MANDATORY QUESTIONS AND ANSWERS

FOR RUNNING STAFF

DTTC
GUNTAKAL – SC RLY
 INDEX
S.NO. QUESTION PAGE
NO.
1. How to avoid Brake Binding in Air Brake formation? 1

2. How to conduct GDR check ? 1

3. How to conduct Air Brake continuity Test? 3

4. How do you by pass a BP pipe in twin pipe brake system and what are all 4
the precaution to be taken after by passing the coach?
5. What are the actions to be taken in case of ACP/Hose Pipe Disconnection ? 5
6. What are the precautions to be taken to avoid Loco Pilot Passing signal at 6
Danger?
7. Duties of the G.D.R in case of serious accident to passenger carrying train 7
in mid section?
8. What are the precautions to be taken while performing the shunting? 9
9. How do you avoid flat tyre and what are the duties of LP/ALP when you 9
find a flat tyre.
10. What is meant by WTT ? various information available in WTT. 11
11. What are the symptoms of the Hot axle. What action to be taken if 12
detected.
12. What are all the duties of LP/ALP’s when experience the Lurch on 12
Run?
13. What are the duties of LP/ALP in case Fire accident in a Train? 13
14. What are all the Driving techniques to be adopted to achieve fuel 14
economy?
15. What are all the precautions to be taken to avoid train parting ? 15
16. Explain the starting and stopping of train in heavy ascending gradient ? 16
17. Explain the starting and stopping of train in heavy descending gradient? 16
18. Explain the train handling method in undulating gradients ? 17
19. What are all the precautions to be taken to avoid train stalling 18
20. Write the importance of Dynamic brake and what is the procedure to be 19
adopted for application and releasing of Dynamic brake?
21. How to change Working console to Non-working and Non-working to 20
Working in WDG4/P4 Locomotives.
22. How to conduct Air brake self test and what are the conditions before 21
conducting air brake self test?
S.NO. QUESTION PAGE
NO.
23. How to Change WDG4 /P4 Lead loco in to trail and trail loco in to Lead and 22
what are the safety measurements to take to avoid roll back during
changing?

24. How to Change Lead loco to trail and trail loco to Lead loco and what are 23
the safety measurements to take to avoid roll back during changing?
25. What are different types of Air brake penalties occur in WDG4 /P4 23
locomotives and write the procedure to restore the same?
26. What are all the safety devices provided in WDG4/P4 locomotives? 24
27. How do you move a dead WDG4/P4 locomotive if attached to any Live 26
locomotive?
28. How do you move a Idle WDG4/P4 locomotive if attached to any working 26
locomotive?
29. 29 Write the cranking procedure of WDG4/P4 locomotive 27

30. What are all the changes to be done in the Dead loco of different types of 29
Brake system?
31. Write about Air flow indicator . and what are the indications given by the 32
Air flow indicator in various occasions?
32. What are the positions of MU2B , ¾” or 1” BP COC in Single working Loco , 33
MU Lead and Trail loco , Banker Loco & Dead locomotive?
33. What are the occasions of Auto flasher light will come Occasions of AUTO 34
FLASHER LIGHT?
34. Write the procedure of conducting Brake feel Test and Brake power test? 34
35. What is BP efficiency (Leakage ) test ? How to conduct BP efficiency test in 35
Conventional and WDG4/P4 locomotives?
36. What are the tests to be conducted before moving the LE/CLE and how to 36
control the LE/CLE while on run?
37. Write the procedure of testing the VCD and what are all the items to be 37
checked in VCD while TOC.
38. Write the procedure of using fire extinguisher and what are the 38
precautions to be taken while using it.
39. What are the reasons for fire in Diesel locomotive and how do you avoid it? 38
40. What are all the safety devices provided WDM3A Locomotive and when 40
the above will operate?
41. What are all the safety fittings to be checked in under gear while TOC? 45
42. 42 When VCD will operate and write down the timing of VCD. How to 46
reset penalty application ?
43. What are the indications in leading loco during Trailing loco fails? 47
S.NO. QUESTION PAGE
NO.
44. . What is the procedure to be followed by Loco pilot when Horns, SPM, 47
head light fails on run?

45. How to Secure a Diesel Loco in idle and Dead condition? 48

46. What are the duties of LP/ALP incase of Engine failure on run.and How do 49
you prevent train roll back if engine shut down on run?
47. What are the effects of Consumption Alcohol . 50
48. Write the procedure of using Emergency Telephone? 51
49. Write the procedure of Coupling and Un coupling with ‘H’ type modified 52
CBC ?
50. Write the function of D1 Emergency brake? What are the occasions to 52
operate D1 Emergency brake by the Assistant Loco pilot?
1. How to avoid Brake Binding in Air Brake formation?

The condition of brakes not releasing on keeping brake handle in release position is called
as brake binding. Check the following to release it.

1) BP pressure -5 kg/cm2 in loco and 4.8/4.7 kg/cm2 in BV.

2) In case of loco Interception or Traction change , individual DV of all wagons and
coaches should be released.
3) If the piston is in projected condition, check the hand brake is applied, if so release it.
4) If the piston is in released condition, the brake binding is due to defective brake gear.
In this case if only one trolley binding, rotate the SAB and if both trolley binding uncouple
brake pull rod.
5) Ensure load/ empty handle in correct position.
6) Pull the manual releasing handle of DV to any side.
7) If there is any BP pressure leakage arrest it.
8) If DV is malfunctioning, it can be isolated by lifting the DV isolating handle.
9) Tap the piston rod, if it is moving inside, that indicates releasing spring is defective. In
that case DV should be isolated.
10) If the piston rod is not moving inside, that indicates air is trapped inside. In such case
isolate DV, pull manual release handle and then gradually slack dummy plug on the brake
cylinder.
11) In coaching stock the defective brake cylinder can be isolated by closing the
corresponding BC isolating cock.

2. How to conduct GDR check ?

GLP CHECK
1.After creating 5.0 KG/cm2 in Loco and 4.8/4.7 kg/cm2 in B/Van LP shall bring A9 in
application position.
2.Guard shall ensure droppage of BP pressure in B/Van i.e BP Continuty of the
formation is to be ensured.
3.LP shall walk from one side of formation from Loco to B/Van and Guard from B/Van
to Loco on other side duly observing the application of brakes of all wagons and
noting down the IOP and checking the formation as under.

