MEDHA SIV PANEL

1.SIV INPUT O.K 5. EXTERNAL FAULT

2.INPUT VOLTAGE IN RANGE 6. CHBA O.K 3.DISPLAY OK 7.RESET 4.INTERNAL FAULT 8.EARTH FAULT BYPASS

1

2

3

4

5

6

8 7

HIRECT SIV DISPLAY PANEL

Earth

Fault B

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push butto

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Cursor U

P / D

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to know th

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fault h

istory in

display unit

Under frame of WAGUnder frame of WAGUnder frame of WAGUnder frame of WAG----9, WAP9, WAP9, WAP9, WAP----5 and WAP5 and WAP5 and WAP5 and WAP----7 7 7 7

.

Know the component of ABB Loco bogie

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S.S.Gehlot Divl. Rly. Manager E. Rly, Asansol

FOREWORDFOREWORDFOREWORDFOREWORD

For all railwaymen it is most important to understand the safety of train operation is the prime concern. After taking charge in this division as DRM I have found that there is a system of Chalak Patra issued every quarter by the TRS (Operation) wing.

I hope that this system will continue and the running staffs, who are playing a key role in maintaining the safety of train operation in this division, will take more and more interest in the development and use of Chalak Patra.

.

CONTENTCONTENTS

SL. NO

Subject Page No

1. Good Work Done by Loco

Pilots 1

2. Bad Work Done by Loco Pilots 2

3. Fire in locomotive and its

Prevention

3-8

4. Do You Know? 9

5. Counseling ( June-September) 10

6. 22nd Addendum and

Corrigendum 11-12

7. Trouble Shooting Flow Chart

for SIV fitted Loco & ABB

13-18

8.

Working of Automatic Vigilance Control System of Three phases Loco.

19-24

This magazine is also available on www.er.indianrailways.gov.in

Chalak Patra

(i) 0n 1.07.12, ELP (G)/ASN working as ELP (Stg)/ASN While shunting the locos no: 23197/WAG-5 (K/end) and 22640/WAP-4 (H/end) from electric outgoing line no: 2 to no: 3 of ASN/Shed loco no: 23197 got derailed in between km no; 212/L31C2 to 212/L33C2 at 19:55 hours as he moved with the locos over H.P no: 34L without ensuring the proper setting of the point. SF-11 issued to LP

(ii) On 14.07.12, Elect Loco pilot (Goods)/UDL while taking over the

charge of loco no: 31022/WAG-9/GMO failed to observe SR-1 oil level properly. It was below the gauge glass. As a result loco was failed and had to be detached at Box-wing yard at UDL after a long time.

SF-11 issued to LP

(iii) On 07.08.12, a footplate inspection was done on the loco cab of train No: 63551 Up by the competent authority and found that ELP (Pass) while working with the loco kept his CUG mobile on. This is a violation of railway boards L/No: 2009/Elect (TRS)/113/2 dtd: 28.12.2010. SF-11 issued to LP

(iv) On 12.09.12, ELP (G)/UDL while working as ELP (Shunting)/UDL

took charge of train no: EC/DHN hauling with loco no: 24073 at 15:00 hours at Up loop/UDL. This locomotive had very high level of GR oil but he did not check the oil level and not informed the same to any competent authority up to 17:00 hours before made over the charge of the train. It was revealed when out going loco pilot informed the same to ATFR/UDL and then maintenance staff was sent. As a result train was detained for attending and giving fit by the maintenance staff up to 17:35 hours.

SF-11 issued to LP

(v) On 10.10.12 ELP (G)/ASN while working Train No: EC/PEH/BOXN (E) with Elect Loco No: 24037/JHS, with a load of 59 BOXN (E) +IAMT, the loco had some trouble in C-106 but he took the loco in the same condition to this division without any intimation of TLC/ASN and train was ultimately stalled at Km No: 359/26 blocking the section. As a result train no: 12318 was detained for 01 hours 10 minutes at JAJ.

SF-11 issued to LP

2

Chalak Patra

(i) 07.07.12, while working on Train No-EC/WRS Ld- 42 BCN

/Ld+MT, hauled by Loco No-28111/WAG/ASN, Sri Asha Ram and

ALP Sri C.B.P.Singh both H/Q- ASN shown the following notable

work:

After starting the train from MDP at 12.55 hrs, his train was

stopped at KM- 295/15 at 13.00 hrs due to drop of BP pressure.

