CHAPTER VI
OPERATION OF LOCOMOTIVES
30601 Trailing Loads Assigned to Various Locomotives.
1. The trailing loads assigned to various types and classes of locomotives will be governed by the Load Chart issued by RDSO. (refer Annexure 1.03). These loads are worked out taking the theoretical site condition and the track geometry specified in the drawings. Actual site condition and the track geometry may differ. The ruling gradient of the section may differ from the declared grade and the section may have curves, the radius of which may be different from the radius taken in the calculation of the assigned load. Further, partial brake binding, capability of an average driver combined with adverse weather condition may affect the actual load that can be hauled by a locomotive in a particular section. Therefore, before the loads of a particular class of locomotive are fixed for various sections, the actual trials with specified loads on these section should be carried out. The trial would ensure the ability of the locomotive to start and haul the nominated load on the ruling gradient.
2. For multiple operation, separate trials should be carried out with 2,3 or 4 locos in multiples as required in actual operation. These need not be exact multiples of loads with a single loco, since the sharing of loads by the locos may not be equal due to various manufacturing tolerances, varying wheel diameters etc.
3. The nominated loads both for single and multiple operation should be determined for each section, loco class-wise and tabulated.
4. Loads for each section with multiple operation should be given in the table as mentioned above and also when the motors or pairs of motors have been cut out.
5. The loads will be fixed section-wise for each class of locomotive by CEE in consultation with COM. 30602 Time Tabling and Loco Link Diagrams
To achieve maximum utilization of locomotives, loco link diagrams should be prepared in such a manner that the locomotives are kept on the run for the maximum number of hours each day with the minimum detentions at terminal stations. This work has to be done by close co-ordination between Sr DOM/DOM and Sr DEE(OP)/ JEE(OP).
30603 Assessment of Operating Staff for Electric Locos.
1. For mail, express and passenger services running staff links are prepared based on the time table and keeping in view the prescribed minimum rest to be given at out-stations and headquarters station. This will give the bare number of sets of running staff required. Each set will consist of one grade A Driver and one Assistant Driver. For Rajdhani/Shatabdi Expresses or other high speed trains the assessment of crew will be modified suitably since the function of Asstt. Driver are performed by a Co-driver booked to assist the train driver.
2. Requirement of running staff for goods services is arrived at on the basis of the "turn-round" method. The turn-round of a Driver is "signing on time" to "signing off time" and includes waiting duty at both ends.
The average turn-round time T' hours for a Driver is equal to average time from signing on at the starting station till commencement of journey plus average journey time plus average time from arrival at destination to signing off.
If there are N trains to be run per day, the total Driver hours per day will be equal to TxN hours At an average of 104 hours of duty for 14 days per driver, the number of drivers required will be TxN divided by 104/14.
Each set of staff to operate goods trains will consist of a Grade 'B' or 'C Driver and one Assistant Driver.
3. The detailed procedure for assessing the Running Staff requirement has been given in Operating Manual of Zonal Railways. Running Staff requirement and its review shall, therefore, be carried out as per instructions laid down in that Manual.
a) leave reserves in the appropriate category as per prescribed percentages;
b) special and non-scheduled trains;
c) loco shed working;
d) over lapping crew at out stations; . .
e) relief crew en route;
f) trainee reserve in the prescribed category;
g) other special duties.
30604 Duties of Electric Loco Drivers
In addition to the duties laid down for Drivers in Chapter IV of General and Subsidiary Rules, Drivers shall be responsible for the following:
1. On taking over, a driver must study the log book and inspect the locomotive / EMU as laid down in the Operating Manual of the particular class of loco. If he finds any abnormality, he shall work in accordance with the instructions laid down in the Operating Manual.
2. When looking out he shall pay particular attention to the state of OHE of his own line and lines in proximity.
3. While examining the under-gear or attending to any part of the under-gear he shall keep the brake of the train (or in the case of a light engine the locomotive brakes) fully 'ON'.
4. Before examining or carrying out any work on equipment in the high tension compartment, he must lower the pantograph and earth the locomotive in accordance with prescribed instructions.
5. The Driver shall not permit any unauthorized person to travel in any cab or corridor of the locomotive. Apart from the engine crew, only authorised supervisors of the Traction Branch and those specifically authorised in writing by Sr. DEE/(OP) DEE(OP) shall be allowed to travel in any of the cabs of the electric loco. When working the train, the Driver shall not enter into discussions or conversation with persons traveling in the cab.
6. The Driver shall ensure cleanliness of the locomotive. He may make use of Asstt. Driver.
7. The Railways may issue special instructions locally for the checks to be performed by the drivers/ assistant - drivers on the locomotives when the halt at a station exceeds 10 minutes. This will depend upon the nature of the section and severity of the service.
8. In the event of any abnormality on the run, he shall carry, out the instructions in the Operating Manual of the locomotive. He shall also keep a detailed record of unusual occurrences or abnormalities experienced and submit report in the prescribed proforma to the TFR. If he Is unable to localize and repair any fault on line, he shall make use of the emergency telephone to seek the advice of TLC.
9. The Driver/motorman shall keep a special watch on the pantograph of his own train as well as passing electric trains and report any abnormality as soon as possible to TPC/TLC. If he notices any serious defect in the pantographs which are likely to cause damage to OHE, he shall stop the train forthwith and convey details to the TPC/TLC on duty.
10. He will report any speed restriction if put near the Neutral Section which is likely to result in stalling of train in the dead zone.
11. Before signing 'off duty, the Driver shall submit reports as prescribed by local instructions including any abnormality in signals, speed restrictions and trains along with the unusual occurrences observed in the locomotive during trips worked by .him to ATFR.
12. He will report for duty with a neat appearance in proper uniform.
13. He will perform any other duty assigned to him from time to time by ATFR.
14. The driver shall exchange signals enroute with assistant driver, station staff and guard of the train as specified in GR and SR.
30605 Duties of Assistant Drivers
In addition to the duties laid down in Chapter IV of the General and Subsidiary Rules, the Assistant Driver shall be responsible for the following-.
1. Cleanliness of the locomotive.
2. During the run he shall examine the following items from time to time:
a) Battery / generator voltage.
b) Charging current
c) Transformer oil level and temperature.
d) Oil level in compressors and exhausters.
e) Functioning of blowers and auxiliaries. .
f) Target indicator of relays.
3. Assistant Driver shall assist the Driver to enable him to carry out instructions as detailed in para 30604 and sub-para 4 of 30634. He shall also watch out for any unusual smell or abnormalities.
4. He will report to duty with a neat appearance and proper uniform.
5. He will perform any other duty assigned to him by the Driver and ATFR.
6. For Rajdhani Shatabadi/Express or similar high speed trains the functions of Asstt. Driver will be performed by the Co-driver provided to assist the train driver.
7. He will assist the driver in attending any irregularities on line like ACP, HPD etc.,
8. He will ensure draining of cocks to expell moisture whenever the train stops for more than 15 minutes.
9 He will be responsible for maintaining a log of times and detentions enroute.
10. He will exchange signals with driver, station staff and guard of the train as per instructions laid down in GR and SR.
