push
On Knorr button BPVR on Panel ‘A’ of Driving
Bremse BP Desk after 120 seconds. Ensure
pressure will LSVW goes OFF and Buzzer stop
drop to 0 blowing.
kg/cm2 Note: If CCB of Knorr Bremse, Press
BPVR after 32 seconds (vigilance
reset time is 32 seconds)
5. Press and Release ‘Vigilance’ Paddle
Switch.
6. Press BPFA
7. Move A9 Handle to run after
resetting Penalty Brake, BP will be

No.
SS 10: BRAKE SYSTEM
charged to 5 Kg/cm2.
8. If the penalty brakes remains applied
even after the above, Switch OFF the
normal traction.
B. If vigilance penalty brakes are applied
even when driver is alert during
running, there is a chance that
vigilance control Device may be
defective or vigilance acknowledge
switch of driver side not working. In
this condition check with Asst. Driver’s
side pushbutton. If still the same
condition, Vigilance control device
may be defective. So switch OFF MCE
and put vigilance isolating switch
(Vigilance Cut-out Switch 237.1)
provided on SB1 panel to ‘0’ position.
This will make vigilance control device
isolated.
1. Switch ON MCE, close VCB and
resume Normal traction with VCD in

No.
SS 10: BRAKE SYSTEM
isolated condition.
2. Inform TLC and be vigilant.
Note: In this case low MR pressure
message is expected. So ignore it.
SS10 F1004P1 Loco XXXXX BPFA 1. Bring TE/BE throttle to ‘0’ position.
SS10 : Brake system will Acknowledge fault by pressing BPFA.
WORKING WRONG glow, 2. Check isolating Cock No. 70 (E70
CONFIGURATION BRAKE LSFI Brake Pipe isolating cock) provided
SYSTEM will on pneumatic panel. If found close
Check isolating cock brake start then open VCB and open cock No.
control blinking 70. Close VCB.
Wrong cock position, to 3. Also check ZBAN switch. It should be
reset open VCB OFF, if not, put it at OFF position.
F1004P1 4. Resume Normal Traction.
SS10 F1005P1 Loco XXXXX BPFA Auto 1. Release Auto Air Brake. Check BP, it
SS10 : Brake system will brakes should be 5 Kg/cm2.
TRACTION WITH AUTO glow, applied 2. Bring TE/BE Throttle to ‘0’ position.
BRAKE NOT ALLOWED LSFI TE/BE not Acknowledge fault by pressing BPFA.
Release auto brakes will possible 3. Resume normal traction.
Bring TE/BE Throttle to ‘0’ start 4. If not successful, try from other cab.
blinking
F1005P1


No.
SS 10: BRAKE SYSTEM
SS10 F1006P1 Loco XXXXX BPFA 1. Bring TE/BE Throttle to ‘0’ position.
SS10 : Brake system will Acknowledge fault by pressing BPFA.
TRACTION WITH PARKING glow, 2. Release parking brakes with
BRAKES NOT ALLOWED LSFI illuminated Red Push Button BPPB.
Release parking brakes will In case parking brakes get released,
Bring TE/BE Throttle to ‘0’ start then parking brake gauge will show
blinking pressure of 6 Kg/cm2 and BPPB will
F1006P1 extinguish.
3. If parking brake is not getting
released, then inspect the Latch
Solenoid valve (30) on pneumatic
panel. If it is found permanently
latched in applied condition, then
release it.
4. Press releasing knob and lock in that
condition if necessary.
5. If still parking brakes not released,
check for any sign of air leakage from
parking brake cylinder hosepipe. If
there is leakage, then arrest the
leakage.
6. After releasing parking brakes,
resume normal traction.

No.
SS 10: BRAKE SYSTEM
SS10 F1007P1 Loco XXXXX BPFA Brake will 1. Bring TE/BE Throttle to ‘0’ position,
SS10 : Brake system will apply to loco brakes will be released.
REGENERATIVE BRAKE glow, loco Acknowledge fault by pressing BPFA.
FAILURE LSFI 2. Control the train through A-9. Press
Pneumatic loco brake will PVEF, till BC-1/BC-2 gauge pressure
applied start reaches ‘0’ Kg/cm2.
blinking 3. No electrical Brake power available;
F1007P1 braking can be done with A9/SA9
only.
4. Resume Normal Traction
Logbook.
SS10 F1008P1 Loco XXXXX LSDJ, VCB 1. Bring TE/BE throttle to ‘0’ position.
SS10 : Brake system BPFA open, 2. Reset Emergency Stop push Button
EMERGENCY STOP, will panto by rotating it in the direction of
SHUTDOWN ON THE LOCO glow, lower, Arrow marked on it. It will come out
To release, reset emergency LSFI TE/BE a little bit.
stop push button will ‘0’, 3. Press BPFA.
Bring TE/BE Throttle to ‘0’ start Emergency 4. Raise Pantograph.
blinking brake 5. Close VCB.
F1008P1 will apply 6. Resume Normal Traction after
charging BP and MR.
7. If not successful, try from other cab.

