HHP

LOCOMOTIVE
COMPARTMENTS
AND PARTS
LOCATION

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 Compartments in Single Cab Locomotive
S.No. Loco Right Side Loco Left side
1 Nose Compartment Nose Compartment
2 Drivers Cab Drivers Cab
3 ECC-1 ECC-1
4 ECC-1 Back Panel ECC-1 Back Panel
5 TCC-1 TCC-1
6 TCC-2 TCC-2
Clean Air Main Alternator
7
Compartment Room
8 Main Alternator Room Engine Room
Engine Accessories
9 Engine Room
Room
Engine Accessories Equipment Room and
10
Room Compressor Room
11 ECC-3 Radiator Room
12 Compressor Room ---
13 Radiator Room ---
14 Dual Cab – Additional Compartments
15 CAB 2
16 ECC 4

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NOSE COMPARTMENT
CCB 1.5

CCB 2.0

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DRIVER’S CAB
SHORT HOOD CONSOLE
6 7
2 3 4 5
1

1.WIPER CONTROL KNOBS

2.MR(RED) , ER (WHITE)GAUGE
3.BP(WHITE) , BC (RED)GAUGE
4.AIR FLOW INDICATOR
10 (WHITE NEEDLE-INDICATOR,
9 REDNEEDLE- SETTING)
8.ALERTOR LIGHT 5.SPEEDO METER
9.HORN BUTTONS 6.TRACTIVE EFFORT METER
10.ALERTOR RESET BUTTON 7.INDICATING PANEL

15 12

13
11

16
11.SAND TESTING BUTTON
12.BRAKE CONTROLLER UNIT
14 (AUTOMATIC BRAKE HANDLE)
15. LOCOMOTIVE CONTROLLER 13.INDEPENDENT BRAKE HANDLE
(THROTTLE HANDLE/SELECTOR HANDLE)
14.LEAD/TRAIL SWITCH
16.REVERSOR HANDLE (AIR BRAKE SELECTOR SWITCH)

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 LONG HOOD CONSOLE SWITCHES

1.MU STOP BUTTON

(RUN)
1

2
5
3
4

2.ENGINE RUN SWITCH 3.CONTROL AND

FUEL PUMP SWITCH

5.DYNAMIC BRAKING
4. GF SWITCH
CONTROL BREAKER

ELECTRICAL CONTROL CABINET 1 (ECC 1)

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BRAKERS PANEL

COMPUTER DISPLAY

EMD Loco Display Medha Loco Display

Siemens Loco Display Medha Dual Cab Loco Display

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RELAYS PANEL, COMPUTER MODULE AND POWER SUPPLY MODULE

DC LINK, GF CONTACTORS, BRAKING CONTACTORS AND EVENT RECORDER

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ECC 1 BACK PANEL AND TCC COMPARTMENT

CLEAN AIR C0MPARTMENT

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DTTC/GTL Page 9
MAIN ALTERNATOR ROOM

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ENGINE ROOM

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ENGINE ACCESSORIES ROOM

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HAND BRAKE

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ELECTRICAL CONTROL COMPARTMENT 3 (ECC 3)

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COMPRESSOR ROOM

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RADIATOR ROOM

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LOCO LEFT SIDE – COMPRESSOR & ENGINE EQUIPMENT ROOM

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LOCO LEFT SIDE - ENGINE ROOM

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BATTERY KNIFE SWITCH AND STARTING FUSE

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ELECTRICAL CONTROL COMPARTMENT 2 (ECC2)

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CUT OUT COCKS – LOCO RIGHT SIDE

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[

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 HHP
LOCOMOTIVE
MECHANICAL
SYSTEMS

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1.FUEL OIL SYSTEM

Fuel oil system consist of

1) Fuel feed system - Draws the fuel from the tank and feed to the
headers.

2) Fuel injection system - Supply correct quantity of fuel to the

engine at right time according to the requirements.

1.1 Fuel feed system

Required amount of Fuel oil is stored in the Fuel tank,

which is located in underneath of the chassis between two trucks.
Maximum capacity of the tank is 6000 (In WDP4D – 5000) and
minimum tank balance required is 1000 Lts. Glow rod gauge with
scale is provided on both sides of the fuel tank to read the fuel
balance. A wheel cock is provided in the bottom of the glow rod
gauge, enable to dummy the glow rod gauge, if glow rod is
damaged. When Fuel Pump motor starts working, fuel oil is sucked
from the tank through strainer and delivered to primary filter. Oil
filtered in the primary filter and flowing to secondary filters (spin on
type filter), where filtered finely and fed to both side fuel headers.
From header, oil is supplied to injectors through individual jumper
pipes. Excess oil from the injectors is collected in the return headers
and taken back to the fuel tank through a regulating valve, which is
set at 15 PSI. In the return pipe a sight glass (Return sight glass) is
provided to indicate the availability of oil in the header, which is
located above the spin on filters near the engine block. Normally
this sight glass is fully filled with oil without bubbles. Presence of
bubbles in this glass indicates air drawing in the suction side and no
oil indicates trouble in the Fuel system. A bye-pass valve set at 30
PSI is provided across the primary filter to bye-pass the primary
filter, when choked. A condition gauge is provided to indicate the
status of the primary filter and it is located at the right side of the
loco in engine accessories room. The condition gauge shows Green
color if the filters are good, yellow if it choked and red when
blocked. A Relief valve, which is set at 60 PSI is provided between
Primary and secondary spin on filter, enable to protect the Fuel
pump from overloading when Spin on filters are clogged. It releases
the excess oil to the tank through a sight glass (Bye-Pass sight

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glass). Normally this sight glass is to be empty. If found oil in this
glass, shed has to be informed, since it indicates spin on filters are
choked. To change the filter element in primary filter, a vent and
drain cock is provided; enable to drain the accumulated oil from the
filter to tank. Vent pipes are provided on both sides of the fuel tank,
to maintain air pressure during system is working and expel the air
from the tank to atmosphere during fueling.

1.2 Fuel injection system

The fuel oil available at each unit injector is pressurized by the

centre cam lobe of the camshaft to very high pressure and will be
injected in to the cylinder in atomized form in time. The quantity of
fuel to be injected is regulated and controlled by engine governor
according to the notch and load conditions. The governor operates
fuel control shaft and controls the fuel racks.

2. LUBE OIL SYSTEM

The capacity of this system is 1457 liters and type of oil
used is RR 520 MG. To read the oil level Dipstick is provided on
both the sides of the Engine block. Dipstick has Full and Low
marks. In between them 25 lines are provided and each line
indicates 25 liters. When lube oil level reaches to 5 line from low
mark shed has to be informed.
The lubricating oil system is a combination of four oil
systems.

1. Scavenging oil system,

2. Piston cooling oil system
3. Main lubricating oil system
4. Soak back or turbo lube system

Each system has individual pump for its working. The main
lube oil pump, piston cooling oil pump and scavenging oil pumps
are gear driven by the engine crank shaft. The main lube oil pump
and piston cooling oil pump is in single housing and driven by a
common drive shaft but the delivery is separate. The soak back or
turbo lube pump is driven by an electric motor.

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2.1 Scavenging Oil System

The scavenging oil pump is a positive displacement, helical

gear type pump. This pump takes lube oil from the coarse filtration
side of the lube oil strainer and delivered to the lube oil filter. After
filtration oil goes to lube oil cooler where it is cooled by the cooling
water. Then oil is taken to lube oil strainer fine mesh side, where it
is filtered once again. A bye-pass valve set at 40 PSI is provided
across the filter, gets open if the filter is clogged or pressure
difference reaches above 40 PSI to protect the engine moving parts
from dry start.

2.2 Piston Cooling Oil System

The piston cooling oil pump receives oil from a common

suction pipe from lube oil strainer fine mesh side and delivers to
right and left side piston cooling oil manifold. From the piston
cooling oil manifold through individual jet pipe oil directed as
stream to each piston grooves for cool the piston crown and
lubricate the piston pin bearing, then drain back in to the sump.

2.3 Main Lubricating Oil System

The main lube oil pump receives oil from a common suction
pipe from lube oil strainer fine mesh side and delivers to the main
lube oil manifold, which is located above the crankshaft inside the
engine block.
A pressure relief valve set at 125 PSI is provided between
the main lube oil pump and main lube oil manifold to release excess
oil back to the sump. From the main lube oil manifold through
individual oil tubes, main bearings receive oil on its upper portion.

After lubricate main bearings, through the drilled passage in

the crankshaft oil is supplied to the connecting rod big end bearings.
From the front end of the crankshaft oil is taken to vibration damper
and accessory drive gear.

From the rear end of the manifold oil enters Gear train
through the idle gear stub shaft. Oil passes in the stub shaft base is

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distributed to various parts through various passages. One passage
conducts oil to the left bank camshaft drive gear stub shaft bracket
through a jumper. Second passage conducts oil to the Right Bank
camshaft drive stub shaft bracket and also for turbo charger oil filter.
From the camshaft through radial holes oil is conducted to each
camshaft bearing. From each camshaft bearing through oil line, oil

is supplied to the rocker arm shaft, rocker arm cam follower

assemblies, hydraulic lash adjusters, rocker arm and then return to

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the sump. After filtration in the turbo charger oil filter, oil is send to
No.1 Idle Gear Stub shaft gear. Low lube oil pressure shut down
device in the Governor, which protects the engine from lack of
lubrication by brings the engine to shutdown when lube oil pressure
is dropped below 8-12 PSI at idle and 25-29 PSI at full speed. In the
pipe line leading to the Low lube oil pressure shut down device,
Safety devices Hot oil detector (HOD) and Engine protection
devices (EPD) are provided.
The HOD brings the engine to shut down, when lube oil
temperature reaches above 1240 C and EPD brings the engine to shut
down when water pump is failed or positive pressure developed
inside the crank case duly trips the Low water pressure or crank case
button respectively. Turbo oil manifold for turbo charger cooling
and lubricates turbo bearings, idler gear, planet gear assembly and
auxiliary drive bore. The turbo charger oil filter heads contains 2
check valves. One to prevent the entry of lube oil to main system
from the soak back system during soak back pump operation and the
another to prevent lube oil from main system to the soak back
system when the engine is running.

2.4 Soak Back Oil System

To remove the residual heat from the turbo super charger

after engine shutdown and pre lubricate the turbo bearings before
cranking, this system is provided and controlled automatically by
the locomotive computer. A turbo soak back pump motor located at
engine room right side is used to operate this system. The operation
of the motor is controlled by LCC and run for 35 minutes
(maximum) during starting and after shut down the diesel engine.
When this motor starts to work, the turbo soak back pump draws oil
from the sump, feed oil through a soak back filter and finally to the
turbo. A 70-PSI bypass valve is provided inside the soak back filter
housing to bypass filter whenever it clogs to protect Turbo-charger.
A relief valve set at 32 PSI is provided in the filter head, will return
the delivered oil from soak back pump, back to engine sump if turbo
receives oil from main system.

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2.5 Lube oil System – Points to be Remember

1. While TOC a loco, lube oil filter conditional gauge is to

be checked for find the healthiness of filter.
2. Lube oil level to be maintained, 5 Dots from low mark
and to be checked in engine running in Idle.
3. Lube oil pressure will be maintained 30 – 120 PSI in the
system.
4. Changing the Isolation Switch from Stop / Start / Isolate
to Run Position immediately after cranking to avoid shut down of
loco due to LLOB / Low Water Button Operation.
5. Never make attempt to re-crank the engine when crank
case button in the EPD is tripped.
6. After shutting down a loco do not switch off yellow
labeled breakers.

3. COOLING WATER SYSTEM

The capacity of expansion tank is 625 and total system is

1045 Lts. To read the water level gauge is provided in the right side
of the Expansion tank. It has two readings full and low with respect
to the status of the engine when running or dead. Normally the water
level is to be below full level and at least low level according to the
status of the engine. If less shed has to be informed. There are two
numbers of gear driven centrifugal type water pumps available in
this system and mounted on the engine block.
The lube oil cooler outlet forms the suction for both the
pumps. When crank shaft starts to rotate, both water pumps start
their working, draws water from the suction and delivered to water
inlet manifold. The outlet of the right side water pump is sent to
right water inlet manifold and left side water pump is sent to left
water inlet manifold. From the water inlet manifold water enter to
all the cylinder liner jackets through individual water jumper pipes
and cools the cylinder liners. After cooling the cylinder liners water
enter the cylinder head through 12 circular passages and cool the
combustion chamber of the cylinder head and then collected in the
water outlet manifold.

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At the rear end of both water inlet manifolds, water is taken to after
coolers to cool the booster air and then collected in the water outlet
manifold.
The outlet of both the pumps are connected together and
taken to compressor to cool the compressor cylinders and the
compressed air inside the inter cooler. The collected water in the
water outlet manifold is taken to radiators, which are located in a
hatch at the top of the long hood of the loco.
A bye-pass line is provided between the inlet and outlet
lines of the radiators in order to reduce velocity in the radiator tubes.
To cool the water in the radiator, two electrical motor operated
radiator fans are used and controlled by the Locomotive control
computer (LCC). The LCC maintain the water temperature between
79 and 850 C. Two Engine Temperature probes (ETP1 and ETP2)
are provided to measure the water temperature.
Among the sensors, the higher value is taken as reference by
the LCC. To simulate water temperature (up to 520C), LCC
increases the engine speed automatically. If water temperature
increases above 960 C, maximum loco power will restrict to sixth
notch limit but RPM is according to the throttle position. If water
temperature increases above1010 C, engine speed comes to idle.
To make up water level in the system, from the expansion
tank, Equalizing pipes are provided to the inlet of compressor and
both water pumps. To protect the engine from lack of cooling Low
water Switch (LWS) and Low water pressure button (LWP in EPD)
is provided in this system. LWS is available in WDP4 Locos in the
left side of the expansion tank. It brings the engine to shutdown
when water level is low. LWP is available in all locos in the EPD
and connected with the system at the outlet of the left water pump
through a three way cock. It brings the engine to shutdown when
water pressure is low in the system.

3.1 Cooling Water System – Points to be Remember

1. Check the working of radiator fan physically even its status is

“ON” in the display.
2. Operate the water filling cock lever handle in clockwise.
Otherwise it may damage the filling cock lever.
3. Before and after cranking water level to be ensured as the
limit prescribed in the glow rod gauge. However in en-route while
TOC if water level is below minimum in shutdown condition and
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after cranking if the level is above minimum mark in running
position, work the train duly give information to shed.
4. If water level reducing, check for external leakages. If any
leakage noticed, slack the spring loaded cap in the expansion tank to
reduce the rate of leakage.
5. Check the engine lube oil and Compressor sump in case of
water level running down.
6. If unable to reset low water button, ensure water level and
LWP test cock is in open position and then press and hold LWP
button for 15 seconds.
7. If engine shutdown with low water level in display, ensure
water level. If level is low inform shed. If sufficient water level is
available, short the wires provided in LWS (WDP4) locos and
crank.

3.2 ENGINE TEMPERATURE PROTECTION

The normal operating water temperature is 79 to 85o C and it is

monitored by ETP1 and ETP2. Maximum of ETP1 or ETP2 is
considered as engine water temperature.

Temperature System Action

Water > 85° C One Fan will be made ON in slow speed.

 Within 20 seconds if water temperature not dropped second fan
is switched ON in slow speed.
 Within next 20 seconds if water temperature not dropped First
Fan will run at Fast and second one at slow speeds.
 Within next 20 seconds if water temperature not dropped, both
Fans will run at Fast speed.
 Both Fans will stop when water temperature drops below 79° C.
 Water > 96° C Engine RPM remains high but Traction power
limited to 6th Notch.
 Display shows message “High water temperature – TH 6 Limit”
 Water - 101° C Along with message “High water temperature -
TH 6 Limit” Bell Rings after 5 minutes Engine comes to Idle.
 Lube oil above 124° C Engine come to shut down by Hot Oil
Detector operation It cannot be reset.

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 4. AIR INTAKE SYSTEM

This system is used to increase air supply to engine to produce more

HP. To achieve this, a turbo super charger working either by gear or
exhaust gas is used. During engine starting and light load operation
the sun-gear shaft of rotor shaft assembly receive drive from the
main crank shaft through the planet gear system and a overriding
clutch. When the engine works on full load (approximately in 6 th
notch) the overriding clutch in the drive gear is disengaged and the
rotor shaft is driven by the velocity of exhaust gas. Clean air from
the clean air compartment is drawn by the blower of the turbo super
charger through Baggi filters. (Baggi filters are made by fiberglass

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material and coated with oil) and delivered to after cooler on both
sides of the engine. Cooled air from the after cooler is collected in
the respective air boxes and from there enters combustion chamber
through inlet ports.
Traction motor Blowers, which is gear driven by the aux generator
drive shaft creates partial vacuum in the clean air compartment. The
reduction in pressure in the clean air compartment causes outside air
to rush through the cyclonic filter tubes and stationary vanes in the
intake throats, which imparts a spinning motion to the air. Due to
the centrifugal force developed by spinning motion, dirt particles are
thrown to the outer wall of the tube and carried to the dustbin
(bleeds duct), where they are removed by dustbin blower and
thrown out from the locomotive. The resulting clean air enters in the
air compartment. In addition to clean the filters, the dust bin blower
increases their efficiency by increasing the velocity of the air
passing from the filter tubes. The Traction Generator blower draws
air from the clean air compartment and used for cooling the
Companion alternator and Traction Alternator. The Traction Motor
blower draws air from the clean air compartment and Charge the air
ducts which is in the loco chassis.
Charged air from the air ducts is utilized for various purposes
1) Cool the traction Motors
2) Pressurize the ECC1 and ECC3to avoid dust accumulation
3) Compressor air system

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 5 .COMPRESSED AIR SYSTEM

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 Compressor crankshaft is coupled with main crank shaft
through flexible coupling. It has two low pressure and one high
pressure cylinder. It is a two stage (low-pressure and high-pressure)
water-cooled reciprocating type compressor. The compressor has its
own internal gear driven oil pump and pressure lubricating system
for its lubrication. A dipstick is provided in the compressor
crankcase to check oil level. It has Full and Low mark. Normally it
should be at full mark or between Full and Low mark, when engine
is in Idle. When it reaches Low mark, inform shed. The two low
pressure cylinders draw air from Air duct through pamic air filters
and compress it. After compression air passes through an
intercooler, where it is cooled by cooling water. After cooled in
intercooler air passes to high pressure cylinder, where it is again
compressed to main reservoir pressure, cooled in cooling coils and
then charged in Main reservoir-1(MR1). A safety valve set at 4.2
kg/cm2 is provided in the intercooler to protect its cooling tubes
from burst, when HP cylinder inlet port is stuck up.
From MR1 air is sent to
1) MR Equaliser
2) Air drier unit to remove oil particles and moisture.
3) Through a MRPT COC and a quick connector to Main reservoir
pressure transducer (MRPT), which converts pneumatic pressure in
to electrical signal and feed to the LCC to control the compressor
loading and unloading for maintaining the MR between 8.4 and 9.8
kg/cm2.
A safety valve is set at 10.5 kg/cm2 is provided between the
MR1 and Air drier, to protect the system components from high
pressure when compressor is failed during loading.
From Air Drier air is sent through a non return valve to
1) Main reservoir - 2 (MR2)
2) Through a COC and a feed valve to FP Equalizer
3) Through a COC and a J-Filter for various magnetic
valves (Horn, Wiper, Sander, Radar cleaning, Electronic blow down
(EBT) timer and Compressor controller (MVCC). From MR2 air is
supplied to CCB unit through a COC and a J-Filter. The MR
Equalizer pressure is sensed by the Main reservoir equalizer
pressure transducer and feedback is given to CCB unit, which is
displayed in the Display unit.