30606 Checks by Driver on Taking Over
Every time a locomotive is taken over from a shed after scheduled inspection or repairs or from a stabling line after maintenance or repair work has been carried out, it is the responsibility of the Driver to check and ensure that the locomotive he has taken over is fit and safe in every respect for service on the line. He shall operate it with due care taking personal interest in its upkeep. He shall also make a note of the defects observed in operation and report them to the maintenance officials for attention.
30607 Cleanliness of Loco
The Assistant Driver is responsible for the cleanliness of the driving desk, cab, look-out glasses and glass windows during preparation before departure, changing of crew and inspection on arrival. The maintenance staff who carry out the scheduled inspections are responsible for the cleanliness of HT room, cubicles and corridors. The washing gang at the home shed is responsible for the cleanliness of the roof and body sides during every washing schedule. In particular care should be taken to keep the interior of the loco quite clean. Oil drippings should be cleaned out and leaky valves attended to at the earliest possible opportunity to eliminate fire hazards.
30608 Unauthorised Persons in the Loco
No person shall be permitted to enter any locomotive or to handle any apparatus contained therein unless he has been authorised to do so by the Sr. DEE/DEE/(OP).
Only Drivers certified for electric locos must be allowed to drive the locomotives. The Driver must not allow any one to enter any of the driving compartments, other than those who are authorised to do so under the rules or hold a permit issued by Sr DEE/DEE/(OP).
Normally not more than three persons other than running staff will be permitted to travel in the cab.
A Driver who is off duty is not permitted to enter or travel in any of the driving compartment unless authorized by TLC and that too for travel towards headquarters after being relieved en-route. This will be permitted only in the non driving cab/cabs.
30609 Interference with Equipment.
Drivers and Assistant Drivers will not tamper with the measuring instruments, speed recorder and protective relays.
Relays or other sealed equipment should not be opened or wedged except as authorized in the trouble shooting manual. If a driver opens a relay or breaks the seal of any equipment, full particulars should be noted in the loco log book. Particular care is also necessary while putting back metallic covers of relays to avoid inadvertent shorting of live terminals.
30610 Checks on the Run by the Driver
On the run, the Driver shall be primarily concerned with keeping a sharp look-out for signals and watching the road. However, he should, from time to time, keep an eye on the vacuum and pressure gauges, the voltmeters and ammeters as well as the speedometer and notch indicator, to assure himself that everything is in order.
Apart from keeping a close watch of signals ahead, and signals from the Guard, the Assistant Driver shall keep a special watch on the battery voltage and the battery current. In addition as often as possible, he shall check the working of the blowers and keep a watch on the transformer and tap changer oil level.
The Assistant Driver should not normally leave the driving cab to inspect the equipment in the corridors when the train is approaching a station or at locations where speed restrictions exist.
30611 Change of Locomotive Crew at Stations
The relieving Driver should make a general inspection of the underframe. drain the main reservoir and fed by hand the axle boxes and motor bearings to make sure they are not hot, before entering the cab. The relieved Driver shall acquaint the relieving Driver about any abnormalities noticed during the preceding run. The relieving Driver shall note and initial the entries in the log book. The relieving Assistant Drivers should take over the loco took.
30612 Service Troubles on Line
Every locomotive Driver is expected to be fully trained to deal with troubles which may be experienced while a locomotive is on the run. Drivers should keep themselves fully conversant with fault finding procedures so that they are able to identify the fault, isolate it, give first aid attention to the equipment to keep the locomotive functioning, until it arrives at the next station. The Driver may consult the Operating Manual for the type of loco where necessary to refresh his memory.
Should a locomotive fail completely and the Driver is unable to start it on his own, he should seek the help and guidance of the Traction Loco Controller by plugging the portable telephone set to the nearest emergency telephone socket within 20 minutes.
30613 Entering Equipment Compartment
If the Driver or Assistant Driver has to enter the equipment compartment of a loco he should take care to see that the cab doors and drop windows on both sides are closed before opening the corridor door, to prevent dusty air being drawn into the equipment compartment.
30614 Driver's Duty when Stabling a Loco
When stabling a loco in the loco shed or a stabling line, the Driver assisted by the Assistant Driver shall carry out the following operations:
1. Drain all reservoirs.
2. Ensure that the emergency reservoir is charged to the specified pressure and then close the isolating cock of the emergency reservoir.
3. Trip the circuit breaker.
4. Lower the pantograph and check that it is fully lowered.
5. Open the battery main switch.
6. Put on the hand brake.
7. Close all doors and windows.
8. Enter in the loco log book the kilometre reading, particulars of the last trip, of any defects or abnormalities to be attended to, any unusual occurrences during the previous trips and any other particulars required in accordance with local instructions.
9. Hand over the log book and keys of the loco in the TFR/ ATFR's office before signing off.
When a locomotive is stabled on a pit line, the Driver shall also carry out under-gear and roof inspection in accordance with detailed instructions in the Operating Manual for the type of loco and make necessary remarks in the log book.
30615 Knowledge of Road
1. Every Driver (as well as Assistant Driver, and Shunter) shall have a good knowledge of the section before he is allowed to work a train in the section. He shall be fully conversant with the maximum permissible speeds, gradients and land marks on the section, the block and non-block stations on the section, type and location of each individual signal and the line referred to by each signal, the speed restrictions to be observed and neutral sections. For learning road as mentioned above, he should be allowed a period of training at the end of which he shall be orally tested by the Driving Inspector. He should also sign a declaration stating that he is fully conversant with the road. The declaration should be witnessed and countersigned by the Driving Inspector and scrutinized by the officer concerned before issue of the Certificate of Competence.
2. When a Driver, Assistant Driver or Shunter has been absent from duty for a continuous period of six months, he shall not be permitted to work a train until he has again learnt the road and his Certificate of Competency revalidated after oral examination by the Driving Inspector and a fresh declaration. The period of six months prescribed above may be reduced, if necessary, by local instructions issued by Sr DEE(OP) /DEE(OP1. These instructions shall be equally valid if the driver did not have the opportunity to work on the section whatsoever be the reason. However, in extreme emergency such a driver can be permitted to work the train with a pilot driver who is conversant with the road.
3. Road Knowledge Registers shall be maintained for all sections on which running staff headquartered at a particular shed are required to work trains. Separate registers should be opened for each individual section and each category of staff. The register should be in the following proforma:
ROAD KNOWLEDGE REGISTER
(Section ... to ....)
| Sl. No. | Name of Driver/Asstt. Driver (or Motorman) | Signature of token of possessing necessary road knowedge on section concerned | Date of signature | Signature of the Driving Inspector | Signature of TFR/ATFR | | 1 | 2 | 3 | 4 | 5 | 6 |
30616 Speed Restrictions
1. Drivers and Assistant Drivers must be fully conversant with permanent as well as temporary speed restrictions. Permanent speed restrictions are indicated in the working time table.
2. Temporary speed restrictions will be made known to the running staff at their booking office as under:
a) Every Driver should study "Temporary Speed Restrictions" bulletin issued by the Division and sign the prescribed register in acknowledgment of having read and understood the same.
b) Temporary speed restrictions imposed by the Engineering, Signal and Electrical Departments are communicated to the running office through messages and are displayed' on the notice boards at the booking points.
c) Caution orders as prescribed in the General and Subsidiary Rules will be issued for all temporary speed restrictions.