No.
SS 10: BRAKE SYSTEM
Note - If emergency stop button is
pressed before energising, and on
moving BL to ‘D’ mode ‘FLG71
Protection activated’ message will
appear on DDS.
SS10 F1009P1 Loco XXXXX BPFA Loco This fault messages is generated when
SS10 : Brake system will brake is BC pressure is over 0.65 Kg/cm2, throttle
TRACTION NOT ALLOWED glow, applied is not at zero position and speed is over
WITH APPLIED BRAKE LSFI 10 KMPH.
Release loco brake will 1. Bring TE/BE throttle to ‘0’ position.
Bring TE/BE Throttle to ‘0’ start Acknowledge fault by pressing BPFA.
blinking 2. Release Loco Brakes with SA9.
F1009P1 3. If loco brake not released then Tap
gently Pressure Switch 269.6/1 &
269.6/2 (provided between AR &
TMB-2)
4. Switch OFF / ON MCE once & try.
book.
SS10 F1010P1 Loco XXXXX BPFA BP is 1. Bring TE/BE throttle to ‘0’ position.
SS10 : Brake system will reduced to Acknowledge fault by pressing BPFA.
EMG. EXHAUST COCK glow, ‘0’ 2. Open the Emergency Exhaust Cock
CLOSED, NO TRACTION LSFI No. 74 on the pneumatic panel

No.
SS 10: BRAKE SYSTEM
For Traction open the cock will 3. If cock 74 is already open and even
Bring TE/BE Throttle to ‘0’ start though message appears, then
blinking problem may be with limiting switch
F1010P1 provided on cock, operate it
manually 2-3 times.
4. If loco becomes normal, then
proceed otherwise, switch off MCE
and switch it ON again.
SS10 F1001P2 Loco XXXXX BPFA 1. This message is expected when loco
SS10 : Brake system will is in banking mode (ZBAN is ON and
LOCO IS IN BANKING MODE glow cock 70 is isolated). If not in Banking
Loco brake controller mode follow the procedure given
isolated below.
Emergency brakes can be 2. Bring TE/BE throttle to ‘0’.
applied 3. Check position of ZBAN switch. If ON,
then open VCB & switch it OFF.
F1001P2 4. It could be due to mal function of
ZBAN micro switch. Operate ZBAN
switch 2-3 times vigorously, it will
normalize if stuck up.
5. Acknowledge fault by pressing BPFA.
Close VCB and resume normal
traction.

No.
SS 10: BRAKE SYSTEM
6. If not successful, try to work from
rear cab after switching ON/ OFF
MCE.
SS10 : Brake system will Bring the train to a halt at
ALARM CHAIN PULLING glow convenient place immediately. Work
Check train as per operating Manual and GR
4.45/1.
F1002P2 2. Check the affected coach, find out
the reason of ACP, reset the ACP,
acknowledge fault by pressing BPFA
and work the train accordingly.
No Message, but if driver Check MCB 128.1(SB-2), if found tripped,
experiences that air drier is reset the MCB once. If the MCB trips
not working again, resume normal operation with air
drier in isolated condition. Also record in
the log book.


No.
SS 11: AUXILIARIES HB 1
SS11 F1101P2 Loco XXXXX BPFA 1. Check MCB’s in Auxiliary cubicle
SS11 : Auxiliaries HB 1 will HB1. If any MCB found tripped then
MCB(S) TRIPPED IN AUX. glow reset it once after opening VCB.
CUBICLE 1 2. Acknowledge the fault by pressing
Traction power may get BPFA and continue normal
reduced, if temperature operation.
exceed. 3. If any MCB is not tripped but still
message is coming and all auxiliaries
F1101P2 are working, ignore it. This may be
due to defective control contact of
concerned MCB.
4. If MCB (59.1/1 or 62.1/1 or 63.1/1 or
53.1/1) getting tripped after
resetting it once as given in step 1
above, then driver should not try to
reset these MCBs. To isolate
concerning BUR, Trouble shoot as
per Trouble shooting for Repeated
Tripping of MCBs of Auxiliary Motors
given at the end of SS08 (page no.
254 & 255).
5. Inform TLC and record in loco
logbook. Resume traction with

No.
bogie-1 in isolated condition if
automatically isolated.
6. In case of any other MCB excluding
MCB given in step 4 above is getting
tripped after resetting once, then
continue normal operation as long as
possible and inform TLC.
SS11 : Auxiliaries HB 1 will Resume normal traction.
EARTH FAULT 415/110V glow 2. Inform TLC and record in loco
CIRCUIT logbook.
continue
maintenance
F1102P2
SS11 F1103P2 Loco XXXXX BPFA 1. Check MCB No. 47.1/1 provided in
SS11 : Auxiliaries HB 1 will Auxiliary cubicle 1 (HB1). If found in
MCB OFF MAIN glow tripped condition, then open VCB
COMPRESSOR OPEN and reset MCB once.
Compressor 1 not available 2. Acknowledge fault by pressing BPFA.
3. Resume normal traction. If the
F1103P2 message repeats then work the train