1. All CBC’s and Air Hoses are properly coupled and locked
All the angle cocks are open except leading side of loco and rear end of
2.
B/Van or last vehicle
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 3. Empty/Load device handles are to be placed in proper position
There are no loose fittings/hanging parts like Push rod, Brake beam,
4. Safety brackets, Brake blocks and Operating handle etc. which may
endanger safe running of the train
There are no broken or displaced springs and the3re are no displaced
5.
Elastomeric Pads
6. Hand brakes released
Distributor valve isolation handle in working condition (Vertically
7.
downwards)
8. Doors of all wagons are closed and locked/secured
9. Check out for any excessive body bulging
Any symptoms of Hot axle like de-colorization of bearing, heavy grease
10.
oozing, breakage of axle box cover plate, end plate etc.
11. Any other abnormality noticed which may endanger the safety
Percentage of brake power =
12. Total No. of Cylinders - Number of inoperative cylinders X 100
Total No. of Cylinders
1.LP after reaching the BV and Guard after reaching the loco, LP shall advice the ALP
to keep the A9 handle in release position

2.In return LP shall walk on other side of formation from BV to loco and Guard from
loco to BV duly checking the release position of brakes to all wagons.

3.When the freight train is ordered without Guard and GLP check is necessary,
additional time for GLP check from the existing 30 minutes to 60 minutes is
permitted for a rake of 59+1 to note down the application of brakes and
inoperative cylinders

After ensuring the above procedure both LP and Guard shall go to station prepare the GLP
check memo in prescribed format in triplicate.

Note : Continuity of the brake pipe pressure is confirmed through VHF/Whistle code
before starting the train.

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3. How to conduct Air Brake continuity Test?
Before starting the train either from originating station or after any
attachment/detachment of Wagons/ coaches en-route, the Driver and Guard of
passenger carrying trains must carry out this test to ensure continuity of the brake pipes
through out the train.

The brake continuity test must be carried out by the Driver and Guard in the following
circumstances.

1. Locomotive reversal or additional locomotive is attached in front/rear.

2. One or more coaches attached to the train.
3. One or more coaches detached from any position other than the extreme rear of
the train.
4. After any brake defect or irregularity attended by closing angle-cock or detaching
BP or FP hose pipes of any coach or locomotive on the train, which has affected the
continuity.

The following procedures shall be followed for carrying out the continuity test.

1. The Driver and Guard must confirm means of communication for the test.

2. The Driver must charge the BP and FP pressure to 5.0 kg/cm2 and 6.0 kg/cm2
respectively and must confirm from the Guard that minimum 4.8 kg/cm2 and 5.8
kg/cm2 pressure is available in BP and FP pressure gauges in the Brake-van.

3. The Driver must move the A-9 automatic brake valve to reduce BP pressure to 3.5
kg/cm2 and must confirm from the Guard that BP pressure in Brake-van is reduced
by 1.5 kg/cm2. In this condition, train brakes must also apply.

4. If BP pressure gauge in Guard’s Brake-van does not show reduction in BP pressure

by 1.5 kg/cm2, it indicates discontinuity in brake pipe, which must be looked into
the formation for any fault, and once again conduct brake continuity test as above
if successful.

5. the Driver must move the A-9 automatic brake valve to RUNNING position and
check that 5.0 kg/cm2 pressure is registered in BP pressure gauge in locomotive .

6. Then, the Guard must open the emergency brake valve for one minute to exhaust
the air pressure of BP and the Driver must observe deflection/over shooting of the

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 air flow indication gauge along with audio-visual indication in the loco. One long
whistle may be sounded by the Driver for confirmation, if VHF set is not available;
otherwise it indicates discontinuity in brake pipe, which must be looked into the
formation

7. If brake-van is not the last vehicle, open the brake pipe angle cock on the rear side
of rearmost vehicle for one minute to exhaust the air pressure of BP and carry out
the above test. Wherever TXR staff is posted, they should assist the Guard in
conducting this test.

8. When continuity test is assured, the Guard must close emergency brake valve of
brake-van or close the angle cock of rear vehicle in case brake-van is not last
vehicle. The Driver then check that 5.0 kg/cm2 pressure is registered in BP pressure
gauge in loco and Guard must ensure that minimum 4.8 kg/cm2 pressure is
recreated in brake-van.

NOTE : In case of VHF sets are not available, the LP shall sound one long whistle before
step 3 and as a confirmation of step 5

4. How do you by pass a BP pipe in twin pipe brake system and what
are all the precaution to be taken after by passing the coach?

Procedure to Bypass BP pressure of a coach in case of Brake pipe failure at en route

stations

WITH BY PASS COUPLERS

1. Collect BP & FP BYPASS Couplers from Pantry Car/AC II or Guard SLR.
2. Close the FP & BP cut off angle cock of adjacent to affected coach at locomotive end.
3. Wait till both air hose pressure releases from rear-end.
4. Uncouple BP & FP air hoses.
5. Couple BP & FP BYPASS coupling
6. Similarly uncouple BP-FP air hoses of rear end of affected coach and couple FP-BP
BYPASS coupling
7. Close FP angle cock of adjacent to affected coach at rear end.
8. Put spare hanging air hoses on hooks.
9. Open BP angle cock of adjacent to affected coach at locomotive end.
10. Manually release and isolate the affected coach.
11. Close rear FP angle cock of locomotive to work the train with single pipe.
12. Conduct air pressure continuity test before starting
13 Conduct brake feel test at 15 KMPH after starting the train.

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WITHOUT BYPASS COUPLERS:

If the brake pipe line under the wagon / coach has cracked or broken causing heavy
leakage of air the wagon / coach can be by passed by connecting feed pipe line of the
defective wagon/ coach to the broken pipe line of the adjacent wagon/ coach have to be
removed and replaced by feed hose pipe in place brake hose pipe. Then feed pipes can be
coupled up, therefore this wagon/coach will be by passed via feed pipe line and brakes
will not effective on this wagon/coach.

Therefore twin pipe working will have to be discontinued. In this case by closing the
feed pipe COC of the locomotive and the train has to be worked with single pipe
operation. Conduct air pressure continuity test before starting and conduct brake feel test
after starting at 15 K MPH.

5. What are the actions to be taken in case of ACP/Hose Pipe

Disconnection ?

ACTION TO BE TAKEN DURING ACP

If sudden rise of air flow indication much higher than the reading given by fixed red
needle, drop in brake pipe, feed pipe and main reservoir pressure is noticed accompanied
with buzzer sound on air braked train, it indicates either alarm chain pulling or hose pipe
disconnection or train parting has happened. The actions to be taken during alarm chain
pulling, hose pipe disconnection and train parting are given below.
ALARM CHAIN PULLING
DO’s
1. Apply brakes by moving automatic brake valve (A-9) handle to stop the train.
2. Bring throttle handle to idle.
3. Inspect the train to identify the coach from which alarm chain has been pulled. This
can be identified by coach body side indication lamp which will glow in the event of
ACP as well as by air leakage sound, PEASD flag drops downward.
4. After identification in case of air brake train, reset the ACP apparatus by pulling
chain connected to clapped valve. Resetting will be ensured if air leakage sound
disappears and body side indication lamp goes off.
5. If unable to reset, isolate the PEASD isolation COC provided under the coach
6. Release the coach manually through QR valve
7. Before starting ensure air continuity test
8. Make remark in BPC and issue message to attend at first TXR staff available station

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 DO NOT
1. Do not operate D-1 emergency brake valve.
2. Do not leave the train with only loco brake (SA-9). After stopping both loco and
train brake should be applied by automatic brake valve (A-9).
3. Do not start the train if air flow indicator is showing abnormal reading, indicator
light is glowing or buzzer is giving sound and its white needle has not coincided with
red needle.
4. Do not move train unless prescribed pressure is build up
5. Do not start without conducting air continuity test

6. What are the precautions to be taken to avoid Loco Pilot Passing

signal at Danger?

