class 170 october 2006

First ScotRail Learning & Development

October 2006

Class 170/4Class 170/4Class 170/4

Diesel Multiple UnitDiesel Multiple UnitDiesel Multiple Unit

Fault FindingFault FindingFault Finding &&&

DiagnosisDiagnosisDiagnosis

First ScotRail Learning & Development

October 2006

Class 170/4Class 170/4Class 170/4

Diesel Multiple UnitDiesel Multiple UnitDiesel Multiple Unit

Fault FindingFault FindingFault Finding &&&

DiagnosisDiagnosisDiagnosis

Contents: Page no. Contents....................................................................................................1

170 Technical Data ...................................................................................2

Introduction to Class 170 Turbostar ..........................................................3

TPWS........................................................................................................5

Fault Level 1 .............................................................................................6

Fault Level 2 .............................................................................................7

Brake Fault Appreciation...........................................................................8

Brake Cycle...............................................................................................10

Equipment & Function Overview...............................................................12

Fault Finding Overview .............................................................................14

Class 170 MCB (Top)................................................................................16

Class 170 MCB (Bottom) ..........................................................................18

Class 170 Body End No 2 .........................................................................19

Loss of Speedometer ................................................................................21

Hazard Illuminated or Pass Comm. alarm flashes/sounds........................22

Engine will not turn....................................................................................23

Engine turns but will not fire & engine fires, falters then stops ..................24

Brakes will not release ..............................................................................25

Loss or partial loss of power .....................................................................27

Loss of Engine ..........................................................................................28

Loss of main reservoir air (Below 5.75 Bar) ..............................................29

External door fails to open or close & door isolation .................................30

Continuous buzzer, brakes do or don’t apply ............................................31

Engine wont shut down & Master energised, no AWS sounds .................32

Emergency brake fault & Safety systems isolations inoperative ...............33

Class 170 Full Preparation Guide .............................................................34

PIS System ...............................................................................................35

Assistance 1..............................................................................................36

Main Air (Braking System) ........................................................................41

Main Air Schematic ...................................................................................43

Main Air Flow Chart..................................................................................44

Main Air (Air Suspension) .........................................................................45

Notes.........................................................................................................46

Disclaimer .................................................................................................54

1

Disclaimer

This Pocket Guide does not supersede any other First ScotRail Publication. Care should therefore be taken to ensure that any traction amendments are adhered to by he Driver and updated using “Notes Pages” provided within this booklet if using the same. If any driver encounters a fault which has not been listed in the booklet; could you please contact a member of the Driver Training Team on: Mobile Number: 07747877919

54

Contents: Page no. Contents....................................................................................................1

170 Technical Data ...................................................................................2

Introduction to Class 170 Turbostar ..........................................................3

TPWS........................................................................................................5

Fault Level 1 .............................................................................................6

Fault Level 2 .............................................................................................7

Brake Fault Appreciation...........................................................................8

Brake Cycle...............................................................................................10

Equipment & Function Overview...............................................................12

Fault Finding Overview .............................................................................14

Class 170 MCB (Top)................................................................................16

Class 170 MCB (Bottom) ..........................................................................18

Class 170 Body End No 2 .........................................................................19

Loss of Speedometer ................................................................................21

Hazard Illuminated or Pass Comm. alarm flashes/sounds........................22

Engine will not turn....................................................................................23

Engine turns but will not fire & engine fires, falters then stops ..................24

Brakes will not release ..............................................................................25

Loss or partial loss of power .....................................................................27

Loss of Engine ..........................................................................................28

Loss of main reservoir air (Below 5.75 Bar) ..............................................29

External door fails to open or close & door isolation .................................30

Continuous buzzer, brakes do or don’t apply ............................................31

Engine wont shut down & Master energised, no AWS sounds .................32

Emergency brake fault & Safety systems isolations inoperative ...............33

Class 170 Full Preparation Guide .............................................................34

PIS System ...............................................................................................35

Assistance 1..............................................................................................36

Main Air (Braking System) ........................................................................41

Main Air Schematic ...................................................................................43

Main Air Flow Chart..................................................................................44

Main Air (Air Suspension) .........................................................................45

Notes.........................................................................................................46

Disclaimer .................................................................................................54

1

Disclaimer

This Pocket Guide does not supersede any other First ScotRail Publication. Care should therefore be taken to ensure that any traction amendments are adhered to by he Driver and updated using “Notes Pages” provided within this booklet if using the same. If any driver encounters a fault which has not been listed in the booklet; could you please contact a member of the Driver Training Team on: Mobile Number: 07747877919

54

Class 170 Notes

53 2

Class 170 Technical Data

Traction Type Diesel Multiple unit

Engine Transmission Final Drive

6R 183 TD 13H

Voith

ZF Hurth

Turbo & Air/Air Cooled

Electronically managed

Vehicles D M O C L M O S D M O C L (W)

79 56 50 Wheelchair facility

Hydrostatic Alternator 2 Cooler Group Fans

Voltage AC 440Volts DC Maximum 29.5Volts

Maximum Vehicles 12

Maximum Speed 100 mph

Engine Cylinders 6 Straight

Engine Power Approx. 420 Hp 315,000 Watts

Max Engine RPM 1900 RPM

Fuel Capacity Approx. 383 Gallons

Brake Res. pressure 5.1Bar Falling 5.8Bar Rising

Parking Brake Pressure

4.5Bar Falling 6.0Bar Rising

Brake Cylinder Pressures

Step 1 – 1.3Bar Step 2 – 2.5Bar Step 3 – 4.5Bar Emergency – 5.7Bar

Approximate pressures may vary depending on class 170/4 phase

Brake Type Electro Pneumatic

Cooler Group Coolant, Charge Air Hydrostatic Oil

Class 170 Notes

53 2

Class 170 Technical Data

Traction Type Diesel Multiple unit

Engine Transmission Final Drive

6R 183 TD 13H

Voith

ZF Hurth

Turbo & Air/Air Cooled

Electronically managed

Vehicles D M O C L M O S D M O C L (W)

79 56 50 Wheelchair facility

Hydrostatic Alternator 2 Cooler Group Fans

Voltage AC 440Volts DC Maximum 29.5Volts

Maximum Vehicles 12

Maximum Speed 100 mph

Engine Cylinders 6 Straight

Engine Power Approx. 420 Hp 315,000 Watts

Max Engine RPM 1900 RPM

Fuel Capacity Approx. 383 Gallons

Brake Res. pressure 5.1Bar Falling 5.8Bar Rising

Parking Brake Pressure

4.5Bar Falling 6.0Bar Rising

Brake Cylinder Pressures

Step 1 – 1.3Bar Step 2 – 2.5Bar Step 3 – 4.5Bar Emergency – 5.7Bar

Approximate pressures may vary depending on class 170/4 phase

Brake Type Electro Pneumatic

Cooler Group Coolant, Charge Air Hydrostatic Oil

3

Introduction to 170 The 170 Turbostar is formed of 3 vehicles, which are 2 motor open composite Lavatory vehicles, of which one has a wheel chair facility and the intermediate motor open standard vehicle. When coupled together the maximum length of a 170 should not exceed 12 vehicles. These 3 car set ups can vary slightly with only 1 vehicle with first class accommodation. The present fleet are currently fitted with 420 Hp Mercedes engines. These are Diesel Turbo charged, air to air cooled, straight 6 cylinder engines, which have maximum RPM and speed of 1900 and 100mph respectively. The 170 has 2 starting sequences, depending on the temperature. If the temperature is above 5º, the engine will start and maintain idle speed. If the temperature is below 5º, the engine will select full power once it has started and maintain this until engine speed reaches 1500 RPM. If the engines are being started from the cab, the start button should not be pressed for more than 10 seconds, once the engines have started the engine stop light will extinguish. The electrical sytem is self contained, with the alternator being Hydrostatically driven from the engine. The output from the alternator, which is generating electricity feeds the air conditioning as well as other auxiliary loads. The a/c voltage generated by the alternator is approximately 400 volts/50 Hertz, this a/c voltage is also rectified and reduced to 29.5 volts d/c, and feeds low voltage systems. A defective hand dryer can be an indication of battery charging problems! The low voltage circuits on a 170, which are fed once the current has been rectified are battery charging, brake control, engine control, door control and audio communications. These circuit with the exeption of engine starting will cross feed from another battery supply if battery charging is lost . The auxiliary battery mainly feeds lighting, heating and venting, if battery charging is lost, non essential loads will be disconnected immediately, on newer phases of these units a cross feed to supply these systems will be provided. Emergency loads will then be supported on older phases for up to 90 minutes, with a low voltage protection system interveing to ensure batteries do not become fully drained. (This times scale can be considerably shorter) The 170 braking system uses a brake continuity wire., which in general is number 4. The release of this brake will depend on train wire 4 being energised, hence a brake application when the wire is de-energised, this ensures that the braking system is fail safe. Continuity does not mean that the brake is working! As a train can have continuity with a brake isolated. DSD, DVD, TIS, Passenger Communication etc safety systems are on independent circuits therefore failure of the same will not afffect train wire 4!

Class 170 Notes

52

3

Introduction to 170 The 170 Turbostar is formed of 3 vehicles, which are 2 motor open composite Lavatory vehicles, of which one has a wheel chair facility and the intermediate motor open standard vehicle. When coupled together the maximum length of a 170 should not exceed 12 vehicles. These 3 car set ups can vary slightly with only 1 vehicle with first class accommodation. The present fleet are currently fitted with 420 Hp Mercedes engines. These are Diesel Turbo charged, air to air cooled, straight 6 cylinder engines, which have maximum RPM and speed of 1900 and 100mph respectively. The 170 has 2 starting sequences, depending on the temperature. If the temperature is above 5º, the engine will start and maintain idle speed. If the temperature is below 5º, the engine will select full power once it has started and maintain this until engine speed reaches 1500 RPM. If the engines are being started from the cab, the start button should not be pressed for more than 10 seconds, once the engines have started the engine stop light will extinguish. The electrical sytem is self contained, with the alternator being Hydrostatically driven from the engine. The output from the alternator, which is generating electricity feeds the air conditioning as well as other auxiliary loads. The a/c voltage generated by the alternator is approximately 400 volts/50 Hertz, this a/c voltage is also rectified and reduced to 29.5 volts d/c, and feeds low voltage systems. A defective hand dryer can be an indication of battery charging problems! The low voltage circuits on a 170, which are fed once the current has been rectified are battery charging, brake control, engine control, door control and audio communications. These circuit with the exeption of engine starting will cross feed from another battery supply if battery charging is lost . The auxiliary battery mainly feeds lighting, heating and venting, if battery charging is lost, non essential loads will be disconnected immediately, on newer phases of these units a cross feed to supply these systems will be provided. Emergency loads will then be supported on older phases for up to 90 minutes, with a low voltage protection system interveing to ensure batteries do not become fully drained. (This times scale can be considerably shorter) The 170 braking system uses a brake continuity wire., which in general is number 4. The release of this brake will depend on train wire 4 being energised, hence a brake application when the wire is de-energised, this ensures that the braking system is fail safe. Continuity does not mean that the brake is working! As a train can have continuity with a brake isolated. DSD, DVD, TIS, Passenger Communication etc safety systems are on independent circuits therefore failure of the same will not afffect train wire 4!

Class 170 Notes

52

Class 170 Notes

51 4

Introduction to 170 cont. Train wire 4 will be energised form the rear to the front of the train providing that there is no continuity fault when the master switch is energised, this in turn will result in a brake release being obtained as necessary. If a brake related fault is experienced and cannot be overcome, the emergency by pass facility or any other safety system by-pass facility should be used. This system as the name suggests by passes train wire 4, allowing the brakes to release, however if this emergency safety system has been isolated, the only operative brake available on the train is from the cab in which the system has been isolated. All other brakes and passenger communication systems in the train will have no affect when operated. The power and brake on the 170 are on the same controller situated on the drivers left hand side. The power controller has 7 settings, notch 7 being full power with the braking portion of the controller having 3 excluding the emergency position. Between the power & brake settings on the controller is a gate, this position can be used for coasting. To enable power to be taken the controller must be moved through the gate, however when moving from power to the off or coasting position, the controller is assisted by a spring. This equipment also incorporates a hill start function, which maintains a step 1 brake application when the controller is being moved through the gate. There is also a wheel slip protection system incorporated on the 170 unit, which in the event of any imbalance of the wheel sets being detected, will cause the system to activate. Brakes will then be applied and released to ensure that maximum rail head adhesion is maintained during these circumstances. Important Note

On a class 170 the TIS can override a brake fault related to door faults. This would be noticed from a driving cab with the indication of the Red interlock light lost with all doors closed. Pressing the mushroom should provide a brake release and confirm the need for TIS isolation! If the TIS is subsequently isolated drivers will receive absolutely NO indication of Passenger EGRES therefore doors may release at speed with no brake application. The set should therefore be removed from service for safety reasons alone.