No.
with one compressor.
logbook.
SS11 : Auxiliaries HB 1 will Acknowledge fault by pressing BPFA.
OVERLOAD ON OCB-1 glow 2. Trip MCB 59.1/1 (Oil Cooling Blower)
Isolate OCB in HB-1.
3. Isolate Bogie-1 by switch 154 to 1
F1104P2 position (SB1).
4. Normal operation can be continued
with one bogie.
SS11 F1105P2 Loco XXXXX BPFA Vigilance 1. Acknowledge through BPFA.
SS11 : Auxiliaries HB 1 will isolated 2. Resume normal traction & be
Rotary switch vigilance glow vigilant.
OFF/ON position 3. Inform to TLC and record in log book.
Normal operation can Note – Isolate VCD through 237.1 (SB-1)
continue only during failure / mal functioning.
F1105P2
SS11 F1106P2 Loco XXXXX BPFA 1. Check switch no. 160 (SB-1), if it is on
SS11 : Auxiliaries HB 1 will ‘0’, bring throttle to ‘0’, bring speed
Loco in shunting mode glow ‘0’ and Reverser on ‘0’ then put
Speed cannot be more than switch 160 on ‘I’ to achieve normal

No.
15 Kmph speed.
2. Acknowledge fault by pressing BPFA
F1106P2 and work the train normal.
Note - Before operating MPJ from 0 to F,
Loco Pilot to ensure that the switch 160
is in position ‘1’ to avoid en-route
detention.

No.
SS12 F1201P2 Loco XXXXX BPFA 1. Check MCB’s in Auxiliary cubicle
SS12 : Auxiliaries HB 2 will HB2. If any MCB found tripped then
MCB(S) TRIPPED IN AUX. glow reset it once after opening VCB.
CUBICLE 2 2. Acknowledge the fault by pressing
Traction power may get BPFA and continue normal
reduced, if operation.
Temperature exceed. 3. If any MCB is not tripped but still
message is coming and all auxiliaries
F1201P2 are working, ignore it. This may be
due to defective control contact of
concerned MCB.
4. If MCB (59.1/2 or 62.1/2 or 63.1/2 or

No.
53.1/2) getting tripped after
resetting it once as given in step 1
above, then driver should not try to
reset these MCBs. To isolate
concerning BUR, Trouble shoot as
per Trouble shooting for Repeated
Tripping of MCBs of Auxiliary Motors
given at the end of SS08 (page no.
254 & 255).
logbook. Resume traction with bogie
2 in isolated condition if
automatically isolated.
6. In case of any other MCB excluding
MCB given in step 4 above is getting
tripped after resetting once, then
continue normal operation as long as
possible and inform TLC.
SS12 F1202P2 Loco XXXXX BPFA 1. Check MCB No. 47.1/2 provided in
SS12 : Auxiliaries HB 2 will Auxiliary cubicle 2 (HB2). If found in
MCB OFF MAIN glow tripped condition, then open VCB
COMPRESSOR OPEN and reset MCB once.
Compressor 2 not available 2. Acknowledge fault by pressing BPFA.

No.
3. Resume normal traction. If the
F1202P2 message repeats then work the train
with one compressor.
logbook.
SS12 : Auxiliaries HB 2 will Acknowledge fault by pressing BPFA.
OVERLOAD ON OCB-2 glow 2. Trip MCB 59.1/2 (Oil Cooling Blower)
Isolate OCB in HB-2.
3. Isolate Bogie-2 by switch 154 to II
F1203P2 position (SB1).
4. Normal operation can be continued
with one bogie.

Fault No. Fault Message Lamp Effect Action to be taken by crew

SS
No.
SS 13: CAB 1
SS13 F1301P1 Loco XXXXX SS13 : Cab 1 LSFI Cab 1 may 1. Bring TE/BE throttle to ‘0’ position.
DISTURBANCE IN will get isolated Acknowledge fault by pressing BPFA.
PROCESSOR HBB1 start 2. Check MCB 127.3/1 (SB-1) if tripped,
Cab 1 may get isolated, blinking reset once after switching MCE OFF.
drive from cab 2 & BPFA 3. If not tripped, Switch OFF the MCE
refer to driver’s manual will and Switch it ON once again. Raise
glow panto, close VCB and resume
F1301P1 Traction.
SS13 F1301P1 Loco XXXXX SS13 : Cab 1 LSFI Cab 1 may 1. Acknowledge fault by pressing BPFA.
DISTURBANCE IN will get isolated, 2. Switch OFF the MCE and Switch it
PROCESSOR RBU2 start Driving from ON once again. Raise panto, close
Cab 1 may get isolated, blinking cab 1 still VCB and resume T#Traction.
drive from cab 2 & BPFA possible 3. If the fault still persists acknowledge
refer to driver’s manual will the fault and drive normally from
F1301P1 glow any cab.
Loco XXXXX SS13 : Cab 1 LSFI Cab 1 1. Change to Cab 2.