1. REASONS REMEDY
2. Insufficient rest Take proper rest before coming for duty
3. Influence to Alcohol Stop taking alcohol as it is mother of evils
4 Not having sufficient
Take thorough LRS of section before working
knowledge on road & signals independently
5. Not updated with instructions Go through all SOB, safety literature and other
instructions while signing ON
6. Not conducted air continuity Before starting train conduct air continuity test
test
7. Poor brake power (1)Before starting ensure % of brake power in BPC
(2) Check IOP and calculate % of brake power during
GLP check
( 3) During GLP check and while clearing stabled loads,
ensure DV isolation handle in working position and
load/empty handle in required position.
8. Not conducting brake feel test Conduct brake feel test at 15 KMPH after starting even
for LE/CLE
9. Not conducting brake power Conduct brake power test at first opportunity even for
test LE/CLE
10. Starting train with improper Before starting train, ensure correct departure signals of
authority your road and route (M/B) and ATP. Call out with ALP as
double check
11. Not calling out signals loudly Call out signal aspects loudly and clearly as double
check with ALP

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 12. Poor visibility of signals/doubt Immediately control the train and be prepared to stop
signal at signal
13. Glazing of vision due to Be more vigilant and control the train
sunrays falling on eyes

14. During thick foggy weather Be more vigilant and work with SR 60 kmph in absolute
block system and 30 kmph in automatic section
15. Unauthorized persons on loco Avoid it
16. Arguments or discussions by Avoid it while on run
LP & ALP
17 Using mobile phone on foot Switch OFF mobile phone including CUG while on foot
plate plate
18. Lack of coordination between Keep continuous coordination through walkie talkie and
leading and banker loco pilot whistle codes
19. Continuous falling gradients Keep train under control (Use dynamic brake in addition
to A9)
20. Over speeding/ Avoid it
over confidence
21. Poor judgment of braking Take proper LR of section and location of signals. Follow
distance train handling methods and avoid late brake application
22. Non observance of speed Observe SRs (PSR/TSR) and loop line speed rigidly
restrictions
23. Poor knowledge on train Be familiar with the train passing documents and speed
passing documents and speed restrictions
restrictions
24. Negligence while working LE Check SA9 COC in open and check brake power of LE
before and after starting (use dynamic brake to control)
25. Stopping in one stretch when Avoid it. Stop ahead of signal post and draw ahead
stop signal in ON aspects cautiously

7. Duties of the G.D.R in case of serious accident to passenger carrying

train in mid section?
DUTIES OF LOCO PILOT AND GUARD IN CASE OF SERIOUS ACCIDENT TO PASSENGER
CARRYING TRAIN IN MID-SECTION:
1. The Loco Pilot, Guard should note down the time and kilometer.
2. Switch on the flasher light if provided and give frequent short whistle.
3. Take such technical precautions as may be necessary to render the Loco/Train safe.
4. Hand brakes of Loco motive shall be applied.
5. Hand Brakes of all SLRs shall be applied

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6. Sprang/ Wedges or Chains shall be used.
7. Arrange the Protect line as:
a. In case of absolute block system place 1 detonator at a distance of 400/600 mtrs. 3
detonators at a distance of 800/1200 mtrs, 10 mtrs apart on single line. Loco Pilot
shall protect in front and Guard in rare.
b. In Automatic block system place 1 detonator at 90 mtrs and two at 180 mtrs, each
10 mtrs apart on same line and adjacent line shall be protected first as per G.R. 6.03.
8. Arrange to advice control/ S.M. about the accident by any one of the following
means.
a. Contact SCOR/TPC through portable field telephone.
b. Contact S.M through IB or gate phone.
c. Report can be sent through Brakes man/Asst. LP/Gang man or any Railway
Servant.
d. Send Light Engine (if Engine and Crew not required at spot).
9. Accident report may be sent in the prescribed form ACC-3.
10. The Following Details shall be given:
a. Time
b. Kilometer and Speed
c. Line
d. Train Involved
e. Nature of accident
f. Condition of Permanent way
g. Condition of adjacent line
h. Particulars of rolling stock
i. No of persons injured or killed.
j. Assistance Required.
11. Post a railway employee to man the telephone to ensure continuous flow of
information to control.
12. Render all Possible assistance to the passengers as follows:
a. Take action to save lives and render first aid.
b. Call all the doctors, railway servants and volunteers in the train and seek
their assistance.
c. Arrange to send the injured to nearest hospitals.
d. Assistance to passengers like drinking water, Tea , Snacks, Protection of
their Luggage, valuables and information about alternative arrangements
with the help of natives, railway employees, volunteers and RPF/GRP.

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 13. Protect the mails if required.
14. Action in case of suspected sabotage:
a. Carefully examine the track with responsible passenger and record the
result of the examination.
b. Preserve all clues and arrange to protect the area till the civil and police
officials arrive.
15. Guard shall not leave the spot till he is permitted to do so by competent authority.

8. What are the precautions to be taken while performing the

shunting?
IMPORTANT SHUNTING INSTRUCTIONS

1. Perform shunting as per SWR

2. Always perform shunting from leading loco and as per the direction of short hood or
Long hood control stand.
3. When leading vehicle is dead loco or vehicles ensure PHS of shunting staff/Guard
4. Perform shunting cautiously within 15 kmph and be prepared to stop at any short of
obstruction
5. Do not perform shunting on walkie talkie instructions
6. At stations where there is no separate shunting staff, collect T 806 and go through
the shunting instructions. Perform shunting only under the supervision of Guard or
SM.
7. Connect all pipes and ensure brake continuity and no brake binding.
8. Check brake power of LE or train after attaining a speed of 5 to 8 kmph
9. Before attaching or detaching ensure the formation is fully secured
10. Before attaching on coaching train, stop dead at 20 meters ahead act according to
the hand signal of the shunting staff and attach cautiously 2-3 kmph.
11. While performing shunting on Non Interlocked points ensure points are set,
clamped, locked and observe PHS at points.