On checking his ALP found heavy air leakage from BP metal pipe

of wagon no-NR 998732 (34th from TE). He isolated both the

angle cock of both the wagons i.e. 34th and 35

th from TE. He

released the brakes of both the parts and started from the spot at

13.20 in very short interval of detention in the block section and

arrived at MUW at 13.45 hrs. He saved the major detention of a

goods train in block section through his fast and prompt skill of

tackling the load with faulty brake system in block section.

Sr DEE/OP/ASN conferred merit certificate and cash Award of

Rs. 300/- and Rs.200/- respectively to both.

(ii) On 02.09.12 Sri J.B.Mishra/LPG and Sri Pradip Kumar/ALP

both HQ/UDL worked long haul train- RTPR+RTPR, ld- 116

BOX/N/Ld+2 MT, Total G/T- 10480T. He left UDL/WDD/Yd at

01.26 hrs, passed BQT at 02.34 hrs, PKA at 04.45 hrs and arrived

at GMO successfully at 06.00 hrs without loss of run with

observation of all the speed restrictions.

Recommended for COM Award

1

Chalak Patra

Good work done by Loco Pilots during July to Sept 2012

Bad work done by Loco Pilots during

July to Sept 2012

c) FIRE BY SPARKS:

There are lots of contactors in the locomotive which are supposed to operate under load current. Hence spark is inevitable. To quench the spark Arc Chutes are provided in each of such contactors. Hence failure of the quenching device or opening out may result in expansion of spark catching fire in the surrounding materials etc. d) HEAT DISSIPATING RESISTORS:

There are number of high capacity resistors which are supposed to absorb electrical energy and convert it into heat in the locomotive. There is an adequate arrangement; so that these resistors can emit dissipated heat to the surroundings. If such dissipation is not proper, these resistors will get over heated and may cause fire. Examples of such resisters are RGR, R118, RF and RPS etc. e) BLOWER FAILURE:

The locomotives are designed to work under the condition that for easy dissipation of heat, all the blowers are working smoothly. If the blowers are not working the main device will generate more and more heat and this may result in fire. To watch the functioning of blowers there are vane relays provided in the locomotive. Sometimes these vane relays malfunction and to work the loco such relays are then by passed. But by-passing the blower itself is normally not permitted. Hence Loco Pilot must be careful that when vane relays are by-passed it becomes his own task to do the work of vane relays i.e. to keep a close watch on the actual working of blowers. f) INSUFFICIENT OIL LEVEL:

Transformer and tap changer are two very important equipments of a locomotive. These equipments operate at 25 KV AC. Transformer oil is used as an insulating medium for these items. It is very much required to ensure that there is sufficient oil in the gauge glasses, otherwise due to low insulation and low heat dissipation caused by low oil level over heating and consequent fire may generate from these devices. The health of the oil can be seen by the color of silica gel. g) MECHANICAL FRICTION:

In the under frame of the locomotive some parts are fixed and some parts are moving. If due to any reason there is continuous friction between such two parts it may result in excess heat generation and consequent fire.

4

Chalak Patra

S. Datta Sr.DEE(OP)/ASN

Electric locomotive is a costly asset. There are lots of machineries and electrical circuits inside the locomotive. Unsafe practices, and / or inherent defects can cause fire in the locomotive and huge loss of railway property. So it is important for all running staff to know the causes of fire and the measures to prevent it.

It is easy to appreciate that all fire cases are caused by some kind of excess heat generation at some points. Whenever the temperature goes very high the surrounding material may catch fire and since there is lot of air flow inside the locomotive, the fire spreads very fast.

CAUSES OF FIRE IN THE LOCOMOTIVE:

a) OVER LOADING DUE TO EXCESS LOAD CURRENT:

Over loading is a very common cause of over heating. Hence for the Loco Pilot it is important to ensure that the traction motor current is limited within the prescribed value. Hence they must know and keep a close watch on the short time and continuous current drawn by the traction motors.