CAB 1 isolated will isolated 2. Inform TLC and record in loco
Drive from cab 2 glow logbook.
Press <enter>


SS
No.
SS 13: CAB 1
PROCESSOR STB1 start 2. Check MCB 127.3/1 (SB-1) if tripped,
F1302P1 Traction.
SS13 F1302P1 Loco XXXXX SS13 : Cab 1 LSFI Cab 1 may 1. Switch OFF the MCE and Switch it
DISTURBANCE IN will get isolated, ON once again. Raise panto, close
PROCESSOR RBU1 start Driving from VCB and resume Traction
Cab 1 may get isolated, blinking cab 1 still 2. If the fault still persists acknowledge
drive from cab 2 & BPFA possible the fault and drive normally from
refer to driver’s manual will any cab.
glow 3. Cab 1 TE/BE meters will not be
F1302P1 available.
(only on BHEL IGBT loco) 4. Through cab 1 loco will be operated
in failure mode (Auto activation).
5. Through cab 2 normal operation.

SS
No.
SS 13: CAB 1
Press <enter>
SS13 F1303P1 Loco XXXXX SS13 : Cab 1 LSFI Cab 1 may 1. Bring TE/BE throttle to ‘0’ position
REVERSER DEFECTIVE will get isolated and try to clear block section by
Drive from cab 1 start coasting. Acknowledge fault by
blinking pressing BPFA.
F1303P1 & BPFA 2. Operate Reverser 2-3 times Switch
will OFF the MCE and Switch it ON once
glow again. Raise panto, close VCB and
resume traction.
3. If the same message repeats, change
to Cab-2. Inform TLC & record in
logbook
SS13 F1304P1 Loco XXXXX SS13 : Cab 1 LSFI Driving still 1. Switch OFF the MCE and Switch it
RBU1 RIOM EXTENSION will possible ON once again. Raise panto, close
FAULT start VCB and resume Traction
blinking 2. If the same message repeats, change
F1304P1 & BPFA to cab 2. Inform TLC and record in
(only on BHEL IGBT loco) will log book.
glow 3. Read out DDS messages and check
which RIOM extension to replace.

SS
No.
SS 13: CAB 1

No.
SS 14: CAB 2
PROCESSOR HBB2 start 2. Check MCB 127.3/2 (SB-2) if tripped,
F1401P1 Traction.

No.
SS 14: CAB 2
F1301P1 available.
Press <enter>
PROCESSOR STB2 start 2. Check MCB 127.3/2 (SB-2) if tripped,
F1402P1 Traction.

No.
SS 14: CAB 2
F1402P1 available.
Press <enter>
SS14 F1403P1 Loco XXXXX SS14 : Cab 2 LSFI Cab 2 may 1. Bring TE/BE throttle to ‘0’ position
REVERSER DEFECTIVE will get isolated and try to clear block section by
Drive from cab 1 start coasting. Acknowledge fault by
blinking pressing BPFA.
F1403P1 & BPFA 2. Operate Reverser 2-3 times Switch
will OFF the MCE and Switch it ON once
glow again. Raise panto, close VCB and
resume traction.
3. If the same message repeats, change
to Cab-1. Inform TLC & record in
logbook

No.
SS 14: CAB 2
(only on BHEL IGBT loco) will log book..
Note: If Cab-1 or Cab-2 get hanged and not getting activated after making Control Electronics OFF and ON, then
check all MCBs in SB-1 and SB-2 and reset it if found tripped.


No.
SS 15: FIRE DETECTION UNIT
SS15 F1501P1 Loco XXXXX LSFI 1. Bring TE/BE throttle to ‘0’ and
SS15 : Fire Detection will immediately stop the train. Open
FIRE IN MACHINE ROOM start VCB, Lower Pantograph and switch
Extinguish the fire blinking OFF the MCE.
Reset the fire detection unit & BPFA 2. Inspect the Machine Room. If there
will is any sign of smoke emission, trip
F1501P1 glow, MCB 112.1(SB2) and extinguish the
Buzzer fire by using portable fire
will extinguishers.
sound 3. In case of larger fire, especially in
Traction converter, then open the
cock of CO2 Cylinder provided in the
locker on Asst. Driver side in each
cab. Keep both the machine room
door locked.
4. Subsequently, reset the fire
detection unit by pressing reset push
button provided on fire detection
unit (located in SB-2 cubicle) then
acknowledge the fault by pressing
BPFA.
5. Check MCB’s in HB 1/2, SB 1/2
panels and its equipment for

No.
smell/smoke and do not reset if
tripped. Work the train further with
precaution accordingly.
6. If everything is found normal,
resume normal traction. Inform TLC
and record in loco logbook.
SS15 : Fire Detection will Acknowledge fault by pressing BPFA.
FAULT IN FIRE DETECTION glow 2. Reset the fire detection unit by
UNIT pressing reset push button provided
No fire detection, Possible on fire detection unit (located in SB-
normal operation can 2 cubicle).
continue 3. Resume Normal Traction.
4. Keep on checking the Machine Room
F1501P2 as frequently as possible for the sign
of any smoke/fire.
logbook.
SS15 F1502P2 Loco XXXXX BPFA 1. Bring TE/BE throttle to ‘0’ and
SS15 : Fire Detection will immediately stop the train. Open
WARNING SMOKE IN glow VCB, lower pantograph and switch
MACHINE ROOM off the Electronics.
Inspect machine room 2. Inspect the Machine Room carefully.