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5.1 AIR SYSTEM MAIN CONCEPTS
Unloading : 9.8 Kg/cm2
Loading : 8.4 Kg/cm2
MR Safety valve : 10.5 Kg/cm2
Computer breaker off position : Continuous loading Every 60
Seconds Auto blow down valve will blow by the operation of
Electronic Blow down Timer (EBT).

a) If MR pressure is less than 8.2 Kg/cm2 – In WDG4 RPM Raise to

third notch and in WDP4
b) RPM raise to second notch
c) If MR is less than 7.0 Kg/cm2, RPM raise to 4th notch.
d) If MR is less than 6.8 Kg/cm2, Display shows “Low MR Eq.
Pressure”.
e) Display shows MR Equaliser pressure (MR1) and Console gauge
indicates MR2 Pressure.

5.2 AIR SYSTEM TROUBLE SHOOTING

5.2.1 MR1 indication in display is low and safety valve is

blowing

REASON REMEDY
MRPT COC is closed Keep MRPT COC in open.
Moisture in MR1 Close MRPT COC and drain moisture by
Pressure sensing pressing the pressure relief valve (quick
system connector stem)

5.2.2 MR1 Pressure is low with PCS open indication.

Compressor is defective in Close MR1 J Filter COC and drain

unloading. (MVCC – MR1 J- Filter and open the MR1 J
Trouble) Filter COC, when MR safety valve
starts bowing.
MR1 – Auto blow down Close to shut off position (manual
valve blowing position -spindle inside).
continuously.
Feed pipe leakage Close additional FP COC.
MR Equalizer leakage Close both end MR Equalizer COC.

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 Put off Air drier breaker and
disconnect electrical coupler.
Leakage in Air Drier If not rectified shut down the engine,
drain out MR1 completely and
dummy the purge valve.
Close MR1 J Filter COC and drain
Sander or horn valves MR1 J Filter and open the MR1 J
blowing continuously Filter COC, when MR safety valve
starts bowing.

5.3.3 MR1 Pressure is available and MR safety valve

blowing
If computer breaker is tripped Reset the same.
Compressor is defective during loading Inform shed &
work onwards
MR1 J Filter COC is closed (sanders, wipers, Kept MR1 J
horns, Auto drain and Radar blow down is also Filter COC in
not achievable. open.

5.3.4 MR2 Pressure is low with PCS open indication.

Ensure MR1 pressure Trouble shoot and create
MR2 – Auto blow down Close to shut off position (manual
valve blowing position - spindle inside).
continuously.
Leakage in BP Pipe Check and arrest the leakage
Leakage in BC Pipe Check and arrest the leakage, if
unsuccessful isolate the truck by
closing Brake Cylinder COC.
Leakage in BC Eq. Pipe Ensure BC Eq. Cocks are closed.
Compressor Defect Check oil level or unusual sound.

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 6. COMPUTER CONTROLLED BRAKE SYSTEM

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6.1 MAIN CONCEPTS
This is an Electro Pneumatic Brake system. Since the brake
equipments are controlled by electro pneumatic operation, for the
working of the system

1) Always Electrical power is required.

2) A minimum main reservoir pressure of 4 kg/cm2 is required.

The CCB system is equipped with a pneumatic back up (KE

Valve) that operates in parallel to the microprocessor control and is
always in operation. This brake system automatically effect the
blended brake (Auto brake and Dynamic brake), when Auto brake
handle is in service zone. When MR Equaliser pressure is dropped
below 6.8 kg/ cm2, according to the CCB feedback EM 2000 raises
the engine speed up to fourth notch, enable to builds up or to
maintain it with message in display. CCB makes emergency
application of loco brake, without charging BC Equaliser, if MR
Equaliser pressure is dropped below 3.2 kg/cm2. Even the BP
leakage rate is below insensitivity, the system applies emergency
brake, if Brake Pipe pressure (Train line) is dropped below 2.8
kg/cm2. While power up this system, until the microprocessor
system gains control of the brake system, the locomotive brakes are
under control of the pneumatic backup system.
If the CCB system set up is for Lead mode, during power up, the
computer will not take control of the brake system until
1) The automatic brake handle is moved to the Full Service position
for a minimum of 10 seconds and returned to the Running position
2) The brake cylinder pressure is dropped zero kg/cm2.
3) If the Automatic brake valve handle had previously been placed
in Emergency position, then the handle must remain in the
emergency position for 60 seconds.

If the CCB system is set up for Trail or Helper (Banker) mode on

power up, the computer will not take control of the brake system
until brake cylinder pressure is dropped to zero kg/cm2.

The system includes the following main components:

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 a) Brake Valve Controller (BVC)
b) Computer Relay Unit (CRU
c) Pneumatic Control Unit (PCU)
d) Voltage Conditioning Unit (VCU
e) Pneumatic back up (KE valve)
f) Diagnostic

6.2 BRAKE VALVE CONTROLLER

a) It is an interface device of the operator

with CCB.
b) It is located in the Control consoles and
consists of an Auto Brake Valve, Direct
Brake Valve with a bail off ring and a Lead
Trail Switch (Selection Switch).

6.2.1 AUTO BRAKE VALVE

This valve controls the BP Pressure and has five positions and they
are

Release - It is a spring loaded position and start to function if the

handle is hold for 3 seconds in release position to facilitates quick
and over charging of BP Pressure up to 5.7 Kg/cm2 at a constant rate
of 0.05 kg/cm per second and will remain at that level for a period
of 60 seconds. After 60 seconds, BP Pr. will slowly bleed off (for
240 secs) at the rate of 0.002 kg/ cm2 per second and stopped when
BP Pr. reaches 5.2Kg/cm2.

Run - It is the normal working position, and creates BP pressure of

5.2Kg/cm2
Minimum Reduction - To drop BP Pressure from 5.2 to 4.7
Kg/cm2
Full Service - To vary BP Pressure from 4.7 to 3.7 Kg/cm2
Emergency - To drop BP Pressure Rapidly to zero

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Position Function and Purpose
1) Set up air brake system for locomotive to lead
2) To select the console from which operation to be
LEAD carried.
3) Auto and Direct brake handles will function
normally
1) Set up air brake system for locomotives in trail.
TRAIL 2) Disable the Auto brake handle except Emergency.
3) Disable the Direct Brake handle operation.
1) Cut off BP Charging, Holds BP and ER Pressure for
BP leakage test
TEST 2) Full application of direct brake will be done
automatically irrespective of Direct brakes handle
position to secure the loco.
1) Brings ER Pressure to zero to avoid system Penalty.
2) Cut off BP Pipe to avoid dual braking /Release
HELPER 3) Disable the Auto brake handle except Emergency
and allows the Direct Brake handle operation

CCB will accept the position of the LT Switch in the working

console if in non working console it is placed in “Trail”. Otherwise
EM 2000 will display “Air Brake failure, Check for proper Lead
Trail set up” message and applies penalty brake.

6.3 VOLTAGE CONDITIONING UNIT

It is located in the nose compartment near air

brake equipment rake. It receives 74 Volt DC
supply from locomotive battery and gives 24
volt filtered DC output. Supplies power for the
operation of the brake valves and air brake
computer.

6.4 PNEUMATIC CONTROL UNIT

It is located in the nose compartment near air brake equipment rake.

It is a laminated aluminum panel and most of the pneumatic and
electro-pneumatic valves are mounted on it. It responds to the CCB
Computer to develop ER, BP, BC and BC Eq. Pressure. During
power failure or critical diagnostic detection, it arranges

DTTC/GTL Page 52
 a) Exhaust the BP at service rate
b) Automatic lap of BP, BC and BC Equaliser pressure for Trail
operation.
c) Pneumatic control of Brake Cylinder pressure instead of
electronic control.

6.5 COMPUTER RELAY UNIT

It is located in the nose compartment near air brake

equipment rake. It comprises of a computer and an input / output
unit and provided electronic control for brake system. It receives
brake commands from operator and dictates logically the PCU Unit
to control and develop pressures. It monitors the train line pressure
and commands the development of BC Pressure. According to the

DTTC/GTL Page 53
signals from locomotive control system it initiates penalty brake
application at service rate.
This unit has a Pass / Goods selection switch and 12 printed circuit
boards for processing and a mother board to feed memory for the
CCB working.
1. DB1 - Supplies power for magnet valves and relay
2. SV2 - Supplies power for Air Brake Computer
3. SVJ - Supplies power to (MVER, MVEM, MVBP, MV53)
4. SS9A - Supplies power to Short Hood Console
5. SS9B - Supplies power to Long Hood Console
6. DIZ - Displays the fault code
7. COM - Mother Board (For working memory)
8. CPZ - Central processing unit
9. EPA1 - Equalising Reservoir Control
10. EPA2 - Brake Cylinder Control
11. AD / ADZ - Analog /Digital converter
12. EPA3 - Direct Brake Control (BC-Equaliser)
13. FOR - Fiber Optic Receiver

6.6 BACK UP (KE VALVE)

It is located in the nose compartment near

air brake equipment rake. A manual operating
handle Goods / Pass) is provided in this valve to
control the rate of application / release. When the
handle is in goods, the application rate is slow and
faster if it is in passenger
This valves provide loco brake application
a) If the power supply to the system is cutoff
b) In dead loco, when BP Pipe only connected and
if dead engine cock is opened.

6.7 DIAGNOSTIC
a) It identifies the probable device, which cause the fault and
displays the information to the operator and send to main loco
computer.
b) Monitor the braking system and applies penalty brake if
critical fault is detected.
c) Allows the operator to scrutinize the brake system by
conducting self test to restore itself or to confirm the working status
of the loco.
DTTC/GTL Page 54
6.8 PENALTY BRAKE
It is a brake applied automatically by the system to ensure safety
and It is two types.
a) Emergency Penalty
b) Full service penalty
6.8.1 EFFECT
a) BP and ER pressure drops to ‘Zero’
b) TE Meter drops to zero
c) Message will be displayed in the Display
6.8.2 OCCASION
Emergency Penalty Full Service Penalty
1. After self test 1. After recycling ‘LCC’ or
‘MAB’
2. Auto brake emergency 2. VCD / Alerter operation
3. BP Drops below 2.8 3. Wrong set up of LT Switch
kg/cm² due to Train
parting or ACP Pulling or
Emergency brake valve
application
4. BP pipe cut, D1 4. Applied by ‘CCB’ for safety
Emergency application

6.8.3 PENALTY RESET PROCEDURE:

a) Bring throttle handle to ‘Idle’
b) Follow the message in ‘LCC screen’ i.e. in working control
stand.
c) Keep auto brake handle in ‘Emergency’ or ‘Full Service’
according to the display.
d) Give time pause according to the display message.( i.e. 10
seconds for Full service and 60 seconds for emergency penalty).
e) Bring Auto brake handle to ‘RUN POSITION’ (When displayed
in LCC to do so if not do in the other control stand)
f) Ensure BP and ER Pressure starts charging up to 5.2 kg/cm².
6.8.4 SOME FREQUENT MESSAGES IN THE LCC
DISPLAY FOR PENALTY BRAKE
S.No. Cause Message in the Display
Alerter / VCD Penalty /
Air brake penalty keep handle in
1 RAPB / Computer
FS for 10seconds
breaker Off

DTTC/GTL Page 55
 MAB Off / Power Air brake power interruption
2
Failure in CCB Unit keep handle in FS for 10 sec
Wrong position of LT Lead Trail mode selection failure
3
Switch in working Loco or Improper set up of LT Switch
Wrong position of LT
4 Switch in Lead and Air brake failure
Trail Locos.
Auto brake moved to Air brake Emergency keep
5
emergency handle in Emergency for 60 sec
Loss of Train line pressure
BP Dropped below 2.8
6 emergency keep handle in
kg/cm2.
Emergency for 60 seconds

6.9 CONTROL STAND SET UP

Non
Working
Working
S.No. Mode of Operation BVC Control
Control
Stand
Stand
LT
Lead Trail
Switch
Auto Full
Run
brake Service
Single Loco
Full (For
1 Working and MU
stopping)
Lead Loco
Direct and
Release
brake Release
(For
moving)
LT
Trail
MU Trail Loco Switch - No
(Both control working
2 Auto Full
stands are non control
brake Service
working only) stand -
Direct
Release
Brake
LT
HLPR Trail
Banker / Assisting Switch
3
(Single Loco) Auto Full Full
Brake Service Service

DTTC/GTL Page 56
 Direct Full (For Release
brake stopping)
and
Release
(For
moving)
LT HLPR Trail
Switch
Auto Full Full
brake service Service
MU-Banker /
Direct Full (For Release
Assisting
brake stopping)
(Lead Loco)
and
Release
4 (For
moving)
LT - No Trail
MU-Banker/ Switch working
Assisting (Trail control
Loco) (Both control stand -
Auto Full
stands are non brake Service
working only) Direct Release
brake

9.1 INSTRUCTIONS REGARDING BANKER LOCO

a) With the above settings in Banker loco, attach BP hoses
between Leading and Banker Loco and open BP angle COCs
to charge BP.
b) BP in the Banker Loco may drop immediately once angle
COC is opened and PCS will knock-out without message in
LCC screen.
c) Once, BP is charged from leading loco, PCS in the Banker
loco will reset automatically and loco is ready for operation.
d) Do not change any settings in banker loco control stands
except releasing direct brake handle to release position for
movement
e) If the Auto brake handle in the Banker Loco is left in Run
will leads to

DTTC/GTL Page 57
 i) When the train speed reaches 3 kmph, PCS will
knock out (BC pressure will not develop), But message “No
load –PCS open, recover the Air brake system to reset PCS”
will appear in the display.
ii) Stop the Train and Bring Throttle Handle to IDLE, message
will change as: “Air brake penalty – place handle in Full
service for 10 seconds”.
iii) Place Auto handle in FS for 10 secs, PCS will reset and
message change as “To restore normal air brake operation-
place auto handle in Run”.
iv) Bring the Auto handle to Run once and immediately move
the Auto handle to FS which is the correct position for Banker
operation.

6.10 CONTROL STAND CHANGING PROCEDURE

1. Stop and secure the Loco.

2. Throttle Handle - Idle
3. Reverser Handle - Neutral (Centered)
4. Auto Brake - Run
5. Direct Brake - Apply (Br. Cyl. Pressure - 5.2 kg/cm2)

First Working Control stand is to be made as Non

Working
a) Move Auto Brake Handle to FS (EQ & BP Pressure drops to 3.4
kg/cm2)
b) Wait till BP Exhaust sound stops.
c) Move Lead / Trail Switch from Lead to Trail (EQ Pressure drops
Zero)
d) Release Direct Brake
e) Remove the Reverser Handle

Then Non Working Control Stand is to be made as

Working
a) Insert Reverser Handle and place in Neutral.
b) Move Lead / Trail Switch from Trail to Lead (EQ Pr. builds to
3.4 kg/cm2)
c) Move Direct Brake Handle to Apply (BC Pr. builds to 5.2 kg/cm2)

DTTC/GTL Page 58
d) Move Auto Brake Handle From FS to Run (EQ and BP Pr. builds
to kg/cm2)

6.11 CAB CHANGING PROCEDURE – WDP4D

a) Stop and secure the Loco. Apply Direct brake to Full (Br. Cyl.
Pr.- 5.2 kg/cm2).
c) Throttle to Idle.
b) Bring the Reverser Handle to Centre.
c) Keep Isolation switch in Run Position.
d) First Working Cab is to be made as Non Working
a) Move Auto Brake to FS
b) Wait till BP Exhaust sound stops.
c) Move LT Switch from Lead to Trail
d) Release Direct Brake
e) Switch off ERS, GF, Control/FP Slider Switches and Dyn. control
CB
f) Switch off GF CB in the Breaker panel.
g) Switch off BL Key and remove the BL Key (in Medha Locos,
Non Removable in Siemens Locos).
h) Remove the Reverser Handle
i) Then Non-Working cab is to be made as Working
j) Insert BL Key (in Medha Locos) and switch ON.
k) Insert Reverser Handle
l) Switch ON GF CB in the Breaker panel
m) Switch “On” ERS, GF, Control/FP Slider switches and Dyn
Control CB.
n) Move LT Switch from Trail to Lead (EQ Pr. builds to 3.7 kg/cm2)
o) Move Direct Brake Handle to Full (BC Pr. builds to 5.2 kg/cm2)
p) Move Auto Brake from FS to Run (EQ and BP Pr. builds to 5.2
kg/cm2)

Note: 1. In Siemens Locos Switch Off only GF slider switch and GF

CB in breakers panel in Non-Working Cab and Switch ON GF
slider switch and GF CB in the working Cab.
2. Classification Light Switch: Leading CAB: ON Trailing CAB: OFF
3. CAB FANS & Light Switch: Leading CAB: ON Trailing CAB: OFF.

6.12 PROCEDURE TO ATTACH THE LOCO WITH

FORMATION

DTTC/GTL Page 59
a) First attach the loco with formation and ensure CBC is properly
locked.
b) In the working control stand keep Auto brake in Run and Direct
brake in Full position.
c) Press down and move the Lead trail switch to Test position.
d) Connect Loco and Formation BP hose pipe.
e) Open BP Angle cocks (First formation then Loco side).
f) Change Lead Trial switch to Lead position.
g) Charge BP pressure to 5.2 Kg/cm2
h) In case of Twin pipe, Connect Loco and Formation FP hose pipe.
i) Open FP Angle cocks (First formation then Loco side).

6.13 LEAKAGE TEST PROCEDURE

a) Create 5.2 Kg/cm2 of BP with formation.
b) Drop BP to 4.0 kg/cm2 and move the Lead Trail switch from Lead
to Test.
c) Wait for 5 minutes if the BP is maintaining above 2.75 kg/cm2,
indicates that the leakage is within in the permissible limit.
d) If the leakage rate is more than 1.25 kg/cm2 for 5 minutes, then
the formation to be checked.