9. How do you avoid flat tyre and what are the duties of LP/ALP when
you find a flat tyre.

The Loco Pilot/ALP should be vigilant in detection of unusual/hammering sound in the

formation where FLAT tyre causes extensive damage to track by causing rail fracture
resulting into serious accidents in order to prevent following guidelines to be followed

The train crew and staff shunting staff should realease the Brakes when ever DV
isolating cock is operated by them.

9
The empty/load device should be kept in relevant position to avoid skidding of wheels
resulting in flatness of tyre during run by the GLP at the time of clearing the empties
from the siding.

Duties of Loco Pilot after detection of a FLAT Tyre.

On detecting/getting information about the hammering sound on the formation in the

block section the train crew shall observe a speed restriction of 30 kmph for clearing
the section upto next station. After clearing the block section, the LP and Guard of
the train shall ask for the TXR staff for examining the concerned coach/wagon.

If no TXR staff is posted to work at that station and it is likely to take more time for
TXR staff to come the LP, Guard and ASM shall decide in consultation with the SCOR to
detach the coach/wagon at the same station. If the coach/Wagon are detached at
that station, the detached coach/wagon shall be moved by another train/LOCO as
planned by SCOR upto the next TXR examination point with a restricted speed of 30
KMPH.

If TXR staff is available at that station or they can come quickly from other station, the
flat tyre shall be examined by them and they will certify whether the flatness is within
the permissible limit, they can certify for running the train further at normal speed and
if flatness is beyond the permissible limit the wagon has to be detached at the same
station

The permissible Flat on wheel tread is 60mm for Goods and 50mm for coaching
stock/locomotive.

The Engineering official who has inspected the section effected section shall impose SR
50 Kmph for passenger trains as well as for empty goods trains till USFD test is
conducted (point of detection of unusual sound to next station)

No loaded goods train shall be allowed to run unless USFD testing is completed.

On completion of USFD testing speed of passenger train and that of empty goods
trains shall be raised to 75 KMPH and after observing for 24 hours normal sectional
speed shall be restored for these trains

Loaded goods shall be permitted at 50KMPH of completion of USFD and after

observation for 24 hrs normal speed shall be restored for these trains.

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10. What is meant by WTT ? various information available in WTT.

WTT is The Working Time Table issued once in a year, in the month of july for the
guidance of railway officials to easy access of the information. The current WTT will
cancel all the previous issued WTT. it should not be shown to public. The salient features
of the WTT are

1 First sheet gives the sectional information such as

a. System of working
b. Tractions
c. Line capacity utilization
d. Ruling gradient
e. Passenger Load table
f. Total route kilometer
g. Number of stations and
h. Axle Load

2 Standard of inter locking/Signaling and loop capacity

3 Detailed Sectional timing of Express/passenger trains
4 Skip timing
5 Time allowance provided for mail/Express trains and authorised detentions for
connecting at junction stations
6 Intersectional running time
7 Integrated blocks for maintenance and traffic/Engineering Payment Schedules.
8 Permanent speed restrictions’
9 Details of Level crossing gates
10 The general information such as telephone information of GRP officials, Civil
authorities, Government and Private hospitals’ Land line/Mobile Telephone
number of railway stations
11 Details of permissible speed of various types of locomotive
12 Locations of Emergency sockets
13 Load table for goods trains
14 Speed for different types of wagons
15 Train passing documents, Speed of trains under different circumstances Whistle
codes
16 Various JPO pertaining to the working of trains

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11. What are the symptoms of the Hot axle. What action to be taken if
detected.
a) Hot axle/Hot Box.
Symptoms of Hot axle Symptoms of Hot Box [Seizure of Roller bearing]
a] Smell a] Splashing of oil
b] Smoke b] Smell of burnt grease
c] Whistling sound c] Discolorization of paint on hot box plate
d] Flame d] Red glow during night
e] Metallic sound
f] Skidding of wheels
g] Tilting of springs
1. If hot axle box is found at a station, where the C&W staff is not provided, the
vehicle shall be detached from the train.
2. If hot axle is found between stations, train shall be brought to a stand
immediately. Examine the axle box and attend it.
3. In case of hot axle, Loco Pilot shall exercise his discretion with regard to the
restricted speed at which it is safe.
4. The SM receiving advice of Hot axle, receive the train on Main line. Loco Pilot
can enter station.
5. If it is not possible to receive the train on main line, train shall be brought to a
stop at FSS and receive on any line. When signals are taken off for loop line, LP
shall stop the train at FSS and enter station.
6. On arrival at station hot axle wagon shall be examined by C&W Staff or it has to
be detached.
7. It will be attached only after attended by TXR staff and given ‘Fit to run’
certificate.
8. Wagons involved in accident, should be moved only with the permission of ‘Fit
to run” certificate given by TXR.
12. What are all the duties of LP/ALP’s when experience the Lurch on
Run?

1. Stop the train at next block section without clearing fouling mark
2. Advice SM with a written memo and obtain acknowledgement

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 3. In the event LP experiencing any obstruction or any other unsafe condition, on or
near the track adjacent to the line over which his train has passed and which in his
opinion is detrimental to safe train running.
a) Immediately switch ON the flasher light of loco
b) Inform SM and control through available means of communication
c) Stop train and proceed with danger hand signal protect the line
d) Proceed to next station with flasher light ON and be prepared to stop any
incoming train approaching on the effected by means of communication and
exhibiting danger hand signal
e) On arrival at next station inform SM through a written memo about the
occurrence.

13. What are the duties of LP/ALP in case Fire accident in a Train?
1. If a fire is noticed in running a train with non vistibuled stock the L.P shall stop his
train at once. The vehicles behind the one on fire shall be detached and the front
portion of the train, then moved forward so as to prevent the rear vehicles/portion
catching fire. As soon as the front portion of the train has moved forward at a sufficient
distance to secure the desired object. The burning vehicle shall be detached and the
vehicles in front of it shall then be moved forward to a safety distance.

2. If a fire is noticed in running a train with vistibuled stock the L.P shall stop his
train at once. The L.P shall try the link holding the fastening lever on both sided of the
vestibule connection shall be disconnected immediately and then the vestibule
separated by means of handle provided. The coupling of the vehicles shall be
unfastened and then the vehicles separated. If circumstances do not permit
unfastening the vestibule fitting immediate action shall be taken to unfasten the
couplings beneath the corridor foot plate and an attempt made to separate the
vehicles by making the engine pull them apart, their by tearing of the vestibule. In case
of C.B.C coaches the guard OR A.L.P who ever nearer to the effected coach shall un lock
C.B.C operating handle and open the couplings for detaching effected coaches (The
C.B.C operating handle key is provided as personal equipment of L.P and guard of the
train.
After Isolating the vehicle as detailed above every effort shall be made a extinguish the
fire to save the contents of the burning vehicles. Safety of the passengers shall be given
on top priority in attending to do so.
In case the fire is on or adjacent electrical equipment (O.H.E) the railway servant shall if
he is competent in handling electrical equipment and specially trained for the purpose
have the effected part immediately isolated from its source of supply of electrical
energy.