No.
In case of any fire/smoke, trip MCB
F1502P2 112.1(SB2) and extinguish the fire by
using portable fire extinguishers.
3. In case of larger fire, especially in
Traction converter, then open the
cock of CO2 and operate regulator
Cylinder provided in the locker on
Asst. Driver side in each cab. Keep
the machine room door locked.
4. Subsequently, reset the fire
detection unit by pressing reset push
button provided on fire detection
unit (located in SB-2 cubicle) then
acknowledge the fault by pressing
BPFA.
5. Check MCB’s in HB 1/2, SB 1/2
panels and its equipment for
smell/smoke and do not reset if
tripped. Work the train further with
precaution accordingly.
6. If everything is found normal,
resume normal Traction.

No.
logbook.

No.
SS 16: SPEEDOMETER
SS16 F1601P1 Loco XXXXX LSFI Emergency 1. Bring TE/BE throttle to zero position
SS16 : Speedometer will brakes/ to reduce loco speed.
SPEED LIMIT EXCEEDED start Partial brake 2. Acknowledge the fault by pressing
Emergency brakes blinking will applied BPFA.
TE/BE Throttle to 0 & BPFA till speed 3. When speed comes down the limit,
will comes down resume normal traction.
F1601P1 glow 4. If the speed shown in speedometer
is not coming within the limits, but
actual speed has come down this
means that speedometer is
defective. The drivers advise to open
the speedometer MCB (127.92)
provided in SB2 cubicle.
5. Now the speedometer will be
isolated. So drive carefully and watch
speed on display in simulation mode
screen.

No.
SS 16: SPEEDOMETER
logbook and act accordingly.
SS16 : Speedometer will 2. Inspect the speedometer MCB
FAULT IN SPEEDOMETER glow (127.92) in SB2 cubicle. If found in
No display of speed in the tripped condition then reset the
cab Drive carefully, use MCB once, acknowledge fault by
diagnosis screen pressing BPFA and resume normal
operation if loco gets normal.
F1601P2 3. If fault still persist, then isolate the
speedometer by opening MCB
(127.92) provided in SB2 cubicle.
4. Now the speedometer will be
isolated. So drive carefully and watch
speed on display in simulation mode
screen.
logbook.
6. As per instruction of TLC. Normal
traction can be resumed.


No.
SS 17: FLG1
SS17 F1701P1 Loco XXXXX SS17 : FLG 1 LSFI FLG1 will be 1. Bring TE/BE throttle to ‘0’ position.
DISTURBANCE IN will isolated Acknowledge fault by pressing BPFA.
PROCESSOR FLG1 start 2. Switch OFF the MCE once & switch it
FLG1 will be isolated blinking ON again.
& BPFA 3. Resume Normal Traction.
F1701P1 will 4. Inform TLC and record in the
glow logbook.
SS17 F1701P1 Loco XXXXX SS17 : ICP 1 LSFI ICP1 will be 1. Bring TE/BE throttle to ‘0’ position.
PROCESSOR ICP2 start 2. Switch OFF the MCE once & switch it
ICP2 will be isolated blinking ON again.
(Only on BHEL IGBT Loco) glow logbook.
Loco XXXXX SS17 : FLG 1 LSFI FLG1 will be 1. Multiple Operations is not possible.
FLG1 isolated will isolated 2. Resume normal traction.
Refer to driver’s manual glow 3. Inform TLC and record in the
Press <enter> logbook.
Loco XXXXX SS17 : ICP 1 LSFI ICP 1 will be 1. Multiple Operations is not possible.
ICP 2 isolated will isolated 2. Resume normal traction.
Refer to driver’s manual glow 3. Inform TLC and record in the
Press <enter> logbook.

No.
SS 17: FLG1
SS17 F1702P1 Loco XXXXX SS17 : FLG 1 LSFI Panto will 1. Bring TE/BE throttle to ‘0’ position.
SOFTWARE MISMATCHED will not raise Acknowledge fault by pressing BPFA.
WAP-5/WAG-9 start 2. Inform TLC and record in the
Panto will not raise blinking logbook.
& BPFA 3. Ask for relief loco immediately.
F1702P1 will
glow
SS17 F1703P1 Loco XXXXX SS17 : FLG 1 LSFI 1. Bring TE/BE Throttle to ‘0’ position.
FAULT IN ANGLE will 2. Acknowledge the Fault by pressing
TRANSMITTER OF THROTTLE start BPFA.
Bring TE/BE Throttle to zero blinking 3. Drive loco in Failure Mode Operation
Operate switch failure mode & BPFA (by operating Rotating Switch 152
will (SB-1) from ‘0’ to ‘1’ position after
F1703P1 glow opening VCB.
4. Resume normal traction with 152
switch in failure mode position.
TE/BE handle works in 3 positions in
TE side and 3 positions in BE side.
Fine controlling is not possible.
5. If not succeed, operate switch 152
(SB-1) 2-3 times.
6. Switch OFF the MCE and switch it ON
once again.