6.14 DEAD LOCO MOVEMENT OF WDP4 / WDG4

a) Shut down the loco as per procedure and attach with the working
loco.
b) If equalizer pipes are connected work the loco without any
change.
c) If BP pipe only connected the following procedure to be carried
out.
a) Drain MR1 and MR2 completely, then close the drain cocks.
b) At any one end open BC Equaliser and MR Equaliser COC.
c) Connect BP Pipe and open BP Angle cocks.
d) Open Dead Engine cock (in CCB 1.5) or Turn Dead Engine knob
in “Dead In” position (in CCB 2.0) located in the nose compartment.
e) Ensure MR pressure is builds to 1.8 kg/cm2 in the dead loco.
f) Destruct the BP and ascertained loco brake is getting applied in
the dead loco and BC Pressure is building up to 1.8 kg/cm2.
g) Create BP Pressure to 5.2 kg/ cm2. and ascertained loco brake is
getting released.
h) Ensure air is leaking through the dead loco BC Equaliser pipe
during application and releasing of brakes. If not the BC Equaliser

DTTC/GTL Page 60
COC Position is to be ascertained for proper position or BC
Equaliser metal pipe may be provided with dummy.
e) If FP pipe is connected and C2N or F2 valve is used for FP
Charging ensure the inlet and outlet COC of C2N valve is kept
closed.
Note:
1) If air is trapped inside the MR Equaliser of dead loco, loco brake
will not get apply.
2) If air is trapped inside the BC Equaliser of dead loco, loco brake
will not get released.

7. CCB 1.5 FAULT CODES

Fault Area of Trouble Fault Area of Trouble

Code Code
starting starting
Number in Number in
CCB 1.5 CCB 1.5
Communication
MR Transducer
0 faults reset 5
problem
automatically
Self-test – No BP System
1 6
problem problem
Controller No.1 BC EQ system
2 7
faults problem
Controller No.2 BC System
3 8
faults problem
LT Switch ADA System
4 9
problem problem

7.1 Software/CPZ/Communication faults

Fault
Description Action Required
Code
No problem, no effect in
02 Messaging Crash
working of loco
No problem, no effect in
04 Message Checksum Error
working of loco

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05 Buss Access Error CPZ failure, loco failure

No problem, no effect in
06 Message Overrun Error
working of loco

07 Message Loop back Error CPZ failure, loco failure

No problem, no effect in
08 Message Framing Error
working of loco
No problem, no effect in
09 Communication Break Received
working of loco
Conduct Air Brake Self-
10 Air Brake Self-Test
Test
No chance to log, till date
11 Air Brake Watchdog Time-out
not logged in the locos

7.2 Brake Controller Faults-Do Not Conduct Self-Test for this Fault.

C1 Controller Missing  If the fault is coming

20 intermittently ignore
this faults.
C1 Automatic Handle Frequency
21 Low
 If permanent, apply A9
handle to emergency
C1 Automatic Handle Frequency
and recover BP.
22 High
 If BP not recreating
C1 Automatic Release Switch
change to other control
23 Stuck Open
stand by changing LT
switch position. Check
C1 Automatic Release Switch
24 Stuck Closed for BP creating. If not
remove the BVJ1 (a big
C1 Automatic Emergency Switch round connector inside
25 Stuck Open the console which is
connected to the

DTTC/GTL Page 62
 controller from the
C1 Automatic Emergency Switch bottom back. It can be
26
Stuck Closed accessed by opening
C1 Independent Handle the console cover near
27 Frequency Low the foot step)

C1 Independent Handle
28 Frequency High
 connector from the
defective controller,
C1 Independent Release Switch
29 Stuck Open
 Put A9 handle to
emergency and
C1 Independent Release Switch
recreate BP and work
2A Stuck Closed
from other console.
C1 Independent Max Switch
2B Stuck Open  If BP not creating
Recycle the air brake
C1 Independent Max Switch computer breaker.
2C Stuck Closed Even after recycling BP
not creating, fail the
loco.
2D C1 Bail-Off Switch Stuck Closed
30 C2 Controller Missing  When these faults
C2 Automatic Handle Frequency logged, air brake self
31 test not pass .If self test
Low
C2 Automatic Handle Frequency conducted the test will
32 fail and air brake failure
High
C2 Automatic Release Switch message will log.
33
Stuck Open
C2 Automatic Release Switch  Whenever controller
34 fault came along with
Stuck Closed
system fault (fault start
C2 Automatic Emergency Switch
35 with 6, 7, 8) apply A9
Stuck Open
handle to emergency
C2 Automatic Emergency Switch and recover BP.
36
Stuck Closed
C2 Independent Handle  If BP not recreating,
37
Frequency Low conduct self-test by
DTTC/GTL Page 63
 C2 Independent Handle keeping both handles at
38
Frequency High mid position. Still
C2 Independent Release Switch problem exists fail the
39
Stuck Open loco.
C2 Independent Release Switch
3A
Stuck Closed  Do not try to conduct
C2 Independent Max Switch Stuck self test when this
3B faults are active.
Open
C2 Independent Max Switch Stuck
3C
Closed

3D C2 Bail Off Switch Stuck Closed

If fault is permanent,
40 Both Controllers Selected remove the BVJ1 connector
from the non-working
controller.
C1 Operating Mode Switch This fault will come when
41
Change at Speed LT switch changed when
loco is moving. BP will
drop and loco comes to
40 Both Controllers Selected stop. then fault will also go
automatically

4A Service Mode Switch Stuck Open

No system effect.
Service Mode Switch Stuck
4B
Closed
Fault will also go
Service Mode Switch Change at
4C automatically when loco
Speed
speed comes to zero.

7.3 MR Transducer Problem

Check MRPT sensor

connector. If BP not
50 Defective MR Transducer creating Recycle the air
brake computer breaker. If
not fail the loco.

DTTC/GTL Page 64
7.4 System faults - To clear these fault, conduct self-test.

Defective ER
60
Transducer

No ER Supply Do self-test and recover BP. If not recover, fail the

61
Control loco.

No ER Exhaust
62
Control

Brake Pipe Cut-Off

64 No system effect.
Valve Stuck Open

Brake Pipe Cut-Off Do self-test and recover BP. if not recover, fail the
65
Valve Stuck Closed loco.
Brake Pipe Cut-Off
No system effect. Recover BP by putting A9 in
66 Magnet Valve Stuck
emergency. Loco work only in lead.
Off
Defective BP
69 Check sensor connector. Fail the loco
Transducer

DTTC/GTL Page 65
 Do self-test. Put A9 in emergency and recover. If
Brake Pipe Control
6A not fail the loco. Ensure BP COC to be closed
Self-Test Failure
while self-test.
Brake Pipe Leakage
6B Put A9 in emergency and recover.
Self-Test Failure

6C PVBP Stuck Open

No system effect.
6D PVBP Stuck Closed

Emergency Magnet
Self-test failure. Recover BP by keeping A9 in
6E Valve Self-Test
emergency. Still not recover, fail loco.
Failure

Defective 20
70
Transducer

Mostly fault occur in MU operation. Do self-test,

71 No 20 Supply Control
if fails, fail the loco.

No 20 Exhaust
72
Control
20 Control Magnet Self-test fault. Try to recover by keeping A9 in
74 Valve Stuck Off Self- emergency position. If not recover, fail the loco.
Test Failure
20 Control Magnet Loco work in lead only. No system affected in
75 Valve Stuck On Self- lead operation. Put A9 in emergency and recover.
Test Failure Problem due to BCEQ pipe leak.

Defective 16
80
Transducer

No problem in loco, put A9 to emergency and

81 No 16 Supply Control
recover BP. But BC will be 3.8 only

No 16 Exhaust
82
Control

DTTC/GTL Page 66
 No Electronic BC
Self-test will fail. Recover BP, check BC COC
83 Control Self-Test
closed. No problem in loco working
Failure

Defective BC
89 No problem, no action
Transducer

KE Distributor Valve
No effect on loco working, but self-test fail,
8E Application Self-Test
recover BP.
Failure

90 Defective ADZ Board Fail the loco

 Open Air brake computer (CRU) cover and check the front cable
connectors (black coloured -6 no) are seated properly. Just press inside.
Check any couplers are slack below the airbrake rack.
 Whenever Airbrake or EM2000 is recycled, keep A9 handle in FS
position for 10 secs and to RUN position. This will restore BP.
 Keep LT switch in Test position while attaching to formation.
 When BP is dropping automatically, check air flow indication is
shooting UP. This shows BP is leaking

7.5 CCB 2.0 EBV CREW MESSAGE FAULT CODES:

Fault Detected Reason for If Still Bad,

Description Corrective Action
Code By Fault Try:
If not
corrected,
must be used
Insure LON cable is
Loss of ERCN in Trail
RCP, BP, positively seated at
001 ERCN Fault heartbeat for 5 Mode until
20 ERCP. Cycle AB
seconds. repair.
circuit breaker.
Replace
ERCP at
Shed.

DTTC/GTL Page 67
 If not
corrected,
ER > 120 or Place mode switch in must be used
pressure not TRAIL, Automatic in Trail
ERCP AW4
002 ER within +/- 0.35 handle in EMER, and Mode until
Fault
Kg/ cm2 (5 psi) Independent handle in repair.
in 10 seconds. FULL to clear fault. Replace
ERCP at
Shed.
Output
Must be used in Trail
feedback
006 MVER Fault ER Mode until repair.
indicates MV
Replace ERCP.
fault
If fault remains after
recycling AB circuit
Xdcr output
breaker, replace BPCP
voltage > 4.5 or
010 BPT Fault BP at next Shed.
<
Set power off and use
0.5.
in trail in pneumatic
backup until repair.

Output Must be used in Trail

014 MV53 Fault BP feedback Mode until repair.
indicates MV Replace BPCP.
fault

Check for
yellow light
on BP control
node.
If steady or
blinking,
Inspect LON cable
reprogram or
connection to BPCP
Loss of BPCN replace
RCP, ER, on the EPCU and
016 BPCN Fault heartbeat for 5 BPCP. If red
20, EBV tighten as needed.
seconds. light remains
Cycle AB circuit
on after
breaker.
power cycle,
replace
BPCP. Must
be used in
Trail Mode
until repair.

DTTC/GTL Page 68
Fault Descrip Detected Reason For
Corrective Action If Still Bad, Try:
Code tion By Fault

If not corrected,
automatic BC
Pressure not pressure may be
Place mode switch to
within +/- 0.35 TRAIL, Automatic direct release
16CP
only. No blending
036 AW4 16 Kg/ cm2 (5 handle in EMER, and
or other special
Fault psi) in 10 Independent handle in
BC controls will
seconds FULL to clear fault.
be active.
Replace 16CP at
Shed.
Automatic BC pressure
Output may be direct release
MV16 feedback only. No blending or
039 16
Fault indicates MV other special BC
fault. controls will be active.
Replace 16CP at Shed.

If not corrected,
automatic BC
pressure may be
Inspect LON cable is
Loss of 16 direct release
16CN positively seated at
052 RCP, 20 heartbeat for 5 only. No blending
Fault 16CP. recycle AB
seconds or other special
circuit breaker.
BC controls will
be active. Replace
16CP at Shed.

Place Mode switch to If fault remains,

Pressure not
20CP TRAIL, Automatic use in Trail Mode
within +/- 0.35
055 AW4 20 handle in EMER, and until repair.
Kg/ cm2 (5 psi)
FAULT Independent handle in Replace 20
in 10 seconds
FULL to clear fault. CP.

DTTC/GTL Page 69
 Insure LON
cable is
Check for yellow
positively
light on 20 control
seated at 20CP.
mode. If steady or
Cycle AB
Loss of 20CN blinking, reprogram
EBV, ER, circuit breaker.
062 20CN Fault heartbeat for 5 or replace
BP, RCP If fault
seconds 20CP. If red light
remains, set
remains on after
ABCB off and
power cycle, replace
use in trail on
20CP.
pneumatic
backup.

Set to TRAIL.
Replace EBV.
May result in
Emergency.
If faults results
Potentiometer
AUTO in stuck in
075 EBV output voltage
HANDLE OPEN emergency, set
< minimum
power off and
use in trailing
pneumatic
back- up until
repair.

Potentiomet
INDEP
er output Set to TRAIL.
076 HANDLE EBV
voltage < Replace EBV.
OPEN
minimum
Check for yellow
Insure LON light on EBV
cable is control node. if
positively steady or blinking,
Loss of EBV
ER, BP. seated at EBV reprogram or
085 EBV CN Fault CN heartbeat
20, RCP connector and replace EBV. If
for 5 seconds
PSJB J100. red light remains
Cycle AB on after power
circuit breaker. cycle, replace
EBV.

DTTC/GTL Page 70
Fault Detected Reason For Corrective
Description If Still Bad, Try:
Code By Fault Action
Both cab
switches are
If not corrected,
set to switch
Correct setup, must be used in
Cab Mismatch position and
108 RCP recover Trail mode until
Fault one of them is
penalty. repair. Replace
not in the
EBV at Shed.
"TRAIL"
position
Must be used
Loss of RCP
BP, 20, in Trail Mode
118 RCP CN Fault heartbeat for 5
EBV until repair.
seconds
Replace RCP.
Output Must be used
MV26 De- feedback in Trail Mode
125 ER
energized indicates MV until repair.
fault Replace ERCP
Automatic BC
pressure may
Xdcr output be direct
voltage > 4.5 release only.
136 16CP BPT Fault 16 No blending or
or <
0.5 other special
BC controls
will be active.
Replace 16CP
AW4
at Shed.
diagnostics are
Xdcr output
disabled. Loss
voltage > 4.5
of MR pressure
MR/FL Dual or <
140 BP indication for
Transducer Fault 0.5 for both
display (if
MRT
equipped).
and FLT
Replace BPCP
at Shed.

DTTC/GTL Page 71
 8. AIR BRAKE SELF TEST

This test is to be conducted when Air Brake Failure Message

displayed in the LCC and
1. It is not possible to recover the penalty brake by placing the Auto
brake handle to FS for 10 seconds or 60 seconds in Emergency.
2. BC Pressure is not dropping to zero when direct brake handle is
released.

8.1 Procedure to conduct self-test

a) Stop the train and secure the loco.

b) Recycle the MAB and recover the penalty as per LCC Display.
c) If unable to recover the penalty then only Air brake self-test to be
done.
d) Ensure the following up to the completion of the test otherwise
the test will be failed
a) MR Pressure is above 8.0 kg/cm2 and no external leakage.
b) Front truck Brake cylinder COC is in open position.
c) Loco is fully secured to prevent rolling of the loco during the test.
(Apply hand brake and place wooden wedges)
d) Loco is isolated from the formation. (Close all BC, MR Equaliser
COCs, BP, FP Coc’s )
e) Keep the isolation Switch in Isolate position.
f) Close the TH, keep RH centered , switch off ER and GF and set
the consoles as follows

WORKING NON WORKING

CONSOLE CONSOLE
LT Switch Lead Trail
Auto brake Run Full service
Direct brake Application Release

DTTC/GTL Page 72
 8.3 EMD LOCOS - AIR BRAKE SELF TEST:

PRESS “MAIN MENU” KEY.

USING DOWN ARROW KEY, BRING CURSER TO “SELF TEST”
AND PRESS ‘F3’ TO SELECT.

USING DOWN ARROW KEY, BRING CURSOR TO “AIR BRAKE

TEST” AND PRESS F3 TO SELECT.

DTTC/GTL Page 73
ENTRY CONDITIONS FOR AIR BRAKE TEST WILL BE
DISPLAYED ON THE SCREEN, WHICH ARE ALREADY
FULFILLED.
PRESS “F1” KEY TO CONTINUE TEST.

`AIR BRAKE TEST IN PROGRESS’ WILL BE DISPLAYED.

EM-2000 INITIATES AIR BRAKE SELF TEST.

DTTC/GTL Page 74
ON COMPLETION OF TEST, ‘SUCCESSFUL TEST COMPLETED,
NO DEFECTS FOUND’ WILL BE DISPLAYED ON EM – 2000
SCREEN.
THEN PRESS F4 KEY TO ‘END TEST’.

IN CREW MESSAGE `AIR BRAKE EMERGENCY. PLACE AUTO

BRAKE HANDLE IN EMERGENCY FOR 60 SECONDS’ WILL BE
DISPLAYED.

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AFTER KEEPING AUTO BRAKE HANDLE IN EMERGENCY
POSITION FOR 60 SECONDS, A MESSAGE `KEEP AUTO BRAKE
HANDLE TO RUN POSITION’ WILL BE DISPLAYED. THEN
PRESS F4 TO EXIT.

8.4 MEDHA LOCOS- AIR BRAKE SELF TEST:

PRESS MAIN MENU

BRING CURSOR TO SELF TEST AND PRESS F3 OR NUMERIC
KEY 3.

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ENTER PASS WORD 12345 AND PRESS F3 OR ENTER KEY.

BRING CURSOR TO AUTO TEST AND PRESS F3 OR NUMERIC

KEY 1.

DTTC/GTL Page 77
FULL FILL ABOVE CONDITIONS AND PRESS F3.

BRING CURSOR TO START AIR BRAKE TEST AND PRESS F3 OR

NUMBER KEY 1.

DTTC/GTL Page 78
AIR BRAKE TEST IS UNDER PROGRESS.

AIR BRAKE TEST ENDED. PRESS F4.

DTTC/GTL Page 79
IN CREW MESSAGE, `LOSS OF TRAIN LINE PRESSURE.
EMERGENCY. PLACE AUTO BRAKE IN EMERGENCY FOR 60
SECONDS’. KEEP AUTO BRAKE IN EMERGENCY FOR 60
SECONDS.

AFTER 60 SECONDS, CREW MESSAGE `TO RESTORE NORMAL

AIR BRAKE OPERATION, PLACE AUTOMATIC HANDLE IN
RUNNING’.
KEEP AUTOMATIC BRAKE HANDLE IN RUN AND RESTORE BP.

DTTC/GTL Page 80
 Siemens Display Screen

8.5 SIEMENS LOCOS AIR BRAKE TEST

Press Key No : 7

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 Select AIR BRAKE By using Down Arrow Key

DTTC/GTL Page 82
 Press ENTER Key “ E “Key ” to conduct AB self Test

Air Brake Self Test is in progress message on screen :

Pneumatic brake test is running this take 140 to 180 seconds displayed on Screen

DTTC/GTL Page 83
 After Air Brake Self Test accomplished Sucessfully
“No Faults detected message” displayed on Screen

Press CONT Key No. 7 Button to finish the Air Brake Self Test

DTTC/GTL Page 84
8.6 WDP4D – DUAL CAB MEDHA AIR BRAKE SELF TEST

PRESS MAIN MENU. PRESS KEY NUMBER 1.

SELECT SELF TEST BY USING DOWN ARROW KEY. PRESS

KEY NUMBER 2 OR KEY `E’. (ENTER KEY).

DTTC/GTL Page 85
ENTER PASSWORD 12345. PRESS KEY `E’ (ENTER KEY) TO
CONTINUE.