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The occurrence of a fire shall in every case be reported to the nearest S.M by the most
expeditious means and the S.M shall take such action as required.

14. What are all the Driving techniques to be adopted to achieve

fuel economy?
Drivers technique to achieve fuel economy :
1. Driver should be thorough in sectional knowledge.
2. Before leaving shed check the loco thoroughly. More over, check whether
previous drivers booked repairs attended or not. If not, attend and leave shed.
3. Before starting ensures that the train is in released condition (through air flow
indicator and pressure gauges.
4. While notching up maintain minimum interval of five seconds between notches
to avoid :
a) Improper combustion of fuel.
b) Production of hot gases with oil, which will develop cracks in the exhaust
manifold on long run.
c) Less BAP due to hot gases leaking through cracks, thereby wastages of fuel oil
5. Come to 8th notch as early as possible duly avoiding wheel slip and double
notching up.
6. After achieving booked speed he should bring down the notch and keep in one
position to maintain booked speed and as per the grade, he should notch up
and notch down at minimum times.
7. Utilize all the opportunities of coasting.
8. Avoid brake binding, running with brake binding and dragging the train causes
not only the wastage of fuel oil and there is a chance of derailment. So when
ever train comes to stop due to brake application give minimum release time
and to restart after it releases completely.
9. Use Dynamic Brake for Controlling the Speed of the train/LE.
10. If the second forward transition is not picking up at the correct speed use
manual transition.
11. Where ever section and load permits try to shut down rear loco.
12. Where ever short detentions are there make use of low idle RPM switch there
by saving of 5 to 8 lts of fuel oil per hour.
13. If the detention is more than 30 minutes, shut down the loco duly checking the
battery ammeter and contacting section / power controller.
14. When ever any problem experienced on run try to attend it if not book the
repair so that it can be attended at home shed on arrival.
15. The driver should now about trip rations of his trains the section and able to
calculate trip ration correctly.

14
 16. He should see that the guard should write the correct load particulars and while
HOC and TOC of HSD oil should be taken for correct accountal of fuel oil
consumption.

15. What are all the precautions to be taken to avoid train parting ?
The train parting is an un foreseen dividing of train into one or more portions while the
train is on run and just on the move.

1. Ensure the authorized load on the train and coupling with hose connections.
2. Ensure that the train is free from the brake binding. Also ensure the correct vacuum /
BP level.
3. In case of CBC coupling before starting push back the train for approximately half a
wagon length to make the CBC locks to fall on its locking position.
4. While pushing do not allow to rolling back.
5. Move the train forward after the rear movement of the train has stopped.
6. In case of screw coupling release the independent brake after opening throttle to first
notch.
7. During starting if load meter shoots rapidly, do not advance further and try for another
start.
8. Do not close the throttle to idle suddenly before restarting to the another start.
9. Apply independent brake with throttle in first notch position and then close the
throttle to idle.
10. Before train starts moving, do not go more than four notches.
11. Do not allow more than 650 amps starting current with MU locos and double head
working.
12. While starting from curves and turn outs apply power smoothly.
13. While notching up observe the load meter for sudden changes.
14. Allow the forward and reverse transition at the possible lower notch.
15. Close the throttle gradually.
16. Apply dynamic brake and train brakes smoothly.
17. Whenever it is required to accelerate after slowing down ensure full creation of
vacuum/BP pressure level.
18. Ensure minimum release time when A9 is applied to
19. (a) Minimum reduction – 2 min.
20. (b) Full service – 4 min
21. (c) Over reduction / Emergency – 6 min

22. Ensure rising trend vacuum/BP pressure while stopping.

23. Do not apply independent brake before the train comes to dead stop.

15
 16. Explain the starting and stopping of train in heavy ascending
gradient ?
Grade of more than 1 in 100 are termed as heavy ascending grade.

Starting a Train on heavy ascending gradient :

1. Train brakes to be fully released.

2. Advance throttle sufficiently to hold the train.
3. Release the independent brake very slowly.
4. As the train starts moving, notch up gradually keeping a watch on load meter to
ensure that power at a particular notch is absorbed before moving to next higher
position.
5. If the wheel slips, reduce one or two notch position and apply sand.
6. Once the wheel slip stops, reapply power smoothing.
7. If the train does not move, reduce throttle sufficiently to hold the train and apply
independent brake. Then investigate the reason for not moving.

Stopping a Train on heavy ascending gradient :

1. Reduce throttle slowly.

2. Allow the train to stall in one or two notch position.
3. Apply independent brake.
4. If automatic brake is applied, create the vacuum (or) brake pipe pressure to initial
level just before the train comes to dead stop.
5. As soon as the train stops apply independent brake to avoid roll back.

17. Explain the starting and stopping of train in heavy descending

gradient?

Grades of more than 1 in 100 are termed as heavy descending grade

Starting a Train:

1. For loaded train move the selector handle to big B (or) D and then release the
independent brake slowly.
2. For empty train, release the independent brake slowly and then apply dynamic
brake gradually.
3. As the train starts moving, apply both dynamic brake and automatic brake to the
required extent.

16
STOPPING:

1. Use slack bunch and cyclic braking method.

2. Do not allow vacuum (or) brake pipe pressure to build up to initial level, before the
train comes to dead stop.
3. How ever allow the vacuum or brake pipe pressure in the raising trend, when the
train comes to dead stop.

18. Explain the train handling method in undulating gradients ?

A track profile with grade changing so often that an average train passing over the
track has some vehicle on alternating ascending and descending grade is known as
undulating grade

Starting a Train:

 Head end of train on descending grade.

1. Release independent brake slowly.
2. After the slack is stretched, open throttle handle to first notch to move.
3. If the train moves rapidly, while releasing independent brake, apply train
brake to control the speed.
 Head end of the train on ascending grade.
1. Open throttle to first notch.
2. Release the independent brake slowly.
3. Advance throttle as the slack is stretched.
Accelerating:

1. Advance throttle very slowly than normal condition.

2. As the slack can not be stretched-throttle should be very slowly adjusted.
Negotiating:

 Employing throttle manipulation.