No.
SS 17: FLG1
7. Try from rear cab. If not success
succeed, inform TLC and record in
the logbook.
SS17 F1704P1 Loco XXXXX SS17 : FLG 2 LSFI Panto will 1. Bring TE/BE Throttle to ‘0’ position.
SIMULATION SWITCH will not raise Acknowledge fault by pressing BPFA.
POSITION NOT MATCHING start 2. Switch OFF the MCE.
Check simulation Key on blinking 3. Check if Simulation key 179 in SB1
master/slave & BPFA panel is on ‘0’ position (vertical). If
will not, operate it from ‘1’ to ‘0’
F1704P1 glow position.
4. Switch ON the MCE. Resume Normal
Traction.
logbook.
SS17 F1701P2 Loco XXXXX SS17 : FLG 1 BPFA DDS will not 1. Since no fault will be stored in DDS,
DISTURBANCE IN will store record all faults in the loco logbook.
PROCESSOR DIA 1 glow 2. Acknowledge fault by pressing BPFA.
DIA 1 will be isolated No Resume Normal Traction.
fault data will be stored 3. Inform TLC and record in the
logbook.
F1701P2


No.
SS 18: FLG2
SS18 F1801P1 Loco XXXXX SS18 : FLG 2 LSFI FLG2 will be 1. Bring TE/BE throttle to ‘0’ position.
PROCESSOR FLG2 start 2. Switch OFF the MCE once & switch it
FLG2will be isolated blinking ON again.
glow logbook.
SS18 F1801P1 Loco XXXXX SS18 : ICP 2 LSFI ICP2 will be 1. Bring TE/BE throttle to ‘0’ position.
PROCESSOR ICP1 start 2. Switch OFF the MCE once & switch it
ICP1will be isolated blinking ON again.
(Only on BHEL IGBT Loco) glow logbook.
Loco XXXXX SS18 : FLG 2 LSFI FLG2 will be 1. If the same message repeats resume
FLG2 isolated will isolated normal traction.
Refer to driver’s manual glow 2. No regenerative braking power is
Press <enter> available. So control the train/loco
with help of pneumatic brake (A9 or
SA9). When apply A9 ensure TE/BE
Throttle to ‘0’ position.
logbook.

No.
SS 18: FLG2
Loco XXXXX SS18 : ICP 2 LSFI ICP 2 will be 1. If the same message repeats resume
ICP 1 isolated will isolated normal traction.
Refer to driver’s manual glow 2. No regenerative braking power is
Press <enter> available. So control the train/loco
with help of pneumatic brake (A9 or
(Only on BHEL IGBT Loco) SA9). When apply A9 ensure TE/BE
Throttle to ‘0’ position.
logbook.
SS18 F1802P1 Loco XXXXX SS18 : FLG 2 LSFI Panto will 1. Bring TE/BE throttle to ‘0’ position.
SOFTWARE MISMATCHED will not raise Acknowledge fault by pressing BPFA.
WAP-5/WAG-9 start 2. Inform TLC and record in the
Panto will not raise blinking logbook.
& BPFA 3. Ask for relief loco immediately.
F1802P1 will
glow
SS18 F1803P1 Loco XXXXX SS18 : FLG 2 LSFI 1. Bring TE/BE Throttle to ‘0’ position.
FAULT IN ANGLE will 2. Acknowledge the Fault by pressing
TRANSMITTER OF THROTTLE start BPFA.
Bring TE/BE Throttle to zero blinking 3. Drive loco in Failure Mode Operation
Operate switch failure mode & BPFA (by operating Rotating Switch 152
will (SB-1) from ‘0’ to ‘1’ position after
F1803P1 glow opening VCB.

No.
SS 18: FLG2
4. Resume normal traction with 152
switch in failure mode position.
TE/BE handle works in 3 positions in
TE side and 3 positions in BE side.
Fine controlling is not possible.
5. If not succeed, operate switch 152
(SB-1) 2-3 times.
6. Switch OFF the MCE and switch it ON
once again.
7. Try from rear cab. If not success
succeed, inform TLC and record in
the logbook.
SS18 F1804P1 Loco XXXXX SS18 : FLG 2 LSFI Panto will 1. Bring TE/BE Throttle to ‘0’ position.
SIMULATION SWITCH will not raise Acknowledge fault by pressing BPFA.
POSITION NOT MATCHING start 2. Switch OFF the MCE.
Check simulation Key on blinking 3. Check if Simulation key 179 in SB1
master/slave & BPFA panel is on ‘0’ position (vertical). If
will not, operate it from ‘1’ to ‘0’
F1804P1 glow position.
4. Switch ON the MCE. Resume Normal
Traction.
logbook.