DTTC/GTL Page 86
SELECT AUTO TEST BY PRESSING KEY NUMBER 1 OR KEY
`E’(ENTER KEY)
[AW

SELECT AIR BRAKE TEST BY PRESSING KEY NUMBER 1 OR KEY `E”

(ENTER KEY).

FUFILL THE CONDITIONS. PRESS KEY NUMBER 1 TO START THE

TEST.

DTTC/GTL Page 87
AIR BRAKE TEST IS IN PROGRESS.

AFTER COMPLETION OF AIR BRAKE SELF TEST, RESULT WILL BE

DISPLAYED AS `AIR BRAKE SELF TEST SUCCESSFULLY COMPLETED’.

DTTC/GTL Page 88
IN CREW MESSAGE `LOSS OF TRAIN LINE PRESSURE. EMERGENCY.
PLACE AUTO BRAKE HANDLE IN EMERGENCY FOR 60 SECONDS’.
KEEP THE AUTO BRAKE HANDLE IN EMERGENCY FOR 60 SECONDS.
AFTER 60 SECONDS, CREW MESSAGE WILL DISPLAY `TO RESTORE
NORMAL AIR BRAKE OPERATION, KEEP AUTO BRAKE IN RUNNING’.
KEEP AUTO BRAKE IN RUN AND RECOVER THE BP.
[
8.7 WDP4D – DUAL CAB – SIEMENS – AIR BRAKE SELF TEST

PRESS KEY NUMBER 1. (DIAGN. DISPLAY KEY) [

[

PRESS KEY NUMBER 1. (SYSTEM KEY)

DTTC/GTL Page 89
 [

PRESS KEY NUMBER 3. (SELF TEST KEY).

SELECT AIR BRAKE BY USING DOWN ARROW KEY. PRESS `E’ (ENTER
KEY). AIR BRAKE SELF TEST WILL PROGRESS AFTER COMPLETION OF
AIR BRAKE SELF TEST, RESULT WILL DISPLAY AS `AIR BRAKE SELF
TEST ACCOMPLISHED SUCCESSFULLY. NO FAULTS DETECTED’.

DTTC/GTL Page 90
[

CREW MESSAGE: `LOSS OF TRAIN LINE PRESSURE. PLACE HANDLE

IN EMERGENCY FOR 60 SECONDS’. KEEP AUTO BRAKE HANDLE IN
EMERGENCY FOR 60 SECONDS. AFTER 60 SECONDS, CREW
MESSAGE: `TO RESTORE NORMAL AIR BRAKE OPERATION, KEEP
AUTOMATIC BRAKE HANDLE IN RUNNING’. KEEP AUTO BRAKE
HANDLE IN RUN.

9. ENGINE SAFETY DEVICES

S.No DEVICE REPERCUSSION AND

REMEDIAL ACTION
OSTA If Tripped
1 During cranking engine will not
fire
During running engine will shut
down.
Message in the display
“No start – Mechanical OSTA
Tripped, Reset before Start”.
Remedy - Reset and crank the
loco. Message will goes off
automatically after engine gets
hold.

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2 LLOB If Tripped
During cranking engine will not
crank
During running engine will shut
down.
Message in the display
In EMD - “Engine protection shut
down”.
In Medha - “Low Engine oil
pressure”
Remedy - Ascertain the reason,
reset LLOB, ensure Low Water
Button and Crank case buttons
are in set then re-crank the loco.
3 Low Water Button in If Tripped
EPD During cranking engine gets hold
and shut down automatically
within 180 seconds.
During running engine will shut
down immediately if the engine
speed is above third notch. If
engine speed is below third notch
engine will shut down
automatically within 180
seconds..
Message in the display
Normally no separate message.
When it trips engine lube oil
going to the LLOB are drained,
leads LLOB tripping and
message generated for LLOB
Trip.
Remedy - Ascertain the reason,
reset LLOB and Low Water
Button duly
ensure Low Water Button test
COC is in open then re-crank the
loco. If repeats inform shed.
4 Crank case in EPD If Tripped
During cranking engine gets hold

DTTC/GTL Page 92
 and shut down automatically
within 180 seconds.
During running engine will shut
down immediately if the engine
speed is above third notch. If
engine speed is below third notch
will shut down automatically
within 180 seconds..
Message in the display
Normally no separate message.
When it trips engine lube oil
going to the LLOB are drained,
leads LLOB tripping and
message generated for LLOB
Trip.
Remedy – Inform shed.
5 Hot Oil Detector It will get operated when engine
lube oil temperature reaches
above 124 0 C and loco come to
shut down.
It will happen after experience
high water temperature and
extended time. Remedy - Fail the
Loco and inform shed.

6 LWS It is available in WDP4 locos

only. When water level is
dropped below the safety level,
loco come to shut down with
message “Low Water level”
Remedy - Inform shed.

DTTC/GTL Page 93
 10. WDP4 / WDG4 Locomotive Cranking Procedure

ENSURE THE FOLLOWING CONDITIONS BEFORE

CRANKING:

1. Put on the hand brake.

2. Check oil and coolant water levels.
3. Make sure that LLOB on Governor, Low water and crank
case pressure reset buttons are pressed in.
4. Make sure that Engine Over Speed Trip Reset Lever
(OSTA) is in Reset Position (Handle should be tilted
towards left side of locomotive in Reset position)
5. Make sure that the isolate / Run switch is in ‘isolate’
position.
6. On the Long hood control stand – Ensure
a) Engine Run switch is down (OFF)
b) Control & FP breaker is up (ON)
c) Generator filed switch is down (OFF)
d) MU shut down RUN button is pressed –In.
7. On working control stand –
a) Ensure Reverser handle in Neutral
b) Throttle handle in idle.
c) Keep Auto brake handle in RUN position.
d) Keep independent brake handle in Full application
position
e) Keep Lead / Trail switch in Lead position.
8. On Non – Working control stand –
a) Ensure Reverser handle is removed.
b) Throttle handle in idle.
c) Auto brake handle is FS (Full service) position.
d) Independent brake handle in released position.
e) Lead / Trail switch is in Trail Position.
9. Ensure all circuit breakers on circuit breaker panel are in
OFF position(Before cranking).

10.1 CRANKING PROCEDURE:

1 . Ensure that start Fuse is in position and close the battery knife
switch (ON)

DTTC/GTL Page 94
2. On the circuit breaker panel Put on BLACK labelled circuit
breakers. White labelled circuit breakers as applicable. Yellow
labelled circuit breakers (Turbo & Computer)

3. On computer select starting system

Main Menu,
Data Meter
Starting system

4. TLPR shows on (Turbo Cooling Cycle Starts) Now engine is

ready for cranking.

5. Go to the FUEL PRIME / ENGINE START switch (Loco

motives provided with Governor booster pump FUEL PRIME /
ENGINE START switch is provided on Engine Control panel
(drivers cab) otherwise FUEL PRIME / ENGINE START switch is
provided at loco right side Engine accessories room below fuel oil
primary filter condition gauge) the and turn the switch to FUEL
PRIME side (left side) if the shut down procedure was followed
properly earlier, the fuel pump motor will start (the motor sound can
be heard). If the fuel pump motor does not start, wait for 15-20
minutes and try again.

6. Keep holding the Engine PRIME / ENGINE START to prime

side (Normally 10-20 sec) and see that the fuel oil return sight glass
is full of fuel and shows no bubbles. Out of the two sight glasses,
the one closest to engine block should be full without any air
bubbles and one away from the engine block (Bye pass sight glass)
should be empty.

7. Turn the Engine PRIME / ENGINE START switch to ENGINE

START side and (press the lay shaft gently when your are cranking
from the Engine accessories room. Release the lay shaft and the
switch when you feel the lay shaft being pulled from your hand) In
case Engine PRIME / ENGINE START switch is available in
drivers cab, start switch can be released when engine RPM goes
above 160-180, which can be readily seen on the starting system
screen on EM 2000. EPU RPM. Do not crank for more than 20
seconds.

DTTC/GTL Page 95
8. Caution: Excessive pressing of the lay shaft will over speed the
engine and OSTA will trip causing the engine to shut down.

10.2 WDP4/WDG4 LOCOMOTIVE SHUT DOWN

PROCEDURE

ENSURE THE FOLLOWING CONDITIONS BEFORE SHUT

DOWN:

1. Put on the hand brake.

2. Turn isolate / Run switch to isolate position.

3. On the long hood control stand, keep
a) Engine Run Switch down (OFF)
b) Control & FP breaker up (ON)
c) Generator field switch down (OFF)

4. On the working control stand –

a) Keep Throttle handle in idle.
b) Keep reverser handle in neutral and remove the handle.
c) Auto brake handle in released position.
d) Apply independent brake to full application position.
e) Ensure Lead/ Trail switch is in Lead.

5. On the non-working control stand – Ensure –

a) Auto Brake is in full service position.
b) Independent brake is released.
c) Lead / Trail switch is in Trail Position.

10.3 SHUT DOWN PROCEDURE:

1. Select Starting system of computer to watch the status of
TLPR. (Shows off)
2. Press EFCO (Red) button on the Control panel till the
engine stops. (TLPR shows ON)
3. Make sure that the Turbo lube pump motor is running
4. Switch off all circuit breaker on the circuit breaker panel
except turbo lube pump circuit breaker and computer circuit
breaker.
5. Open battery knife switch.

DTTC/GTL Page 96
 6. Remove the Reverser make entry of shutdown time and
date in the log book.
7. Wait till TLPR goes OFF. (Turbo Cooling cycle competes)
8. Put off Turbo lube pump circuit breaker and computer
circuit breaker.

11. DO’S AND DONT’S

1) Before crank a loco ensure Br. cylinder COCs are in open

2) Wedges from the wheels are to be removed only after power up
penalty is recovered.
3) When a loco is arrived as dead, before cranking the loco ensure
MR Eq and BC Eq COC are closed.
a) If MR Eq COC is open, “Low MR Eq Pr. “Message will
be displayed.
b) If BC Eq COC is open, “Air brake failure use loco in trail only”
Message will be displayed.
4) Always ensure LT Switch in non working control console is in
Trail only.
5) Lead/Trail switch is provided with push and rotate mechanism.
Hence to change the status first press and then rotate (in CCB 1.5).
6) Do not Change Lead/Trail switch on running Locomotive.
7) Do not Re-cycle MAB or Computer Control Circuit Breakers on
a running loco.
8) Never select both Controller Lead/Trail Switches to HLPR or
keep one in LEAD and the Other in HLPR/TEST.
9) Give proper time pause between two self-tests (at least five
minutes).
10) Ensure Loco is isolated before performing Air Brake self-test.
(BP/FP angle cocks closed between loco and formation)
11) Ensure MR pressure is more than 8 kg/cm² and has no leakage
before starting self-test .
12) Do not hold bail off switch for long time, since it leads failure of
bail off feature.
13) If Auto Brake is applied and if Direct Brake Handle is moved to
Release position, please be careful not to lift bail off ring. Otherwise
it will result into release of conjunction brakes on Loco and Loco
may roll.
14) Before attaching locomotive to formation, please blow the air
through hoses by opening BP angle cock and also clean end

DTTC/GTL Page 97
connection of wagon /coaches. At times it is found that small stone
or plastic pieces flow back to Emergency vent valve.
15) Clear fault codes of Controller Failure i.e. 40, 41, 42 etc. before
banker operation.
16) When experienced Crow bar firing or Radiator fan breaker trips
stop the train and immediately take corrective action, since it may
cause shutting down of loco.
17) Water filling cock is to be operated in clock wise only.
18) Do not carry out any operation inside the ECC-1 unless Isolation
Switch is moved to Start/Stop/Isolate/ position.
19) While starting if automatic DB comes, stop the train, move
reverser to center then moved to the required direction. During
restart, apply Direct brake fully, move Throttle to the required
notch, ensure TE/BE Meter shoots up then gradually release the
Direct brake.
20) Ensure pre-lubrication of the engine (to be done by
maintenance staff) if the engine has not been cranked for
more than 48 hours.
21) Follow correct cranking and shut down
procedures to enhance engine and turbo life.
22) DO- Ensure all brakes are released properly before moving
the locomotive.
23) DON’T– Spill tea / coffee or other eatables on control stand or
cab. (The sensitive air brake equipment in control stand and air
brake compartment may malfunction)
24) DON’T- Permit bad quality sand or wet sand to be added
in the sand boxes.
25) DON’T– Stable the locomotive without applying the hand
brake
26) In Dual cab loco,
a) Do not keep ER and GF Switches in both cabs in “ON” position.
It will lead no propulsion without message in Medha locos.
b) Do not switch off Turbo breaker in ECC-I, and Computer control
breakers in ECC-1 and ECC- 4 after shut down.
c) The pause time for recycling of breaker is one minute.
d) While operating from CAB -1, Flasher lights are controlled
through LIGHTS Breaker.
e) While operating from CAB -2, Flasher lights are controlled
through LIGHTS Breaker in ECC-1 and Cab Fan//Lights Breaker of
CAB-2.

DTTC/GTL Page 98
 12. LIST OF THE IMPORTANT CREW MESSAGES
WITH CODE
Following are some common potential crew messages.
CODE CREW MESSAGES
241 DYNAMIC BRAKE GRID OVERCURRENT
309 ENGINE AIR FILTERS DIRTY
14 ENGINE AIR FILTERS DIRTY-THROTTLE 6 LIMIT
0 ENGINE DEAD - UNIT NOT ISOLATED
73 ENGINE DIED WHILE ISOLATED
206 ENGINE IS NOT RUNNING
322 ENGINE PROTECTION SHUTDOWN
76 ENGINE SPEED INCREASE – Turbo COOL
DOWN
77 ENGINE
CYCLE SPEED INCREASE - LOW AIR PRESSURE
311 ENGINE SPEED INCREASE - LOW WATER
TEMPERATURE
240 ENGINE S P E E D I N C R E A S E - TRACTION
M O T O R COOLING
512 FILTER B L O W E R M O T O R C I R C U I T
BREAKER IS
96 FORCED
OPEN IDLE - ENGINE RUN SWITCH DOWN
281 FUEL PUMP IS NOT RUNNING
124 GENERATOR FIELD OVEREXCITATION
61 GROUND RELAY - DYNAMIC BRAKE
319 GROUND RELAY – POWER
302 HOT ENGINE - THROTTLE 6 LIMIT
15 #n LOCKED WHEEL
494 #n LOCKED WHEEL DETECTION DISABLED
NO ACTIVE CREW MESSAGES
172 NO DYNAMIC BRAKE - DYNAMIC BRAKE CUTOUT
600 NO DYNAMIC BRAKE - GROUND RELAY
174 LOCKOUT
NO LOAD - ENGINE TEMP FEEDBACK FAILURE
176 NO LOAD - GENERATOR FIELD SWITCH DOWN
OR
178 NO
SDRLOAD
RELAY- GROUND RELAY
IS PICKED UP CUTOUT
192 NO LOAD - IMPROPER B CONTACTOR STATUS
179 NO LOAD - IMPROPER GFC STATUS
200 NO LOAD - IMPROPER GFD STATUS

DTTC/GTL Page 99
 CODE CREW MESSAGES
453 NO LOAD - NO COMPANION ALTERNATOR
456 OUTPUT
NO LOAD - PCS OPEN
221 NO LOAD - SIMULTANEOUS FORWARD/
REVERSE
131 NO LOAD - SIMULTANEOUS POWER/SLOW
REQUEST
SPEED
125 NO LOAD - UNIT IS ISOLATED
REQUEST
8 NO LOAD TEST, DYNAMIC BRAKE - EXCESSIVE
GRID BLOWER #n CURRENT
4 NO LOAD TEST, DYNAMIC BRAKE - GRID
BLOWER
2 NO LOAD
#n GRID TEST, DYNAMIC BRAKE - GRID
FAILURE
CURRENT
10 NO L O A D T E ST , DYNAMIC BRAKE - GRID
IMBALANCE
OPEN
11 NO LOAD TEST, DYNAMIC BRAKE - GRID
CIRCUIT
OVERCURRENT
7 NO LOAD TEST, DYNAMIC BRAKE - NO
GRID
59 NO POWER
BLOWER #n-CURRENT
GROUND RELAY LOCKOUT
127 REDUCED DYNAMIC BRAKE - ENGINE SPEED UP
FAILURE
22 REDUCED POWER, DYNAMIC BRAKE -
TRACTION
130 SIMULTANEOUS
MOTOR POWER/DYNAMIC BRAKE
BLOWER #n FAULT
REQUEST
133 STARTER MOTOR OVERLOAD
149 TRAINLINE ALARM BELL
222 TURBOCHARGER CIRCUIT BREAKER OPEN
521 TURBOCHARGER LUBE PUMP NOT RUNNING

DTTC/GTL Page 100

 13. INDICATOR LIGHT MESSAGES:

The control
consoles each
incorporate a six-
indicator light
assembly. Each
indicator is
imprinted with a
word or phrase
that conveys a
message for the
locomotive
driver.
a) TE LIMIT This light with glow when TE limit switch on ECP
made in On condition or Limit position and restrict the
Tractive Effort to 294KN or 29.4T.
b) SAND - It indicates the sander operation during manual and
automatic actuation by the locomotive Computer due to
Manual Sand switch is actuated on working (Leading)
Locomotive or any Train line (MU) Locomotive. (Manual
sanding will be allowed up to the speed of 19.6 Kmph). Other
Sanding request made by the Automatic function (to help
wheel creep or wheel slip control), Emergency Air Brake
application on run.
c) WHEEL SLIP : Locked wheel due to mechanically locked
Pinion. Wheel Slipping momentarily due to Rail conditions.
Wheel Slip Light due to other loco’s wheel slip in Train
line(MU). Wheel Over speed due to Mismatching of wheel
diameter.
d) FLSHR LAMP - If flasher light is switched on or Auto
flasher operation is initiated
e) PCS OPEN If BP Pressure is dropped below 2.8 kg/cm2
f) BRAKE WARN - DB limit is exceeded
g) BB C/O : Blended Brake Switch in Engine control panel is in
Cutout Position. While applying Auto Brake air braking alone
will apply without dynamic braking.

DTTC/GTL Page 101

 HHP
LOCOMOTIVE
TROUBLE
SHOOTING

DTTC/GTL Page 102

 13 ENGINE SHUTS DOWN AUTOMATICALLY

Items to be checked Action to be taken by Loco Pilot

RESET LLOB

Check for LLOB tripping

Check for EPD tripping a. If EPD found tripped, RESET
button and also RESET LLOB
button.
b. Bottom button (crank case
button) tripped, inform shed, do not
try to re-crank.

Note: Whenever EPD button

trips, it will always be
accompanied with the tripping of
LLOB button.

RESET OSTA
OSTA tripping
Note: If OSTA tripping, LLOB &
EPD may also trip. Check
LLOB & EPD buttons for
tripping if found trip. RESET
them.