Class 170 Notes

51 4

Introduction to 170 cont. Train wire 4 will be energised form the rear to the front of the train providing that there is no continuity fault when the master switch is energised, this in turn will result in a brake release being obtained as necessary. If a brake related fault is experienced and cannot be overcome, the emergency by pass facility or any other safety system by-pass facility should be used. This system as the name suggests by passes train wire 4, allowing the brakes to release, however if this emergency safety system has been isolated, the only operative brake available on the train is from the cab in which the system has been isolated. All other brakes and passenger communication systems in the train will have no affect when operated. The power and brake on the 170 are on the same controller situated on the drivers left hand side. The power controller has 7 settings, notch 7 being full power with the braking portion of the controller having 3 excluding the emergency position. Between the power & brake settings on the controller is a gate, this position can be used for coasting. To enable power to be taken the controller must be moved through the gate, however when moving from power to the off or coasting position, the controller is assisted by a spring. This equipment also incorporates a hill start function, which maintains a step 1 brake application when the controller is being moved through the gate. There is also a wheel slip protection system incorporated on the 170 unit, which in the event of any imbalance of the wheel sets being detected, will cause the system to activate. Brakes will then be applied and released to ensure that maximum rail head adhesion is maintained during these circumstances. Important Note

On a class 170 the TIS can override a brake fault related to door faults. This would be noticed from a driving cab with the indication of the Red interlock light lost with all doors closed. Pressing the mushroom should provide a brake release and confirm the need for TIS isolation! If the TIS is subsequently isolated drivers will receive absolutely NO indication of Passenger EGRES therefore doors may release at speed with no brake application. The set should therefore be removed from service for safety reasons alone.

5

TPWS Fault Codes & Driver Action Signal Required Actual Code Driver Action

Green Bell Bell & Horn 1 Report at 1st suitable location

Green Bell Horn 2 Report at 1st suitable location

Green Bell No Warning 3 Report at 1st suitable location

Restrictive Horn Bell & Horn 4 Report at 1st suitable location

Restrictive Horn Bell 5 Report immediately Completing RT3185

Restrictive Horn Brakes Apply 6 Report immediately as cab equipment is at fault

Restrictive Horn No Warning 7 Report immediately complete RT3185

Restrictive Horn Indicator stays All Black

7a Report at 1st suitable location

None None Horn 8 Report at 1st suitable location

None None Bell 9 Report at 1st suitable location

Restrictive Horn Will not cancel 10 Report immediately due to brake application

Green Bell Indicator stays Yellow/Black

11 Report at 1st suitable location

Red Intervention TPWS failed to activate

16 Report immediately complete RT3185 on contact

Clear No warning TPWS intervention


50

Class 170 Notes

5

TPWS Fault Codes & Driver Action Signal Required Actual Code Driver Action

Green Bell Bell & Horn 1 Report at 1st suitable location

Green Bell Horn 2 Report at 1st suitable location

Green Bell No Warning 3 Report at 1st suitable location

Restrictive Horn Bell & Horn 4 Report at 1st suitable location

Restrictive Horn Bell 5 Report immediately Completing RT3185

Restrictive Horn Brakes Apply 6 Report immediately as cab equipment is at fault

Restrictive Horn No Warning 7 Report immediately complete RT3185

Restrictive Horn Indicator stays All Black

7a Report at 1st suitable location

None None Horn 8 Report at 1st suitable location

None None Bell 9 Report at 1st suitable location

Restrictive Horn Will not cancel 10 Report immediately due to brake application

Green Bell Indicator stays Yellow/Black

11 Report at 1st suitable location

Red Intervention TPWS failed to activate


Clear No warning TPWS intervention


50

Class 170 Notes

Class 170 Notes

49 6

Fault Level 1 inc Driver Action The most serious of faults is a level 1, this can be identified by a flashing Red train fault light with the master switched in. If the train is in motion when this fault occurs drivers must stop immediately, identify and rectify where possible the fault. The signaller must also be advised when stopped out of course.

Fault Action Remedy

Dragging Brakes Carry out a rotation check to ensure brake is binding and it is not a defective pressure switch.

If pressure switch fault log details in repair book.

If brake is binding: Locate defective wheel set Isolate BIC Re-instate BIC Rotational check

If brake still binding isolate completely

Parking Brake Carry out rotational check to ensure parking brake has fully Applied and that pressure switch is not defective.

If pressure switch defective log fault in repair book.

If retardation is felt ensure wheel move freely. If they do maximum speed 10mph for a maximum of 10miles.

If wheels do not rotate; request an RST to examine

Transmission Move direction controller to opposite direction then reselect desired position. Alternatively switch off then back on.

If fault does not clear; isolate affected engine.

TCA Check body hazard light to identify defective vehicle.

Try switching out desk or tripping MCB.

If fault does not clear isolate cab safety system and move on authority of the signaller

Class 170 Notes

49 6

Fault Level 1 inc Driver Action The most serious of faults is a level 1, this can be identified by a flashing Red train fault light with the master switched in. If the train is in motion when this fault occurs drivers must stop immediately, identify and rectify where possible the fault. The signaller must also be advised when stopped out of course.

Fault Action Remedy

Dragging Brakes Carry out a rotation check to ensure brake is binding and it is not a defective pressure switch.

If pressure switch fault log details in repair book.

If brake is binding: Locate defective wheel set Isolate BIC Re-instate BIC Rotational check

If brake still binding isolate completely

Parking Brake Carry out rotational check to ensure parking brake has fully Applied and that pressure switch is not defective.

If pressure switch defective log fault in repair book.

If retardation is felt ensure wheel move freely. If they do maximum speed 10mph for a maximum of 10miles.

If wheels do not rotate; request an RST to examine

Transmission Move direction controller to opposite direction then reselect desired position. Alternatively switch off then back on.

If fault does not clear; isolate affected engine.

TCA Check body hazard light to identify defective vehicle.

Try switching out desk or tripping MCB.

If fault does not clear isolate cab safety system and move on authority of the signaller

7

Fault Level 2 inc Driver Action This fault l level is not so serious and can be dealt with at the 1st suitable opportunity. These faults can be identified by a steady Red fault indication with the master controller energised.

Fault Action Remedy

Battery Charge Fault Check Hydrostatic Level as this drives the alternator.

Check engine stop light, if illuminated with engine running alternator is at fault

Check hand dryer in disabled toilet if inoperative alternator has failed.

On older units proceed with regards to lighting as low voltage will intervene at approximately 22.5Volts

If Hydrostatic is low isolate engine.

On new phases a back feed will supply lighting.

WSP MCB Tripped brakes apply. Train and Local lights illuminate

Reset MCB If leading No2 and wont reset isolate EBS. Brakes will release once direction has been selected.

If in the MOS and will not reset, speedo and door control will be lost. Doors will have to be worked using EGRES.

Fire System Fault Integrity lost Isolate engine

Serious Door Fault De-energise doors before re-energising and opening

If fault persists check No2 end cupboards and LED lights on individual doors on affected vehicle. Also ensure there is power to door control unit.

If fault cannot be rectified isolate door out of use.

Major engine fault Check No2 for fault light Try pressing F4 to see if fault clears, if it does not isolate fault light so that other faults can be viewed

Class 170 Notes

48

7

Fault Level 2 inc Driver Action This fault l level is not so serious and can be dealt with at the 1st suitable opportunity. These faults can be identified by a steady Red fault indication with the master controller energised.

Fault Action Remedy

Battery Charge Fault Check Hydrostatic Level as this drives the alternator.

Check engine stop light, if illuminated with engine running alternator is at fault

Check hand dryer in disabled toilet if inoperative alternator has failed.

On older units proceed with regards to lighting as low voltage will intervene at approximately 22.5Volts

If Hydrostatic is low isolate engine.

On new phases a back feed will supply lighting.

WSP MCB Tripped brakes apply. Train and Local lights illuminate

Reset MCB If leading No2 and wont reset isolate EBS. Brakes will release once direction has been selected.

If in the MOS and will not reset, speedo and door control will be lost. Doors will have to be worked using EGRES.

Fire System Fault Integrity lost Isolate engine

Serious Door Fault De-energise doors before re-energising and opening

If fault persists check No2 end cupboards and LED lights on individual doors on affected vehicle. Also ensure there is power to door control unit.

If fault cannot be rectified isolate door out of use.

Major engine fault Check No2 for fault light Try pressing F4 to see if fault clears, if it does not isolate fault light so that other faults can be viewed

Class 170 Notes

48

Class 170 Notes

47 8

Brake Fault Appreciation This section is to educate and refresh with regards to brake faults which can either be through an air leak, electrical fault or combination of both. To gain a quick appreciation of any such fault; think: • What was the last thing that I done?

e.g. Have I changed ends? Did I leave the brake in step 3? • What was the last thing that occurred?

e.g. Have the doors been opened? Have they correctly closed? • Are there any obvious tell tale signs?

e.g. Is there a DOL illuminated? By thinking about the above more obvious faults may be detected more quickly. Con-sider the following if you are unable to release a brake whilst also considering the above. Initial Approach

Carry out a quick cab check from behind the driver in a clockwise manner; check or consider!

• MCB’s • Position of PBC • Main Air Gauge • TPWS indications • Position of Direction Selector • Door Interlock Light • Is there a buzzer sounding? • Is there an alarm flashing? Then place the direction selector into a direction and release the DSD; did the vigilance sound? Now consider the following! • Brake in the emergency position in another cab • Couple Relay has been set • Low Main Air • Vigilance is Isolated

Class 170 Notes

47 8

Brake Fault Appreciation This section is to educate and refresh with regards to brake faults which can either be through an air leak, electrical fault or combination of both. To gain a quick appreciation of any such fault; think: • What was the last thing that I done?

e.g. Have I changed ends? Did I leave the brake in step 3? • What was the last thing that occurred?

e.g. Have the doors been opened? Have they correctly closed? • Are there any obvious tell tale signs?

e.g. Is there a DOL illuminated? By thinking about the above more obvious faults may be detected more quickly. Con-sider the following if you are unable to release a brake whilst also considering the above. Initial Approach

Carry out a quick cab check from behind the driver in a clockwise manner; check or consider!

• MCB’s • Position of PBC • Main Air Gauge • TPWS indications • Position of Direction Selector • Door Interlock Light • Is there a buzzer sounding? • Is there an alarm flashing? Then place the direction selector into a direction and release the DSD; did the vigilance sound? Now consider the following! • Brake in the emergency position in another cab • Couple Relay has been set • Low Main Air • Vigilance is Isolated

9

Brake Fault Appreciation Cont. Secondly

On selecting a direction if the vigilance sounds reset the DSD and place the brake to step 1. Press the mushroom under the driving desk; if the pressure drops to a corresponding step 1 pressure before reapplying after a few seconds the fault is on the door system.

Release all doors then re-close, check the LED lights above the door ensuring at least 2 Green lights are illuminated.

If faulty door can be located, isolate out of use. If it cannot isolate TIS; the train should now be removed from service as drivers will have no indication in the cab if a door has been subject to EGRES. Lastly

If on pressing the mushroom the brake does not release refer to the brake cycle instruc-tions for further help.

The Vigilance equipment can also cause a brake fault in one direction if the logic equip-ment is at fault, if this occurs it will be necessary to either drive from another cab in the opposing direction or isolate both the DSD and DVD to regain full control. Brake Cycle

Brake in Emergency No Vigilance Locate & Rectify

Master not in Direction No Vigilance Select a Direction

Low Main Air Main Res. Pressure Low No Vigilance

Use Compressor Speed up where fitted or refer to flow chart and schematic on page 43

TPWS Intervention Brake Demand Light flash-ing with no audible warning

Press TPWS reset and wait 1 minute

Couple Relay Set No Vigilance Press Uncouple Button

Emergency Plunger Set Buzzer Sounds Locate and Reset

Fault Indication Action

EIS in Prime Position No Vigilance Switch to normal

46

Class 170 Notes

9

Brake Fault Appreciation Cont. Secondly

On selecting a direction if the vigilance sounds reset the DSD and place the brake to step 1. Press the mushroom under the driving desk; if the pressure drops to a corresponding step 1 pressure before reapplying after a few seconds the fault is on the door system.