1. Maintain train speed as constant as possible.
2. Do not change the throttle position frequently as this will increase the in-
train forces.
 Employing dynamic brake.
1. Maintain train speed by slowly adjusting the selector handle.
2. Do not change the selector position rapidly, as this will increase the in-train
forces.
Slowing Down:

17
  Employing throttle manipulation.
1. Use lower throttle position on ascending portion of grade.
 Employing throttle and train brake.
1. Only minimum reduction of train brake is advisable duly controlling the train
reducing throttle well in advance.
 Employing dynamic brake and train brake.
1. In conjunction with dynamic brake, train brake can also be used to slow
down.
2. Dynamic brake should be carefully adjusted to avoid severe in-train forces.
Stopping:

1. Use slack bunch braking method to stop.

2. Train brake may be applied to minimum reduction position before applying train
brake further.
3. The dynamic brake and train brake has to be adjusted to reduce in-train forces.
19. What are all the precautions to be taken to avoid train stalling.

1. Before Starting the train, Ensure train brakes are fully released i.e. there should not
be any brake binding in the formation.
2. Know the Load and class of locomotive permitted as per the section duly taking the
reference from WTT load tables
3. In case of MU loco ensure rear loco load meter is responding or not
4. Ensure Air Flow indicator is in the normal pre setted position.
5. Give sufficient time for realising of brakes.
6. Pickup adequate attacking speed at foot of the gradient according to load and
gradient.
7. Do not hesitate to take maximum notches to maintain max., permissible TM
current.
8. Keep close vigil on Load Meter fluctuations; act before auto regression.
9. Use every opportunity for maintaining adequate speed to negotiate top of the
gradient.
10. Use sanders judiciously.
11. Have good coordination with banker loco pilot
12. Ensure water temperature below 85 degrees centigrade. Do not
13. allow the water temperature to go beyond 90 0 c.
14. If water Temperature raises beyond 90 0 c. power de ration takes place i.e for
every 10 c raise of temperature there will be 20% of Horse Power is reduced by
the micro processor.
15.In case of stalling the Loco Pilot should not try again to pull the load, thus causing
wheel slipping and damage to rails. Instead ask for relief/Banker engine.

18
20. Write the importance of Dynamic brake and what is the procedure
to be adopted for application and releasing of Dynamic brake?

Dynamic Brake
It is used in level and descending gradients but not in ascending gradients. This is used to
control the train speed, to maintain constant speed and to assist A9 in stopping the train.
Dynamic brake is an additional electrical brake to control the speed of a train.
ADVANTAGES:
a. keeps the brakes block wear and wheel life more.
b. It is more economical than A9 if you tally with the fuel consumed and brake wear.
C. it is time saving because after using DB you have to wait for only 10 seconds to switch
over to motoring, but for A9 you have to wait for 90 to 120 seconds minimum for
releasing of brakes. Based on A9 application.

EFFECTIVE USAGE OF DB IS BETWEEN 20-45 KMPH FOR GOODS AND 20-60 KMPH FOR
COACHING. BELOW 20 KMPH THE EFFECT OF DB WILL BE FADING OUT.

WHAT NOT TO WHY NOT TO DO WHAT TO DO

DO
Do not bring Due to which buff or compressive a.After closing the throttle,
selector from force will develop as you are wait for 4 seconds, for
motoring to controlling head-on portion and the magnetic fields
braking rapidly the tail-end portion will come and developed in the traction
to full range. bunch on the head-on portion. motors to decay.
which may cause derailment and b. Move the selector handle
damage to the consignment. to bigD, keep it for 6 to
30 seconds based on the
type of load and grade,
and allow the complete
train to bunch.
c. Advance it slowly 4Ds at
once move it to
maximum duly watching
load ammeter if it
permits.

Do not bring the As the head-on portion suddenly a.Move the selector slowly D
selector from gains the momentum and the tail- by D to Big D.
braking to end portion is on controlling b.Allow the train to stretch
motoring sudden stretching of train will slowly then bring the
rapidly. take place thereby development selector to motoring.

19
 of high tensile force which in turn
causes parting.
Do not notch up The D.C traction motor will have Give minimum of 10 seconds
immediately high starting torque. If you notch after bringing the selector
after bringing up immediately after bringing the handle to motoring before
the selector to selector handle from braking to opening the throttle to the RPM
motoring. motoring, there is every chance of to settle down.
4th notch out put on 1st notch due
to the availability of 4th notch
RPM (DB RPM) thereby high
tensile force will develop which
may cause train parting.

21. How to change Working console to Non-working and Non-working

to Working in WDG4/P4 Locomotives.
PROCEDURE OF CHANGING CONSOLE
1. Loco Speed should be Zero KMPH.
2. Keep isolation switch in START/STOP/ISOLATE position.
3. Secure the loco with hand brakes and wooden wedges.
CONVERTING THE WORKING CONSOLE AS NON-WORKING CONSOLE.

ITEM WORKING CONSOLE CHANGING IN TO NON-WRG CONSOLE

1. Reversor NEUTRAL NEUTRAL
2.Throttle IDLE IDLE
3.Automatic brake handle RUN FULL SERVICE
4.Directbrake handle FULL APPLICATION RELEASE
5.Lead/Trail (selector) switch LEAD TRAIL
Now the working console is made Non – working .

CONVERTING THE NON-WORKING CONSOLE AS WORKING CONSOLE.

ITEM WORKING CONSOLE CHANGING IN TO NON-WRG CONSOLE

1. Reversor NEUTRAL NEUTRAL
2.Throttle IDLE IDLE
3.Automatic brake handle FULL SERVICE RUN
4.Directbrake handle RELEASE FULL APPLICATION
5.Lead/Trail (selector) switch TRAIL LEAD
Now the Non – working console is made working .

20
Note: After operation of the every item, observe the ER/BP/BC gauge needle
stabilization and sound to be stopped , then only operate other item.

22. How to conduct Air brake self test and what are the conditions
before conducting air brake self test?
Air brake self test is to be conducted on WDG4 and WDP4 locomotive under following
conditions.
1. Failure of console selection (Change of console if wrongly done)
2. During any Air brake failure on run.
Step. 1

Following safety precautions are to be strictly followed before conducting air brake self
test.

1. Stop the locomotive/train.

2. Apply “Hand brake” on locomotive.
3. Secure the formation, which should not roll during self test.
4. Ensure minimum MR pressure of 110 PSI.
5. Close BP and FP angle COC’s on locomotive and on formation.
6. Close MR and BC equalizing COC’s on both ends of locomotive.

7. On working console :
a) Keep reversor handle in ”Neutral” position.
b) Keep automatic brake handle in “Run” position.
c) Keep independent brake handle in “release” position.
d) Lead/Trail switch in “Lead” position
8. On non working console :
a) Keep automatic brake handle in “Full service” position.
b) Keep independent brake handle in “Full application” position.
c) Lead/Trail switch in “Trail” position.
On fulfilling .,safety precautions, Air Brake self test is to be conducted.

AIR BRAKE SELF TEST PROCEDURE:

On EM – 2000, using Key buttons;-

1. Press “Main menu” key.

2. Using down arrow key, bring curser to “Self Test” menu and press ‘F3’ to select.
3. Press “F2” key to go to “Next” page.
4. Using down arrow key, bring cursor to “Air Brake Test”.
5. Press “F3” or “SELECT” key to select Air Brake Test.