DTTC/GTL Page 103

 Check for malfunctioning
of master controller

Checks throttle position in the

EM 2000 display. If it shows
"OFF”, change control stand and
work

If the problem is not rectified,

check for tightness of the
couplers
543A, B, C in SH control console.

Check MU stop button If found pressed, RESET it.

Note: In this case, computer shall
display
"MU STOP REQUEST”

DTTC/GTL Page 104

 Check tightness of rack
by physically moving lay
shaft
Check for Bubbles in
return sight glass, i.e., fuel
sight glass nearer to the
engine block while
priming. Also check for
oil in by pass sight glass.
DTTC/GTL
If t h e l a y s h a f t i s n o t
moving at all, or is tight. Try to
re-crank the loco and Clear the
section.
Note: If rack stuck up, EM
2000 shall display the
message
"GTO POWER SUPPLY1
U N D E R VOLTAGE"AND
"GTO POWER SUPPLY2
UNDER VOLTAGE",
” ENGINE SPEED FAILURE"
AND "DC LINK UNDER
VOLTAGE"
If r e t u r n s i g h t g l a s s I s
Having bubbles, tighten the spin-
on-filter and strainer and re-crank
the loco. If the bubbles are still
present, try to clear section and
ask relief loco. If by pass sight
glass is full of oil & return sight
glass has no oil, nothing can
done. Demand for loco.
Page 105
Check for red LED Inform s h e d a n d s e e k
indication in PRG, PSM advise
modules

Check for red indication Inform s h e d a n d s e e k

in any of the EM2000 advise

Check for tripping of RESET slide switch and

slide switch for fuel re-crank the locomotive

pump

Note: if any of the above problems are noticed and engine is

shutting down with speed bogging down, disconnect the
AMPHENOL plug and try to re-crank, if loco is not cranked
after removal of AMPHENOL plug, nothing can be done and
consult shed.

DTTC/GTL Page 106

14. REDUCED POWER/ POWER NOT COMING AS PER
NOTCH

Items to be checked Action to be taken by Loco

Pilot
Check for bubbles in Ensure tightness of
return sight glass, i.e., fuel filter, fuel. Strainer & fuel
sight glass nearer to the engine primary drain cock should be
in closed condition.

Ensure that m i n i m u m
1500 litres of diesel is
available in tank.

Check for Radiator fans not RESET radiator fan breaker if

working provided.

Check for any visible loose

connection in radiator fan
circuit in ECC3.

DTTC/GTL Page 107

 Swap DIO1 and 3.

Radiator fan fuse might have

blown, nothing can
be done, work in lower
notches if the train load
permits, Inform Shed

Note: If radiator fans are not

working, EM2000 shall
display "REDUCED POWER
– THROTTLE 6 LIMIT
Check for TCC over Work in lower notches if
temperature possible; else wait for a while
and allow T C C temp. to
come down, and

DTTC/GTL Page 108

 then work further. If the
message appears only in one
TCC, that particular TCC can
be isolated, if the train load
permit
Check for Traction Motor over Work in lower notches if
temperature possible; wait to cool down
Traction Motors, and then
start again.

Note: In case of TCC

over temperature and TM
over temperature, message
shall be logged in

Check for throttle position in
EM 2000
EM 2000 showing
"REDUCED POWER TCC
OVER TEMPERATURE" or
REDUCED POWER HOT
TRACTION MOTOR"
If E M 2000 d o e s n o t
display the same throttle
position as the actual throttle
position, change the control
stand and work further.

DTTC/GTL Page 109

Check for speed and power Ensure tightness of
fluctuation. AMPHENOL plug of
Governor. If the problem
persists, seek advice from
shed.

Note: Full ENG HP will not

be achieved at Lower s p ee d s
s i n c e l oad r e g u l a t i o n i s
based on Tractive Effort.
Full HP will be achieved at
about 25 KMPH.

15. TRACTIVE EFFORT METER NOT RESPONDING

(LOAD METER IS NOT RESPONDING)

Items to be Checked Action to be taken by Loco

pilot
Check PCS knocked out Recover PCS as per the
message displayed in EM 2000

DTTC/GTL Page 110

 Check for governor Tighten the AMPHENOL
AMPHENOL plug tightness plug

Check Engine Run Switch Switch on the engine run switch

position (It should be UP)

Check for Throttle position in If TH position is not in actual

EM2000 display throttle position, change the
control stand and work further.

Check couplers 543A. B & C Tighten the couplers in

tightness control stand.

DTTC/GTL Page 111

 Check for DIO card failure
(there will be no indication in
EM 2000)
Check for locked axle message
in EM 2000 display
Check for message "NO
COMPANION ALTERNATOR
OUTPUT- NO AUXILIARY
GENERATOR OUTPUT"
Check for AG field/feedback
breaker Tripping in panel.
DTTC/GTL
Swap DIO cards 1, & 3 or 2
& 3. If the problem sets right
work further; else seek advice
from the shed.
Ensure free movement
of that particular axle
physically. If the wheel is
rotating freely, disable the speed
sensor through EM 2000 and
work further.
Check AG drive shaft is intact.
If shaft is broken, inform Shed.
DVR may be defective, nothing
can be done and ask for relief
l o c o motive & INFORM
SHED.
If tripped, RESET and
work further.
Page 112
 Check for AG circuit breaker in a. If tripped RESET and
ECC2. work further.

Check for position of isolation Keep it in RUN position

switch

Check for position of GF Put in ON Position (UP)

switch.

Check for GF breaker Put in ON Position (UP)

Check for crew message Act according to the

crew message

DTTC/GTL Page 113

 Check for reverser Input in
power data in data meters.
This will be shown "PROP" in
OPMODE'.
16. Ground Relay Tripping
Items to be Checked
Check crew message. If it
shows“GR-POWER”
If the crew message shows
“GR-DB, Load Test”
DTTC/GTL
If OPMODE does not
Show PROP, change control
stand
Action to be taken by Loco
pilot
Isolate TM’s/Truck one by
one & locate in which
TM/Truck GR is
tripping.TM causing GR
tripping may be isolated &
work further.
Isolate DB by DB slide
switch provided in
Engine control panel and
work further.
Page 114
 17. TCC related problems
Items to be checked
Check crew message. TCC
internal RESET…
TCC communication link
failure. TCC failed to
acknowledge DB request. TCC
failed to acknowledge LOAD
request. TCC failed to
acknowledge DIRECTION
request.
TCC internal
RESET-No Speed detectable
TCC # lock out………
Action to be taken by Loco
Pilot
It causes automatic reset of
TCC & Loco Pilot need
not do anything. Loco can
work further without any
problem.
Recycle that particular
TCC computer breaker
along with EM 2000
computer breaker.
Nothing i s r e q u i r e d t o be
done and train will work
normally. Recycle the TCC
computer breaker. If the
message disappears, work
further. If the message
continues to appear, isolate the
particular truck, if the train
loads permits.

18. Locked wheel- speed sensor fault

Items to be checked Action to be taken by Loco
Pilot
Verify free rotation of the If it freely rotates, disable that
wheel by moving loco. particular speed sensor and work
further
Note: If the message does not
disappear even after disabling
the speed sensor, dis-engage the

DTTC/GTL Page 115

 speed sensor connector on the
TM. After disabling the speed
sensor computer will show
"TCC# n speed sensor disabled
for locked wheel detection.
Ignore the message & work
further. In case for any reasons,
recycling of computers is done,
speed sensor becomes enabled
automatically. Hence it is
required to be disabled again
after recycling. Also the speeds
of Traction Motors in terms of
RPM can be checked in” Speed
Meter” screen in data meters.
There should not be any
abnormal variation.

19. TCC Blower contactor problem

Items to be checked Action to be taken by Loco
Pilot
Check crew message- Check for tripping of TCC
Reduced Load TCC#n computer breaker or TCC
blower breaker/ computer blower breaker. If tripped,
breaker is not closed. RESET.
If blower breaker is Open the circuit breaker panel
repeatedly tripping and by pass the feedback
interlock wires (Wire Nos.
MULA7 & MULAX for
TCC1, MULB7 & MULBX for
TCC2). The wires are to be
removed from the interlock
terminals and joined together &
insulated. Inform shed.

DTTC/GTL Page 116

TCC#n blower contactor
failed to pick up
20. Experiencing Jerks In under- truck
Items to be checked
Check for speed sensor fault
on EM 2000 display
TCC- problem, indicated in
EM2000 screen.
Select creep control in data
meters and check for the value
of N+dN during run. It
indicates 3600 on free run.
Check for proper working of
sanders
DTTC/GTL
Isolate that particular truck and
work further. If the load does
not permit to work on single
truck, contact the shed.
Action to be taken by Loco
Pilot
Isolate defective speed
sensor duly ensuring free
rotation of the wheel and
work further.
Isolate that particular truck as
indicated in EM 2000 display
screen & work further.
Check for cleanliness of
Radar face plate. If it is dirty
clean it. Also check for
tightness and intactness
of the Radar cable and plug.
If sand is not coming, Check
for availability of sand in
sand boxes. If sand is
available in the, boxes, close
the nozzle by hand' and
operate the sander manually
to clear any blockage and
ensure free flow of sand.
Page 117
Check for Traction
Motor cables in the under gear.
Jerk during DB.
21. Digital input system failure
Items to be checked
Check for crew message -
Digital Input System failure.
check mux circuit.
DTTC/GTL
If any of the cable is
Found cut or disconnected,
disable that particular truck
and work further - INFORM
SHED.
Stop the locomotive, select
DB in data meters and check
uniform increase of
TL24T voltage from 0 to 74.
Volt, as the throttle handle is
moved in DB zone from set
up to 8 notch. If it is not
uniform & it suddenly
increases to maximum
voltage, isolate DB and
work.
Action to be taken by Loco
Pilot
Swap DIOs 1 or 2 with 3 duly
putting OFF computer breaker
and ensure usage of antistatic
wrist band.
Page 118
22. Engine is not cranking

Items to be checked Action to be taken by

Loco Pilot
No Fuel oil

Check fuel oil level

No Lube oil

Check lube oil level

No water

Check water level

Gov. LLOB may be in tripped

condition

Reset it if tripped

DTTC/GTL Page 119

 OSTA may be tripped

Reset it if tripped

Low water switch button &

crankcase pressure button of
EPD may be tripped.

Reset if tripped, duly

observing the precaution
to reset

Battery knife switch may be open

or starting fuse blown up.

Check battery knife

switch

DTTC/GTL Page 120

 EFCO may be in pressed
condition.

Check EFCO

MUSD may be in pressed

condition.

Check MUSD

Fuel pump and switch may be

in off condition

Check fuel pump and

switch

DTTC/GTL Page 121

 Circuit breaker on breakers panel Check circuit breakers
may be in off position.

Engine isolation switch may be Put isolation switch on

in RUN position Idle

Improper sequence of switches in Check sequence

working & non-working control
stand

DTTC/GTL Page 122

23. Throttle not responding

Items to be checked Action to be taken by

Loco Pilot
Check isolation switch should be in keep it on RUN
run position

Any one control circuit breaker Reset it if tripped

may be tripped

Check PCS may be knocked off Check it

DTTC/GTL Page 123

Check WW Gov. LLOB Reset LLOB if tripped

24. Engine cranking but not starting (Firing)

Check starting motor, gear Check starting motors.

may be slipped

TLPR in ON condition Check TLPR

DTTC/GTL Page 124

24. Continuous wheel slip
Items to be checked Action to be taken by Loco
Pilot
Recycle TCC1 or TCC2
circuit breaker

Follow recycling procedure

If required isolateTCC1 or Isolate TCC1 or TCC2 if

TCC2 required
After isolation for goods train
Follow the instructions
work with 60% load
If wheel slip indication
flashing, it means there is a
Check wheel slip indication
possibility of slipped pinion,
and act accordingly
Computer will detect
concerned traction motor
25. Simultaneous Forward / Reverse request
Check for crew message – Check for position of
“No load simultaneous Forward reverse handle in control
/ Reverse request” with alarm stand.
Also check for reverser input
in program meter or in power
data. In power data, the
reverser input is indicated as
OPMODE - PROP

DTTC/GTL Page 125


26. Simultaneously Power/DB Request
Items to be checked Action to be taken by Loco
Pilot
Check for crew message
– No load simultaneous
Power/DB request.
DTTC/GTL
When it is in Forward or
Reverse. Keep the reverser in
neutral and see that reverser
input will show Idle and in
program meter RHSF &
RHSR shall show OFF. If it
is not so, operate the
reverser handle in
Forward/Reverse directions
till such time it correctly
shows.
Note: When Reverser is in
center, RHSF & RHSF will
show "OFF" in program
meter 8S soon as it is in
Forward RHSF will be "ON"
&RHSR will be "OFF". If
reverse is kept in Reverse,
then "RHSF will be "OFF"
and RHSR will show "ON".
Check throttles position in
EM 2000. It should show Idle
whenever throttle is kept in
Idle. If it is not SO, operate
the throttle in both the control
stands and see that throttle
position comes to idle. If it
does not set take throttle in
DB zone and again bring to
Idle. Check throttle position
on both the controllers In Idle.
Page 126
27. Head light not working
Items to be checked
Check for working of both the
bulbs.
28. Flasher light not working
Check for flasher light switch
position. It should be ON.
Also all the breakers in
breaker panel should be ON
29. Flasher light working continuously
Check for the flasher switch
position in both the control
stands.
Check for PCS knocked out.
DTTC/GTL
Action to be taken by Loco
Pilot
If one bulb is fused.
INFORM SHED and work
If both the bulbs are not
glowing in Long hood
side, check the tightness of
623C, 823D plugs in ECC3.
If both the bulbs on Short
hood side are not
working, check for any loose
cable connection in head light
dim resistance inside ECC1
top right corner.
If the breakers are ON, and
problem persists, Swap DIO 1
& 3 and check for the entire
flasher switches in 'ON'
position In both the control
stands.
Check for flasher working by
applying emergency brake.
If flashers are working, start
train.
If they are in ON position, put
OFF the switches.
If the switches are in OFF
& problem persists, Swap
DIO3 with1
Recover PCS
Page 127
30. White smoke in exhaust
Check lube oil level.
31. Water level reducing
Check for any external
leakages.
32. Air brake system problems
Items to be checked
Check for crew message-
Communication link failure
MAB.
DTTC/GTL
If lube oil level is increased,
consult shed.
Open Pressure relief valve by
pulling the handle and tie it.
Clear the section and consult
shed.
Action to be taken by Loco
Pilot
Recycle micro air brake &
Computer control breakers.
Check for tightness of COM
card of EM2000
Check for tightness of CPZ
card in CCB system
Page 128
 Check for tightness of VCU
connectors and CRJ Connector.

Air brake failure-use INFORM SHED and work further.

loco in LEAD only.

Air brake failure - Check for availability of MR

use loco in TRAIL only pressure. If available, recycle micro
air brake and computer control
breakers-Conduct air brake self-test.
If MR pressure is not available,
consult shed.

Air brake fault Check for tightness of EPA2 front

– BC control failure. connector and conduct air brake
(Fault code starting with self-test.
“8” in CCB 1.5)

DTTC/GTL Page 129

 Air brake fault Check for tightness of EPA1 front
– BP control failure. connector and conduct air brake self-
(Fault code starting with test.
“6” in CCB1.5)

Air brake fault Check for tightness of EPA3 front

–BC equalizing control connector and conduct airbrake self-
failure. (Fault code test.
starting with “7” in Check for tightness of BC equalizing
CCB1.5) valve connector.

No blended brake – Conduct blended brake

Lock out. Self-test. Even if it does not pass,
work further and INFORMED
SHED.
Loco Brake not Conduct self-test
releasing

DTTC/GTL Page 130

33. PCS Knocking off
Items to be checked Action to be taken by Loco
Pilot
L/T switch may be in wrong Check position
position.

Control stand A-9 & SA-9,

Reverser & throttle may not be Put them in correct position
in correct position

34. MR Pressure dropping on Run

Items to be checked Action to be taken by Loco
Pilot
Check for any external leakage Check for air leakages from
FP,BP,BC, Auto Blow down
valve, Air Dryer, Radar Blow,
Sanders, compressor pipes joints
and Cooling coils.

After attending ensure engine

Check for unusual sound from
compressor valves
RPM coming to idle (During air
leakages, engine RPM will
increase due to AIR Compressor
operation)
1.Check for correct compressor
oil level if found less than low
mark shut down the loco and
inform shed.
2. If any unusual sound from LP
and HP cylinder, inter coolers
and safety valve or any air
leakage inform shed to inform
whether to continue working or
not.

DTTC/GTL Page 131

Improper loading and 1. Close MR1 System COC and
unloading of air compressor drain out the trapped moisture
from MR1 J filter drain COC
when MR safety valve starts
blowing keep MR1 System COC
to normal open condition.
2. Close MRPT COC and drain
trapped moisture by pressing the
spring loaded MRPT quick
connector stem, ensure increase
in ENG RPM with blowing of
MR safety valve and then open
MRPT COC
3. If the trouble still continues
close MRPT COC and clear
section take advise from shed for
further movement.
4. Recycle computer control
circuit breaker then trouble will
set right.
5. MVCC struck up, improper
loading press and release the ‘T’
handle on the MVCC unit.
BP dropping and PCS knocking 1. Check AIR FLOW indication
out for needle shooting
2. Check the leakages on the
formation and arrest the same
3. Check for any air leakage
from both control stands; this
may be due to stuck up A9 or
Fireman Emergency air valves.
4. If A9 Emergency valve is
stuck up in open position, throw
A9 handle to emergency sharply
2 or 3 times and then bring to
Run position to RESET.
5. If A9 emergency valve air
leakage continues, Dummy the

DTTC/GTL Page 132

 air passage with dummy cap of
BC equalizing pipe.

6.
Check if AEB circuit breaker
input ON
Check for normal operation of If it is continuously purging –
air dryer. Put OFF air dryer breaker and
work further -INFORM SHED.

If after putting OFF Air Dryer

breaker also, it is continuously
purging, shutdown the loco.

Drain MR1 and plug the

defective purge valve using a
coin and then re- crank the
loco. don’t switch ON the Air
dryer breaker.
Check ABD valve working Bring the
continuously. plunger in
manual
position and
drain MR
manual at
every train stoppage.

DTTC/GTL Page 133

 Pneumatic pipe connecting Close the MRPT cut out cock
MRPT in compressor and drain the
compartment may be clogged moisture from
with moisture. quick
connector.
After draining
out open the cut out cock.
Any sanders working Close MR1 System cut out
continuously cock and
drain out
trapped
pressure
through
MR1 J filter drain coc. Open
MR1 cut out cock and work
further.
Any horns working Close MR1 system cut out cock
continuously and drain out trapped pressure
through
MR1 J filter
drain coc.
Open MR1
cut out cock
and work further.