30617 Driver's Personal Equipment
While working a loco every Driver must have with him the following personal equipment -
1 Driver's personal log book.
2 Operating Manual, Part I for the type of Loco.
3 Operating Manual Part II for the type of Loco. (Trouble Shooting Directory)
4 General and Subsidiary Rules Book
5. General and Subsidiary Rules for 25 kV ac Traction. .
6 Working Time Table.
7 Watch in good working order
8 Screw driver 150 mm one
9. Adjustable wrench 150 mm one
10. Driver's pocket book
11. Torch
12. Hand signal lamps*
13. Red and Green flags*
14. Detonators* 12 Nos.
15. Washers - 5 Nos.
16. MU Washers - 2 Nos.
17. Teflon tape -2 m.
18. Any other items prescribed under local instructions.
Items marked* are sometimes made part of loco tools and equipment referred to in para 30619.
30618 Personal Effects to be Carried by Assistant Driver
While working a loco, the Assistant Driver shall carry the following personal tools and equipment :-
1) Red and Green flag - one each
2) A rough journal book
3) A watch in good working order
4) Working Time Table
5) A duster -
6) A torch
7) Asstt Driver's log book
30619 Tools and Equipment in Locos 1. Tools
Each electric loco when on line shall carry the following tools in a locked tool box or tool locker to be issued to the Driver -
| i) | Cotton rope 2 m long for Panto | 1 | | ii) | Wooden blocks | 4 | | iii) | Monkey wrench | 1 | | iv) | Vacuum hose pipe | 1 | | v) | Air hose pipe | 1 | | vi) | Screw Coupling | 1 | | vii) | Chisel | 1 | | viii) | Hammer | 1 | | ix) | Headlight blue | 2 | | x) | Marker light bulb | 2 | | xi) | Pilot lamp bulb | 2 | | xii) | Spare fuses of different size | 2 | | xiii) | Halon fire extinguisher | 2 of 4 kg each or 4 of 1.25 kg each. |
2. Equipment
The following equipment depending upon the type of locos will be issued to the Driver on taking over a loco or may form part of loco equipments -
i) Loco Keys - BL Key, Panto Selection Key and, Reverser key ii) Portable Telephone iii) Hand brush iv) Loco log book 30620 Loco Log book
1. A separate log book is required to be maintained for each individual loco. It will be issued to the Driver along with the tools of. the loco and will be returned by him to the Running office when signing off or handed over to the relieving Driver. The Log Book will have machine numbered pages.
2. For each trip the Driver should enter the following particulars -
i) Date
ii) Train Number
iii) From ... To...
iv) Load of train (in terms of vehicles)
v) Driver's and Asstt. Driver's name
vi) Brief description of unusual occurrence and failures, if any.
vii) Kilometre reading at the end of trip.
viii) Energy meter reading to be recorded if meters are provided.
ix) Quantities of oil and lubricants added during inspections
3. The details of repair carried out should be entered to by the PPO of the shed or the TFR/ ATFR before the loco leaves the shed.
4. Running and Shed supervisors will also enter in the log book particulars of any item to be specially watched by the Driver.
5. At "0' hours on the last day of each month the corresponding kilometre reading should be entered in the log book by the Driver if the loco is in service and by the shed/ depot supervisor if the loco is under repairs or is stabled.
6. Every time a loco is taken for the scheduled inspection, the type of inspection and the date on which it is done should be entered in the log book by the PPO. PPO will similarly enter details of unscheduled withdrawals of the loco for repairs, as well as particulars of modifications carried out.
7. Completed loco log books should be serially numbered for each loco and preserved in the Planning and Progress Office for a period of one year.
8. Officers and supervisors of the Rolling Stock section, during their cab inspections, will also record their observations regarding performance of the loco in the log book.
30621 Driving Crew's Pocket Books
Every Driver and Assistant Driver will be provided with a pocket book to be carried by him while on duty to enable Inspectors and Officers to record their observations regarding his working as noticed by them during their cab inspections. This book should have machine numbered pages. All entries should be in ink. Erasers or alteration of the entries made or tearing off of pages will be viewed as serious misconduct by the crew.
30622 Detailed Preparation of Locomotives
The operations listed for a particular type of locomotive should be carried out in the sequence indicated, every time a locomotive is taken over from a shed or from a stabling line. These operations should be carried out from the driving cab. The preparation schedule presently adopted is detailed below.
1. Preliminary Check: Make sure that the loco is stabled on a wired track. Check the air reservoir drain cocks, and close if found open. In locos meant for multiple operation, check tightness of electrical couplers, air hose pipes and vacuum hose pipes and if standing on a pit he should carry out under gear examination.
2. Energization of Control Circuit : Check the relay targets and condition of fuse-free breakers (MCBs). Check the following-.
i) Battery voltage
ii) After unlocking the lever box for auxiliary switches, see that the indication lamps for air blast circuit breaker (red), battery charging generator (green), tap changer (blue) reverser (yellow), rectifier (white) and for wheel slip (red) are glowing and the tap changer notch indicator is in position '0'. In some locos a push button is required to be pressed to check rectifier and wheel slip lamps. In some locos the pilot lamps have been replaced by LEDs. The driver should ensure that the corresponding LEDs are glowing.
iii) That all fuses are in position on the fuse rack and/or all fuse-free breakers are switched "ON' and spare fuses are in good condition.
iv) That the earthing switch for control circuits is in 'ON ' position, v) That the oil level of tap changer and transformer motor is normal.
vi) That the auxiliary isolating switches motor cut out switches and earth fault shunting switches are normal.
vii) That the drain cocks for air blast circuit breaker and pantographs are closed, viii) That the isolating switch/isolating handle for tap-changer operation is normal.
ix) That the earth-fault isolating switches for traction circuit and auxiliaries circuit and their relays are in normal position and the switch for pressure relay for main circuit breaker is normal. If an isolating switch is not in the normal position, check the locomotive log book for any remarks in this respect and report to the shed /depot.
x) Notice if any relay target shows red indication? If so reset relay till white indication appears and report to shed / depot.
xi) That the isolating switches for rectifier block are normal.
xii) That the position of Master Controller, Driver's Vacuum Brake handle, Independent Brake Valve handle and Asst. driver's brake valve handle are normal in rear cab.
xiii) That the oil levels in compressor (s) and exhausters are normal.
3. Examination of Loco Log Book: When a Driver takes over a loco he shall check entries in the log book before starting the train, and take note of remarks made during the last run and repairs carried out, and, whether he is required to keep a special watch.
4. Traction Motors Cut Out: If the log book shows that any traction motor has been isolated during the previous trip, the Driver shall check the position of the isolating switch for that motor. If no mention of repairs has been made, the matter shall be brought to the notice of the Shed Supervisor. In regards to restrictions regarding working a loco with motor/motors cut out, instructions given in the Operating Manual for the particular type of loco shall be followed.
5. Compressed Air Supply: If the air pressure in the main reservoir is not sufficient, the battery operated compressor should be used to build up the required pressure in the auxiliary reservoir. Once the pantograph is raised, the circuit breaker should be closed.
6. Closing of the Circuit Breaker: On closing the air blast circuit breaker, the auxiliary machines should start and the indication lamps or the corresponding LED for air blast circuit breaker (red) and battery charger generator (green) will be off. The main compressor should now be switched on to charge the air reservoirs.