No.
SS 18: FLG2
SS18 F1801P2 Loco XXXXX SS18 : FLG 2 BPFA DDS will not 1. Since no fault will be stored in DDS,
DISTURBANCE IN will store record all faults in the loco logbook.
PROCESSOR DIA 1 glow 2. Acknowledge fault by pressing BPFA.
DIA 1 will be isolated No Resume Normal Traction.
fault data will be stored 3. Inform TLC and record in the
logbook.
F1801P2


No.
SS 19: TRAIN BUS
SS19 F1901P1 Loco XXXXX SS19 : Train Bus LSDJ & Multiple 1. Bring TE/BE throttle to ‘0’ position.
COMMUNICATION BPFA operation Acknowledge fault by pressing BPFA.
DISTURBANCE will not possible 2. Press BLDJ to close VCB.
Try to close the VCB again glow, 3. Check cable for multiple operations.
Multiple operation not LSFI 4. Inform TLC and record in the
possible will logbook.
start
F1901P1 blinking
Loco XXXXX SS19 : Train Bus LSFI Multiple 1. No multiple operations possible.
TRAIN BUS ISOLATED will operation 2. Inform TLC and record in the
Multiple operation not glow not possible logbook.
possible 3. Continue normal operation. LSFI will
glow continuously.

GENERAL TROUBLES
WITHOUT FAULT MESSAGES
1. MCPA not working –
a. Check MCB 48.1 is in set condition on SB-2 panel.
b. Tap pressure switch no. 26 (5th from left) on pneumatic
panel.
c. Press contactor 48.2 provided on SB-2 panel to create
pressure manually.
2. Pantograph not going up –
a. Check panto reservoir pressure is above 6 kg/cm2.
b. IG-38 key is in horizontal position on pneumatic panel (on
modified CCB in vertical position).
c. Check Emergency top push button, if in pressed condition
then reset it.
d. PAN-1 & 2 cocks are open.
e. Tap pressure switches of PAN 1 & 2 provided on
pneumatic panel. (7th & 8th from left)
f. Check MCB 127.12 is set on SB-1 panel. If tripped then
reset it.
3. Head light not glowing -
When both head lights are not glowing while working from
cab-1:
Check 310.1/1 provided in SB-1 panel, if tripped, reset it and
work further. If still unsuccessful, open headlight cover and
change the bulbs from rear headlight.
When both head lights is not glowing while working from
cab-2:
Check 310.1/2 provided in SB-2 panel, if tripped, reset it and
work further. If still unsuccessful, open headlight cover and
change the light assembly.

4. Loco Brakes not releasing -

With SA-9.
a. Operate SA-9 for 2 to 3 times. Ensure rear Cab SA9 in
released condition.
b. Switch off Control Electronics and switch ON once.
c. If still unsuccessful, close 94 COCK and try and make
remark in log book.
With A-9.
a. Ensure BP is 5 Kg/cm2.
b. Operate C3W Distributor valve QRV (Quick Release
Valve) available in Pneumatic Panel.
c. Isolate C3W valve and operate QRV (Quickly Release
Valve) and try.
d. If still unsuccessful, close Bogie COCs and make remark
in log book.
5. Indication Lamps not glowing & Loco working normal from
Cab-1 Leading -
Check MCB 127.91/1, if found tripped reset once directly &
try. If unsuccessful, continue traction by watching meters,
Gauges & Fault display and inform to TLC.
6. Indication Lamps not glowing & Loco working normal from
Cab-2 Leading -
Check MCB 127.91/2, if found tripped reset once directly &
try. If unsuccessful, continue traction by watching meters,
Gauges & Fault display and inform to TLC.
7. BP not charging on Loco alone -
E 70 Brake system
a. Ensure DBC handle (A9) on run position leading Cab and
Neutral position in trail cab.

b. ALP Emergency brake handle are in normal condition &

both side angle cocks closed condition.
c. If Air leakage from Emergency Exhaust (near ALP
footsteps), Operate A9 to emergency & try.
d. If Air leakage from ‘Z port’ (below Pneumatic panel and
above bogie MR-1 side) due to Emergency Valve (IP).
Reset VCD if acted & try. Check 127.7 MCB is normal.
e. Switch off Control Electronics and switch ON once & try.
f. Change the cab and try, if unsuccessful, trip 127.92 and
try.
g. If unsuccessful, contact TLC for advice.
Knorr’s Computer Controlled Brake (CCB)
a. Ensure Mode switch is in Lead position in Cab and trail in
Rear Cab.
c. Rear cab A9 Handle in Full service and Locked condition.
d. Parking Brakes are released condition, if not release the
same.
e. Penalty brakes will apply if any one of PB-PDS, PB-BUS,
PB-R-COS is isolated normalize the same.
f. Keep A-9 from RUN to FS. Wait for 10 seconds; then again
keep it to RUN.
g. If Air leakage below Pneumatic panel and above bogie
MR1 side is due to Emergency Valve (IP). Reset VCD if
acted by Keeping A-9 to FS and press BPVR & try.
h. Keep A-9 to Emergency (EMER) for 10 seconds and again
keep to RUN position & try.
i. Switch off Control Electronics and switch ON once & try.