Air brake failure with crew 1. Recycle MAB (MICRO)AIR

message ‘Air brake failure use BRAKE as per recycling
locomotive in TRAIL only’ procedure
2. Conduct Air Brake self-test
3. If problem still continues

DTTC/GTL Page 134

 36. Recycling Procedure in HHP locos

36.1 Recycling procedure: GTO LOCOS

• TH Idle
• Reverser in Neutral
• Loco Brakes Applied condition
• Keep the isolation switch in isolate position
• Switch OFF the Computer Control Breaker
• Switch OFF Circuit Breaker TCC1 Computer
• Switch OFF Circuit Breaker TCC2 Computer
• Switch OFF Circuit Breaker AC GTO 1 PWR Supply
• Switch OFF Circuit Breaker AC GTO 2 PWR Supply
• Do not switch OFF MICRO AIR BRAKE Circuit Breaker for
TCC related Problems
• Wait for 20-30 seconds.
• Switch ON Circuit Breaker AC GTO 2 PWR Supply
• Switch ON Circuit Breaker AC GTO 1 PWR Supply
• Switch ON Circuit Breaker TCC2 Computer
• Switch ON Circuit Breaker TCC1 Computer
• Switch ON the Computer Control Breaker
• Recover the BP by keeping the A9 in FS for 10 sec
36.2 Recycling procedure: IGBT LOCO’S
• TH Idle
• Reverser in Neutral
• Keep the isolation switch in isolate position
• Switch OFF the Computer Control Breaker
• Switch OFF TRACTION CONTROL Circuit Breaker
• Switch OFF Circuit Breaker IGBT SUPP # 1
• Switch OFF Circuit Breaker IGBT SUPP # 2
• Do not switch OFF MICRO AIR BRAKE Circuit Breaker for
TCC related Problems
• Wait for 20 seconds
• Switch ON Circuit Breaker IGBT SUPP # 2
• Switch ON Circuit Breaker IGBT SUPP # 1
• Switch ON TRACTION CONTROL Circuit Breaker
• Switch ON the Computer Control Breaker
• Recover the BP by keeping the A9 in FS for 10 sec
• After recovering BP ensure Reverser in Neutral for Min 20s

DTTC/GTL Page 135

36.3 Recycling procedure: SIEMENS LOCO’S
• TH Idle
• Reverser in Neutral
• Keep the isolation switch in isolate position
• Switch OFF the Computer Control Breaker
• Switch OFF Circuit Breaker TCC PS
• Switch OFF Circuit Breaker PS -5
• Do not switch OFF MICRO AIR BRAKE Circuit Breaker for
TCC related Problems
• Wait for 20- 30 seconds
• Switch ON Circuit Breaker PS -5
• Switch ON Circuit Breaker TCC PS
• Switch ON the Computer Control Breaker
• Recover the BP by keeping the A9 in FS for 10 sec
• After recovering BP ensure Reverser in Neutral for Min 20Sec.
36.4 Recycling procedure: Medha LOCO’S
• TH Idle
• Reverser in Neutral
• Keep the isolation switch in isolate position
• Switch OFF the Computer Control Breaker
• Wait for 20- 30 seconds
• Switch ON the Computer Control Breaker
• Recover the BP by keeping the A9 in FS for 10 sec
• After recovering BP ensure Reverser in Neutral for Min 20Sec.
36.5 Recycling procedure: for Air Brake Problems
• TH Idle
• Reverser in Neutral
• Keep the isolation switch in isolate position
• Switch OFF the Computer Control Breaker
• Switch OFF Circuit Breaker Micro Air Brake
• Do not switch OFF TCC for Air Brake related Problems
• Wait for 20- 30 seconds
• Switch ON Circuit Breaker Micro Air Brake
• Switch ON the Computer Control Breaker
• Recover the BP by keeping the A9 in FS for 10 sec

DTTC/GTL Page 136

[
37. EMD LOCOSCTRUCK ISOLATION

PRESS MAIN MENU. BRING CURSOR TO TRACTION CUT OUT

AND PRESS F3.

BRING CURSOR TO REQUIRED TRUCK AND PRESS F3 TO

DISABLE.

DTTC/GTL Page 137

[

REQUIRED TRUCK DISABLED. PRESS F4 TO EXIT.

38 MEDHA LOCOS TM CUT OUT

PRESS MAIN
MENU

PRESS MAIN MENU

DTTC/GTL Page 138

 BRING CURSOR TO TM CUT OUT & PRESS F3 OR NUMERIC
KEY NO.4.

PRESS F3

Press F3 TO CHANGE THE STATUS OF DEFECTIVE TM.

DTTC/GTL Page 139

BRING CURSOR TO DEFECTIVE TM BY USING ARROW KEYS
AND PRESS F3 TO CUT OUT.

DTTC/GTL Page 140

FULL FILL THE ENTRY CONDITIONS & PRESS F3.

Password is ----- 12345

ENTER PASSWORD 12345 & PRESS F3

TM STATUS WILL CHANGE FROM CUT IN TO CUT OUT. PRESS

F4 TO EXIT.

DTTC/GTL Page 141

39. DUAL CAB – MEDHA – TM CUT OUT
[

PRESS NO.7 TO ENTER INTO SETTINGS.

PRESS 1 TO ISOLATE THE TM CUTOUT.

DTTC/GTL Page 142

[

PRESS > OR < KEYS TO CHANGE THE STATUS OF DEFECTIVE

TM.
[

PRESS `E’ KEY TO CHANGE STATUS.

DTTC/GTL Page 143

[

FULFILL THE CONDITIONS AND PRESS KEY `E’ OR NUMERIC

KEY 1.

DEFECTIVE TM IS ISOLATED AND IS DISPLAYED IN MAIN

MENU TM CUT OUT COLUMN.

DTTC/GTL Page 144

40. TM CUT OUT IN WDP 4D-- SIEMENS
[

PRESS KEY 5.
[

SELECT DEFECTIVE TRUCK BY ARROW KEYS. PRESS `E’ KEY TO

DISABLE THE TRUCK.

DTTC/GTL Page 145

[

PRESS NUMERIC KEY 0 TO GO TO DEFAULT SCREEN.

41. SENSOR ISOLATION - EMD

PRESS MAIN MENU AND BRING CURSOR TO `LOCKED

WHEEL DETECTION’ STATUS AND PRESS F3.

DTTC/GTL Page 146

[

BRING CURSOR TO DEFECTIVE SENSOR AXLE AND PRESS F1.

[

CONCERNED DEFECTIVE SENSOR WILL BE DISABLED. PRESS

F4 TO EXIT.

DTTC/GTL Page 147

[

IN CREW MESSAGE, DEFECTIVE SPEED SENSOR IS DISABLED.

42. TM SPEED SENSOR ISOLATION - MEDHA

PRESS MAIN MENU.

DTTC/GTL Page 148

[

PRESS F2 TO GO TO NEXT PAGE.

[

BRING CURSOR TO SETTINGS AND PRESS F3 OR NUMERIC

[

KEY 6.
DTTC/GTL Page 149
BRING CURSOR TO 1 AND PRESS F3 OR NUMERIC KEY 1.

PLACE CURSOR AT THE DEFECTIVE TM SENSOR AND PRESS

F3.

DTTC/GTL Page 150

LOCKED WHEEL DETECTION STATUS IS ENABLED. PRESS F4
TO EXIT.
43. DISABLING OF TM SPEED SENSOR IN WDP 4D -
[
MEDHA

PRESS NUMERIC KEY 7 FOR SETTINGS.

DTTC/GTL Page 151

[

BRING CURSOR TO LOCKED WHEEL DETECTION AND PRESS

`E’ OR NUMERIC KEY 3.
[

PRESS 1 TO CHANGE THE STATUS. SELECT THE MOTOR

DTTC/GTL Page 152
SENSOR TO BE ISOLATED BY ARROW KEYS.
[

PRESS 2 TO DISABLE THE DEFECTIVE SENSOR.

[

PRESS `E’ TO CONFIRM THE STATUS. PRESS `M’ TO GO TO

MAIN MENU.

DTTC/GTL Page 153

44. DISABLING OF TM SPEED SENSOR IN WDP 4D --
SIEMENS
[

PRESS KEY 6 TO GO TO LOCKED WHEEL STATUS.

PRESS `E’ TO DISABLE THE DEFECTIVE TM SPEED SENSOR.

DTTC/GTL Page 154
[

CREW MESSAGE: `DEFECTIVE SENSOR DISABLED MANUALLY

FROM DISPLAY’. PRESS `C’ TO GO PREVIOUS MENUS.

DTTC/GTL Page 155

 ALCO
LOCOMOTIVE

TROUBLE
SHOOTING
(MECHANICAL)

DTTC/GTL Page 156

I. Fuel oil system:
A. Fuel oil pressure dropping:
 If Fuel oil pressure
dropping and hauling
power is OK, then write
remark in log book and
work further. Otherwise
steps to be taken are
given below, to solve the
problem.
 Fuel oil level to be
checked. If required add
at Fuel station.
 Check Fuel oil leakages
and tight the joints. [{{{

REGULATING
 Relief & Regulating valves VALVE
may be stuck up in open
condition, tap gently with
wooden piece.

DTTC/GTL Page 157

 LOVE JOY
COUPLING

 Love joy coupling may be

slack. Tight it.

 Primary filter may be

chocked. Bypass it.
 Suction pipes may be air
drawing. Tight the joints
and remove air lock from
delivery side. PRIMARY
FILTER
[[

 Fuel trap may be dirty.

Clean it.

FUEL TRAP

[[[[

Gauge pipe line may be damaged. Dummy it.

DTTC/GTL Page 158

 [[

B. High pressure pipe line

(HP line) leaking: FUEL
 Lock the fuel rack of JUMPER
particular fuel injection
pump. FUEL
RACK

C. Fuel jumper or Banzo bolt

leaking:
 Dummy the fuel jumper.

II. Lube oil system: [[[[[

A. Lube oil pressure

dropping
 Less lube oil in the
sump. Add lube oil.
 Relief & regulating
valves may be
stuck up in open
condition. Tap
gently with REL. & REG.
wooden piece. VALVES

DTTC/GTL Page 159

 [

 Strainer casing
drain cock may be
partially open.
Close it.
DRAIN
COCK

 Filter drum drain DRAIN

cock may be COCKS
partially open.
Close it.

 If lube oil pressure [

not building up
during starting, do
not try to re crank GOVERNOR
several times. LINKAGE
Otherwise
Batteries may be
discharged. Press
Governor linkage
for quick firing.

DTTC/GTL Page 160

 LLOB tripped:
Reset it before [[[

recranking.
Otherwise engine
will crank but not
fire.

AMPHENOL
PLUG

Resetting of LLOB

LLOB

DTTC/GTL Page 161

 [

WW
GOVERNOR
LLOB
In
Set condition.

WW
GOVERNOR
LLOB
In
Tripped
condition.

DTTC/GTL Page 162

III. Turbo back pressure (surging): Reduce the throttle
notch
and work further.

IV. Turbo oil throwing: If hauling power ok, work

further.
[

V. Booster air pressure

dropping or hauling
power poor:
 Check fuel oil
pressure. If OK,
then
 Check Excitation
cards and tap
gently.

 Check Governor
linkage for free GOVERNOR
movement. LINKAGE
 If exhaust joints
leaking, tight it, if
possible.

DTTC/GTL Page 163

VI. Brass spindle not projecting:

 Ensure Expressor oil level. If[[

less, add oil by taking from

Strainer vent pipe or from
Shed. If OK, then BRASS
 Raise the engine to higher SPINDLE
notch and bring to idle and
ensure brass spindle TEST
projection. SCREW
 If not projected, slack the
test screw. If oil coming out
through the test passage,
then work further.
Otherwise shut down the
Loco and fail.
` VII. Expressor oil throwing:
 Check Expressor oil level. If excess, work further, as it is.
 Oil filling cap may not be secured properly, secure it.
 Breather valve copper pipe may be disconnected. Connect the
same.
 Both side inspection door bolts may be slack, tight them.
[
 Bayonet gauge may not be secured properly, secure it.
[

OIL FILLING CAP

BREATHER
VALVE
COPPER
PIPE
INSPECTION
DOOR
[

DTTC/GTL Page 164

VIII. MR Pressure dropping: [

 AC governor may be
malfunctioning: Close the LWS COC
AC Governor cut out cock.
If MR builds up and MR
safety valve starts
blowing, then open MR1
manual drain cock EPG GOV.
partially. COC
[[

 MR1, MR2 manual drain ABD VALVE

cocks may be open, close DRAIN COCK
it.
 Auto drain valve may be
continuously blowing. Tap
it gently, if not resetting,
close the COC.
MR DRAIN COCK

 BP Addl., FP Addl. &MR

Equalizing and BC
Equalizing pipes may be
opened to atmosphere.
Close the cut out cocks.
MR & BC
EQ. COC

DTTC/GTL Page 165

 Inter cooler safety valves
stuck up in open condition,
tap gently.
 Inter cooler safety valves
may be dropped. Without
shut down the engine,
refit it in idle condition
cautiously by observing INTERCOOLER
SAFETY VALVE
Intercooler fan.
[

 Air dryer continuously

blowing, remove
Amphenol plug or bypass
Air dryer.
PLUG

 Feed valve may be exhaust

blowing, close Feed Valve
Input cut out cock. FEED
VALVE

[[[[

DTTC/GTL Page 166

 [[

 MR Safety valve
blowing
continuously,
tap gently with
wooden piece. MR SAFETY
VALVE

IX. BP not charging:

 Less MR
pressure. Attend
to build MR.
 A-9 may be in
application, A9 VALVE
HANDLE
release A9.

 Both side [[

control stand A9
COC may be
closed. Open in
the working
control stand.
 On working A9 COC
control stand A9
valve may be
defective,
change the
control stand.

DTTC/GTL Page 167

  MU2B in Trail
position, keep it
in Lead.
 ¾” or 1” BP
MU2B
COC may be
closed, keep
open.
BP COC

[
[

 Firemen
emergency may
be in open
condition, close
the same. FIREMEN
EMERGENCY

 Additional c-2
relay valve may
be stuck up.
Tap gently with
ADDL.
wooden piece.
C2 RELAY VALVE

DTTC/GTL Page 168

 A-9 feed valve
not adjusted
properly adjust
to 5kg/cm2.

A9 FEED
VALVE

 Locomotive end
BP angular COC
may be open to
atmosphere. BP
Close the same. ANGLUAR
COC

 Brake system
COC may be
close, open it. BRAKE
SYSTEM COC

DTTC/GTL Page 169

X.BP not dropping after
applying A9:

 Both control stand A9

COC may be open,
close in Non Working
control stand.
A9 COC
[

 MU 2B may be mal
functioning. Operate
MU2B knob 2-3 times
sharply and keep in
LEAD.
MU2B

 Additional C2 relay
valve may be stuck up,
tap gently.
ADDL.
C2 RELAY VALVE

DTTC/GTL Page 170

XI.MU operation with dead leading locomotive:
During MU operation, when leading loco fails and engine cannot be
run at idle but it is shut down. The train can be worked with the
dead leading locomotive in the following manner.
In Dead leading locomotive FPB, CCB & AGFB to put off and keep
ECS in idle.
For pure Air brake locomotives in Air brake system, no change
required.
XII. Loco brake not applying MU2B
while applying SA9:

 Ensure MR pressure.
 Ensure MU2B in lead.
 Ensure C2 Relay valve
not blowing. If so, drain
moisture and tap
gently.

 SA9 COC (WDM3D)

open in Working
Control Stand and close
in Non Working Control
Stand.
SA9 COC

DTTC/GTL Page 171

  Ensure Brake Cylinder BOGIE
COC open in both ISOLATION
trucks. COC

 Ensure SA9 feed valve

adjusted for 3.5
SA9 FEED VALVE
kg/sq.cm.

DTTC/GTL Page 172

XV.Hot Engine Alarm:
WATER
GLOW
 Ensure Radiator fan ROD
GAUGE
working by switching on
ERF.
 Check for water
leakages.

 Ensure water level.

WATER
 Use emergency LWS GLOW
switch. ROD
GAUGE
 Ensure Radiator room
door close.

 Remove Fuse from

Electronic water level
indicator. ELECT-
RONIC
 If still the problem WATER
continuing, LEVEL
INDI-
 Do fast air pumping. i.e. CATOR
FUSE
 Switch off GF.
 Raise the engine to 5th
notch.
 Switch on ERF. FUSE
 Resume normal
working when HEA
stops.

DTTC/GTL Page 173

Over Speed Trip
Assembly:

Reset handle in
Trip condition OSTA RESET
HANDLE

[[[

Over Speed Trip

Assembly:

Reset handle in
set condition OSTA RESET
HANDLE

Over Speed Trip

Assembly:
(IN GE TWIN DIS-CHARGE
TURBO LOCOS)

Reset handle in
Trip condition OSTA RESET
HANDLE
[

Over Speed Trip

Assembly:
(IN GE TWIN DISCHARGE
TURBO LOCOS)

Reset handle in
Set condition OSTA RESET
HANDLE

DTTC/GTL Page 174

Brake System COC/MR2
System COC:
This coc should be always
in open condition with
seal.
If this coc is closed brake
system will not function.
Located at MR2 outlet.
COC

MR EQ & BC EQ COCs [

(SH&LH):
MR EQUA
For single loco, this COC’s COC
should be always in close
condition.
For MU locos, this COC’s
should be open towards
MU end.
Located in Under Truck BC EQUA
Loco left side near Foot COC
step.

DTTC/GTL Page 175

 [

BP Additional COC:
Painted in Green colour,
located in Under Truck in BP ADDL
COC
sealed condition, right side in
Short Hood and left side in
Long Hood.
To restrict the leakages at BP
angle cock like CROs, it should
be in closed condition.

FP Additional COC:
Painted in White colour,
located in Under Truck in
sealed condition, right side in
Short Hood and left side in
Long Hood.
To restrict the leakages at FP
angle cock like CROs, it should
be in closed condition. FP ADDL
COC

Sanders Magnet Valve:

Located in Under Truck right
side of loco at Short hood and
long hood end.
It is provided to operate
Sanders.
SANDER
MAGNET VALVE

DTTC/GTL Page 176

MR2 System COC/
Brake System COC:
Located in Under truck, after
MR2 Reservoir near J filter.

Kept in OPEN always in sealed BRAKE SYSTEM

condition, for the functioning COC
of brake system.
Brake system will not work, if
this COC is closed.
C2N Feed valve,
Input and Output COC:
Located in Under truck at left
side.
To feed, Feed pipe to 6
kg/sq.cm.
In single loco, if feed valve is
blowing, then input COC
should be closed. If in dead
loco, feed valve is blowing, OUTPUT COC
INPUT COC
then close both input and
output COCs.
If only input COC is available,
for dead loco, work with single
pipe by closing FP angle COC.

DTTC/GTL Page 177

Bogie isolation COC:
Located in Under Truck right
side, for both trucks.
For application of loco brakes
this COC should be in open
condition.
Before cranking a dead loco, BOGIE
ensure these COCs in OPEN ISOLATION
COC
condition.