7. Starting of the Exhausters: With the Driver's vacuum brake valve on running/release position, switch on the exhauster and check if 53 cm vacuum is built up when the hose pipe is connected to a disc with 8 mm (5/16") hole.
8. Brake Test:
a) Hand Brake: Apply the hand brake hard and check if the brake blocks are effectively gripping the right side wheels of the two front axles. Release the hand brakes and check that the brake blocks are free.
b) Air Brake: Apply the independent air brakes of the loco and ascertain whether the application of the brake is effective on all the wheels. This should be ensured by physical examination of the effective gripping of the brake blocks on the wheel tread. Check if the maximum brake cylinder pressure as indicated on the gauge is 3.5 kg/cm2. Release the air brake and check that the brakes are released on all the wheels.
c) Vacuum Brake/Air Brake: The tests should be carried out after coupling with the train as per instructions laid down for the purpose (para 30623 and para 30625).
9. Blowers and Traction Test:
(i) Switch on the traction motor blowers and check their working and apply independent loco brakes. (ii) Set the reverser in forward position and ensure that yellow lamp goes off.
(iii) If the white lamp or the corresponding LED for rectifier is extinguished indicating that there is no fault on the rectifier system, notch forward by one notch and check if traction motor ammeter needle moves from zero and ensure that tap changer lamp (blue) is extinguished.
(iv) Switch off master controller and repeat test for the other running direction.
(v) The blowers may now be switched off and air brakes be released after repeating the test for reverse direction.
10. Pantograph Test: Check raising and lowering of the front and rear pantographs one after another, making use of the selector switch. Finally keep the rear pantograph raised for normal operation.
11. Quick Inspection of Mechanical and other parts Check the following:
i) Operation of sanders and level of sand in sand boxes.
ii) Working of marker and headlights and flasher lights in both the cabs.
iii) Buffers and couplers
iv) Speed Recorder/Speedometer transmitter.
v) Springs, dampers and other under frame mechanical parts and make sure there is no abnormality.
vi) Oil level in gear cases, suspension bearings and pivot.
12 The testing of the locomotive shall be carried out from both cabs. He shall also ensure isolation of isolating cocks of the brake of rear cab before moving the locomotive.
Note.-
1. When taking over a loco on which no repair or maintenance work has been carried out, inspections in the sub-para 11 above may be omitted if time does not permit.
2. If the Driver notices some defect or abnormality likely to affect the working of the loco, he shall bring it to the notice of the Engine Examiner on duty.
30623 Check of Vacuum Before Starting
1. Based on the gradient and other factors in the section in which electric locos have to work each Zonal Railway should issue instructions regarding the minimum vacuum that should be indicated in the loco and the Brake Van gauges. If the minimum prescribed vacuum is not obtained, the Driver shall not start the train.
2. On attaching the locomotive to a train, if the vacuum stipulated cannot be created and maintained by the exhausters, the train should be examined by the train examining staff and leakages should be attended to so as to obtain the prescribed minimum vacuum before starting the train.
3. Other checks of the vacuum brakes as laid down in General and Subsidiary Rules and in the Brake Power Rules of the Zonal Railway shall also be carried out.
30624 Minimum Brake Power
The running staff shall abide by all rules regarding the minimum brake power on the goods and passenger trains, issued by the Railways. For the purpose of working out the percentage of brake power, the "piped" vehicle should be deemed to have inoperative cylinder/cylinders. An operative cylinder is one in which the vacuum / pressure can be created / destroyed by control from the engine and which moreover satisfy the stipulation that its piston should remain up for not less than 20 minutes after the vacuum / pressure is destroyed.
30625 Operation of Air Braked Stock
For operation of air braked stock guidelines appear in the Annexure 6.01 to this Chapter.
30626 Master Controller
1 The progression or regression from one traction notch to another (and similar progression or regression during braking In the case of locos with regenerative or rheostatic braking) is controlled by the Master Controller from each driving cab. The Master Controller has two 'stable' and two 'unstable' positions for traction notches as under:
O(zero) .............. Stable position -
-(minus) ............... Unstable position
N (neutral) ................. Stable position
+ (Plus) ................ Unstable position
First release the mechanical locking of the Master Controller by moving the Reverser Controller to Forward or Reverse position. Then move the Master Controller to Neutral position. By moving the controller momentarily to (+) and back to N, the tap changer would be notched by one step. Notch-by-notch progression is effected by repeating this operation. In a similar manner notch-by- notch regression is possible by moving the Master Controller to (-) and back to N.
2. A blue Indicating lamp or the corresponding LED glows in the driving cab when the tap changer is at "0". The position of the tap changer at any instant is indicated to the Driver by a Notch Indicator. It takes a few seconds (the exact time interval varying for different types of locos) for the tap changer to return from full 'on' to full 'off position when the Master Controller is switched off. The blue lamp re-lights when the tap changer has returned to '0'.
30627 Use of Pantographs
1. The rear pantograph of the loco (in the direction of motion) should normally be used by the Driver. The leading pantograph may be used only if the rear pantograph is defective or damaged or specially instructed.
2. Loco should not be worked with both the pantographs raised.
3. For normal lowering of pantographs the Master Controller should be switched off and the circuit breaker tripped before the panto-selector is moved to position "0. In an emergency when the locomotive is in motion, the pantograph may be lowered by using the panto-selector switch, even without tripping the circuit breaker but after bringing Master controller to '0' position.
30628 Regenerative and Rheostat Braking
1. The regenerative / rheostat braking is also controlled by the Master Controller. For braking, the Master Controller Is moved in the opposite direction. The Master Controller positions corresponding to such dynamic braking are -
(a) Stable positions
0 ......................................... Common for traction and braking
P ......................................... Preparation for braking.
N ......................................... Neutral
b) Unstable positions
+ (Plus) ..................................Notch-by-notch progression during braking.
- (Minus) ................................Notch-by-notch regression during braking.
Notch-by-notch or continuous progression and regression are effected during braking, in the same manner as during traction, but using the above mentioned positions of the Master Controller.
30629 Starting of a Train
1. The starting of a train is effected in two stages as under - 1st stage Initial starting
2nd stage Acceleration
When everything is ready for the train to start, set reverser handle for the forward direction, switch on traction motor blower and progress the master controller notch by notch until the locomotive starts and moves forward with the train. During this period, keep an eye on the traction motor current to see that it is within permissible limits. Watch particularly for any signs of slipping of wheels. At the first sign of slipping notch back and press the sanders' pedal and notch forward once again.
2 When accelerating from rest, the traction motors are liable to be overloaded. Notch-by-notch progression of the tap-changers Should be so controlled as not to exceed the overload (current and time) ratings of the traction motors laid down for each type of loco. The permissible overload limits are exhibited in each driving cab.
3. At the first available opportunity at the commencement of journey by a fresh crew, driver will test the brake power of the train. The test should be repeated wherever the load composition is altered.
30630 Starting on an Up-gradient
When "attacking" an up-gradient, the Driver shall attain sufficiently high speed at the foot of the gradient so as to enable him to negotiate the full length of the gradient without any stoppage en route, ensuring at the same time that the maximum permissible speed for that section is not exceeded. If for any reason, the train comes to a stop on an up-gradient, the train shall first be held from rolling down by the application of the pneumatic brakes. While re-starting, the following sequence of operations shall be carried out.