Release all doors then re-close, check the LED lights above the door ensuring at least 2 Green lights are illuminated.

If faulty door can be located, isolate out of use. If it cannot isolate TIS; the train should now be removed from service as drivers will have no indication in the cab if a door has been subject to EGRES. Lastly

If on pressing the mushroom the brake does not release refer to the brake cycle instruc-tions for further help.

The Vigilance equipment can also cause a brake fault in one direction if the logic equip-ment is at fault, if this occurs it will be necessary to either drive from another cab in the opposing direction or isolate both the DSD and DVD to regain full control. Brake Cycle

Brake in Emergency No Vigilance Locate & Rectify

Master not in Direction No Vigilance Select a Direction

Low Main Air Main Res. Pressure Low No Vigilance

Use Compressor Speed up where fitted or refer to flow chart and schematic on page 43

TPWS Intervention Brake Demand Light flash-ing with no audible warning

Press TPWS reset and wait 1 minute

Couple Relay Set No Vigilance Press Uncouple Button

Emergency Plunger Set Buzzer Sounds Locate and Reset


EIS in Prime Position No Vigilance Switch to normal

46

Class 170 Notes

45

Main Air System (Air Suspension) The main air for the class 170 is created by an engine driven compressor and regulated between 6.6 and 7.6Bar via the compressor governor with a safety relief valve set at 10Bar. This air is cooled, cleaned and dried before it is stored in a 250Litre main reservoir tank, positioned after the reservoir tank is the main reservoir I/C.

Main air then supplies systems such as the suspension, doors, sanders, horn, wipers, main reservoir pipe and brake control unit. There are also numerous pressure switches such as brake Reservoir, LMAPU. Compressor, parking brake and dragging brake which rely on air to work efficiently. Air Suspension

Air from the main reservoir feeds the air suspension reservoir, from here air can be isolated by means of 2 I/C’s which feed both bogies No1 and No2. No 1 bogie which is the non driven bogie has only one surge tank, this is also the bogie that sends a signal to the brake control unit to allow brake force to be adjusted accordingly with regards to train loads. No 2 end has 2 smaller surge tanks, however has no input with regards to brake force adjustment. When isolating the air suspension drivers should isolate both No2 and No3 isolating cocks from the left located on the brake raft on the non driving side of vehicles. Both bogies must be isolated with speed reduced to 45mph when carrying passenger loads.

10

Brake Cycle


Door Control MCB Tripped Brakes apply - slight delay MOS - No Interlock Light Rear - No Interlock Light

Reset MCB, if it will not reset isolate TIS and remove passengers

DSD Defective Brakes release from another cab

Isolate DSD system

DVD Defective Will not cancel Isolate DVD system

TPWS MCB Tripped MCB trips in lead cab Reset, TPWS will self test. If it does not reset isolate TPWS system

Brake Control MCB Brakes apply, buzzer sounds and alarm flashes

Lead Cab - Trip Fault Protect to silence alarm Regain Control from another cab. Isolate EBS and Pass. Comm. MOS - Trip Fault Protect No 2 to silence alarm in lead cab Rear - Trip Fault protect in rear. Isolate Pass Comm. and EBS

Train Control MCB Lead - Brakes apply, cab indications lost no buzzer Rear - Brakes apply alarm flashes buzzer sounds

Trip Fault Protect in opposing cab to silence alarm.

Regain control from another cab by isolating EBS and Pass Comm.

Trip Fault Protect in rear to silence alarm before isolating both EBS and Pass Comm. In leading cab

45

Main Air System (Air Suspension) The main air for the class 170 is created by an engine driven compressor and regulated between 6.6 and 7.6Bar via the compressor governor with a safety relief valve set at 10Bar. This air is cooled, cleaned and dried before it is stored in a 250Litre main reservoir tank, positioned after the reservoir tank is the main reservoir I/C.

Main air then supplies systems such as the suspension, doors, sanders, horn, wipers, main reservoir pipe and brake control unit. There are also numerous pressure switches such as brake Reservoir, LMAPU. Compressor, parking brake and dragging brake which rely on air to work efficiently. Air Suspension

Air from the main reservoir feeds the air suspension reservoir, from here air can be isolated by means of 2 I/C’s which feed both bogies No1 and No2. No 1 bogie which is the non driven bogie has only one surge tank, this is also the bogie that sends a signal to the brake control unit to allow brake force to be adjusted accordingly with regards to train loads. No 2 end has 2 smaller surge tanks, however has no input with regards to brake force adjustment. When isolating the air suspension drivers should isolate both No2 and No3 isolating cocks from the left located on the brake raft on the non driving side of vehicles. Both bogies must be isolated with speed reduced to 45mph when carrying passenger loads.

10

Brake Cycle


Door Control MCB Tripped Brakes apply - slight delay MOS - No Interlock Light Rear - No Interlock Light

Reset MCB, if it will not reset isolate TIS and remove passengers

DSD Defective Brakes release from another cab

Isolate DSD system

DVD Defective Will not cancel Isolate DVD system

TPWS MCB Tripped MCB trips in lead cab Reset, TPWS will self test. If it does not reset isolate TPWS system

Brake Control MCB Brakes apply, buzzer sounds and alarm flashes

Lead Cab - Trip Fault Protect to silence alarm Regain Control from another cab. Isolate EBS and Pass. Comm. MOS - Trip Fault Protect No 2 to silence alarm in lead cab Rear - Trip Fault protect in rear. Isolate Pass Comm. and EBS

Train Control MCB Lead - Brakes apply, cab indications lost no buzzer Rear - Brakes apply alarm flashes buzzer sounds

Trip Fault Protect in opposing cab to silence alarm.

Regain control from another cab by isolating EBS and Pass Comm.

Trip Fault Protect in rear to silence alarm before isolating both EBS and Pass Comm. In leading cab

Brake Cycle

11


WSP MCB Tripped in No2 end cupboard

Lead - Local Train Light Lit WSP light lit in No2 end Speedo/Sand equip lost MOS - Door Control Lost

Isolate EBS in leading cab, brakes will release once direction has been se-lected. Isolate EBS in lead cab

Fault Protect MCB tripped MCB tripped no fault lights brakes apply once direction has been selected.

Reset MCB If MCB will not reset isolate DSD and DVD in leading cab

Defective Low Main Air Governor

No obvious Indication All other brake faults checked

Isolate EBS in a cab other than that of which

Divided Train or Jumper Cable Adrift

Brakes apply with intermedi-ate jumper cable adrift and perhaps damaged

Request RST if divided. Take no action until set has been examined. If jumper fault and not damaged replace

EBS isolated in another cab

Brakes will not release Check repair book and consult fitter or control. As necessary isolate in leading set movement.

Shore Supply & Catering Socket Micro Switch not made

Engine stop light lit. If engines are running they will all shut down. Air will dissipate from system. Brakes will not release.

Locate external Micro Switches ensuring they are correctly seated and free from dirt.

Pass Comm. Activated DOL Illuminated Brake Application

Locate and Reset If defective isolate Pass Comm. system

Door Open or Door Fault Steady Red Train fault with master switch in.

DOL Illuminated.

Locate problem door, close or isolate as necessary. If necessary isolate TIS.

44

Use Compressor Speed Up

Does Main Air Rise & Hold? No

Isolate Compressor Gov. on Brake Raft

Re-instate CG I/C

Isolate Main Res. I/C on Brake Raft

Does Main Air Rise & Hold?


No

No

Re-instate Main Res. & Isolate Local Main Res.

No Does Main Air Rise & Hold? Yes

Yes

Isolate MRPIC at vehicle ends


No Yes Was problem identified as a system leak?

Re-instate MRPIC’s & Local Main Res. & Check systems

Leak evident on the RED ZONE

No Can system leak be contained?

Last Resort Isolate Internal BIC, if Air

rises isolate EBS/DVD

Proceed normally with regards to Rules & Regulations

Yes

Yes Ensure all engines are running Close MRPIC on either end of vehicle (x4) Isolate both BIC on Brake Raft Isolate EBS in lead cab to by pass LMAPU & poss. DVD If air drops below 5.1Bar regain control from another cab If air drops below 4.5Bar; rotation test (Parking Brake) If wheels rotate; max speed 10mph for 10miles If wheel do not rotate; request a fitter (Do not move set)

Assistance Retract electrical boxes, couple up mechanically only! Do not press “Couple Button!” Isolate all brakes on failure & carry out rotational test Competent person in front & rear to use EBAC as necessary

Yes

Yes

Brake Cycle

11


WSP MCB Tripped in No2 end cupboard

Lead - Local Train Light Lit WSP light lit in No2 end Speedo/Sand equip lost MOS - Door Control Lost

Isolate EBS in leading cab, brakes will release once direction has been se-lected. Isolate EBS in lead cab

Fault Protect MCB tripped MCB tripped no fault lights brakes apply once direction has been selected.

Reset MCB If MCB will not reset isolate DSD and DVD in leading cab

Defective Low Main Air Governor

No obvious Indication All other brake faults checked

Isolate EBS in a cab other than that of which

Divided Train or Jumper Cable Adrift

Brakes apply with intermedi-ate jumper cable adrift and perhaps damaged

Request RST if divided. Take no action until set has been examined. If jumper fault and not damaged replace

EBS isolated in another cab

Brakes will not release Check repair book and consult fitter or control. As necessary isolate in leading set movement.

Shore Supply & Catering Socket Micro Switch not made

Engine stop light lit. If engines are running they will all shut down. Air will dissipate from system. Brakes will not release.

Locate external Micro Switches ensuring they are correctly seated and free from dirt.

Pass Comm. Activated DOL Illuminated Brake Application

Locate and Reset If defective isolate Pass Comm. system

Door Open or Door Fault Steady Red Train fault with master switch in.

DOL Illuminated.

Locate problem door, close or isolate as necessary. If necessary isolate TIS.

44

Use Compressor Speed Up

Does Main Air Rise & Hold? No

Isolate Compressor Gov. on Brake Raft

Re-instate CG I/C

Isolate Main Res. I/C on Brake Raft



No

No

Re-instate Main Res. & Isolate Local Main Res.

No Does Main Air Rise & Hold? Yes

Yes

Isolate MRPIC at vehicle ends


No Yes Was problem identified as a system leak?

Re-instate MRPIC’s & Local Main Res. & Check systems

Leak evident on the RED ZONE

No Can system leak be contained?

Last Resort Isolate Internal BIC, if Air

rises isolate EBS/DVD

Proceed normally with regards to Rules & Regulations

Yes

Yes Ensure all engines are running Close MRPIC on either end of vehicle (x4) Isolate both BIC on Brake Raft Isolate EBS in lead cab to by pass LMAPU & poss. DVD If air drops below 5.1Bar regain control from another cab If air drops below 4.5Bar; rotation test (Parking Brake) If wheels rotate; max speed 10mph for 10miles If wheel do not rotate; request a fitter (Do not move set)

Assistance Retract electrical boxes, couple up mechanically only! Do not press “Couple Button!” Isolate all brakes on failure & carry out rotational test Competent person in front & rear to use EBAC as necessary

Yes

Yes

43 12

Equipment & Function Overview

Equipment Location Purpose

Safety Systems

AWS DSD DVD TIS EBS Pass Comm. DRA Fire Alarm

Upper flat panel on non driving side of cab positioned to the right hand side Note!

If cupboard will not close a switch is in an isolated position.

To isolate a safety system in the event of a fault or inability to release train brakes through un-repairable train faults.

TPWS Temp Isolation Back of drivers seat behind locked panel

Permits drivers through a temporary isolation to pass 1 or more signals at danger. Also by passes a fault

EBAC Cab desk Level on non driving side behind hinged door

No engineering function

When activated main reservoir will vent. Once air drops to 5.1Bar and providing there is electrical continuity; brakes will apply through the LMAPU

If there is no electrical continuity the parking brake will apply at approxi-mately 4.5Bar

Cab Isolating Cocks

SPB Horn Wash & Wiper Uncoupler Cab Door Trip (Not Used)

Lower panel on non driving side

SPB - Vents air from cylinder applies SPB

Horn - Cut s air supply

Wiper - Cuts air supply

Uncoupler - Removes air supply to piston which releases BSI

Cab Door - Removes air operated door facility

43 12



Safety Systems

AWS DSD DVD TIS EBS Pass Comm. DRA Fire Alarm

Upper flat panel on non driving side of cab positioned to the right hand side Note!

If cupboard will not close a switch is in an isolated position.