Air Dryer Input, Output and

Bypass COC: BYPASS
COC
Located Loco left side in under
truck.
Whenever Air dryer
malfunctions and exhaust
blowing continuously, then
input and output COCs to be OUTPUT COC
closed and bypass COC to be INPUT COC
opened.
A9 COC: A9 FEED VALVE
Located below A9 Brake valve.
It should be in OPEN condition
in working control stand and
CLOSE in non working control
stand.
A9 Feed Valve: A9 COC
This is used for adjusting
Brake Pipe (BP) pressure.

DTTC/GTL Page 178

SA9 COC:
Located below SA9 Brake
valve. SA9 FEED VALVE
It should be in OPEN condition
in working control stand and
CLOSE in non working control
stand.
SA9 Feed Valve:
This is used for adjusting Loco
Brake Cylinder (BC) pressure.
SA9 COC
In shunting locos, both SA9
COCs to be kept in OPEN
condition with handles
inserted in SA9 Brake Valve.
SH HORN COC:
It is located in Nose
compartment.
Normal position of this COC is
OPEN.
If Short Hood horns are SH HORN COC
working continuously, then
close this COC.

Wipers COC:
This is located in Nose
compartment.
Normal position of this COC is
OPEN.
If air leaking from any Wiper
connecting pipes, then close WIPER COC
this COC to avoid MR pressure
dropping.

DTTC/GTL Page 179

C3W DV Isolation COC:
This is located in Nose
compartment on Air brake
equipment rack.
Normal position is OPEN.
Whenever conjunctional
brakes are not releasing due
to malfunctioning of C3W DV, C3W DV Isolation
COC
then close this COC and
release BC pressure with
Quick Release Valve of DV.
EPG COC:
It is located in Compressor
Room.
Normal position is OPEN. EPG COC
Whenever MR pressure is
dropping due to
malfunctioning of EPG, then
this COC should be closed.

LWS COC:
It is located in Compressor
Room.
Normal position is OPEN.
To check the functioning of
LWS during maintenance in LWS COC
Sheds.

DTTC/GTL Page 180

LH Horn COC:
It is located in Compressor
Room.
Normal position is OPEN.
If Long Hood Horns are
working continuously due to
defective Magnet valve, then
close this COC.
LH HORN COC

EPG Governor:
It is located in Compressor
Room.
To control the loading and
unloading of Compressor.

EPG GOVERNOR

Cyclonic Filter Dust Gauge:

Located in Compressor room
below Cyclonic Air filter.
This indicates the condition of
Cyclonic filter. If it indicates
RED zone, then filter to be
changed. Otherwise less BAP
CYCL. FILTER DUST GAUGE
results.

DTTC/GTL Page 181

VCD COC:
This is located in Nose
compartment.
Normal condition is OPEN.
To reduce BP pressure
whenever VCD applies.
VCD COC

F2 Feed Valve (6 kg/Sq.cm):

In some ALCO locos, it is
located in Nose compartment
with input and output COCs.
If it is blowing, in single/MU
Trailing/Dead loco, then input
COC and output COC to be
closed and work with single F2 FEED VALVE
pipe.

C2N Feed Valve (6 kg/Sq.cm):

In some ALCO locos, it is C2N FEED VALVE
located in Nose compartment
with input and output COCs.
If it is blowing, in single/MU
Trailing/Dead loco, then input
COC and output COC to be
closed and work with single
pipe.

DTTC/GTL Page 182

 ALCO
LOCOMOTIVE

TROUBLE
SHOOTING
(ELECTRICAL)

DTTC/GTL Page 183

 TROUBLE SHOOTING (ELECTRICAL)
[

I. Batteries Trouble Shooting:

Charging:
 If Battery ammeter is showing
below 10 Amps in charging
side continuously, then
battery charging system is
normal.

Discharging:
 If Battery ammeter showing
towards discharge side (more
than 1 amp)
Reasons:
 BX-BN cards in VRP may be
slack. Press the cards
 VRP fuse may be blown,
Replace the fuse.

 AGFB may be tripped/off,

Reset the breaker.
 VRP may be failed
(maintaining ‘0’ or below
Battery Voltage), inform to
shed.
 If it is not possible to rectify,
work normal for 4 hours
following the precautions of
Engine should not be
shutdown or should not allow
for automatic shutdown.

DTTC/GTL Page 184

Over Charging:
 If Battery Ammeter is showing more than 20 amps in charging
side continuously, then Batteries are getting overcharging.
Reasons:
 VRP may be defective (may be maintaining more than rated
voltage 72 V ± 1),
Batteries may be defective. (May be less electrolyte or may be
anywhere short circuit in battery system), inform to shed.
Battery Ammeter Zero:
 If Battery Ammeter is
showing ‘0’ then it is going to
be called Batteries are not
getting charged or not getting
discharged.
 Reasons: a) MB1 may be
tripped or in OFF condition,
reset the breaker.

 Battery Knife Switch (BS) may
be in open condition, close
the same.
 Batteries internal connections
may be open circuited, isolate
that battery.

II. Engine not cranking:

 Fuel pump contactor may be
in open condition.
 Battery knife switch may be
in open, close the B.S.
DTTC/GTL Page 185
 MB1 may be tripped or
defective, reset the same.
 MB2 may be tripped or
defective, reset the same.

 Fuel pump contactor coil may be in open or defective contactor,

pack the FPC with wooden wedge.
 MFPB1 may be tripped or
defective, reset the same.
 MFPB2 may be tripped or
defective, reset the same.

DTTC/GTL Page 186

 CK1 and CK2 Contactors Not
[

Closing.

 Fuel pump breaker may be

tripped or defective, reset the
same.

 MUSD1 may be in stop or

defective, keep in RUN.
 MUSD2 may be in stop or
defective, keep in RUN.

DTTC/GTL Page 187

 ECS may be in RUN or
defective N/C interlock in ECS
idle, keep ECS in IDLE.

 Defective start button, short

the terminals
 Defective P22 N/C interlock
(43 – 43A) or contactor may
be welded, open the
contactor with wooden
wedge.
 Defective S1 N/C interlock
(43A – 43B) or contactor may
be welded, open the
contactor with wooden
wedge.
 Defective CK1 contactor coil,
 Defective CK1 bridge
interlock when CK1 is in
closed (43B – 43C), clean the
interlock.
 Defective CK2 contactor coil
(43C – 4)
 Defective traction generator,
inform to shed.

DTTC/GTL Page 188

III. Engine cranking but not firing

 OPS may be struck up in pick

up position (switch in open
condition) or defective switch
(71 – 50F)

 CK2 N/C bridge inter lock may be defective (50N – 50M) or in

open, check the interlock.
Amphenol plug (GE Gov.) may be slack (50M – 4), tight the same.
 Start button may not be
closing properly or defective
(71 – 50D), short the
terminals.
 LWS may be defective or low
water in expansion tank (50D
– 50J), ensure water level in
the tank.

DTTC/GTL Page 189

 After energizing CK2 its
bridge interlock may not be
opened (50N – 50M), check
the interlock.

 OST may be in tripped

condition, reset OSTA.

 Fuel oil pressure may be zero,

check the FPM & love joy
coupling.

DTTC/GTL Page 190

 Fuel pump motor may be
failed, check the carbon
brushes, if necessary change
the brushes.

 GE Governor Booster pump

may be defective, inform to
shed.
 GE Governor Booster pump
love joy coupling may be
defective, tighten the love joy
coupling Allen key screw.

 Governor oil may be less, add

Governor oil.
 Governor linkage may be
disconnected with fuel
linkage, connect the same
with split pin.

DTTC/GTL Page 191

 W.W. Gov. low lube oil
button (LLOB) may be in
tripped condition, reset LLOB.

IV. Engine cranking, firing but

not holding:

 OPS defective (Switch

defective) (71 – 50K), short
the interlocks.

SAR closed interlock (N/O) defective (50K – 50D), short the

interlocks.

DTTC/GTL Page 192

V. Throttle not responding:

 MCB1 may be defective(50-

16D) or tripped reset the
same.
 MCB2 may be defective (16D
– 16A) or tripped, reset the
same.

DTTC/GTL Page 193

 TH N/C interlock defective in
S.H.C.S. (16A – 30D) or TH
may not be in Idle, keep TH in
idle.
 SH N/C interlocks defective in
S.H.C.S (30D – 30F) or SH may
not be in OFF, 1,2,3,4, keep
the SH in 1 position.
 TH N/C interlock defective in
L.H.C.S. (30F – 30B) or TH
may not be in Idle, keep TH in
idle.
 SH N/C interlocks defective in
L.H.C.S. (30B – 16) or SH may
not be in OFF, 1,2,3,4. keep
the SH in 1 position.
 Defective DMR (16 –30K),
keep the emergency DMR
toggle switch in ON or
manually PACK DMR.

 Defective PCS (30K – 4) or

PCS may be knocked out,
ensure BP(5 kg/cm2), short
the PCS.

DTTC/GTL Page 194

 DMR self inter locks defective
(16A – 16F – 16), PACK DMR.
 ECS may be in idle, keep ECS
in RUN

 GR may be in tripped
condition, reset the GR.

 W.W. Gov. Am phenol plug

slack, tighten the Amphenol
plug.

DTTC/GTL Page 195

[
 In AC/DC locos GFOLR may be tripped, reset the same.
[

VI.Load meter not responding:

With this circuit we can get
generator field excitation and main
generator induced EMF connected
to traction motors through BKT, REV
and Power contactors. This may be
due to following reasons.
Generator field contactor not
closing (GFC)
S1, S21, S31 power contactors not
closing.
Excitation cards slack or defective.

DTTC/GTL Page 196

Generator Field Contactor Not
Closing.
 Control air pressure may be
less than 5 Kg/CM2, adjust
the Control Air Pressure to 5
kg/cm2.
 GF switch No. 1 or No. 2 may
be defective or wire cut,
short the GF switches (30c-
30cc, 30cc-6).
 BKT 1 or BKT 2 May not be
thrown properly or its inter
lock may be defective,
operate BKT manually with L-
ROD & check the interlocks.

 ECS may be in idle or

defective switch, keep ECS in
run.

DTTC/GTL Page 197

 GR may be tripped or
defective, reset the GR.

CK1, CK2 welded or bridge inter

locks may be defective.
 open the contactor tips with
wooden wedge, clean the
contactor TIPS & INTERLOCK

GF contactor may be defective,

pack the same manually.
 Note: If BKT 1 or 2 operating
towards motoring properly,
even then GFC not closing
Pack GFC and work on wards.
Before packing GFC ensure
that CK 1 & CK 2 must be in
de energized condition
(open).

DTTC/GTL Page 198

S1, S21, S31 Power Contactors
Not Closing
 Reversed handle not thrown
properly or its interlocks may
be defective, ensure RH in
required direction.
 Reverser 1 & 2 May not be
thrown properly or its
interlocks may be defective.
operate manually with L-
ROD.
 ECS may be idle, keep the ECS
in RUN.

 P1 power contactor may be

[

welded or its inter lock may

be defective, open the
contactor with wooden
wedge & check the interlocks.

DTTC/GTL Page 199

 BKT 1 or BKT 2 interlocks may
be defective, operate BKT
manually with L-ROD & check
the interlocks.

Excitation Cards Slack

 All Excitation cards press for
proper fitment, check the
Exciter Generator physical
condition for smoke and
sparks.

Load Meter Not Responding after

picking Up 2nd Transition:
 P32 power contactor
interlock may be defective,
check the interlocks.

DTTC/GTL Page 200

Load Meter Not Responding
During Motoring After Working
Dynamic Brake:
 BKT 1 or BKT 2 may not be
thrown properly towards
motoring, operate BKT’S
manually with L-ROD & check
the interlocks.

Load Meter Not Responding in

One Direction:
 In Working Control stand,
Reverser handle defective.
Ensure RH in required
direction.
 Non working Control stand
with or without reverser
handle kept in one direction,
keep RH in neutral.
 REV 1 & 2 may not be thrown
properly on one direction,
ensure both REV’s in one
direction.

DTTC/GTL Page 201

VII.Engine Automatic Shut Down
(With Indication):
 Water level in Expansion Tank
is reduced from the bottom
below 1” and causing LWS
operation. (Hot Engine
indication with Alarm). Add
water & ensure water level.
 Lube oil pressure dropping
below 1.3 kg/cm2, up to 6th
notch causing OPS-1
dropping/LLOB trip. (Low
Lube oil indication with
alarm). Reset LLOB & re crank
the engine.
 LOP dropping below 3.2
kg/cm2 in 7th&8th notches
causingOPS2dropping/LLOB
trip. (Low Lube oil indication
with alarm). Reset LLOB & re
crank the engine.
Engine automatic shutdown (without indication):
 In G.E. Governor Locos Governor Amphenol Plug slack, tighten
the Amphenol plug.
 Fuel Pump Breaker tripping,
reset the Breaker.

DTTC/GTL Page 202

 Fuel Pump contactor
opening, pack the FPC.

 MFPB-1 or MFPB-2 tripping,

reset the same.

 MB-2 Breaker tripping, reset

the Breaker.

 Fuel Pump Motor failed. Seek advice from shed.

 Governor Oil less in tank, add the same.

DTTC/GTL Page 203

 Governor linkage may be
disconnected, connect the
linkage with split pin.

 OSTA may be tripped, reset [

the OSTA.

VIII. Automatic Engine Coming to Idle (With Indication)

 G.R. may be operated (explosive or non-explosive P.G.), reset
the GR.
 GFOLR may be operated (AC/DC Locos), reset the same.
 PCS knock out, ensure BP (5 KG/CM2)
(Without Indication)
 DMR may be de-energized:
 MCB-1 or MCB-2 may be tripped, reset the same.
 DMR self inter locks may not be having proper contact
(Defective), pack the DMR.
 ERR Relay may be de-energized (in W.W. Gov. Loco), keep ECS in
RUN, reset GR, ensure water level in tank.
 Governor Amphenol plug slack. (in W.W.Gov) Tighten the same.
DTTC/GTL Page 204
IX. Continuous Wheel Slip:
 Locked axle, inform to shed.
 Traction motor defective,
isolate the defective TM.

 Pinion slipped, inform to shed.

 TM Bearing seized, inform to shed.
 Any FS contactor may be welded, open the contactor tips with
wooden wedge.
 Paper or tape between any contactors (PC, BKT, REV, FS
contractor), remove the same.
Identification of defective traction motor:
In series parallel picking In parallel picking up Defective
up of WSR relay of WSR relay Traction motor
WSR 1 WSR 1 No. 1
WSR 2 WSR 2 No. 2
WSR 3 WSR 2 No. 3
WSR 1 WSR 3 No. 4
WSR 2 WSR 1 No. 5
WSR 3 WSR 3 No. 6

DTTC/GTL Page 205

X. Reasons for power ground:
 In power system somewhere
earthed, GR will trip, reset
the same.

 Power contactors fluttering;

ensure control air pressure is
5 kg/cm2.
 Control Air pressure may be
improper, adjust the same.

 Water or oil entered in electrical machinery, clean the electrical

machines with dry cloth.
 Cables or bus bars rubbing anywhere to loco body, secure the
same.
XI. Packing of FPC contactor in
normal:
 Open battery knife switch
and switch OFF all the
breakers.
 Pack the contactor with
wooden wedge.
 Switch on BS and all the
breakers.

DTTC/GTL Page 206

XII. Packing of GF contactor in
normal:
 Note: Before packing ensure
CK1 & CK2 must be in open
condition (De-Energized)
 Keep TH-I, REV Neutral, both
GFC-OFF and ECS – idle.
 Pack the GF contactor with
wooden wedge.
 ECS - run both GFCO-ON, REV-
Required direction SA9 – full
application, A9-minimum and
open TH-1 notch.
 load meter will shoot to
abnormal and jerk will be
experienced, after few
seconds lm will come to
normal.
 Note: IInd transition will not pickup with GF contactor packing.
 After getting more than 48 Km speed close the TH to idle and
open, now IInd transition will pick up.
 Close the TH to idle and apply manual transition irrespective of
Loco speed) open TH IInd transition will pick up.
 DB should not be used.

DTTC/GTL Page 207

 MEDHA
MICRO PROCESSOR

MEP 660

DTTC/GTL Page 208

 SAFETY ALARM INDICATIONS CIRCUIT BREAKER PANEL

1.Indication A.G.Fail

Reasons for Aux. Generator failed to develop voltage

indication and Batteries are not charging.
Message A warning message
“2000 - No Battery charging due to major
faults”
is displayed on the screen with buzzer for
30 seconds for every 10 minutes as long
as battery voltage is greater than 60V.
Action by Loco Check for tripped AGFB and MB1
Pilot breakers.
Check for tightness of ESS connector at
ESS.
2.Indication A.G.Fail

Reasons for Aux. Generator failed to develop voltage

indication and Batteries are not charging.
Message Actually there are different faults for
batteries not charging. A relevant
message concerned to the fault is logged
first. After logging the fault message, the
above message is displayed to driver as
warning since loco is running on
batteries.
1062 – Battery voltage is high
1063 – AG field drive short
1141 – AG output high fault
1142 – Battery charging current high

DTTC/GTL Page 209

 1143 – AG output over current fault
1144 – AG field over current
1145 – AG output open circuit fault
1146 – AG field circuit open or short
3.Indication A.G.Fail

Reasons for Aux. Generator failed to develop voltage

indication and Batteries are not charging.
Message If the voltage is less than 60V, a warning
message ‘‘1061 - Battery Voltage is Low.
Warning: Loco may stall’ with buzzer
sound for 30 seconds for every 10
minutes.
Action by Loco Check for tripped AGFB and MB1
Pilot breakers.
Check for tightness of ESS connector at
ESS.
Reset message
4.Indication CK TIP WELD

Reasons for Main tips of Cranking contactor

indication CK1/CK2/CK3 got welded.

Message “1029 – Cranking Contactor CK Stuck

Closed.
Restrictions: Motoring Prohibited.
Dynamic Brake Prohibited”
Alarm gong switched on continuously.

DTTC/GTL Page 210

 Action by Loco Normally at the end of each cranking
Pilot this indication glows for about 1.5
seconds. If the indication does not stop
after 2 to 3 seconds, check up for any
welding of CK1/CK2/CK3 tips.
Shutdown the engine. Open battery
Knife switch. Separate the welded tips
with a wooden stick. After the tips are
separated, Alarm bell stops and the
reset message is displayed.
Reset message Cranking contactor stuck closed FAULT
RECOVERED.s
5.Indication CK TIP WELD

Reasons for Main tips of Cranking contactor

indication CK1/CK2/CK3 got welded.