1. Apply the independent air brakes on loco.
2. Release the vacuum brakes by using both exhausters for about 3 minutes initially followed by the normal running position of the vacuum brake valve for about 2 minutes.
3. When the brakes are almost fully released the train will tend to roll back giving a slight jerk on the loco. Just then notch forward 2 to 4 steps, simultaneously releasing the independent loco brakes (as laid down in the Operating Manual for the type of loco) so that the locomotive starts hauling the trailing load. Use sanders as required to improve adhesion.
4. Particular care should be taken to prevent sudden jerks due to excessive acceleration.
5. Continue notching forward as far as adhesion will permit and without exceeding the prescribed limits of current, observing the precautions during initial starting (para 30629- sub para 2).
6. If the locomotive is not able to pull the load, the Driver shall apply independent air brakes and make a fresh start. If this too falls he shall take appropriate steps as laid down in General Rules and Subsidiary Rules.
30631 Speed control
Once the current drawn falls below the continuous rated current, speed may be regulated by notching forward or backward so as to catch up with the "deserving notch" necessary to meet service conditions. The aim should be to maintain the speed as close to, but never exceeding the maximum permissible speed over each section. After the maximum voltage has been reached, speed control can also be effected by using the field shunting controller.
Field Weakening Switch . After the maximum voltage for the motor has been attained, field weakening may be effected if it is necessary to raise the speed further. This is done by operating the 'Shunting Lever'. Care must be taken to see that sufficient time is allowed for train to accelerate before going to the next step. The current ratings prescribed for each type of loco should not be exceeded. Too fast a rate of field weakening could cause a flashover of traction motors and should not, therefore, be attempted.
30632 Operation of the Reverser for Braking
Operation of the reverser to stop a train when the loco is in motion is strictly forbidden.
30633 Manual Control of the Tap Changer
1. Provision exists in all the locomotives for manual operation of the tap changer, should normal electrical operation through the Master Controller fail. In some locomotives, manual control is possible from the driving cab itself. In some others manual operation has to be done by the Assistant Driver in the corridor in response to signals from the Driver. In some types of locos, in addition to manual control through the Master Controller, separate electrical push-button control is also provided.
2. The manual control located in the corridor should be used only to clear the block section and if directed by TLC, the driver can go to the nearest loco changing point. The loco should be withdrawn from service at the earliest opportunity.
30634 Slowing down and Stopping
Depending upon local conditions, Railways may issue local instructions indicating a given stopping point identified by a board / OHE mast etc. in the event a particular signal ahead at danger. The driver should follow these ' instructions. While slowing down and stopping the following guidelines may be observed.
1. Before a scheduled stop or an unscheduled stop which can be anticipated by the Driver, coasting should be resorted to the maximum extent possible, taking into account the gradient of the section.
2. Before application of brakes, the Master Controller should be in the "OFF" position and the tap-changer should have returned to '0' notch as indicated by glowing of the blue pilot lamp or the corresponding LED. in locomotives fitted with regenerative or rheostatic braking, the electrical brakes should be made use of to the maximum extent possible.
However if the driver is negotiating the down gradient, he can apply loco brakes till he prepares for regenerative/ rheostatic braking to keep his train under control, if necessary
3. After a stop, the blowers for traction motors and transformer should continue to run for 15 minutes especially after long runs with heavy trains to cool the motors.
4. The place and duration of stop permitting, the Driver or Assistant Driver shall check the following:
a) Axle box, traction motor and gear box bearing temperature (by feeling), in case the running staff observes abnormal temperature, he will report the matter to TLC for suitable action. TLC will arrange its checking through maintenance staff at the appropriate point.
b) Working of all blowers.
c) Oil level of main transformer and tap changer and temperature of main transformer whenever possible.
The air reservoirs shall also be drained off to expel accumulated water. 30635 Locos in Multiple Operation
1. Some series of locomotives are designed for multiple operation of two, three or four locos. This will be Indicated in the Instruction Manual of each type of locomotive. The condition of the apparatus on the leading and trailing locos, the electrical and pneumatic connections to be made between the locos and all other details of preparation of the locos for multiple operation shall be in accordance with detailed instructions for each type of loco. Similarly the driving and other instructions for the individual types of locos as laid down should be followed.
2. Differences in wheel diameters of different locos in a multiple consists will be within the tolerances specified and the consist will be treated as a single unit for operation purposes.
3. In case of failure and break down of a loco in a consist the entire consist should normally be withdrawn from services.
4. One important check to be exercised by the Driver when operating locos in a multiple unit is to verify that the pantographs of the rear locos respond to the lower/raise operation, when negotiating sections where the pantographs are required to be lowered and subsequently raised.
5. Coupling of locos
a) All the hose pipes i.e. brake pipe (BP), feed pipe, Vacuum hose pipe, Main reservoir (MR) equalizing pipe and brake cylinder (BC) equalizing hose pipes should be connected between the locos and the angle cocks are fully opened. The angle cocks of outer ends of MR and BC equalizing angle cocks are kept closed in addition to BP & FP angle cocks of front end.
b) The three electrical jumpers on one side only should be connected between the locos. The. auto brake valve handles (A9) and independent brake valve handles (SA9) should be kept at "Release" position In all the cabs but the cut-out cocks must be kept open in driving cab only. The cocks in all cabs in each loco must be kept closed. The isolating cock (A-8) should be kept in lead position (open) in leading loco and trail position (closed) in all the trailing locos. The position of MU2B Valve should be "Lead" on leading loco and "Trail" on all the trailing locos.
The compressors may be put in service as per requirement depending upon the number of wagons of the train. Care should be taken to put at least one compressor in service in each of the trailing locos.
6. Energizing of Multiple Units
The battery switch of all the locos should be put ON and the air pressure built up in emergency reservoir of each loco. The pantograph of all the locos may be raised and circuit breaker should be closed from leading loco. The compressors of all the locos should be started.
7. Precaution while changing driving cab
The changing of Cab means the changing of driving loco. Care should be taken to change the position of cut out cocks of A9 and SA9 Lead and Trail Cocks and MU2B valve while changing the driving cab.
8. Loco Faults
It is possible that a fault may develop in any of the locos in Multiple Operation. It may be detected with help of six pilot lamps and two additional lamps. A lamp in the ceiling of the Cab called "LSGRT" (group loco lamp) glows only on the faulty loco. The other lamp provided on driving desk called "LSOL" (other loco lamp) glows in good loco indicated that the fault is in other loco. When fault is diagnosed on a particular loco, it is necessary that the train is stopped on a station and the remedial action is taken on the faulty loco. In case the fault can not be removed and it is not possible to keep the faulty loco in service, it should be made dead to run as a vehicle.
30636 Double Heading
1. Operation of a train with two locos in front, both coupled together and to the train, but operated independently by separate crew is known as double-heading. The two locos can be of different types.
2. Subject to compliance with all speed restrictions, the maximum speed of a double headed train shall not exceed the lower of the maximum speeds of the two locos individually.
3. Each loco must be manned by a Driver and Assistant Driver who are qualified to work the type of loco and have learned the road over which the train is working. The driver of the leading loco, known as the "Train Driver" must be qualified to work the class of train and will be responsible for working the train in accordance with rules.