To isolate a safety system in the event of a fault or inability to release train brakes through un-repairable train faults.

TPWS Temp Isolation Back of drivers seat behind locked panel

Permits drivers through a temporary isolation to pass 1 or more signals at danger. Also by passes a fault

EBAC Cab desk Level on non driving side behind hinged door

No engineering function

When activated main reservoir will vent. Once air drops to 5.1Bar and providing there is electrical continuity; brakes will apply through the LMAPU

If there is no electrical continuity the parking brake will apply at approxi-mately 4.5Bar

Cab Isolating Cocks

SPB Horn Wash & Wiper Uncoupler Cab Door Trip (Not Used)

Lower panel on non driving side

SPB - Vents air from cylinder applies SPB

Horn - Cut s air supply

Wiper - Cuts air supply

Uncoupler - Removes air supply to piston which releases BSI

Cab Door - Removes air operated door facility


13


Brake Raft

Brake I/C 2 Air Suspension I/C 2 Air Suspension I/C 1 Brake I/C 1 Main Reservoir I/C Compressor Gov. I/C Local Main Res. I/C

Centrally located on the non driving side of Vehicles. Non driven bogie to the right with reference to the MOS vehicle.

Brake I/C x 2 - Isolates brakes on that bogie. Suspension x 2 - Isolates air supply from Suspension Reservoir to Surge tanks. Main Reservoir I/C Isolates air supply from Compressor to systems Compressor Gov. I/C In isolated position Unloader will be bypassed with excess pressure being vented via a safety valve Local Main Res I/C In the isolated position will prevent a back feed and stem any leak from delicate air equipment.

Internal BIC Proceeding from No1 end. Pass through 1st pas-senger door area I/C is under 1st seat on the LHS

Isolates air supply to the brake reservoir. As air flow drops the brake pressure switch will apply the brakes at approximately 5.1Bar. As a result the EBS must be isolated.

Main Res Pipe I/C Located at vehicle ends In the open position permits air to flow between vehicles.

ECIC Two isolating cocks one at either end of the train.

Permits air to flow via an external connection

Brake System The main reservoir also supplies the brake control reservoir, this equipment also incorporates a reservoir pressure switch which only permits a brake re-lease if pressure reaches 5.8Bar rising or remains above 5.1Bar falling.

There is an internal brake isolating cock on the approach side of the brake reservoir, if this isolating cock which can be located underneath passenger seating has been isolated, it will be necessary to isolate the EBS in the cab in which the train has been driven before proceeding. The reason for this is that air pressure on falling below 5.1Bar in the reservoir will cause an electrical brake application throughout the train through a brake in train wire 4.

From the brake reservoir air flows to the brake control unit, which also re-quires an electrical feed, this unit is protected by the brake control MCB (See page 15). From here air is supplied to the brake cylinders on bogie No2 and bogie No1 as calculated by the air suspension system on bogie No1.

Theses isolating cocks are also located on the brake raft (Non driving side), from the left these are No1 and No4 isolating cocks. In the iso-lated position air from the brake reservoir via the control unit is suspended, any air remaining in the brake cylinders at this stage will be vented to atmos-phere. Brake Isolation (Internal)

Locate and isolate internal BIC, from No1 end this isolating cock can be found passed the 1st set of doors underneath the 1st seat to the left. Once this has been isolated, isolate EBS, if no vigilance sounds, isolate vigilance safety system to obtain release Brake Isolation (External)

Proceed to brake raft on non driving side of vehicles. Isolate No1 or No 4 or both BIC’s as necessary If by chance no vigilance sounds and brakes will not release, isolate vigilance safety system then proceed reducing speed as per rules and regulations and with regards to any contingency plan.

42


13


Brake Raft

Brake I/C 2 Air Suspension I/C 2 Air Suspension I/C 1 Brake I/C 1 Main Reservoir I/C Compressor Gov. I/C Local Main Res. I/C

Centrally located on the non driving side of Vehicles. Non driven bogie to the right with reference to the MOS vehicle.

Brake I/C x 2 - Isolates brakes on that bogie. Suspension x 2 - Isolates air supply from Suspension Reservoir to Surge tanks. Main Reservoir I/C Isolates air supply from Compressor to systems Compressor Gov. I/C In isolated position Unloader will be bypassed with excess pressure being vented via a safety valve Local Main Res I/C In the isolated position will prevent a back feed and stem any leak from delicate air equipment.

Internal BIC Proceeding from No1 end. Pass through 1st pas-senger door area I/C is under 1st seat on the LHS

Isolates air supply to the brake reservoir. As air flow drops the brake pressure switch will apply the brakes at approximately 5.1Bar. As a result the EBS must be isolated.

Main Res Pipe I/C Located at vehicle ends In the open position permits air to flow between vehicles.

ECIC Two isolating cocks one at either end of the train.

Permits air to flow via an external connection

Brake System The main reservoir also supplies the brake control reservoir, this equipment also incorporates a reservoir pressure switch which only permits a brake re-lease if pressure reaches 5.8Bar rising or remains above 5.1Bar falling.

There is an internal brake isolating cock on the approach side of the brake reservoir, if this isolating cock which can be located underneath passenger seating has been isolated, it will be necessary to isolate the EBS in the cab in which the train has been driven before proceeding. The reason for this is that air pressure on falling below 5.1Bar in the reservoir will cause an electrical brake application throughout the train through a brake in train wire 4.

From the brake reservoir air flows to the brake control unit, which also re-quires an electrical feed, this unit is protected by the brake control MCB (See page 15). From here air is supplied to the brake cylinders on bogie No2 and bogie No1 as calculated by the air suspension system on bogie No1.

Theses isolating cocks are also located on the brake raft (Non driving side), from the left these are No1 and No4 isolating cocks. In the iso-lated position air from the brake reservoir via the control unit is suspended, any air remaining in the brake cylinders at this stage will be vented to atmos-phere. Brake Isolation (Internal)

Locate and isolate internal BIC, from No1 end this isolating cock can be found passed the 1st set of doors underneath the 1st seat to the left. Once this has been isolated, isolate EBS, if no vigilance sounds, isolate vigilance safety system to obtain release Brake Isolation (External)

Proceed to brake raft on non driving side of vehicles. Isolate No1 or No 4 or both BIC’s as necessary If by chance no vigilance sounds and brakes will not release, isolate vigilance safety system then proceed reducing speed as per rules and regulations and with regards to any contingency plan.

42

41

Brake System The above schematic shows the air flow as created by the engine driven compressor through the main reservoir to the brake supply unit en-route to the brake control unit.

From the brake control unit, air is regulated and fed to each bogies 4 brake cylinders shown at the right hand side of the above Schematic, isolating cocks for the afore mentioned can be located on the brake raft on non driving sides.

The internal BIC, which is located underneath vehicle seating stems the air supply to the brake reservoir, as described on page 35 this will result in air dissipating from the brake supply reservoir resulting in brakes being applied electrically at 5.1Bar through train wire 4 becoming de-energised.

To avoid this happening, the EBS and possibly the Vigilance safety systems must be isolated.

Internal BIC

Fault Finding Overview Partial Loss of Power

Coolant Temperature • Check left hand radiator for blockage • Check Hydrostatic Level Check engine stop light if possible

• Check Local Control • Check Engine MCB in No2 end • Check Transmission Oil Level (Possibly low or temp. high) • Check Fuel level (Engine will shut down) • Check Lube oil (Possibly low or temp. high, engine will return to idle first) • Check EIS during prep Check Transmission Train Fault Light

• Reselect a direction or switch out master and retry. If in transit; stop train! Complete Loss of Power

• Is the DRA still set? • Have you released the brake to step 1? • Have you selected a direction? • Have you started the engines? • Have you door interlocking? It is possible to have a combination of partial loss of power faults although less likely, this aside this process of thought should not be dismissed! Engine Wont Start

• Have you electricity i.e. is the BIS in circuit? • Have you energised the master switch and are you in neutral? • Is an engine isolated? • Have you checked all engine control MCB’s in No 2 end including Local? • Has the Train Control MCB tripped? • Has an engine stop button latched in? • Could the start button be faulty? • Has the fire integrity system developed a fault or has it been isolated? • Have we a shore connection still attached externally? • Could the start battery be flat? • Have you check all fluid levels including: Fuel Lube Oil Coolant

14

41

Brake System The above schematic shows the air flow as created by the engine driven compressor through the main reservoir to the brake supply unit en-route to the brake control unit.

From the brake control unit, air is regulated and fed to each bogies 4 brake cylinders shown at the right hand side of the above Schematic, isolating cocks for the afore mentioned can be located on the brake raft on non driving sides.

The internal BIC, which is located underneath vehicle seating stems the air supply to the brake reservoir, as described on page 35 this will result in air dissipating from the brake supply reservoir resulting in brakes being applied electrically at 5.1Bar through train wire 4 becoming de-energised.

To avoid this happening, the EBS and possibly the Vigilance safety systems must be isolated.

Internal BIC

Fault Finding Overview Partial Loss of Power

Coolant Temperature • Check left hand radiator for blockage • Check Hydrostatic Level Check engine stop light if possible

• Check Local Control • Check Engine MCB in No2 end • Check Transmission Oil Level (Possibly low or temp. high) • Check Fuel level (Engine will shut down) • Check Lube oil (Possibly low or temp. high, engine will return to idle first) • Check EIS during prep Check Transmission Train Fault Light

• Reselect a direction or switch out master and retry. If in transit; stop train! Complete Loss of Power

• Is the DRA still set? • Have you released the brake to step 1? • Have you selected a direction? • Have you started the engines? • Have you door interlocking? It is possible to have a combination of partial loss of power faults although less likely, this aside this process of thought should not be dismissed! Engine Wont Start

• Have you electricity i.e. is the BIS in circuit? • Have you energised the master switch and are you in neutral? • Is an engine isolated? • Have you checked all engine control MCB’s in No 2 end including Local? • Has the Train Control MCB tripped? • Has an engine stop button latched in? • Could the start button be faulty? • Has the fire integrity system developed a fault or has it been isolated? • Have we a shore connection still attached externally? • Could the start battery be flat? • Have you check all fluid levels including: Fuel Lube Oil Coolant

14

170 Main circuit breakers (Top) 1. Brake control MCB (Leading cab)

If this circuit breaker trips in the leading cab the brakes will apply, the passenger communication alarm will flash & may sound. DRA light lost. If the circuit breaker will not reset, the fault protect c/b should be tripped to stop the alarm from sounding in the opposite driving cab. Driver’s should then proceed to the opposite driving cab to take control, the signaller must be contacted as it may not be possible to control the train from the rear cab. In the rear cab, driver’s should isolate the EBS and Pass Comm. safety systems to allow brakes to release, the train must be driven from this cab. If assistance is afforded it will be necessary retract electrical boxes, the couple button must not be pressed. Brakes should be isolated on failure with driver and conductor to operate SPB or EBAC as necessary 1i. Brake control MCB (MOS vehicle)

If this circuit breaker trips in the MOS vehicle the brakes will apply after a slight time delay and the passenger communication alarm will flash. If the circuit breaker will not reset, drivers must isolate the Pass Comm. safety system to allow a brake release. 1ii. Brake control MCB (Rear cab)

If this circuit breaker trips in the rear cab the brakes will apply, the passenger communication alarm will flash and may sound. If the c/b will not reset in the rear cab, drivers should proceed to the leading cab, then trip the fault protect c/b to silence alarm. The EBS and Pass Comm. safety systems must then be isolated to permit a brake release. 2. Fault Protect MCB (Leading cab) Engine may shut down in 15mins

If the fault protect trips in the leading cab, fault indications will be lost i.e. Interlock Lost, No Train Fault, OTDR and Duplex back light. Safety system isolation switches will become inoperative. When a direction is selected, brakes will apply on older phases, to obtain a release isolate DSD and Vigilance safety systems. 2i. Fault Protect MCB (MOS vehicle) Engine may shut down in 15mins

If the c/b trips in the MOS vehicle, all fault indications will be lost with respect to that particular vehicle. Train fault light will flash with dragging brake light illuminating on new phases. 3&4. Radio MCB

If this c/b trips and will not reset, the cab radio will become inoperative.