Jammed auxiliary motors, either due to bearing failure or any other obstruction, may draw high load current. Hence Loco Pilot should also to be careful that none of the auxiliary motors are generating any abnormal sound and none of the motor is over heated.

b) HEAT GENERATION DUE TO FAULT CURRENT:

Whenever there is a rupture of insulation the current passes through unwanted path like through the body of the equipment and since such path almost works as a shorting link, there is very high current flowing in the system and we call this fault current. Fault current can cause very high over heating in a very short time, if not properly protected by relays/fuses. Fault current is generally caused by rupture of insulation either in the equipment or in the connecting cables. In an electric locomotive a very well designed system is there to protect each and every part of the entire circuit against fault current. When the fault current flows the faulty equipment is to be segregated from the circuit. Rain water dropping in H.T compartment may cause electrical fault.

3

Chalak Patra

Fire in locomotive and its Prevention

Precaution

circuit and consequent fire. So this must be reported as soon as noticed. LP should mark the leakage area by chalk/marker. Also mention in log book.

12. Do not allow small sparks caused by bad contact in any circuit, isolate the same.

13. Proper rating fuse should be used. Improper fuse does not protect the circuit.

14. Whenever the engine stops, the crew of the train must check the condition of SL for any sign of heating/smoke emission. Axle box temperature and underneath cables of loco must be checked also.

15. Dont operate programming switches of direct auxiliary motors in live condition of loco. Trip DJ before operating these switches.

Fire Fighting:

1. Whenever fire is noticed, Trip DJ, Put OFF HBA and secure the train.

2. Open the compartment carefully, do not go near the fire wearing polyester cloth.

3. Charge F/Extinguisher, if required by firmly holding the pipe.

4. If not controlled/if fire takes place around oil spilled locations try to throw sand, if available.

5. In ABB loco following actions to be taken:

One Fire detection unit is provided in three phase locomotive. Fault Message F-1501P2 comes on screen in the case of smoke in machine room. This is warning of smoke in machine room. LP should inspect the machine room carefully. In case of any fire/smoke, extinguish the fire by using portable fire extinguisher.

Fault Message F-1501P1 comes on screen in the case of fire in machine room. LP is advised to extinguish the fire and reset the fire detection unit. LP should open the DJ, lower the pantograph put OFF control electronics. In case of larger fire especially in traction converter then open the cock of CO2 cylinder provided in the locker on each cab. Keep the machine room door locked.

6

Chalak Patra

Preventive measures for LPs:

1. LP should be very cautious and keep sharp look on electrical equipments and electrical circuit while working with HOBA OFF. In this condition melting of fuses is normally arrested but causes of fuse melting are not eradicated and relay QOP-1, 2 and QOA become out of work. LP shall inform TLC and this should be allowed for bare minimum period and loco should be immediately withdrawn from service.

2. While keeping HQOP in OFF position, keep frequent watch on the Traction Motors, Line contactors and equipments of traction power circuit. Condition of RPS should also be watched so that DJ be switched off as soon as any sign of over heating or smoke is emission is noticed from the RPS

3. While keeping HQOA in 0 position, keep frequent watch on the Arno, auxiliary motors, contactor panel, auxiliary power circuit and Switch Panel board etc.

4. While taking round inside the loco never miss to see RGR. In case any abnormality is noticed in RGR the DJ should be switched OFF immediately instead of reducing the notch.

5. Frequent watch on the oil level in transformer, tap changer (GR) and converter (for three phase loco) should be kept.

6. There shouldnt be spillage of oil near Compressor and transformer. If it is found report it to TLC and mention in log book.

7. LP/ALP must check proper position of arc chute of all TK panel, BA panel contactors and CGR. Any flashing from the contactors and electrical equipments can be dangerous.

8. Never wedge relay Q-44 as because it protects tap changer stuck up on half notch through tripping of DJ.

9. LP should have sharp look on working of the motors if their supervising relays are isolated.

10. LP should check the temperature of Auxiliary motors and their smooth working.

11. Rain water leakage from roof of the locomotive can cause short

5

Chalak Patra

How to investigate and check a burnt loco: The loco Inspector should check the burnt loco by entering inside. He should have torch and should ensure that the fire is already extinguished. Preferably a mask or kerchief may be used to protect nose and mouth. Then he should check following points and should note down. ( i )

Checking from outside from any burnt mark etc.

(ii) Position of master controller SMGR drum and tap position of tap changer.