21
 6. Entry conditions for Air Brake Test will be displayed on the screen, which are
already fulfilled.
7. Press “F1” key to continue test.
8. EM-2000 initiates Air Brake Self test. On completion of test, ‘SUCCESSFUL TEST
COMPLETED, NO DEFECTS FOUND’ will be displayed on EM – 2000 screen.
9. Press “F4” key three times to go back to “Main menu”.
10. Keep Independent brake handle to “Application” position on working console.
11. Keep Independent brake handle to “Release” position on non working console.
12. Further, connect BP and FP pipes of formation and open angle COCs to create BP
and FP.

Note: If Air brake self test failed, then note the defect code digital number on
CRU display. And make working console to non-working and non-working to
working console. Again conduct Air brake self to that console . If succeeds then
work with that console and if fails note the number and inform to concern shed.

23 . How to Change WDG4 /P4 Lead loco in to trail and trail loco in to
Lead and what are the safety measurements to take to avoid roll back
during changing?
1. Speed should be Zero KMPH.
2. Secure the loco with hand brakes and wooden wedges.

Changing of Multiple Unit of WDG4 From Lead Loco to Trailing and Trailing Loco to Lead
Position of Lead Loco to made as Trailing Trailing Loco to be made as Leading
Equipment Loco Loco
WKG C/S to be made Non WKG C/S 1 to be made C/S 2
as C/S as
NON WKG C/S WKG C/S
Reverser handle Step No.2 - Neutral Neutral Neutral Neutral
Throttle Step No.1 - Idle Idle Idle Idle
Auto Brake Step No.3 – FS FS Step No.6 – Run FS
Independent Step No.4 – Release Release Step No.7 – APP Release
Brake
L/T Switch Step No.5 – Trail Trail Step No.8 – Lead Trail
(MU2B)
Isolation Switch Run Run
ERR Step No.12 – OFF Step No. 09 - ON
FP/CONT Step No.13 – OFF Step No. 10 - ON
GF Step No.14 – OFF Step No. 11 - ON

22
 24. How to Change Lead loco to trail and trail loco to Lead loco and
what are the safety measurements to take to avoid roll back
during changing?

Secure the loco with hand brakes and wooden wedges

Position of Leading Loco Trailing Loco

Equipment
STEP No.1 1” COC of BP Closed
STEP No.2 MU2B Valve Lead
1” COC of BP Open
A9 COC Open in working
control stand close
in non working
control stand
SA9 Handle Application
Breakers MFPB 1 & 2, MCB
1&2, GFCO, EPG
should be on
STEP No.3 SA9 Handle Release
MU2B Valve Trail of Dead
A9 COC Both Ctrl/ stand
Close
Breakers MFPB 1&2, MCB
1&2, GFCO, EPG
should be OFF

25. What are different types of Air brake penalties occur in WDG4 /P4
locomotives and write the procedure to restore the same?

Ans : There are two types of Air brake penalties.

Emergency Penalty 60 Sec (Major penalty)
Full Service penalty 10 sec (Minor penalty)

Emergency Penalty will occur during train parting , Guard brake ,ACP , D1 emergency
application , Air brake self test, Auto brake Emergency application .
Due to the penalty application Auto flasher light will come , PCS open light will glow ,
brakes will come ,engine will come to idle , and on LCC screen display message of

23
 “Air brake emergency- place handle in emergency for 60 sec ” . To restore the above
penalty , keep Automatic Brake to Emergency for 60sec . After that again display will show
“ To restore normal Air brake operation- place Automatic handle in Running” . Now
keep Automatic brake in ‘Run’ position. Then penalty will revoke.

Full Service penalty will occur if Loco Pilot not acknowledge the VCD within 76 sec, and in
Helper mode , MAB or Computer Breaker trips , Loco speed exceeds MPS for more than 5
sec , Both Consoles Selector switch kept in LEAD position , In MU both Lead Loco and Trail
Locos Selector switch kept in LEAD.
Due to the penalty application Throttle will not respond ,engine will comes to idle .LCC
screen display message of “Keep Automatic brake handle in FS for 10 secs ” . To restore
the above penalty , keep Automatic Brake to FS for 10 sec . After 10 sec display will show
“ To restore normal Air brake operation- place Automatic handle in Running” . Now
keep Automatic brake in ‘Run’ position. Then penalty will revoke.
26. What are all the safety devices provided in WDG4/P4 locomotives?

ENGINE PROTECTIVE DEVICES (EPD)

LOW WATER (LWS) : Indication of LWS operation - Engine will automatically shut down.

Remedy: Check water level, if water level is low, add water (add only Nalco Water).If
sufficient water is available, reset the LWS switch and ensure for leakage in the system. If
Water level is sufficient and while resetting, the switch is not resetting, crank the loco and
when the main crank starts to rotate press low water button for about 5 seconds, the
switch will reset. Make entry in repair book and inform shed.

Crank Case: Indication of CCE operation. - Engine will automatically shut down.

Remedy: If CCE trips, do not reset CCE, inform shed.

LLOB: Indication of LLOB operation- Engine will automatically shut down.

Remedy: Before resetting, check for any leakage in the system and also check governor
oil level, lube oil level, lube oil filter condition. (See lube oil filter conditioning gauge)

OSTA: Indication of OSTA operation. - Engine will automatically shut down

Remedy: If OSTA trips, Reset.

HOT OIL DETECTORS

24
 A thermostatic valve, located on the outlet elbow from the main lube oil pump, is
calibrated to open when lube oil temperature reaches a nominal 124 0C (255 0F).At this
temperature it is probable that the lube oil cooler is plugged on the waterside.
When oil temperature causes the valve to open, pressure to the oil pressure
detecting device in the engine governor is dumped. The device detects low oil pressure
and reacts to shut the engine down. The thermostatic valve is not latching, and it will
reset automatically when oil temperature falls.
WARNING
If it is determined that hot oil is the cause for engine shutdown, make no further
Engine room inspections until the engine has cooled sufficiently to preclude the
possibility.
That hot oil vapor may ignite. When a low oil shutdown occurs, always inspect for an
adequate supply of water and oil. Also check engine water temperature. Do not add cold
water to an overheated engine.

Remedy: DO NOT OPEN THE ENGINE DOOR INFORM SHED. ALLOW THE ENGINE TO COOL
for 3 HOURS.