15 40

Conditions Of Assistance 5 Assistance in rear, no brake continuity, driving control lost on failure

Assisting Unit Failed Unit Direction of travel

Guidance notes

1. Remove key from failed train

2. Manually retract both electrical boxes before coupling up mechanically

3. After coupling, do not press couple button

4. Apply SPB in lead cab of failure until ready to proceed

5. Isolate and release brakes on failed unit see page 42

6. Driver of assisting train to control movements

7. Movements controlled from leading cab of assisting train

8. Driver of failure, to remain in lead cab observing all signals

9. Driver of failure to communicate with rear train using handsignals

10. Driver of failure to apply the SPB in emergency

11. Conductor of failure in rear cab to apply SPB in emergency

12. Conductor of assisting train to ride in leading cab to aid driver

13. If possible passengers to be moved to braked portion

14. Restrictions Apply - Refer to Module TW2, sec 8.3

170 Main circuit breakers (Top) 1. Brake control MCB (Leading cab)

If this circuit breaker trips in the leading cab the brakes will apply, the passenger communication alarm will flash & may sound. DRA light lost. If the circuit breaker will not reset, the fault protect c/b should be tripped to stop the alarm from sounding in the opposite driving cab. Driver’s should then proceed to the opposite driving cab to take control, the signaller must be contacted as it may not be possible to control the train from the rear cab. In the rear cab, driver’s should isolate the EBS and Pass Comm. safety systems to allow brakes to release, the train must be driven from this cab. If assistance is afforded it will be necessary retract electrical boxes, the couple button must not be pressed. Brakes should be isolated on failure with driver and conductor to operate SPB or EBAC as necessary 1i. Brake control MCB (MOS vehicle)

If this circuit breaker trips in the MOS vehicle the brakes will apply after a slight time delay and the passenger communication alarm will flash. If the circuit breaker will not reset, drivers must isolate the Pass Comm. safety system to allow a brake release. 1ii. Brake control MCB (Rear cab)

If this circuit breaker trips in the rear cab the brakes will apply, the passenger communication alarm will flash and may sound. If the c/b will not reset in the rear cab, drivers should proceed to the leading cab, then trip the fault protect c/b to silence alarm. The EBS and Pass Comm. safety systems must then be isolated to permit a brake release. 2. Fault Protect MCB (Leading cab) Engine may shut down in 15mins

If the fault protect trips in the leading cab, fault indications will be lost i.e. Interlock Lost, No Train Fault, OTDR and Duplex back light. Safety system isolation switches will become inoperative. When a direction is selected, brakes will apply on older phases, to obtain a release isolate DSD and Vigilance safety systems. 2i. Fault Protect MCB (MOS vehicle) Engine may shut down in 15mins

If the c/b trips in the MOS vehicle, all fault indications will be lost with respect to that particular vehicle. Train fault light will flash with dragging brake light illuminating on new phases. 3&4. Radio MCB

If this c/b trips and will not reset, the cab radio will become inoperative.

15 40

Conditions Of Assistance 5 Assistance in rear, no brake continuity, driving control lost on failure


Guidance notes


2. Manually retract both electrical boxes before coupling up mechanically

3. After coupling, do not press couple button

4. Apply SPB in lead cab of failure until ready to proceed

5. Isolate and release brakes on failed unit see page 42

6. Driver of assisting train to control movements

7. Movements controlled from leading cab of assisting train

8. Driver of failure, to remain in lead cab observing all signals

9. Driver of failure to communicate with rear train using handsignals

10. Driver of failure to apply the SPB in emergency

11. Conductor of failure in rear cab to apply SPB in emergency

12. Conductor of assisting train to ride in leading cab to aid driver

13. If possible passengers to be moved to braked portion

14. Restrictions Apply - Refer to Module TW2, sec 8.3

39

Conditions Of Assistance 4 Assistance in rear, brake continuity available, No driving controls


Guidance notes

1. Remove master key from failed train 2. Driver of assisting unit to ride in leading cab of assisting train 3. Assisting driver to control movements 4. Driver of failed train to ride in leading cab of failure 5. Driver of failure to observe all signals 6. Driver of failure to communicate with driver of assisting train 7. Driver of failed train to use brake in emergency 8. Driver of assisting train to isolate TPWS before proceeding 9. Restrictions apply - Refer to Sprinter Guide, Section 5.

16

170 Main circuit breakers (Top, cont.) 5. P/A MCB

If this c/b trips and will not reset all train communication systems will be lost 6. Door control MCB (Leading cab)

If this c/b trips in the leading vehicle, the brakes will apply after a slight delay. Power, Traction Interlock and control of doors throughout the train will also be lost. Red interlock light lit lost, Blue Door Close and Door Power light Both extinguish. If the c/b will not reset, access to and from coaches can only be made using the emergency door release. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air. 6i. Door Control MCB (MOS vehicle & rear cab)

If this c/b trips on any of these vehicles, the brakes will apply after a slight delay. Power and traction interlock will be lost, with door control also being lost on the affected vehicles. When doors are released, the vehicle at fault will have no illuminated door hazard light. If the c/b will not reset, passengers should be moved to an unaffected vehicle. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air. 7. TPWS MCB (Leading cab)

If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any contingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver. 8. DTS

If this MCB trip MITRAC will be lost 9. Destination Display

If this MCB trips there will be no electronic display If a safety system has been isolated there will be no external Blue light 10. Destination Display & PA

No in cab PIS

39

Conditions Of Assistance 4 Assistance in rear, brake continuity available, No driving controls


Guidance notes

1. Remove master key from failed train 2. Driver of assisting unit to ride in leading cab of assisting train 3. Assisting driver to control movements 4. Driver of failed train to ride in leading cab of failure 5. Driver of failure to observe all signals 6. Driver of failure to communicate with driver of assisting train 7. Driver of failed train to use brake in emergency 8. Driver of assisting train to isolate TPWS before proceeding 9. Restrictions apply - Refer to Sprinter Guide, Section 5.

16

170 Main circuit breakers (Top, cont.) 5. P/A MCB

If this c/b trips and will not reset all train communication systems will be lost 6. Door control MCB (Leading cab)

If this c/b trips in the leading vehicle, the brakes will apply after a slight delay. Power, Traction Interlock and control of doors throughout the train will also be lost. Red interlock light lit lost, Blue Door Close and Door Power light Both extinguish. If the c/b will not reset, access to and from coaches can only be made using the emergency door release. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air. 6i. Door Control MCB (MOS vehicle & rear cab)

If this c/b trips on any of these vehicles, the brakes will apply after a slight delay. Power and traction interlock will be lost, with door control also being lost on the affected vehicles. When doors are released, the vehicle at fault will have no illuminated door hazard light. If the c/b will not reset, passengers should be moved to an unaffected vehicle. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air. 7. TPWS MCB (Leading cab)

If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any contingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver. 8. DTS

If this MCB trip MITRAC will be lost 9. Destination Display

If this MCB trips there will be no electronic display If a safety system has been isolated there will be no external Blue light 10. Destination Display & PA

No in cab PIS

170 Main circuit breakers (Top, cont.) 8. Train Control MCB (Leading cab)

If the c/b trips in the leading cab the brakes will apply and the local fault light will illuminate. Train fault level 1, pass comm. Light may flash with door interlock lost (red)

Desk lights, speedometer and communication systems will be lost. The couple & uncouple relays and engine stop button will also be inoperative. If the c/b will not reset in the leading cab, the fault protect should be tripped, this will silence buzzer in the rear cab.

It will then be necessary to proceed to the rear cab to take control of the train, therefore the signaller must 1st be contacted to ensure the train can proceed in that direction. The EBS and Pass Comm. safety systems should then be isolated in the rear cab to release the brakes. If assistance is requested, electrical boxes must be retracted with brakes isolated on failure. Driver and Guard to operate SPB as necessary on un-braked portion.

8i. Train Control MCB (Rear cab)

If the c/b trips in the rear cab, the brakes will apply. The Pass Comm. alarm will also flash may sound. DOL may flash! If the c/b will not reset, the EBS and Pass Comm. safety systems should be isolated in the leading cab.

8ii. Train Control MCB (Any intermediate driving cab in multi)

If a circuit breaker trips in any intermediate driving cab on a multiple 170 and will not reset, a brake release will not be possible on the affected vehicle, nor any in rear of it. The set, must then be deemed as a failure and assistance requested. Retract electrical boxes & isolate brakes on failure, guard & driver to operate SPB as necessary

9. TCA MCB (Leading cab)

If the TCA c/b trips in the leading cab, the train fault light will flash. The hazard warning light will illuminate on the affected vehicle with the track circuit fault light also illuminating red in the cab. The local fault light indication will also illuminate red. If the c/b will not reset, it will be necessary to isolate the TCA.

9i. TCA MCB (MOS or rear cab)

If the c/b trips on any of these vehicles, the train fault light will illuminate red in the leading cab. Local fault light and hazard warning lights will illuminate on the affected vehicle. If the c/b will not reset, the TCA equipment should be isolated

17 38

Conditions Of Assistance 3 Assistance from rear, brake continuity & driving controls available


Guidance notes

1. Remove master key from the assisting train 2. Driver of failed train to control movements 3. Movements to be controlled from leading cab of failed train 4. No restrictions apply

170 Main circuit breakers (Top, cont.) 8. Train Control MCB (Leading cab)

If the c/b trips in the leading cab the brakes will apply and the local fault light will illuminate. Train fault level 1, pass comm. Light may flash with door interlock lost (red)

Desk lights, speedometer and communication systems will be lost. The couple & uncouple relays and engine stop button will also be inoperative. If the c/b will not reset in the leading cab, the fault protect should be tripped, this will silence buzzer in the rear cab.

It will then be necessary to proceed to the rear cab to take control of the train, therefore the signaller must 1st be contacted to ensure the train can proceed in that direction. The EBS and Pass Comm. safety systems should then be isolated in the rear cab to release the brakes. If assistance is requested, electrical boxes must be retracted with brakes isolated on failure. Driver and Guard to operate SPB as necessary on un-braked portion.

8i. Train Control MCB (Rear cab)

If the c/b trips in the rear cab, the brakes will apply. The Pass Comm. alarm will also flash may sound. DOL may flash! If the c/b will not reset, the EBS and Pass Comm. safety systems should be isolated in the leading cab.

8ii. Train Control MCB (Any intermediate driving cab in multi)

If a circuit breaker trips in any intermediate driving cab on a multiple 170 and will not reset, a brake release will not be possible on the affected vehicle, nor any in rear of it. The set, must then be deemed as a failure and assistance requested. Retract electrical boxes & isolate brakes on failure, guard & driver to operate SPB as necessary

9. TCA MCB (Leading cab)

If the TCA c/b trips in the leading cab, the train fault light will flash. The hazard warning light will illuminate on the affected vehicle with the track circuit fault light also illuminating red in the cab. The local fault light indication will also illuminate red. If the c/b will not reset, it will be necessary to isolate the TCA.

9i. TCA MCB (MOS or rear cab)

If the c/b trips on any of these vehicles, the train fault light will illuminate red in the leading cab. Local fault light and hazard warning lights will illuminate on the affected vehicle. If the c/b will not reset, the TCA equipment should be isolated

17 38

Conditions Of Assistance 3 Assistance from rear, brake continuity & driving controls available


Guidance notes

1. Remove master key from the assisting train 2. Driver of failed train to control movements 3. Movements to be controlled from leading cab of failed train 4. No restrictions apply

37

Conditions Of Assistance 2 Assistance from front, brake continuity unavailable

Failed Unit Assisting Unit

Direction of travel

Guidance notes


2. manually retract both electrical boxes

3. Couple up units as mechanically, however do not press couple button

4. Apply SPB in lead cab of failed unit until ready to depart 5. Isolate and release brakes on failed unit

6. Assisting trains driver will control movement

7. Driver of failed train to ride in leading cab of failure

8. Driver of failure to operate SPB as necessary or in emergency

9. Conductor of failed train to ride in rear cab of failed train

10. Passengers where possible must be transferred to assisting train

11. Restrictions Apply—Refer to Module TW2, sec 8.3

18

170 Main circuit breakers (Bottom) 10. Earthing MCB

If this c/b trips there will be no fault indication shown. An attempt to reset the c/b should be made only once. 11. Emergency Lighting MCB

If this c/b trips and will not reset all saloon lighting will be lost 12. End Lighting 1 MCB

If this c/b trips and will not reset, the left hand cab light, left hand head light, right hand marker light and right hand tail light will all be lost, the hazard warning indication will also be inoperative. 13. End Lighting 2 MCB

If this c/b trips and will not reset, the right hand cab light, right hand head light, left hand marker light and left hand tail light will all be lost, the clip board light will also be inoperative 15. Cab Heating MCB

If this c/b trips and will not reset, the cab heater and demister will be inoperative.