4. It is the duty of the leading Driver to satisfy himself that the exhauster of the second loco, if running, is suitably isolated from the train pipe and does not create vacuum in the train pipe. Except in an emergency, the leading Driver only will apply the brakes. Under no circumstances may the second Driver release the brakes on his loco or the train or apply the brakes independently on his loco.
5. When starting power may be applied by both locos as required. The leading Driver who is in charge of the train will notch up until the train moves. The rear Driver will assist as required.
6. While running, power may be applied as often as necessary but gradually by the rear Driver.
7. The rear Driver may switch off power using his discretion and with due regard to locality, gradient etc. The rear Driver must frequently observe his vacuum gauge and be prepared to stop.
8.. It is the duty of the train Driver to ascertain that the second Driver is acquainted with the contents of all caution orders and special instructions etc. which he may receive while working the train.
9. Instructions issued by local Railways regarding coordination amongst the two crews should be followed.
10. All rules in regard to switching off power at neutral section, lowering of pantograph in the event of emergency feeding etc. shall be observed. The Driver of the rear locomotive will be signalled by the Driver in the leading locomotive to carry out these operations, as required, by means of code whistles. The code to be used for such occasions shall be laid down under local instructions.
30637 Banking
1. On a gradient sections, sometimes banking locos are used in the rear of the train to assist the leading loco/ locos to negotiate the gradient. The banking locomotive, must be coupled to the train.
The vacuum nose/air brake pipes of the banking loco should be coupled to the last vehicle, but on no account should the exhauster of the banking loco be run. In the event of banking air braked trains, MUZ8 valve of banking loco shall be kept in trail position. The Driver of the banking loco will keep a watch on the vacuum gauge and take necessary action to assist the leading Driver when brakes are applied.
2. All rules in regard to switching off power at neutral section, lowering of pantograph in the event of emergency feeding etc. shall be observed. The Driver of the rear locomotive will be signalled by the Driver in the leading locomotive to carry out these operations, as required, by means of code whistles. The code to be used for such occasions shall be laid down under local instructions.
3. When working a train up a gradient with the assistance of an electric banking loco, the following procedure should be followed.
a) When the signal is lowered the leading Driver will give the prescribed code whistle. The banking Driver will acknowledge the whistle and notch up quickly so as to obtain the maximum permissible starting current, simultaneously releasing the loco brakes. The sanders should be used to avoid wheel slipping.
b) The leading driver should take 2 to 3 notches, releasing the loco brakes simultaneously and using the sanders as required.
c) The leading and banking Drivers should keep a watch on their respective ammeters and maintain the current at the continuous rating.
d) If a "Stop" signal is encountered in the gradient section by the leading Driver, he should switch off the Master Controller and bring the train to a stop applying the brakes to the extent required. He will also use code whistle for the banking driver. This will increase current in the banking loco. The banking loco driver should regress the Master Controller so as to maintain the current at the continuous rated value till the train stops. On stopping, both the leading and banking Drivers should apply independent air brakes to avoid rolling down.
e) When re-starting after a stop signal, the same procedure as in (a), (b) and (c) should be followed.
f) At the point where the rising gradient ends, the Banking Driver should switch 'off the Master Controller and stop pushing. A board is provided to indicate this point.
30638 Inability to Haul Goods Trains - Stalling
The most common causes for inability of electric locos to haul goods trains are as under :-
1. Inclement weather can result in poor adhesion. Some sections on Indian Railways during autumn season In forest areas are subject to track being covered by semi-dry leaves which turn into a wet paste by movement of wheels and is a serious cause for failure of adhesion.
2. Passage of salt laden trains with leaking wagons can also affect the adhesion.
3. The total trailing load exceeds the permissible load for the type of loco, either due to increased number of wagons or due to the cumulative effect of excess loading of a number of individual wagons.
4 The drag caused by brake-binding on rakes equipped with vacuum brakes which may be due to one or more of the following causes.
a) Trains hauled by diesel locos sometimes have a high degree of vacuum. An electric loco subsequently attached may not be able to create as much vacuum. Unless every cylinder is manually released, some brake binding will occur.
b) Many forms of temporary expediencies are used to reduces leaks while forming a load. The load may thus start initially with a good vacuum. The various methods used to prevent leakage may give way on the run and the brakes may begin to bind.
c) Initially the brakes may be released fully by working both exhausters. If,' however, there are leaks in the train line, the vacuum is lost gradually as soon as normal single exhauster working is resumed.
30639 Heavy Haul Trains
Such are the trains which can not be accommodated in the existing loops of the section. Railways operating such trains will issue special Instructions and the driving crews should be made familiar with various problems anticipated to be countered with such operation. Some of these trains may have locomotive/locomotives sandwiched in between. Their operation too will call for special set of instructions.
30640 Neutral sections
It is essential to switch off power of locomotives when passing through a neutral section to prevent the possibility of arcing at the OHE and possible damage to it. To ensure this following boards are provided on the OHE masts (Refer Chapter II - Vol.1).
i) 500 m warning board - Be alert and ensure main reservoir pressure is at maximum limit. Close direct switch for compressor if necessary.
ii) 250 m warning board - Master controller to be brought to zero and ensure that the glowing of Blue lamp for tap changer. Get ready to open the circuit breaker.
iii) Open circuit breaker board - open circuit breaker before passing the board and ensure that glowing of red lamp for circuit breaker. If the circuit breaker does not trip at "Open Circuit Board" the panto must be lowered immediately.
2. After passing through the neutral section, the Driver should close the circuit breaker at the "close circuit breaker" board and resume normal working thereafter.
3. As a normal rule the train should coast through a neutral section. However, if for some reason it becomes necessary to stop the train in the vicinity of a neutral section, the Driver must try his best to stop the locomotive after crossing the. neutral section. Only in an emergency or to avert an accident, may the locomotive be brought to rest within the neutral section. If a locomotive comes to a stop within the neutral section and the train cannot restart, special arrangements will have to be made to push or pull it by means of another locomotive.
4. Before tripping the circuit breaker at a neutral section, the main compressor should be worked "direct" for some time to build up enough pressure in the reservoir, otherwise there is possibility that the air-blast circuit breaker may fail to reclose after passing the neutral section due to low pressure.
5. If the speed of the train while approaching a neutral section is 30 km/h, the Master Controller should not be switched off at the 250 m board. Power may be kept on till the circuit breaker is tripped at the "open circuit" board.
6. Passing a Neutral Section with Multiple Loco Unit
The bipolar Switch BSLN provided in driving cab to open the circuit breaker and to lower the pantograph of trailing locos, should be put on at 250 m warning board after putting master controller to 0. The circuit breaker of leading loco may be opened at open CB board with the help of BLDJ. After passing the Neutral Section the circuit breaker of leading loco should be closed first and then BLSN should be put off. The pantos of trailing locos will make contact within 10 sec. circuit breakers of trailing locos may now be closed and traction resumed.
7. Short Neutral Section
In such a section both the pantographs should not be raised under any condition.