Message In case engine did not crank but

cranking tips of any cranking contactor
CK1/CK2/CK3, are welded and the driver
tries to re-crank without noticing the
above warnings, a second message will
be displayed
“2029 - Cranking Contactor Stuck
Closed.
Restrictions: Cranking Prohibited.” 5
Sec. buzzer will be given
Action by Loco Open battery Knife switch. Separate the
Pilot welded tips with a wooden stick. After
the tips are separated, Alarm bell stops
and the reset message is displayed.

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 Reset message Cranking contactor stuck closed FAULT
RECOVERED.
6.Indication Over Load
Reasons for Tr. Alternator Field current is more than
indication 280 Amps.
Message “1027-Alternator Field over current
FAULT.
Restrictions: motoring prohibited
dynamic brake prohibited”
Alarm gong switched on for 30 seconds.
Action by Loco Bring throttle to IDLE. The fault is reset
Pilot automatically. Reset message is
displayed. Trouble shoot as per GFOLR
trip in normal WDG3A locomotives.
Reset Message Alternator field over current reset for 5
seconds.

Over load Fault

 If the fault is existing,

 The fault is logged again.

 Auto reset is permitted up to 3 times within 1 hour.

 There after manual reset has to be done.

If the fault is occurred more than 3 times contact shed for

further advice.

Do not forget to write in the repair book.

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 7.Indication DEB (Eng)
Reasons for DEB (Eng) circuit breaker tripped /
indication Switched OFF.
Message “1155 - DEB Engine Breaker Off.”
Alarm gong switched on for 30 seconds.
Action by Loco Check up any problem with motor and
Pilot trouble shoot as per tripped breaker in
WDG3A. Switch ON the DEB (Eng)
circuit breaker.
Reset Message “DEB engine breaker on now Breaker
fault recovered” for 5 seconds.
8.Indication DEB (Car)

Reasons for DEB (Car) circuit breaker tripped /

indication Switched OFF.
Message “1156 - DEB Car body Breaker Off.”
Alarm gong switched on for 30 seconds.
Action by Loco Check up any problem with motor and
Pilot trouble shoot as per tripped breaker in
WDG3A. Switch ON the DEB (Car)
circuit breaker.
Reset Message “DEB car body breaker on now Breaker
fault recovered” for 5 seconds.
9.Indication CEB Fail
Reasons for CEB circuit breaker tripped / Switched
indication OFF.

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 Message “2022 - Switch ON CEB Breaker” with
buzzer sound.
after 25 seconds.
If the CEB breaker is not switched ON
within 30 minutes, a message “CEB
Breaker OFF” is logged in fault data.
Action by Loco Check up any problem with motor and
Pilot trouble shoot as per tripped breaker in
WDG3A. Switch ON the CEB circuit
breaker.
Reset Message

10.Indication Low Lube Oil

Reasons for LLOB in Woodward Governor tripped.
indication
Message ‘1005 –LLOB trip – Reset plunger.
Restrictions: Cranking Prohibited’’
Alarm bell is switched ON continuously
till LLOB is reset. The fault code is 1004
if the “LLOB tripped in Engine OFF”
condition. If the fault is existing the
fault is logged again.
Action by Loco Reset LLOB in Gov. Reset fault as per
Pilot the reset procedure or wait for 20
seconds after LLOB is reset till the
system recovers from fault. Re crank
after the above reset.

Reset Message

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 11.Indication HOT Engine

Reasons for Water temperature is more than 90o C

indication

Message “2008 - Warning: ENGINE Temperature

High. Reduce Power” for 5 seconds.
Alarm bell is switched ON continuously
till temperature is less than 85o C.
Action by Loco If possible, do fast pumping manually.
Pilot Otherwise
Power is de-rated by 20% per every
degree of temperature raise from 90oC
onwards.
Driver can work with reduced power
up to 95o C.
Reset Message -

12.Indication HOT Engine

Reasons for Water temperature is more than 95º C

indication

Message “1006 - HOT ENGINE. Can’t Power UP.

Restrictions: Motoring Prohibited
Dynamic Brake Prohibited”
Along with buzzer continuously in
addition to alarm bell.
GF and power contactors are dropped
out. Engine RPM is automatically
raised to 8th notch irrespective of

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 notch position.
If reset button is pressed or after 30
seconds “2026 - HOT ENGINE. Can’t
Power UP
Restrictions: Engine is running at 8th
notch. Motoring Prohibited. Dynamic
Brake Prohibited along with buzzer.
Action by Loco Apply train brakes. Wait till the water
Pilot temperature is reduced below 90oC.
Bring the master handle to IDLE.
Engine speed reduces to IDLE
automatically. Buzzer and message
stops.
Reset Message

13.Indication Ground LED

Reasons for TANGI detected power circuit is

indication grounded.

Message “1007 - Power Circuit Ground.

Restrictions: Motoring Prohibited.
Dynamic Brake Prohibited. Engine
IDLE” with continuous alarm bell till
throttle is brought to IDLE Power is cut
off. Engine RPM is brought to IDLE.
Power contactors and GF are dropped
out.
Action by Loco Bring the throttle to IDLE and wait for
Pilot 15 Sec. The fault is cleared
automatically.

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 PERFORM THE CHECKS AS PER THE
CONVENTIONAL WDG3A LOCO.

Reset Message Power circuit ground fault recovered

for 5 seconds.

14.Indication Wheel Slip

LED
Reasons for MEP 660 sensed difference of wheel
indication RPM and one of the wheel is physically
slipping from track. Power is reduced
to 85%.
Message Sander relay operated. Auto sanding is
applied.
When power reduction is 40%, then a
Fault message
‘2582-High wheel slip occurred’ is
recorded.
Action by Loco Do not reduce the notch as long as
Pilot loco is moving. If wheel slip is
continuous, ensure working of
sanders. Operate like conventional
WDG3A loco.
15.Indication VCD Lamp.

Reasons for Loco Pilot did not perform any of the

indication loco operations or not pressed VCD
reset switch with in 60 seconds

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 Message “VCD time out. Press VCD reset”
message is displayed after 17 seconds
along with buzzer.
Action by Loco PRESS VCD RESET BUTTON ONCE or
Pilot perform any loco operations as listed
under VCD explanation.
Reset Message --

Indication AFL LED

Reasons for Un authorized BP reduction.

indication

Action by Loco Ensure there is no unauthorized BP

Pilot reduction due to train parting.
If so act as per the rail road rules
applicable.
If not Press AFL reset switch to reset
flasher lights.
Reset Message --

16.Indication Air Flow LED

Reasons for Reduction in BP due to passenger

indication chain pulling or excessive leakages.
BP charging rate is more as sensed by
Air flow measuring valve.
Message --

Action by Loco Act as in the case of conventional

Pilot WDG3A.

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 17.Indication RECT. FUSE BLOWN

Reason for --
indication

Message “1066 - Rectifier Fuse Blown Fault,

Restrictions: Power Limited to 4th
Notch”.
Action by When this I/P goes low
Loco Pilot display unit displays following
message “1661 - Rectifier Fuse
Blown Fault Recovered”. Reset for
three times in an hour. If the fault
occurs fourth time it has to be
cleared manually after ascertaining
the cause. After clearing this fault
manually, display shows following
message “3066 - Rectifier fuse Blown
Fault Manual RESET”.
18.Indication PRE/POST LED

Reason for This LED is turned on at the time of

indication Pre / Post
lubrication occurs. Pre-lubrication
occurs at the time of cranking with a
message of “ PRE – LUBE OPERATION
IN PROGRESS “ with decrementing
counter and post lubrication occurs
after engine shutting down for a
period of 5 to 10 minutes as set in the

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 locomotive with a message of “ 2302
– Post lubrication ON keep all
Breakers ON”.
Message “ 2302 – Post lubrication ON keep all
Breakers ON”.

Action by Keep Breakers ON for 5 to 10 min.

Loco Pilot

TROUBLE SHOOTING ON MEDHA MICRO PROCESSOR

LOCOS

S. Case Probable Action to be taken

No. causes

1 Engine not 1.Fuel pump 1.a. Ensure MB1, MB2

cranking motor not and FPB breakers
working /Fuel are in ‘ON ’position.
oil pressure b. Ensure FPC
zero. contactor energized.
c. Ensure fuel pump
2.CK1, CK2, not motor is working.
picking up d. Ensure fuel oil
pressure buildup. If
3.Engine not not Check fuel oil
cranking system.
2. a. Keep ECS in idle
4.Low water position.
level b. Ensure start button
connections and
operation.

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 c. Ensure CKC is picking
up.
d. Ensure both control
stand MU switches and
keep in run position.
e. Ensure CK1, CK2 are
picking up.
3. a. Ensure OSTA in
tripped condition.
b. Ensure fuel rack
control shaft
connection.
c. Ensure LLOB in
tripped condition.
4. a. Ensure water level
indication showing
indication.
b. Ensure water level
in the expansion tank.
02 No Battery 1. AGFB 1. Ensure AGFB
charging breaker is in breaker is in ‘ON,
OFF/ Tripped position, if tripped,
switch ‘OFF’ and
2. MB1 breaker switch ‘ON’ AGFB
is in OFF/ breaker.
Tripped. 2.Ensure MB1 breaker
is in ON position. if
Tripped, switch
‘OFF’ and switch
‘ON’ MB1 breaker.

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 03 Throttle 1. DMR not 1.
not picking up. a. Ensure MCB1, MCB2
responding are in ‘ON’
. position. if
Tripped, switch
’OFF’ and switch
‘ON’.
b. Ensure Brake pipe
Pressure and it
should be
5kg/cm2.
c. Ensure PCS
connections and
DMR energized.
2. Control 2.Try with other
stand may control stand.
be defective. 3.a. Check Amphenol
plug tightness.
b. Ensure PCS COC in
3. Defective open position.
Governor. c. Ensure the tightness
of control drum
couplers.
4. Keep ECS in run
position.

4. ECS is in idle
position.

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 04 Load meter1. GF 1. a. Ensure PCR is in
not contactor energized condition.
responding not b. Ensure ECS is in run
. picking position.
up. c. Ensure GFB breaker in
‘ON’ position.
d. Ensure both control
stands GF switches are
in ‘ON’ position.
e. Ensure BKT is in motoring
position.
f. Ensure REV is in
forward/reverse
direction.
2.Power 2. a. Ensure control air
Contactor pressure is 5kg/cm2, if
s not not check N1 reducing
picking valve COC, it should be
up. in open position.
b. Check power contactors
air pipes for any
leakages.
3.Rectifi 3. a. Ensure RBB breaker is in
er ‘ON’ position.
Blower
motor b. Ensure rectifier Blower
not motor working
working condition.
conditio
n.

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 4.No flash 4. a. Check Traction
from GF Alternator carbon
contactor. Brushes and slip ring
condition.
b. Check Exciter Generator
connection and carbon
brushes condition.
c. Check power Rectifier
cables condition and any
abnormalities.
5. Power 5. a. Open GR seal and clear
circuit the section. GR seal
ground. available on back side
panel.
b. Contact shed for advice.
05. Engine 1. PCR 1. Ensure Brake pipe
come to (DMR) pressure and it should
IDLE. not be 5kg/cm2. Ensure PCR
picking energized.
up.

2. Contro 2. Try with other control

l stand stand.
may
be
defecti
ve.
3.Defec- 3. Check Amphenol plug
tive tightness.
Governor.

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 4. Cold 4. Wait up to lube oil
engine. temperature rises to 60
degree centigrade.
06. Loco 1. High 1. Check water temperature
power temp- and Radiator fan
reduced to rature of working. Switch on ERF
4th notch. water and breaker. Ensure water
lube oil. level in expansion tank.
2.Hot 2. Switch ‘OFF’ and switch
Diodes- ‘ON’ RBB breaker and
Rectifier ensure rectifier blower
Blower is working.
breaker
tripped or
Rectifier
Blower
failed or
breaker is
in OFF
position.
07. Loco 1. Wheel 1. Ensure Traction motors
power slip due free rotation. Isolate
reducing. to pinion traction motor one by
slipped. one.
2. High 2. Ensure water level in
temperat expansion tank. Check
ure of water temperature and
water and radiator fan working.
lube oil. Switch ‘ON’ ERF breaker
if available.

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 08. Wheel slip 1. 1. Ensure Traction motor
on traction Traction free rotation. Isolate
motor- motor traction motor one by
no/locked speed one.
axle on sensor
traction may
motor-no. faulty.
2.
Traction
motor
may be
defective.
09. Loco 1. Lube 1.Check lube oil level and
shutting oil Lube oil pressure.
down with pressure
LLOB may be
tripping/(lo less.
co shutting 2. LLOB 2.Reset the LLOB button in
down: low button Governor.
oil tripped in
pressure Governor.
message 3. OSTA 3.Reset OSTA handle.
on DID tripped.
panel) 4. 4.Ensure Governor oil level.
Governor
oil less.
10. Loco shut 1.OSTA 1.Reset OSTA handle.
down tripped.
without 2.Fueloil 2.Check fuel pump motor
any pressure working.
indication. less or 0

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 3.Govern 3.Ensure Governor oil level.
or oil less. 4.Switch ‘OFF’ all breakers
4.Any and switch ‘ON’ and
breaker crank the loco.
tripped.
11. VCD 1.VCD 1.If not operates any one of
(vigilance LED light the throttle handle or
control ‘ON’ sand button or horn
device) LED button or A9 handle up
light ‘ON’ to 60 seconds VCD light
will ‘ON’ Press VCD reset
button or any of the
above and ensure VCD
light ‘OFF’.
2. Hooter 2.Press VCD reset button
sound is and ensure hooter
coming. sound ‘OFF’
3. Bring the throttle to idle
3.BP Keep the reverser handle
pressure in neutral position. press
drops to VCD reset button and hold
zero. it till BP pressure builds up
or switch ‘OFF’ VCD toggle
switch. Ensure BP
pressure builds up.
12. VCD is in 1.Warnin 1. Nothing will affect the
‘OFF’ g Alerter normal operation.
disabled
message
will come
on DID

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 TRACTION MOTOR CUTOUT THROUGH DISPLAY:

1 This loco does not

contain MCOS Unit. To
isolate Traction Motor
follow the sequence
below.
Press Main Menu. The
display shows the main
menu as shown in the
picture.
Press 4 Key or down
arrow 3 times followed
by F3 / Enter to select
TM CUTOUT option.
2 Display shows working
status of all the traction
motors.
Press F3 key (under
'CHANGE') to change
the status of any
Tr.Motor. Cursor
appears against TM1.

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3 Use arrow keys to place
the cursor against
required Tr.Motor
(Identify the defective
motor first and then
select concerned Tr.
Motor to isolate that
defective motor).
4 Press F3 once again to
change the status of the
selected traction
motor.
The screen prompts the
conditions to be fulfilled
to carry out the TM
isolation.
Full fill all the
conditions mentioned in
the screen and press F3
/ Enter key.
Display prompts for
PASSWORD entry. Enter
the correct PASSWORD
(“12345”) and then
press F3 key.

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5 Display updates the
status of selected Tr.
Motor. Please note the
highlighted status of
Traction motor 1.

SAFETY FEATURES

“11xx - Excess Traction Motor # Current. Maximum TM

current Limited” Message is displayed, when the loco
worked more than the time indicated on the load meter
dial against the restricted zone. (The fault code is 1118 to
1123 for TM1 to TM6). Once the fault is logged, the system
reduces the excitation to safe level i.e. the load meter is
brought to green zone.
Action required by the driver: As long as loco is moving,
the driver need not change the throttle position unless and
until warranted by railroad signals. Normal loco operations
by the driver can be performed.

If the train stalled, apply formation and loco brakes as per

railroad rule. Switch off GF and raise the engine speed to
8th notch to cool the traction motors.

“15xx - Traction Motor No.#. COOLED. Maximum TM

current PERMITTED” message is displayed on the display
unit. Then Loco can work normally.

“1021- Rectifier Blower Failed. Restrictions: Power limited

to 4th Notch.” Message is displayed if Rectifier Blower
Breaker RBB is tripped or failed.

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 Action by the driver: Trouble shoot for circuit breaker
failure as per the normal Diesel Electric locomotive
instructions. Loco may stall if RBB breaker is not switched
ON.

“1020- Rectifier Diodes Hot. Restrictions: Power limited

to 4th Notch.” Message is displayed if the rectifier cooling
system is bad.

Action by the driver: Loco may stall if the fault is not

attended. Contact shed for further advice.

DOS AND DONTS WITH MEP660 FITTED LOCOMOTIVE:

S.
DO DONT
NO.
1 Keep always TE Limit switch Do not keep TE Limit switch in
in ‘Normal’ position unless ‘Limit’ position
and until required. unnecessarily when not required.

2 Make a habit to check Do not start the loco without

position of the TE Limit and ensuring the Motor status
Motor CUTOUT/CUTIN in Display.
status in Display as
mentioned in 2.2.6 while
taking over charge.

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3 Switch OFF Circuit breakers Do not crank the engine with
MCB1 and MCB2 on MCB1 & MCB2 in ON
control desks while position. Otherwise penalty
cranking. brakes are applied if BCP is not
build up within 94 seconds.
4 Press start button till Do not release the start button in
cranking contactors picks between. Otherwise
up. the time starts again.
(More than 60 sec. if pre
5 lube feature
Switch is available.)
ON circuit breaker - Do not switch OFF Circuit breaker
CEB within 30 minutes, CEB and then do
while complete loco checking.
6 checking lube
Switch OFF oil level.
circuit breakers Do not keep MCB1 & MCB2 in ON
MCB1 & MCB2 in case of position in rear
Rear Locomotive to avoid locomotive. Otherwise load
VCD function. meter does not respond in rear
loco.
7 Keep EPG cutout Switch in Do not keep the EPG cutout
OFF position in trail / dead switch in ON position in
locos. rear / dead locos. Otherwise MR
pressure reduces.
8 Apply loco brakes through Do not release loco brakes while
SA9 and ensure BCP is loco is stabled.
more than 2Kg/Sq.cm, Otherwise VCD apply penalty
while loco is stabled brakes.
9 During continuous wheel Do not reduce notch for
slip and total power momentary wheel slip and loco
reduction, act in the case is moving.
of wheel slip with
conventional Locos.

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10 Apply brakes and do fast
pumping on 8th notch if
loco
stalled with a message
‘TM# Excess current’
11 Apply loco brakes when
total power is reduced at
95
deg. Centigrade to avoid
12 roll
Pressback.
VCD Reset when the
VCD Lamp blinks.
Do not reduce notch for the
message ‘TM# Excess
Current’ while the loco is
moving unless and until
warranted by railroad
signals.
Do not release brakes till the
locomotive is ready to
move. (@ 90 deg. Centigrade of
engine temperature.)
Do not isolate VCD magnet valve
cutout cock unless
and until the valve is leaking.

13 Reset penalty brakes only Do not try to reset penalty

when brakes if
Loco speed is zero and Loco is moving, or
Throttle is in IDLE and Throttle is in notch / Dy. brake
VCD lamp stops blinking. VCD lamp is blinking.

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