37

Conditions Of Assistance 2 Assistance from front, brake continuity unavailable

Failed Unit Assisting Unit

Direction of travel

Guidance notes


2. manually retract both electrical boxes

3. Couple up units as mechanically, however do not press couple button

4. Apply SPB in lead cab of failed unit until ready to depart 5. Isolate and release brakes on failed unit

6. Assisting trains driver will control movement

7. Driver of failed train to ride in leading cab of failure

8. Driver of failure to operate SPB as necessary or in emergency

9. Conductor of failed train to ride in rear cab of failed train

10. Passengers where possible must be transferred to assisting train

11. Restrictions Apply—Refer to Module TW2, sec 8.3

18

170 Main circuit breakers (Bottom) 10. Earthing MCB

If this c/b trips there will be no fault indication shown. An attempt to reset the c/b should be made only once. 11. Emergency Lighting MCB

If this c/b trips and will not reset all saloon lighting will be lost 12. End Lighting 1 MCB

If this c/b trips and will not reset, the left hand cab light, left hand head light, right hand marker light and right hand tail light will all be lost, the hazard warning indication will also be inoperative. 13. End Lighting 2 MCB

If this c/b trips and will not reset, the right hand cab light, right hand head light, left hand marker light and left hand tail light will all be lost, the clip board light will also be inoperative 15. Cab Heating MCB

If this c/b trips and will not reset, the cab heater and demister will be inoperative.

19

170 Main circuit breakers (Also no 2 end cupboard) 1. WSP MCB Lead cab No2 end)

If this c/b trips, engine power will be limited on the affected vehicle and door control lost on affected vehicle. The speedometer will also be inoperative with a level 2 train fault and local fault light being lit.

If a fire is detected after the c/b has tripped, fire bottles will discharge without delay.

The train can proceed at a reduced speed provided doors are not released, neutral has not been selected and the emergency brake position is not selected.

If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS; brakes will release when a direction has been selected.

Note! Any door release thereafter must be carried out by the external emergency door release facility. WSP MCB (MOS) No2 end Train Fault level 2, WSP Fault, Local fault, Door Control lost on affected vehicle and no brake fault on releasing doors 2. OTMR MCB

If the on train monitoring recording c/b trips, the OTMR fault indication will illuminate and speedometer will be lost. Check MCB in cupboard behind driver and reset as necessary. If MCB will not reset inform Signaller and act on instructions given. 3. Door Supply 1 &2 MCB

If this c/b trips in no 2 end cupboard, doors will not release on that vehicle although indications will be normal. Access to the affected vehicle can only be made by external emergency door release. The affected vehicle should be locked out of use. 4. Engine 1 & 2 MCB

If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated. 5. Engine Start MCB

If this c/b trips and will not reset, it will not be possible to start the engine. However if it trips whilst the engine is already running it will continue to do so 6. Local Control MCB

If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine

36

Conditions Of Assistance 1 Assistance from front, brake continuity available

Failed Unit Assisting Unit Direction of travel

Guidance notes

1. Remove master key from the failed unit 2. Couple up vehicles normally 3. Take control of train from leading cab of assisting unit 4. No restrictions apply

19

170 Main circuit breakers (Also no 2 end cupboard) 1. WSP MCB Lead cab No2 end)

If this c/b trips, engine power will be limited on the affected vehicle and door control lost on affected vehicle. The speedometer will also be inoperative with a level 2 train fault and local fault light being lit.

If a fire is detected after the c/b has tripped, fire bottles will discharge without delay.

The train can proceed at a reduced speed provided doors are not released, neutral has not been selected and the emergency brake position is not selected.

If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS; brakes will release when a direction has been selected.

Note! Any door release thereafter must be carried out by the external emergency door release facility. WSP MCB (MOS) No2 end Train Fault level 2, WSP Fault, Local fault, Door Control lost on affected vehicle and no brake fault on releasing doors 2. OTMR MCB

If the on train monitoring recording c/b trips, the OTMR fault indication will illuminate and speedometer will be lost. Check MCB in cupboard behind driver and reset as necessary. If MCB will not reset inform Signaller and act on instructions given. 3. Door Supply 1 &2 MCB

If this c/b trips in no 2 end cupboard, doors will not release on that vehicle although indications will be normal. Access to the affected vehicle can only be made by external emergency door release. The affected vehicle should be locked out of use. 4. Engine 1 & 2 MCB

If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated. 5. Engine Start MCB

If this c/b trips and will not reset, it will not be possible to start the engine. However if it trips whilst the engine is already running it will continue to do so 6. Local Control MCB

If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine

36

Conditions Of Assistance 1 Assistance from front, brake continuity available

Failed Unit Assisting Unit Direction of travel

Guidance notes

1. Remove master key from the failed unit 2. Couple up vehicles normally 3. Take control of train from leading cab of assisting unit 4. No restrictions apply

35

Passenger Information System Normal set up 1. Energise master switch and move from off position 2. Train ID prompt: Enter train headcode, then select Send 3. Driver ID prompt: Enter pay number, then select Send 4. Manual message prompt: Select, Cancel 5. Route code prompt: Enter route code, then select Send 6. Last destination should now flash, if correct, select Send 7. This location should now flash, if correct, select Send The destination screen or passenger information screen should now be checked. If at any time a wrong code is input , the Cancel button should be selected. Pressing 2 outside CACU display buttons will reset system. Station skip

1. Select Mode 2. Station name should flash, select Skip 3. Now select Send 4. This process should be repeated if more than 1 station has to be skipped Clearing Passenger Information System to display manual message

1. Select Cancel twice 2. Select any numerical key 3. Announcement prompt: Enter relevant announcement 4. Text message should now flash, select Send within 5 seconds The passenger information system also incorporates a pager system, which enables control to send messages directly to the driver or to the passengers. If a message is sent to the train, the driver will receive an audible warning in the cab. The CACU will then display the sent pager message. This message once read can be cleared by selecting the cancel button. If the sent message is for passengers, the audible tone will be heard in the passenger saloons. This message will remain on the display unit, until it has been over written by another message. The pager system can also trigger a manual message CACU display buttons

PA – (Yellow) - Passenger announcements, using arrows on CACU CC – (Blue) - Cab to cab communication PC – (Red) - Passenger Communication NRN – (Grey) - Select must be pressed before NRN radio can be used.

20

170 Main circuit breakers (Also no 2 end cupboard) 6. Air conditioning 1 & 2

If either of these circuit breakers trip and will not reset the air supply fan will be inoperative on the affected vehicle, which will result in a reduction of saloon air being supplied. If both trip, air conditioning will be lost.

7. Air Conditioning 3

If this circuit breaker trips and will not reset, the saloon extractor fans will be inoperative.

8. Air Conditioning 4, 5, 8 & 9

If this circuit breaker trips and will not reset, there will be a partial loss of air cooling in one air conditioning unit.

9. Air Conditioning 6 & 10

If this circuit breaker trips and will not reset, there will be a loss of air cooling in the air conditioning units

10. Stabling MCB (Leading Cab)

If MCB trips train fault light flashes, local fault light and HVAC indications illuminate; emergency brake also applies. On resetting MCB door interlock may be lost, pass comm. Alarm and train fault light may flash with buzzer comms sounding continuously. To rectify switch out desk; fault resets to normal

11. Air Conditioning 12 & 13 (cab 1 & cab 2)

If this circuit breaker trips and will not reset, there will be a loss of electric re-heating of the cab air supply

12. Passenger Information c/b

If this circuit breaker trips and will not reset, the destination indicator and passenger information display in the saloon will be lost.

13. Gangway Door c/b

If this circuit breaker trips and will not reset, the doors will be inoperative between vehicles. 14. Main Lighting 1 & 2

If either circuit breaker trips and will not reset, there will be a partial loss of saloon lighting

15. Saloon Heat 1 & 2

If either of these circuit breakers trip and will not reset, there will be a loss of the right or left hand under seat heating.

35

Passenger Information System Normal set up 1. Energise master switch and move from off position 2. Train ID prompt: Enter train headcode, then select Send 3. Driver ID prompt: Enter pay number, then select Send 4. Manual message prompt: Select, Cancel 5. Route code prompt: Enter route code, then select Send 6. Last destination should now flash, if correct, select Send 7. This location should now flash, if correct, select Send The destination screen or passenger information screen should now be checked. If at any time a wrong code is input , the Cancel button should be selected. Pressing 2 outside CACU display buttons will reset system. Station skip

1. Select Mode 2. Station name should flash, select Skip 3. Now select Send 4. This process should be repeated if more than 1 station has to be skipped Clearing Passenger Information System to display manual message

1. Select Cancel twice 2. Select any numerical key 3. Announcement prompt: Enter relevant announcement 4. Text message should now flash, select Send within 5 seconds The passenger information system also incorporates a pager system, which enables control to send messages directly to the driver or to the passengers. If a message is sent to the train, the driver will receive an audible warning in the cab. The CACU will then display the sent pager message. This message once read can be cleared by selecting the cancel button. If the sent message is for passengers, the audible tone will be heard in the passenger saloons. This message will remain on the display unit, until it has been over written by another message. The pager system can also trigger a manual message CACU display buttons

PA – (Yellow) - Passenger announcements, using arrows on CACU CC – (Blue) - Cab to cab communication PC – (Red) - Passenger Communication NRN – (Grey) - Select must be pressed before NRN radio can be used.

20

170 Main circuit breakers (Also no 2 end cupboard) 6. Air conditioning 1 & 2

If either of these circuit breakers trip and will not reset the air supply fan will be inoperative on the affected vehicle, which will result in a reduction of saloon air being supplied. If both trip, air conditioning will be lost.

7. Air Conditioning 3

If this circuit breaker trips and will not reset, the saloon extractor fans will be inoperative.

8. Air Conditioning 4, 5, 8 & 9

If this circuit breaker trips and will not reset, there will be a partial loss of air cooling in one air conditioning unit.

9. Air Conditioning 6 & 10

If this circuit breaker trips and will not reset, there will be a loss of air cooling in the air conditioning units

10. Stabling MCB (Leading Cab)

If MCB trips train fault light flashes, local fault light and HVAC indications illuminate; emergency brake also applies. On resetting MCB door interlock may be lost, pass comm. Alarm and train fault light may flash with buzzer comms sounding continuously. To rectify switch out desk; fault resets to normal

11. Air Conditioning 12 & 13 (cab 1 & cab 2)

If this circuit breaker trips and will not reset, there will be a loss of electric re-heating of the cab air supply

12. Passenger Information c/b

If this circuit breaker trips and will not reset, the destination indicator and passenger information display in the saloon will be lost.

13. Gangway Door c/b

If this circuit breaker trips and will not reset, the doors will be inoperative between vehicles. 14. Main Lighting 1 & 2

If either circuit breaker trips and will not reset, there will be a partial loss of saloon lighting

15. Saloon Heat 1 & 2

If either of these circuit breakers trip and will not reset, there will be a loss of the right or left hand under seat heating.

21

Loss of Speedometer

Train control c/b tripped

Refer to train control instructions on page 17

WSP c/b tripped No 2 end vehicle Refer to WSP instructions on page 19

OTMR (OTDR) failure Trip and reset MCB, if fault does not clear inform fitter. If in service inform signaller and move only on authority.