30641 Lowering Pantographs Under Emergency Feed
When power supply from one substation is interrupted and feed is extended from the adjacent substations, it will be necessary for the Driver to lower the pantograph at least 2 or 3 spans before arriving at the overlap span opposite the substation which is out of operation. Such an eventuality may also arise when some portion of OHE is defective. When any of such contingencies arise the Drivers are advised by a "Caution Order" either at the starting point or through Station Masters enroute. Where this restriction is to be observed emergency "lower pantograph" and "raise pantograph" boards may be provided (Chapter II - Vol. I).
30642 Unwired Tracks
1. In station and goods yards only certain tracks are equipped with OHE. Special sign-boards are exhibited at points where unwired tracks take off from wired tracks. Drivers/Motormen should keep a careful lookout for unwired tracks when entering or running through stations and goods yards.- Should per chance an electric train be signaled erroneously to enter an unwired track, the Driver should stop short of the turn-out and draw the attention of the cabin. Drivers should also report such cases with details to the TLC immediately.
2. If in case a Driver notices that he is going on an unwired track and cannot stop, he should lower the pantographs immediately. This will minimize damage to the pantographs.
30643 Coasting Down-gradients
1. Drivers are expected to be well conversant with the road and to make the best use of down-gradients to effect maximum possible saving in energy consumption.
2. In level sections and particularly in suburban sections, coasting should be resorted to as much as possible and brakes applied only when essential to control the speed or to stop the train. To help Drivers "coasting boards" are fixed in some sections.
3. In undulating country, speed may be allowed to drop down when going up a short up-gradient. After passing over the crest, the train will automatically pick up speed with power off on the other side when going down-hill, so that it attains maximum permissible speed, on the section when it arrives at the foot of the next-up-gradient. This feature should receive special emphasis during learning the road period.
4. When going down a long, steep gradient, brake shoes are liable to get very hot and in these circumstances, brake power will be reduced. With the reduction of brake power, speed may rise to dangerous levels. To prevent this possibility, Drivers are required to maintain the speed within the limits prescribed and sometimes even to halt a train at certain points to prevent the possibility of a run away speed and consequent serious accidents. Drivers are required to adhere strictly to standing instructions issued by local authorities in this regard.
30644 Loco Running Light
Before starting a light loco .the Driver should personally verify that the loco brake isolating valves are closed in rear and open in the driving cab. When a loco is run light; the free ends of the vacuum coupling hose pipe shall be secured firmly to the dummy and one of the exhausters may be kept working. The driver should, however, satisfy himself that the airbrakes on the loco are effective. He should normally stop the loco during light run by independent air-brake valve, but the Assistant Driver may apply the brakes by operating emergency brake valve, if the situation warrants.
30645 Wheel Studding
Wheel skidding in locomotive takes place whenever braking force exceeds the limit of adhesion. The braking force could be higher due to incorrect setting of automatic brake valve, independent brake valve and pressure limiting valve or due to malfunctioning of proportionate valve, distributor valve and C2 relay valve. This can also however happen if the pressure gauges are not calibrated properly.
Wheel skidding is also noticed under adverse adhesion conditions caused by oil and grease on rail table, wet rails and falling of tree leaves and salt on the tracks. Poor brake power of the train can also result in wheel skidding of the locomotive, in certain condition.
To avoid wheel skidding, it is necessary to maintain the brake equipment in perfect working order and ensure setting of equipments at designed value. Locomotive brake should be applied judiciously. In case the poor broke power of the train is observed by the Driver, the should advise control for joint checking and corrective action as laid down in Operating Manual and ensure pressing of PVEF switch while applying train brakes Annexure 6.01 OPERATION OF AIR BRAKED STOCK 1.0 Operation
The running of air braked stock is subject to the following stipulations:
1.1 Electric Loco used for hauling air braked stock have the provision of IRAVB-2 (twin pipe) graduated release air brake system.
1.2 Before attaching locomotives to trains, the engine should be thoroughly tested to ensure that it is free from any leakage and the valves are in working order.
The A-9 valve should be set at 5 + 0.1 kg / cm2 and effectively sealed. The flow meter should be in working order.
1.3 Procedure for Checking Capability of Locomotive Compressors for Charging/Releasing of Train Brakes
N.B.: This test should be carried out on single locomotive if only one locomotive is used for hauling the train or on the foremost loco of a consist of locomotives, unless otherwise stated.
1.3.1 Place the Driver's automatic brake valve handle in emergency position.
1.3.2 Start the locomotive compressors for building up of main reservoir pressure.
1.3.3 Allow the main reservoir pressure to build up to the maximum stipulated limits for the particular type of locomotive.
1.3.4 Close the angle cock for the brake pipe, couple 7.5 mm diameter leak hole special test coupling fabricated to RDSO design with the brake pipe coupling of the locomotive. In case of MU consist coupling should be fitted on the rearmost locomotive of the consist.
1.3.5 Move the Driver automatic brake valve handle from emergency position to release position to charge the brake pipe to 5 kg/cm2.
1.3.6 Open the angle cock for the brake pipe. The brake pipe pressure should fall from 5 kg/cm2.
1.3.7 Check the brake pipe pressure with the help of the gauge fitted in the locomotive, it should not fall below 4 kg/cm2 with in 60 second.
1.3.8 The test shall be carried out with the number of compressors considered adequate by the driver for operating the train.
1.3.9 Generally the number of compressors used shall be governed by the number of wagons hauled and the leakage rate -
A general guide line is given here under -
| No. of Wagon in Train | Less than 50 | 50-80 | 80-90 | 90-100 | More than 100 | | Compressed air requirements in Liters/Min | 2000 | 3000 | 4000 | 5000 | 6000 |
Each compressor on an Electric loco had a capacity of 1000/1500 litres / minute. 1.4 Procedure for checking the I package rate of the air brake system of the Locomotive with Auxiliaries in the circuit
1.4.1 Charge the system fully with MR pressure charged to 10 kg/cm2. Keep the brake in released position.
a) Thereafter with automatic brakes applied in full, shut down the compressors. The drop in MR, FP pressure should not be more than 0.3 kg/cm2 in 4 min.
b) With independent brake applied in full, shut down the compressors. The drop in MRFP and brake pipe pressure should not be more than 0.3 kg/cm2 in 4 min.
c) With both independent and auto brake released, shut down the compressors. The drop in MRFP and BP pressure should not be more than 0.3 kg/cm2 in 4 min.
1.5 Procedure for checking the Leakage rate of the air brake system without Auxiliaries in the circuit
1.5.1 Charge the system fully with MR pressure charged to 10 kg/cm2. Keep the brakes in the released position.
1.5.2 Shut down the compressors. Close the isolating cock of panto circuit line C-6 and BA panels, isolating cock C20 on the wind screen wipers and the horn circuit. The drop in pressure in any of the circuits should not exceed 0.2 kg/cm2 in 4 min.
1.6 Procedure for checking the leakage in BP circuit
1.6.1 Charge the system fully Make 0.6 kg/cm2 reduction in BP by automatic brake valve. Close isolating cock A 15 in BP control line (Lead/trial cock). The pressure drop in BP should not exceed 0.7 Kg/ cm2 in 5 minutes.
1.6.2 Charge the system fully. Make 0.6 kg/cm2 reduction in BP pressure by automatic brake valve. Close isolating cock A-8 provided near the BP charging C-2 relay valve A-31 (locomotive nominated for long haul operation have this provision). The pressure drop in BP shall not be more than 0.7 Kg/ cm2 in 5 minute.