Modified Knorr’s Computer Controlled Brake (CCB)

a. Ensure Mode switch is in Lead position in Cab and trail in
Rear Cab.
c. Rear cab A9 Handle in Full service and Locked condition.
d. Keep A-9 from RUN to FS. Wait for ‘Okay to Run’
command; then again keep it to RUN.
e. If Air leakage below Pneumatic panel and above bogie
MR1 side is due to Emergency Valve (IP). Reset VCD if
acted by Keeping A-9 to ‘Emergency’ and press BPVR &
try.
f. Keep A-9 to Emergency, Wait for ‘Okay to Run’ command
and again keep to RUN position & try.
g. Switch off Control Electronics and switch ON once & try.
8. MR pressure not maintaining -
a) Bring TE/BE throttle to ‘0’ position. Acknowledge fault by
pressing BPFA.
b) Wait until a MR pressure of 6.4 Kg/cm2 reached.
c) If the pressure is not building up, check LSVW if it is
blowing, reset VCD & try.
d) Check whether compressor works or not. Check the MCB
of compressors 47.1/1 in HB1 & 47.1/2 in HB2 panels. If
found tripped, open VCB and reset the MCB once.
e) If MCB’s are normal, isolate BUR-3 (open 127.22/3 in SB-2
panel) and try.
f) Check leakage from Air dryer. If leakage persists, then
isolate Air dryer by isolating D ‘IN’ & D ‘OUT’ cock & by
putting D ‘OFF’ cock to normal position provided in under
frame.

g) Check leakage from Auto drain valve provided under the

main reservoir 1 & 2 or air leakage from CP delivery pipe.
h) If air leaks through unloader valve, close the isolating
cocks of unloaders near BA Box-2 (if provided) or try to
attend or contact TLC.
i) During cattle run over and any angle cock broken in the
front side close corresponding Addl. Angle cocks in under
frame & work onwards.
j) Check train for heavy leakage in pneumatic system.
k) If there is no leakage and MCBs of both the Compressors
are in closed condition, even then compressor are not
working and MR is not being maintained, Switch OFF the
Electronics and Switch it ON once again. Raise panto,
close VCB and resume Traction if loco get normal.

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SHRI RAJIV AGRAWAL

SHRI UMESH MULAY

Chief Electrical Loco Engineer

Divisional Railway Manager

Sr. DEE (TRS-O)

Power Supply to 415 V 415 V 415 V 415 V

DTC KYN 1 3 PHASE LOCO

Power of Traction 1563HP 1156 HP 1156 HP 1157HP

DTC KYN 2 3 PHASE LOCO

Advanced Technological Features –

DTC KYN 3 3 PHASE LOCO

6. An exclusive harmonic filter circuit – To reduce harmonics in

DTC KYN 4 3 PHASE LOCO

is charged to 5.4 kg/cm2 for short time with restricted

DTC KYN 5 3 PHASE LOCO

The merits of 3 phase locomotives over DC motored locomotives

DTC KYN 6 3 PHASE LOCO

locomotive and thus higher tractive efforts can be realized

DTC KYN 7 3 PHASE LOCO

The three axles, three motor Co-Co bogie assemblies, is

Isolation and absorption of shock loads and vibration is

DTC KYN 9 3 PHASE LOCO

DTC KYN 10 3 PHASE LOCO

DTC KYN 11 3 PHASE LOCO

WAP 5 LOCOMOTIVE BOGIE

DTC KYN 12 3 PHASE LOCO

DTC KYN 13 3 PHASE LOCO

FLG Vehicle Control Unit

DTC KYN 16 3 PHASE LOCO

DTC KYN 17 3 PHASE LOCO

5. Loco CE get power supply directly from battery and can

DTC KYN 18 3 PHASE LOCO

DTC KYN 19 3 PHASE LOCO

Location of Cab – In cab four panels A, B, C & D are provided. A

DTC KYN 20 3 PHASE LOCO

7. LSHO – Signalling lamp for Hotel Load. (Presently not in

DTC KYN 21 3 PHASE LOCO

DTC KYN 22 3 PHASE LOCO

15. BLCP - Spring loaded switch for starting compressor. It has

DTC KYN 23 3 PHASE LOCO

B panel – On ‘B’ panel following gauges are provided.

DTC KYN 25 3 PHASE LOCO

5. ZLDD –Switch for drivers desk lamp

DTC KYN 26 3 PHASE LOCO

Machine room layout –

DTC KYN 27 3 PHASE LOCO

DTC KYN 28 3 PHASE LOCO

DTC KYN 29 3 PHASE LOCO

415 volt 3 phase AC Auxiliary circuit breakers

415/110 volt single phase AC Auxiliary circuit breakers

DTC KYN 30 3 PHASE LOCO

DTC KYN 31 3 PHASE LOCO

DTC KYN 32 3 PHASE LOCO

DTC KYN 33 3 PHASE LOCO

DTC KYN 34 3 PHASE LOCO

DTC KYN 35 3 PHASE LOCO

Procedure for bogie isolation on modified software locos -

PNEUMATIC PANEL PRESSURE SWITCHES & EP COILS