34

Preparation (Guide) 1. Approach cab in which will be driven, check for all fixed equipment 2. Enter cab, check defect book and carry out cursory check of all equipment 3. Insert key and energise direction selector (ensure DVD sounds) place to neutral 4. Check MCB’s, brake in step 3 and that DRA is set, switch on train lighting 5. Check all front light indications, (Check pre heat, air con & demister as necessary) 6. Check safety system isolation switches and all cab I/C’s including EBAC 7. Check emergency equipment, uncouple rod and hammer 8. Open cupboard behind driver; test TCA, Fire bell and ensure MCB’s are set 9. Energise doors on both sides of train to enable DOL indications to be checked 10. Leave cab & proceed to No2 end cupboard, check all MCB’s and fault indications 11. Proceed to MOS vehicle, test fire bell, ensure MCB’s are set & no obvious faults 12. Return to original cab and leave via driving side door (External clockwise checks)

13. Check lifeguards, BSI, Lighting, MRPIC, ECIC and for any signs of damage 14. Check suspension, WSP, speedo cable, fuel level, BIS, micro switch & brake raft 15. Check EIS, EFSIC, lube oil level, transmission oil before carrying out a local start 16. Check sand contents and sander, earth straps and CET indications 17. Check MRPIC and intermediate connections and gangway door 18. Carry out same checks for MOS vehicle including local start 19. On 2nd driving vehicle check CET, earth straps, sander, contents & radiator group 20. Check coolant, hydrostatic, local stop & fire bottles (Left hand pin out!) 21. Check HFSIC, WHICH, micro switches, fuel and speedo cable on No1 bogie 22. Enter rear cab and carry out cursory checks as per leading cab inc. fire bell test 23. Proceed to No2 cupboard, check MCB’s and fault indications; then return to cab 24. Leave via door entered carry out same procedure down opposite side of train 25. Re-enter lead cab, check main air, if low use speed up where fitted & remove key 26. Proceed through vehicle checking function of all doors, door well and hustle alarm 27. Check for damage, window seals, lights, pass comms, EGRES & graffiti 28. Check toilet is clean, has water, is in working order and hand dryer is functional 29. Ensure fire bottles are sealed and emergency cupboard is intact 30. Carry out similar checks through next 2 vehicles 31. Enter rear cab in preparation for rear checks 32. De-energise doors closing both sides, ensure DOL’s extinguish & interlock Blue 33. Insert key, direction to neutral, check TPWS, CACU, NRN, ensure phone is seated 34. Test horn, wipers and wash and buzzer communication 35. Select direction then place brake to emergency (Ensure pressure rises and holds) 36. Select step 3 and release DSD; ensure DVD sounds and applies emergency brake 37. Reset DSD then check pressures for steps 3, 2 and 1 are as expected 38. In step 1, press hill start then release PBC to gate; ensure pressure holds 39. Brake to step 1; DRA set select power to test then power off 40. Release DSD to test; ensure pressure rises to emergency within a few seconds 41. Carry out same test for DSD holdover facility; reset DSD; brake to step 3 42. Test emergency plunger sounds and brake pressure rises to emergency 43. Reset plunger, rectify lighting, close all windows, remove key and secure cab 44. Proceed to leading cab for movement and carry out safety checks as per rear cab 45. Set up PIS and ensure lights and destination are correct for movement

21

Loss of Speedometer


Refer to train control instructions on page 17

WSP c/b tripped No 2 end vehicle Refer to WSP instructions on page 19

OTMR (OTDR) failure Trip and reset MCB, if fault does not clear inform fitter. If in service inform signaller and move only on authority.

34

Preparation (Guide) 1. Approach cab in which will be driven, check for all fixed equipment 2. Enter cab, check defect book and carry out cursory check of all equipment 3. Insert key and energise direction selector (ensure DVD sounds) place to neutral 4. Check MCB’s, brake in step 3 and that DRA is set, switch on train lighting 5. Check all front light indications, (Check pre heat, air con & demister as necessary) 6. Check safety system isolation switches and all cab I/C’s including EBAC 7. Check emergency equipment, uncouple rod and hammer 8. Open cupboard behind driver; test TCA, Fire bell and ensure MCB’s are set 9. Energise doors on both sides of train to enable DOL indications to be checked 10. Leave cab & proceed to No2 end cupboard, check all MCB’s and fault indications 11. Proceed to MOS vehicle, test fire bell, ensure MCB’s are set & no obvious faults 12. Return to original cab and leave via driving side door (External clockwise checks)

13. Check lifeguards, BSI, Lighting, MRPIC, ECIC and for any signs of damage 14. Check suspension, WSP, speedo cable, fuel level, BIS, micro switch & brake raft 15. Check EIS, EFSIC, lube oil level, transmission oil before carrying out a local start 16. Check sand contents and sander, earth straps and CET indications 17. Check MRPIC and intermediate connections and gangway door 18. Carry out same checks for MOS vehicle including local start 19. On 2nd driving vehicle check CET, earth straps, sander, contents & radiator group 20. Check coolant, hydrostatic, local stop & fire bottles (Left hand pin out!) 21. Check HFSIC, WHICH, micro switches, fuel and speedo cable on No1 bogie 22. Enter rear cab and carry out cursory checks as per leading cab inc. fire bell test 23. Proceed to No2 cupboard, check MCB’s and fault indications; then return to cab 24. Leave via door entered carry out same procedure down opposite side of train 25. Re-enter lead cab, check main air, if low use speed up where fitted & remove key 26. Proceed through vehicle checking function of all doors, door well and hustle alarm 27. Check for damage, window seals, lights, pass comms, EGRES & graffiti 28. Check toilet is clean, has water, is in working order and hand dryer is functional 29. Ensure fire bottles are sealed and emergency cupboard is intact 30. Carry out similar checks through next 2 vehicles 31. Enter rear cab in preparation for rear checks 32. De-energise doors closing both sides, ensure DOL’s extinguish & interlock Blue 33. Insert key, direction to neutral, check TPWS, CACU, NRN, ensure phone is seated 34. Test horn, wipers and wash and buzzer communication 35. Select direction then place brake to emergency (Ensure pressure rises and holds) 36. Select step 3 and release DSD; ensure DVD sounds and applies emergency brake 37. Reset DSD then check pressures for steps 3, 2 and 1 are as expected 38. In step 1, press hill start then release PBC to gate; ensure pressure holds 39. Brake to step 1; DRA set select power to test then power off 40. Release DSD to test; ensure pressure rises to emergency within a few seconds 41. Carry out same test for DSD holdover facility; reset DSD; brake to step 3 42. Test emergency plunger sounds and brake pressure rises to emergency 43. Reset plunger, rectify lighting, close all windows, remove key and secure cab 44. Proceed to leading cab for movement and carry out safety checks as per rear cab 45. Set up PIS and ensure lights and destination are correct for movement

33

Emergency brake off, brakes don’t release in 2mins

WSP c/b tripped in No 2 end cupboard If this c/b trips, engine power will be limited on the affected vehicle and door control lost in affected vehicle. Train fault light flashes, local fault light lit with door power light lost.

The speedometer will also be inoperative. If a fire is detected after the c/b has tripped, fire bottles will discharge without delay.

The train can proceed provided doors are not released and the emergency brake position is not selected or direction has not been placed to neutral.

If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS and select the WSP isolation switch in no 2 body end cupboard.

Note! Any door release thereafter must be carried out by the external emergency door release facility.

Safety system isolated with no effect

Fault protect c/b tripped

If this trip on the leading vehicle, and will not reset, brakes will apply once direction has been selected on older phases.

To obtain a full brake release in the event of the MCB not resetting it will be necessary to isolate both the vigilance and DSD safety systems.

Engine will shut down within 15minutes on new phases.

22

Hazard light is illuminated

Door open

Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate as necessary

Pass Comm activated

Locate activated Pass Comm and reset. If Pass Comm will not reset, isolate Pass Comm safety system in driving cab

Fire system activated

Check repair book and inform control, isolate engine if in service and isolate fire bell

TCA fault

Contact signaller immediately. If MCB reset. If fault clears trip TCA MCB, trip local control, wait 5secs, reset TCA, reset local control and restart engines. Fault light should clear. If fault does not clear isolate safety system and act on instructions given.

Brake control c/b tripped

Refer to brake control c/b instruction on page 15

Pass Comm alarm flashes/sounds

Pass Comm activated


Brake control c/b tripped Reset c/b if it will not reset refer to brake control c/b instructions on page 15

Train control c/b tripped Reset c/b if it will not reset refer to Train control c/b instructions on page 17

Couple/uncouple button has been pressed in error Ensure master is in neutral and press uncouple button

33

Emergency brake off, brakes don’t release in 2mins

WSP c/b tripped in No 2 end cupboard If this c/b trips, engine power will be limited on the affected vehicle and door control lost in affected vehicle. Train fault light flashes, local fault light lit with door power light lost.

The speedometer will also be inoperative. If a fire is detected after the c/b has tripped, fire bottles will discharge without delay.

The train can proceed provided doors are not released and the emergency brake position is not selected or direction has not been placed to neutral.

If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS and select the WSP isolation switch in no 2 body end cupboard.

Note! Any door release thereafter must be carried out by the external emergency door release facility.

Safety system isolated with no effect

Fault protect c/b tripped

If this trip on the leading vehicle, and will not reset, brakes will apply once direction has been selected on older phases.

To obtain a full brake release in the event of the MCB not resetting it will be necessary to isolate both the vigilance and DSD safety systems.

Engine will shut down within 15minutes on new phases.

22

Hazard light is illuminated

Door open

Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate as necessary

Pass Comm activated


Fire system activated

Check repair book and inform control, isolate engine if in service and isolate fire bell

TCA fault

Contact signaller immediately. If MCB reset. If fault clears trip TCA MCB, trip local control, wait 5secs, reset TCA, reset local control and restart engines. Fault light should clear. If fault does not clear isolate safety system and act on instructions given.


Refer to brake control c/b instruction on page 15

Pass Comm alarm flashes/sounds

Pass Comm activated


Brake control c/b tripped Reset c/b if it will not reset refer to brake control c/b instructions on page 15

Train control c/b tripped Reset c/b if it will not reset refer to Train control c/b instructions on page 17

Couple/uncouple button has been pressed in error Ensure master is in neutral and press uncouple button

23

Engine will not turn

BIS open

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles.

Engine isolated

Check repair book, then de-isolate as necessary. Engine isolation switch located cen-trally on non driving side of vehicles

Engine start c/b tripped No 2 end cupboard

Reset c/b, if it will not reset, isolate engine. Engine isolation switch located centrally on non driving side of vehicles


See Train control circuit breaker instructions on page 17

Fire system isolated

Check repair book, inform Control. If there is an entry in repair book ensure engine has been isolated.

Micro switch open

Locate micro switch and close. 2 either side, centrally located on each vehicle, also on jumper between vehicles.

Local control c/b tripped in No 2 end cupboard


Defective starter motor

See maintenance staff, endorse repair book, isolate engine. Engine isolation switch is located centrally on non driving side of vehicles.

Faulty start button

Attempt local start or from another cab. Engine start located centrally on non driving side

Master not in E.O

Move master switch to Engine only, then try to restart.

32

Engine will not shut down when stop button pressed

Faulty stop button

Shut engine down from another cab or locally Engine stop button can located centrally on non driving sides of vehicles. If no stop button works isolate EFSIC to the right of the front of the engine

Train control c/b has tripped If the train control c/b will not reset, it will be necessary to isolate the fuel supply from the engine. This can be achieved by isolating the engine fuel supply isolating cock, which can be located to the right of the front of the engine.

Master switch energised, No AWS warning

AWS c/b tripped

If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any con-tingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver.

BIS open Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles

Defective AWS If AWS is defective, isolate AWS safety system and comply with any other relevant rules or signallers instructions. Adhere to restrictions with regards to availability of a competent person or during fog or falling snow

23

Engine will not turn

BIS open

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles.

Engine isolated

Check repair book, then de-isolate as necessary. Engine isolation switch located cen-trally on non driving side of vehicles

Engine start c/b tripped No 2 end cupboard



See Train control circuit breaker instructions on page 17

Fire system isolated

Check repair book, inform Control. If there is an entry in repair book ensure engine has been isolated.

Micro switch open

Locate micro switch and close. 2 either side, centrally located on each vehicle, also on jumper between vehicles.



Defective starter motor

See maintenance staff, endorse repair book, isolate engine. Engine isolation switch is located centrally on non driving side of vehicles.

Faulty start button

Attempt local start or from another cab. Engine start located centrally on non driving side

Master not in E.O

Move master switch to Engine only, then try to restart.

32

Engine will not shut down when stop button pressed

Faulty stop button

Shut engine down from another cab or locally Engine stop button can located centrally on non driving sides of vehicles. If no stop button works isolate EFSIC to the right of the front of the engine

Train control c/b has tripped If the train control c/b will not reset, it will be necessary to isolate the fuel supply from the engine. This can be achieved by isolating the engine fuel supply isolating cock, which can be located to the right of the front of the engine.

Master switch energised, No AWS warning

AWS c/b tripped

If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any con-tingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver.

BIS open Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles

Defective AWS If AWS is defective, isolate AWS safety system and comply with any other relevant rules or signallers instructions. Adhere to restrictions with regards to availability of a competent person or during fog or falling snow

31

Continuous buzzer sound, brakes apply

Pass Comm activated


Brake control c/b has tripped Reset c/b, if it will not reset refer to brake c/b instructions on page 15

Train control c/b has tripped Refer to train control instructions on page 17 Emergency Plunger has been activated

Reset emergency Plunger.

Phase 4 buzzer will also sound.