(iii) Condition of DJ, whether locked or open

(iv) Check the complete Relay panel, Switch panel and Fuse panel. Whether relays particularly QLM, QRSI, QOP, QOA are in tripped condition or normal. Condition of HOBA, HQOP and HQOA switches.

(v) Obtain information from the data loggers of MPCS and SIV.

(vi) Condition of fuses, and their rating.

(vii) Condition of CGR1, CGR2, CGR3 and RGR.

(viii) Arc-chute of CGRs, line and shunting contactors, auxiliary circuit contactors.

(ix) Condition of contactors-whether found in wedged or welded.

(x) Signs of overheating and loose connections at the terminal points.

(xi) Identify the location of the cable where globules are found formed.

(xii) Identify the area/zone where the damage to the locomotive is extensive due to fire.

(xiii) Condition of 25kV bushings of the transformer-whether burnt after bursting or simply burnt or not damaged.

(xiv) Possibility of transformer oil splashing with special attention to any sign of oil in conservator. Oil level of TFP and GR.

(xv) Condition of MPH and Radiator.

(xvi) All the BA panels and TK panels.

7

Chalak Patra

(xvii) Condition of tap changer with particular attention to splashing of oil and flash-over of the taps.

(xviii) Condition of other electrical equipment like rectifier block, inductive shunt, auxiliary machines and traction motors for any abnormality. If overheating mark is found on the RSI or SIV same should be checked in detail by opening the cover.

(xix) Polarity of smoothing reactor, if not damaged fully.

(xx) Condition of brake blocks, wheel disc for over-heating and melting of brake blocks. Search out molten pieces of brake blocks, if any on SL.

(xxi) Whether the fire took place when dynamic brake was in applied condition. If so, whether thermal relay of DBR was in working order. Examine the condition of DBR resistances.

(xxii) Presence of any inflammable material like jute, rubber etc.

(xxiii) See if the MIO filters are choked.

(xxiv) Abnormality, if any already indicated in the log book by the driver which can lead to fire.

(xxv) Finally check the loco roof from outside and inside.

Take the statement of crew and other concerned station staff about how the fire originated. Whether specified fire extinguishers were available in the locomotive and used by the driver and how many of them were found effective.

N.B: About the use of water for extinguishing fire in locomotive:

Use of water on electrical equipments is generally not recommended. It can cause a short with the live parts and if not, it will damage the insulation of the electrical equipment on which it is applied. So, LPs have not been advised to use water. But in some severe fire cases in locomotives when agencies like fire brigade are called they use water in the locomotive and such is the only practical way to extinguish the fire. For such actions it is important to ensure that the DJ must be opened, HBA (or preferably battery MCB) must be off and OHE must be dead. But in the mid section it is always not possible for the fire brigade to reach. If no other means are available and the fire is spreading the LP may apply water in localized manner keeping the battery supply off and DJ opened.

8

Chalak Patra

C/No. & Date Subject

July 12 1.T/12/ 03.07.12

Working of VCD

2. T/13/ 07.07.12

Addendum of technical counseling -9 dtd 11.06.12

3. T/14/ 09.07.12

RS application in case of emergency by ALP

4. T/15/ 16.07.12 Avoid on line failure on account of SIV 5. S/17/ 09.07.12 Running of CC+6+2&CC+8+2 wagons in ER 6. S/18/ 11.07.12 Looking back by LP&ALP during the journey

7. S/19/ 12.07.12 Vigilant on train operation during train operation 8. S/20/ 20.07.12 Action plan for SPAD cases on electric account 9. S/21/ 25.07.12 Working and isolation of VCD Aug 12

1. T/16/ 17.08.12 Hauling of dead loco, use of DBR and verification of OHE voltage in SIV fitted loco.

2. T/17/ 23.08.12 Checking of screw coupling and air leakage. 3. T/18/27.08.12 Sign ON and OFF in CMS 4. S/22/10.08.12 Rules for shunting , Protection of lines(GR/SR-6.03)

,gate signal of LC gate no-8C/E(Between BM-JMT)

5. S/23/30.08.12 Ensuring and understanding documents for starting the train.

Sept 12 1. T/19/03.09.12 Isolation of SPM (ABB loco) in case of showing high

speed (defective) 2. T/20/11.09.12 Frequent problem in CBC coaching rakes 3. T/21/13.09.12 Reporting of ABB loco failure 4. T/22/17.09.12 Reporting/statement about cause of LOP 5. T/23/25.09.12 Checking of Electric Locos 6. S/24/11.09.12 SPAD cases norms of punishment for ALP and duties

of LP and ALP at the time of accidets 7. S/25/11.09.12 System of working during total communication failure on

double line and single line 8. S/26/25.09.12 Duty of LP to pass calling ON signal at ON position and

reception of train on and obstruction line on calling ON signal.