1.7 Procedure and checking to leakage in FP circuit
1.7.1 Charge the system fully with FP charged to 6 Kg / cm2. Close isolating cock A-21 provided before the feed valve A-52. The pressure drop in feed pipe should not exceed 0.7 kg/cm2 in 5 minute.
1.8 Starting of Train
1.8.1 Blow off the angle cocks before coupling to expel dust etc.
1.8.2 Check -me position of angle cocks of air hoses of the leading and trailing locomotives and of the first wagon of the load.
1.8.3 Ensure that the brake pipe and the feed pipe connections are not mixed up either between two locomotives or between the locomotive and the first wagon of. the load.
1.8.4 Ensure that brakes of the train are fully released by TXR otherwise while starting skidding or even breakage of coupling will occur. At non-TXR stations this job has to be done by the Driver.
1.8.5 Ensure that BP gauge in the loco is showing 5 + 0.1 kg/cm2 and FP gauge is showing 6 kg/cm2 and then after ensuring the continuity of air pressure sign the brake power certificate jointly with the TXR. Do not disturb the setting of A-9 valve under any circumstances.
1.8.6 In the flow indicator gauge, set the red needle to coincide with the white needle after the needle has established. Do not disturb the red needle thereafter, through-out the run.
1.8.7 Move one engine length to get a feel of the train. Thereafter start the train smoothly.
1.9 While on Run
1.9.1 As far as possible, the train should be stopped only by minimum application of brakes, in other words, full service application or over reduction or emergency application should be used in genuine emergency only, and not in normal circumstances, as otherwise heavy braking force will result in skidding and excessive wear of wheels. After over reduction or emergency application, to have the brakes fully released, wait for 3 to 4 minute.
1.9.2 If the train is running heavy, stop immediately and investigate the cause. Any delay in investigation may cause skidding of wagon wheels or other damages.
1.9.3 CBC of loco and wagons can break due to high coupler force which can arise either while stopping, starting or accelerating. To avoid breakage of couplers, therefore, instructions regarding application of brakes given herein should be followed rigidly.
1.9.4 In case of heavy leakage or mal-functioning of distributor valve (if brake binding is noticed) pull the quick release valve lever of the distributor valve of the wagon. In case brake binding problem is repeated, the DV of the concerned wagon should be isolated by putting the isolating cock handle to off position and the quick release valve of DV pulled till the brakes are fully released.
1.9.5 In case of disconnection of air hose enroute, attention be given by closing the angle cocks and if necessary by replacing air hose by removing from either the front end of loco or rear end of the brake van. After this is done and the air hoses are correctly coupled, the angle cocks should be opened and the system fully charged, brakes released and the train started as mentioned in para 1.8.
1.9.6 The braking technique shall be as under:- Minimum application / release / minimum application / release. A series of minimum application/ release operations should be done for controlling the train.
1.9.7 After stop, even with minimum application wait for two minutes before restarting. Start only after the white needle on the flow-meter coincides with red needle.
1.9.8 Report all problems and unusual events noticed on run in respect of air brake functioning and wagon movement etc. to TXR concerned.
1.10 Brake Binding on run
1.10.1 If during run the train comes to a halt and brake binding is observed, sound locomotive horn with a whistle code prescribed for alarm chain pulling. This will give an indication to the Guard that the train is held up due to brake binding and the Guard should take action as prescribed for him.
1.10.2 If the locomotive is fitted with an air-flow indicator locating the trouble is easier, Check as follows-
If the white needle has moved up only slightly, it indicates leakage in the train brake pipe, source of leakage should be traced. If the white needle moves by a big margin, it indicates heavy discharge of air from the brake pipe. This could be due to an angle cock in front of a wagon being closed. It could also be due to a disconnected brake pipe or a burst hose pipe.
1.10.3 If there is no flow indicator, look carefully at the brake pipe pressure gauge. Originally the pressure should have been 5 kg /cm2on the locomotive and minimum of 4.8 kg /cm2 in the brake van. If at the time of occurrence the pressure is less than the original value, this could be due to additional leakage in the train brake pipe or train parting. The driver shall therefore ensure that his full trains to tact, otherwise take action as if train parting has occurred.
1.10.4 If there is brake binding but no drop of BP pressure, it could be due to rear angle cock of a wagon being closed.
1.10.5 Examine the train along with guard to find out the cause of brake binding. If the brake binding is due to a closed angle cock, open the angle cock fully.
If any distributor valve is defective, isolate the same and release the brakes of that wagon and record the same in the train journal as well as on the brake certificate.
If the leakage is due to a burst hose pipe (which is very rare), release the brakes in rear of the burst pipe after closing the rear angle cock of the last unaffected wagon and clear the block section cautiously at a slow speed with partial brake power.
After obtaining Guard's observations and taking corrective action, record on the journal and also report the problem to the section controller indicating the wagon number affected.
1.10.6 In case, the leakage or cause of brake binding is not located, destroy the brake pipe pressure completely, through A9 close the angle cocks of the loco, release the brakes of the complete train and work the train as non-braked, cautiously at a slow speed to clear the block section
1.11 Stopping of a Train
1.11.1 Braking technique to be observed should be as detailed in sub-Para 1.9.
1.11.2 Stopping of train should be smooth (without jerks) which is to be done by releasing the brakes just before final step. The handle of drivers brake valve should be put to release position when the speed is about 5 km/h prior to stopping.
1.11.3 When stopping at a station on a down grade, the dynamic brakes be kept ON position and should only be cut off after the application of independent brakes.
2.0 Action to be Taken in Case of Loco Failure with Air Braked Stock
1. During double headed operation, if the rear loco fails, the train is to be worked by the leading loco and the' block section cleared. If, the toad cannot be cleared by one loco, assistance is to be given by any other loco, preferably from rear, only for the purpose of clearing the block section. But when the block section is being cleared by a loco equipped with vacuum brakes, this loco driver has to be extra cautious to stop the train at the stop signal.
2. During double headed operation, if the leading loco fails, the train is to be stopped, isolating cock A8 in the brake pipe charging line and MU2B in the trailing loco are to be put to normal position in order to feed the BP pressure-to the load and application of brakes from the rear loco and the block section cleared in the same manner as explained in sub-Para above.
3. In the event of non-availability of a loco fitted with air-brakes (either electric or diesel) the brakes of the entire rake have to be released in the block section and an ordinary loco (vacuum braked);-attached-;to clear the block section. In this event, the train is to be worked at a restricted speed of 15 km/h as it shall be controlled only by the loco brakes. This load is to be received on the main line. If it is not possible to receive the train on the main line, it should be received on the loop line, provided the trailing end of the loop is set for the main line, so that in case of loss of control, the train does not get derailed on the trap point or goes into the sand hump.
4. In the event of failure of both the locos and non-availability of a loco fitted with air-brake the train can be worked with an unmodified Diesel or electric loco, at a restricted speed of 15 km/h.
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SWITCHGEAR INSPECTION AND TEST PROCEDURE PKR ELECTRICAL ENGINEERING CONFIDENTIAL TABLE OF CONTENTS 1) VISUAL INSPECTION 2) W...
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