Continuous buzzer sounds

2 Driving cab master switches are energised

Locate other energised driving compartment and remove drivers key

2 Door key stations are energised Locate energised door control station and switch out

Stabling MCB reset

Switch out desk; re-instate direction selector to neutral. Fault should clear

24

Engine turns, but will not fire

Low coolant

Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Engine fuel supply

Check engine fuel supply isolating cock is in the open position. Located on the right hand side of the front of the engine

Low fuel

Check fuel level indicator, located on non driving side, underneath doors nearest driv-ing cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Engine Stop Button Latched

Check stop button and reset

Engine Temp below required temp for starting

Use Pre-heat

Engine turns, fires, falters then stops

Low oil pressure

If possible check oil level.

If oil is above maximum safe level, isolate engine as there maybe water contamination.

If oil is below minimum safe level isolate engine.

Enter details into the repair book. Engine isolation switch located centrally on non driving side of vehicles

31

Continuous buzzer sound, brakes apply

Pass Comm activated


Brake control c/b has tripped Reset c/b, if it will not reset refer to brake c/b instructions on page 15

Train control c/b has tripped Refer to train control instructions on page 17 Emergency Plunger has been activated

Reset emergency Plunger.

Phase 4 buzzer will also sound.

Continuous buzzer sounds

2 Driving cab master switches are energised

Locate other energised driving compartment and remove drivers key

2 Door key stations are energised Locate energised door control station and switch out

Stabling MCB reset

Switch out desk; re-instate direction selector to neutral. Fault should clear

24

Engine turns, but will not fire

Low coolant

Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Engine fuel supply

Check engine fuel supply isolating cock is in the open position. Located on the right hand side of the front of the engine

Low fuel

Check fuel level indicator, located on non driving side, underneath doors nearest driv-ing cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Engine Stop Button Latched

Check stop button and reset

Engine Temp below required temp for starting

Use Pre-heat

Engine turns, fires, falters then stops

Low oil pressure


If oil is above maximum safe level, isolate engine as there maybe water contamination.

If oil is below minimum safe level isolate engine.

Enter details into the repair book. Engine isolation switch located centrally on non driving side of vehicles

25

Brakes will not release Brake handle in emergency

To confirm energise desk; if there no vigilance sounds locate suspect brake and place to step 3.

Emergency Plunger activated

To confirm energise desk; if there is no vigilance locate suspect emergency setter and reset. Phase 4 sets buzzer will also sound.

Low main air below 5.25 Bar

Allow adequate time for air to build, if system leak is suspected carry out check. If LMAPU is suspected and there is adequate air isolate EBS in opposite cab to regain control, driving in the opposite direction or from other than the leading cab with a compe-tent person in leading cab controlling movement.

Couple/Uncouple relay (Door interlock lost, No Vigilance)

Place master to neutral and select uncouple

Door interlock light red

Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate defective door as necessary


Reset c/b, if it will not reset refer to brake c/b instructions on page 10 &15

TPWS c/b tripped

Reset c/b if it will not reset refer to AWS c/b instructions on page 9 & 10

Door control c/b tripped

Reset; if it will not, refer to Door control c/b instructions on page 10 & 16


Reset; if it will not, refer to Train control c/b instructions on page 10 & 17

DSD has failed

Isolate DSD safety system in driving cab, and act on the instructions given by the signal-ler.

30

External door (s) fail to open or close

No door control station has been energised

Energise door station, then attempt to open or close doors as necessary

WSP c/b has tripped in No 2 end cupboard Refer to WSP instructions on page 19

Door control c/b 1 or 2 tripped

See page 19

Fault on the door control station facility Try to open or close doors from another door station

Door obstruction

Carry out visual examination of door to check and remove any obstruction. If there is no obstruction evident it will be necessary to isolate the doors to enable them to close. To isolate doors, see note at bottom of this page.

Door fails to open If a door fails to open, it will be necessary to ascertain the cause, if the problem persists, the door should be locked pout of use. To gain access immediately, use passenger access handle on bodyside of vehicle. To carry out a door isolation, see not at bottom of this page.

Door Isolation procedure

1. Using carriage key, unlock & drop access panel above door 2. Move door isolation switch S10 to the position marked 0 3. Close doors manually, ensuring they are firmly held together 4. Then, using the carriage key, rotate “out of service” lock clockwise 5. The door isolation switch should now be returned to position marked 1 6. The “out of service” should now be illuminated 7. Lastly, the repair book should be endorsed accordingly.

25

Brakes will not release Brake handle in emergency

To confirm energise desk; if there no vigilance sounds locate suspect brake and place to step 3.

Emergency Plunger activated

To confirm energise desk; if there is no vigilance locate suspect emergency setter and reset. Phase 4 sets buzzer will also sound.

Low main air below 5.25 Bar

Allow adequate time for air to build, if system leak is suspected carry out check. If LMAPU is suspected and there is adequate air isolate EBS in opposite cab to regain control, driving in the opposite direction or from other than the leading cab with a compe-tent person in leading cab controlling movement.

Couple/Uncouple relay (Door interlock lost, No Vigilance)

Place master to neutral and select uncouple

Door interlock light red

Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate defective door as necessary


Reset c/b, if it will not reset refer to brake c/b instructions on page 10 &15

TPWS c/b tripped

Reset c/b if it will not reset refer to AWS c/b instructions on page 9 & 10

Door control c/b tripped

Reset; if it will not, refer to Door control c/b instructions on page 10 & 16


Reset; if it will not, refer to Train control c/b instructions on page 10 & 17

DSD has failed

Isolate DSD safety system in driving cab, and act on the instructions given by the signal-ler.

30

External door (s) fail to open or close

No door control station has been energised

Energise door station, then attempt to open or close doors as necessary

WSP c/b has tripped in No 2 end cupboard Refer to WSP instructions on page 19

Door control c/b 1 or 2 tripped

See page 19

Fault on the door control station facility Try to open or close doors from another door station

Door obstruction

Carry out visual examination of door to check and remove any obstruction. If there is no obstruction evident it will be necessary to isolate the doors to enable them to close. To isolate doors, see note at bottom of this page.

Door fails to open If a door fails to open, it will be necessary to ascertain the cause, if the problem persists, the door should be locked pout of use. To gain access immediately, use passenger access handle on bodyside of vehicle. To carry out a door isolation, see not at bottom of this page.

Door Isolation procedure

1. Using carriage key, unlock & drop access panel above door 2. Move door isolation switch S10 to the position marked 0 3. Close doors manually, ensuring they are firmly held together 4. Then, using the carriage key, rotate “out of service” lock clockwise 5. The door isolation switch should now be returned to position marked 1 6. The “out of service” should now be illuminated 7. Lastly, the repair book should be endorsed accordingly.

29

Low main reservoir air (Below 5.75 Bar)

Defective Unloader

Isolate compressor governor on the brake raft. This can be located centrally on the non drivers side of vehicles.

Main reservoir pipe cock not in the correct position

Check front, rear and intermediate connections for possible leakage. Close or open cocks as necessary

Fractured pipe

If a particular system leakage cannot be contained, isolate the MRP I/C on either side of defective unit. Then isolate both BIC (1 & 4) on affected vehicle. Then isolate EBS to bypass train wire 4 because of LMAPU on brake reservoir which would normally apply the brakes electrically once pressure fell below 5.1Bar. If no vigilance sounds, isolate Vigilance safety system and proceed on authority.

Air suspension leak

Check all air suspensions to locate leak. Once leak has been found it will be Necessary to isolate that vehicles secondary suspension completely. Proceed to brake raft, located centrally on non drivers side and isolate air Suspension cocks 3 & 4 It will then be necessary to drain all air suspension bellows, to level defective coach.

Brake supply reservoir drain cock ruptured

Carry out full brake isolation on affected vehicle (BIC 1 & 4) Isolate MRPIC’s on either side of defective unit to contain air leak. Then isolate EBS to by-pass train wire 4 through low brake reservoir pressure switch. If no vigilance sounds isolate vigilance safety system.

Other air supplied equipment leakage

Carry out check on other on train equipment, which requires an air supply to operate correctly. Examine Horn, Wipers, Sanding equipment and parking brake etc Isolate equipment as necessary.

26

Brakes will not release cont.

Defective vigilance

Isolate Vigilance safety system in driving cab

Passenger Communication apparatus activated


Shore supply micro switch open

Contact Yard Supervisor

Intermediate jumper cable has come loose

See maintenance, if en-route reposition jumper in socket.



Fault protect c/b tripped with brakes applied

Reset Fault protect c/b If the circuit breaker will not reset and the brakes were applied before the circuit breaker tripped out, they will not release.

Isolate DSD and Vigilance safety systems Selecting Direction with Fault Protect tripped (Old Phase)

Isolate DSD and Vigilance EIS in prime position (No DVD)

Switch to normal position If switch broken; isolate EBS for full brake release

29

Low main reservoir air (Below 5.75 Bar)

Defective Unloader

Isolate compressor governor on the brake raft. This can be located centrally on the non drivers side of vehicles.

Main reservoir pipe cock not in the correct position

Check front, rear and intermediate connections for possible leakage. Close or open cocks as necessary

Fractured pipe

If a particular system leakage cannot be contained, isolate the MRP I/C on either side of defective unit. Then isolate both BIC (1 & 4) on affected vehicle. Then isolate EBS to bypass train wire 4 because of LMAPU on brake reservoir which would normally apply the brakes electrically once pressure fell below 5.1Bar. If no vigilance sounds, isolate Vigilance safety system and proceed on authority.

Air suspension leak

Check all air suspensions to locate leak. Once leak has been found it will be Necessary to isolate that vehicles secondary suspension completely. Proceed to brake raft, located centrally on non drivers side and isolate air Suspension cocks 3 & 4 It will then be necessary to drain all air suspension bellows, to level defective coach.



Other air supplied equipment leakage

Carry out check on other on train equipment, which requires an air supply to operate correctly. Examine Horn, Wipers, Sanding equipment and parking brake etc Isolate equipment as necessary.

26

Brakes will not release cont.

Defective vigilance

Isolate Vigilance safety system in driving cab

Passenger Communication apparatus activated


Shore supply micro switch open

Contact Yard Supervisor

Intermediate jumper cable has come loose

See maintenance, if en-route reposition jumper in socket.



Fault protect c/b tripped with brakes applied

Reset Fault protect c/b If the circuit breaker will not reset and the brakes were applied before the circuit breaker tripped out, they will not release.

Isolate DSD and Vigilance safety systems Selecting Direction with Fault Protect tripped (Old Phase)

Isolate DSD and Vigilance EIS in prime position (No DVD)

Switch to normal position If switch broken; isolate EBS for full brake release

27

Loss of power

DRA is activated

Reset DRA and try for power

DRA system fault

Isolate DRA safety system and comply with relevant instructions concerning same

Partial loss of power

High water temperature

Power should reinstate when water temperature cools, check Hydrostatic levels and cooler group radiators for blockage. If Hydrostatic is low; isolate engine.

High transmission oil temperature Power should reinstate when oil temperature cools

Low Transmission Oil Level

Pressure reduction may cause reduced power to No2 bogie

Loss of engine

Refer to loss of engine faults on adjacent page 20

28

Loss of engine

Low coolant (Stop light red)

Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

No fuel (Stop light red)

Check fuel level indicator, located on non driving side, underneath doors nearest driving cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

EFSIC in isolated position

Check isolating cock on right hand side facing engine is in the open position

Low oil (Stop light red)


If oil is below minimum safe level isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Enter details into the repair book, if possible see maintenance.


If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine stop light. If the c/b will not reset, the affected engine should be isolated

Engine 1 & 2 c/b tripped in No 2 end cupboard

If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated

27

Loss of power

DRA is activated

Reset DRA and try for power

DRA system fault

Isolate DRA safety system and comply with relevant instructions concerning same

Partial loss of power

High water temperature

Power should reinstate when water temperature cools, check Hydrostatic levels and cooler group radiators for blockage. If Hydrostatic is low; isolate engine.

High transmission oil temperature Power should reinstate when oil temperature cools

Low Transmission Oil Level

Pressure reduction may cause reduced power to No2 bogie

Loss of engine

Refer to loss of engine faults on adjacent page 20

28

Loss of engine

Low coolant (Stop light red)

Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

No fuel (Stop light red)

Check fuel level indicator, located on non driving side, underneath doors nearest driving cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

EFSIC in isolated position

Check isolating cock on right hand side facing engine is in the open position

Low oil (Stop light red)


If oil is below minimum safe level isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Enter details into the repair book, if possible see maintenance.


If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine stop light. If the c/b will not reset, the affected engine should be isolated

Engine 1 & 2 c/b tripped in No 2 end cupboard

If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated

class 170 october 2006

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