10

Chalak Patra

Counseling

Q. (i) What is AWLS in EMU/MEMU?

Q. (ii) What is normal aspect of BIR (Buchholz indication relay) and

its function?

Q. (iii) What precaution is to be taken for operating switches HPH,

HVSI and HVSL ?

Q.(iv) How do you cross check the OHE voltage in SIV fitted loco?

Q.(v) Which relay acts as Main transformer over current relay in

ABB loco ?

Q.(vi) How MEMOTEL Speedo meter in ABB loco is isolated?

Q.(vii) Whether Cock -70 is provided in knor bremes brake fitted

three phase loco or not?

Q.(viiii) What is protection of relay Q-44?

Q.(ix) What are raising and lowering times of a pantograph ?

Q.(x) What is the Maximum speed of a train in foggy weather?

Q.(xi) Improper contact of which push button switch cause ICDJ?

Q.(xii) In modified locos, when C145 contactor is closed, which

lamp glows near Q50 relay

Q.(xiii) What will be the maximum speed of the train when ALP will

drive the train in an emergency? (40 kmph)

Q.(xiv) What is the minimum distance between two automatic

signal?

Q.(xv) How many authorized persons can travel in the engine cab?

9

Chalak Patra

Do you know?

Guard/Loco Pilot by the Station Master. This irregularity shall be mentioned in the Station Diary by the Station Master of both stations and reported to the concerned Officers by the Controller. In case Control is not working, the station staff shall contact the next station ahead directly and arrange to stop the train and take similar action as indicated above.

Kolkata, Dated: 3

rd October, 2012.

Sd/-(3.10.12) (A. K. GUPTA)

CHIEF OPERATIONS MANAGER

Answer of Do You Know?

Ans. (i) AWLS mean Automatic Warning Light Switch. It is a bi-polar switch having two positions- (i) ON& (ii) OFF. (i) OFF- Normal position &

(ii) ON- (a) half power (wire no-2 ) cut to restrict the notch on shunt power ( 2 notches) only, (b) One red lamp along with buzzer glows in front of the driver to remind him AWLS is ON.

Ans. (ii) Normal aspect - SET, Function- It protects Transformer from accumulation of gas in transformer oil. If amount of gas iin transformer raises over 200CC then BIR trips.

Ans. (iii) DJ must be tripped before operating programming switches of direct auxiliary motors.

Ans. (iv) Loco Pilot can cross the voltage displayed on SIV panel by the reading of UA meter provided at driving desk. Ans. (v) OCR-78 (provided in SB-2 panel) Ans. (vi) 127.92 (provided in SB-2 panel) Ans. (vii) NO Ans. (viii) CCPT Ans. (ix) Rising time 06-10 seconds and lowering time 10 seconds

(maximum) Ans. (x) 60 kmph Ans. (xi) BP1DJ Ans. (xii) LSC-145 Ans. (xiii) 40 kmph Ans. (xiv) 670m. Ans. xv) Maximum 5 persons including engine crew and metal

pass/card pass holder can travel in engine cab.

12

Chalak Patra

EASTERN RAILWAY

KOLKATA

22nd

Addendum and Corrigendum to the General and Subsidiary Rules Book

(Revised and Reprint 2003)

2. The following shall be substituted for existing SR 4.42(i)[d]- SR 4.42(i)[d]: In the case of EMU/Push Pull/DMU and Rajdhani

Express / Shatabdi Express trains and other trains worked with SLRs having Air conditioned Guard compartment, the exchange of All Right Signals between the Loco Pilot and the Guard shall be by ringing bells in their cabs, as per code laid down in SR 4.51 or by walkie-talkie or if these means of communication are defective, All Right Signals will be exchanged between Loco Pilot and Guard by waving green hand flag by day and green hand light by night/thick, foggy or tempestuous weather impairing visibility.

2. The following shall be substituted for existing SR 4.42(ii)[e]- SR 4.42(ii) [e]: The Guards of Rajdhani Express, Shatabdi Express

and other trains worked with SLRs having air conditioned Guard compartment are not required to acknowledge hand signals given by the station staff but a sharp look out must be kept by them for enabling them to stop the train, should a danger signal be exhibited by the station staff.

5. The following shall be inserted after existing Para of SR 4.42(iii)[a]-

SR 4.42(iii)[a]: Whenever Gate lodge of a Level Crossing Gate is situated on opposite side, nearest to ASM/Panels office, in the station section, if authorized as per SWR, Gateman shall exchange All Right Signal with the Guard and Crew of the train running through a station. In such case, the Station master shall not depute other competent railway servant to exchange All Right Signal from off side with the Guard and crew of the train running through a station.

6. The following shall be substituted for existing SR 4.42(iii)[d]- SR 4.42(iii)[d]: In the event of Guard/Loco Pilot of a train running

through a station [Except Guards of Rajdhani Express, Shatabdi Express trains and other trains worked with SLRs having Air conditioned Guard compartment] failing to exchange all right signal with the station staff or cabins, the failure shall be reported at once to the Controller on duty who shall have the train stopped at the next station and have a written warning handed over to the Guard/Loco Pilot by the Station Master. This irregularity shall be mentioned in the Station Diary by the Station Master of both 11

Chalak Patra

1.0 SIV: 1.1 Resetting of SIV through recently provided SIV reset

switch. Earlier method of resetting SIV through HBA is time

consuming as in this case pantograph is lowered & BP is dropped through IP valve. Recreation of pressure takes time.

SIV reset push button switch has been provided in most of the loco on SIV control panel.

Procedure:

13

Chalak Patra

Trouble Shooting Flow Chart for SIV fitted Loco & ABB

1.2 Segregation of Internal/External Fault: QSIT relay will get energized LSSIT & LSCHBA will glow on driver desk. Check the Red LED indication of Internal & External on the SIV control panel

ProcedureProcedureProcedureProcedure::::

14

Chalak Patra

Internal Fault Lamp External Fault Lamp

1.4 Red LED indication of external Fault comes on and Red LED indication of external Fault comes on and Red LED indication of external Fault comes on and Red LED indication of external Fault comes on and earth fault message displayed on Screenearth fault message displayed on Screenearth fault message displayed on Screenearth fault message displayed on Screen

Put HSIV on 0

Press earth fault by pass button

The fault current now be taken upto 45 minutes

Clear the block section

After clearing block section, find defective auxiliary machine as per point No. 1.3. Restore HSIV to 1st position. Work the train after isolation defective auxiliary by

respective switch. Even if fault in motor is detectable, the system still

works upto 45 minutes from pressing HSIV on 0. Work the train under advice of TLC to reach

suitable loco changing point.

Three phase Loco: 2.0 Catenary voltage out of limit: Annexure-2

Check OHE meter

Try to isolate SR-1 or 2 one by one by MCB 127.1/1 or 127.1/2 respectively.

Switch OFF/ON control electronics.

Try to change panto

Try to change cab

OHE meter showing

OHE meter not showing

Check PT fuse ( 2 Amps) in SB-1 Cubicle.

Is fuse

blown ?

Yes Replaced the use.

Work the train

Wait for catenary voltage between 17.5 kv to 29.5 kv.

After getting OHE voltage

normal, work the train.

16

Chalak Patra

1.3 Procedure:

15

Chalak Patra

Annexure-4 4.0 Speed not increasing more than 1kmph and loco

moving with heavy jerk above 50%TE

Authority: CELE/NRs L/No- Elect/TRS/112 TC (VolII) dt. 30.08.12

18

Chalak Patra

Annexure-3

3.0 Isolation of Bogie by Switch No. 154.

Is loco running or

stand still?

Loco is running Bring throttle to 0.

Open VCB.

Put switch No.154 on 1st.

Bogie-1 will be isolated after 10 seconds

Close VCB and work with

bogie-2.

Bring throttle to 0.

Put switch No.154 on 1st.

Bogie-1 will be isolated

after 10 seconds.

Loco is stand still

Isolation of Bogie-1

Is loco running or stand

Loco is running Bring throttle to 0.

Open VCB.

Put switch No.154 on 2nd.

Bogie-2 will be isolated after 10 seconds

Close VCB and work with bogie-1.

Bring throttle to 0.

Put switch No.154 on 2nd.

Bogie-2 will be isolated

after 10 seconds.

Loco is stand still

Isolation of Bogie-2

17

Chalak Patra

Note: Once bogie-1 or bogie-2 has been isolated, it can be putting on service after switching OFF/ON to control electronics only.

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< W BPVG . 0/000

^ < L Wn 60 & ?^+_

& 8] VCD Lr &.:

(i) VCD ' ,

(ii) BPVG () ,

(iii) TE/BE 3%3%3%3% u U+ & u U+ & u U+ & u U+ & ,,,,

(iv) v

f \ & . L

L g . f \ & . 60

7 L , 8

z LSVW z . 8 ' BPVG VCD &. f VCD L

VCD B (2.5- 3.0 kg/cm2) A7 . TE/BE 0

BP W 2.5 3.0 kg/cm2 ] .

: VCD + : < ? 1.5 kmph u f.

::::

f VCD ' 60 u

+' ': &

8 U7 7 L } B A7

. BP 2.5 3.0 Kg/cm2 ] .

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Chalak Patra

(vi) Press BPFA for acknowledging fault message, (vii) MR/BP pressure would come back to normal

Vigilance penalty brake in Knorr Brake fitted ABB:

In this loco BP pressure is dropped by 3.0Kg/cm2 (In gauge 2.0Kg/cm2)))) on application of vigilance penalty brake. Do the following for resetting Vigilance Penalty Brakes: (i) Keep throttle at 0, (ii) Wait for at least 2-3 minutes, (iii) Keep A-9 to FS , press BPVR for acknowledging fault

message, (iv) Keep A-9 at RUN and ensure that BP is charged to 5.0

kg/cm2 and loco brakes are released, (v) Acknowledge the fault by BPFA and proceed further after

ensuring pressure. Isolation of VCD: If driver is acknowledging VCD correctly as per procedure but till VCD penalty is applying in that case assumed that VCD is mal functioning in such cases stop the train take safety measure VCD can be bypassed by keeping switch no- 237.1(SB-1) on 0 position. Remark should be given in logbook, TLC is to be informed and proceed carefully.

****

Disclaimer This periodical is for the purpose of utilization of technical and safety related subject in connection with operation of Electrical Locomotives and trains. It contains various information gathered from experience or from various draft reports, all of which are not accepted/circulated by Rly.Board or zonal head quarter. This, however, limits the periodical from being referred for deriving, any authority for any purpose.

Sd/- Sr DEE/OP/ASN

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& + & & + & & + & & + & TLC ] . ] . ] . ] . & & & & ....

English Version: VCD is meant for checking and keeping the driver alert. It is a

safety device. A foot switch of VCD is provided below driver desk in each cab, also press button BPVG is provided on drivers desk on Asst side. Driver/Asst driver is expected to activate VCD within every 60 seconds interval by one of the following way (i) Press VCD Foot Switch OR (ii) Press BPVG (green) OR (iii) Operate throttle in TE/BE in different of more than 3% OR (iv) Press sanders If one of the above exercises is done, the driver is considered alert and the 60 seconds cycle get reset. If none of the above activities are done once within 60 seconds buzzer will sound and LSVW will glow for next 8 seconds within this 8 seconds acknowledge the VCD pressing vigilance foot switch or BPVG if not acknowledge VCD will apply penalty with emergency braking (2.5- 3.0 kg/cm2). TE/BE will become 0 and BP pressure will drop 2.5 to 3.0 kg/cm2. Note: For VCD the speed of train should be more than 1.5 kmph. DEAD MAN MODE: If VCD foot switch lies remain pressed for more than 60 seconds then the system will go automatically in Dead Mans mode & buzzer will sound if not released with next 8 seconds VCD penalty will be applied with emergency braking. The BP will drop 2.5 to 3.0 Kg/cm2. Resetting of VCD penalty brakes: (i) Bring throttle to 0, (ii) wait for 160 seconds (WAG-9/WAP-7 ) and 120 seconds WAP-5 without switching ON/OFF the electronics (iii) Press BP-VR to reset VCD , LSVW will extinguish and buzzer will stop, (iv) Press and release VCD foot switch , (v) Resume Normal traction

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