CROW BAR

Crow is an electrical safety device to protect TCC1 and TCC2.In case of Hard crow bar is
fired, computer will display

Computer Display

ALARM

NO LOAD

CO COMMUNICATION FAILURE

HARD CROW BAR FIRED -TCCI

Remedy:

Do recycling as per the following procedure,

Switch off computer breaker first.
Switch off TCC I or TCC II beaker as per the computer display.
Wait for 30 seconds.
Switch ON TCC I or TCC II which ever breaker was earlier switched OFF

25
 Switch ON computer breaker, and work onwards.

27. How do you move a dead WDG4/P4 locomotive if attached to any

Live locomotive?
PROCEDURE FOR DEAD WDP 4/WDG 4 MOVEMENT
1. Apply hand brake.
2. Shut down the loco as per Procedure
3. Switch off all the breakers
4. Drain MR - I and MR - II Reservoirs.
5. Open dead engine coc.
6. Location: Remove CCB panel cover next to short hood control stand. Move the COC
from parallel position to 900 to the pipe line. (Open the COC to close line parallel)
7. Couple BP hose and open angle cock to charge BP for 15 minutes. (and FP COC if
working on twin pipe system)
8. Open brake cylinder equalizing and MR equalizing cut out coc s in any one end of
the dead loco for quick release of dead loco brakes.
9. Note: A slight air blow will be felt at all times of the BC Eq. pipe during such dead
operation. This is normal and does not affect the development of BC pressure.
10. Apply to Auto Brake (A-9) in lead loco brake should apply in dead loco.
11. Release Auto Brake (A-9), brake should release in dead loco. If brakes are not
released, adjust BP pressure to 5.2 kg/cm2 in lead loco
12. Release the hand brake.

28. How do you move a Idle WDG4/P4 locomotive if attached to any

working locomotive?

MOVING OF WDG4/P4 AS IDLING WITH ANY TYPE OF OTHER WORKING LOCO

1. Couple the working loco to the Idling WDG4/WDP4 loco.

2. Ensure both CBC’s are locked properly.
3. Keep Throttle handle in Idle
4. Keep Reversers in Neutral and remove the handle
5. Keep the Auto Brake in FS position and
6. L/T switch to HLPR mode
7. Connect BP pipe and open the angular COC.
8. Observe PCS knocks out and PCS red light glows (this will happen one time only)
but when the BP builds up to 4.8 kg/cm2 red light goes off.

26
 Message on EM 2000

(1) Air brake penalty keep Auto Brake in FS for 10 seconds (Already Auto Brake is in FS)
After 10 Seconds Second Message will Display
(2) To restore normal Air Brake Operation keep Auto Brake to RUN

Note: 1. Do not keep Auto Brake to RUN position keep Auto Brake in FS only.
2. Alerter does not function.
9. Keep Direct Brake in REALEASE
10. Move Isolation Switch to ISOLATE POSITION.
11. GF Breaker should be kept in OFF position.
12. In case of Train Parting Idle loco brakes will apply.

29. Write the cranking procedure of WDG4/P4 locomotive .

ENSURE THE FOLLOWING CONDITIONS BEFORE CRANKING:

1. Put on the hand brake.

2. Check oil and coolant water levels.
3. Make sure that LLOB on Governor, Low water and Low crank case pressure reset
buttons are pressed in.
4. Make sure that Engine Over Speed Trip Reset Lever (OSTA) is in Reset Position
(Handle should be tilted towards left side of locomotive in Reset position)
5. Make sure that the isolate / Run switch is in ‘isolate’ position.
6. On the Long hood control stand – Ensure
1. Engine Run switch is down (OFF)
2. Control & FP breaker is up (ON)
3. Generator filed switch is down (OFF)
4. MU shut down RUN button is pressed –in.
7. On working control stand –
1. Ensure Reverser handle in Neutral
2. Throttle handle in idle.
3. Keep Auto brake handle in RUN position.
4. Keep independent brake handle in Full application position
5. Keep Lead / Trail switch in Lead position.
8. On Non – Working control stand –
1. Ensure Reverser handle is removed.
2. Throttle handle in idle.
3. Auto brake handle is FS (Full service) position.
27
 4. Independent brake handle in released position.
5. Lead / Trail switch is in Trail Position.
9. Ensure all circuit breakers on circuit breaker panel are in OFF position (Before
cranking).

CRANKING PROCEDURE:

10.Ensure that start Fuse is in position and close the battery knife switch (ON)
11. On the circuit breaker panel Put on BLACK labeled circuit breakers. White labeled
circuit breakers as applicable . Yellow labeled circuit breakers (Turbo & Computer)
12. On computer select starting system
Main Menu,
Data Meter
Starting system
13. TLPR shows on (Turbo Cooling Cycle Starts) Now engine is ready for cranking.
14. Go to the FUEL PRIME / ENGINE START switch and turn the switch to FUEL PRIME
side (left side) if the shut down procedure was followed properly earlier, the fuel
pump motor will start (the motor sound can be heard). If the fuel pump motor
does not start, wait for 15-20 minutes and try again.

15. Keep holding the Engine PRIME / ENGINE START to prime side and see that the fuel
secondary sight glass is full of fuel and shows no bubbles. Out of the two sight
glasses, the one closest to engine block should be full with out any air bubbles and
one away form the engine block should be empty.

16.Turn the Engine PRIME / ENGINE START switch to ENGINE START side and press the
lay shaft gently to crank the engine. Release the lay shaft and the switch when you
feel the lay shaft being pulled from your hand (only for WDG4 Locomotive) In case
of WDP4 locomotives, start switch can be released when engine RPM goes above
160-180, which can be readily seen on the starting system screen on EM 2000. EPU
RPM.

Caution: Excessive pressing of the lay shaft will over speed the engine and OSTA will
trip causing the engine to shut down.

28
 30. What are all the changes to be done in the Dead loco of different
types of Brake system?

Combination No.1 : LEADING IRAB/ 28-LAV1 (C3W) 28LAV1 (28VB) with TRAILING (DEAD)
IRAB/ 28- LAV1 MODIFIED (C3W)
POSITIO TYPE OF EQUIPM POSITION PIPES POSITION TYPE OF EQUI POSITIO
N OF BRAKE ENT CONNECTE OF LOCO BRAKE PME N
LOCO SYSEM D SYSEM NT
IRAB/ 28- MU2B LEAD 1. BP TRAILING IRAB/ 28- MU2 TRAIL
LEADING LAV1 2. FP (DEAD) LAV1 B
(C3W) 1” or BP OPEN 3. MR EQ MODIFIED 1” or CLOSE
28LAV1 COC 4. BC EQ (C3W) BP
(28VB) COC

POSITIO TYPE OF EQUIPME POSITIO PIPES POSITION TYPE EQUIPMENT POSITIO

N OF BRAKE NT N CONNECT OF LOCO OF N
LOCO SYSEM ED BRAKE
SYSEM
IRAB/ 28- MU2B LEAD 1. BP TRAILING IRAB/ MU2B LEAD
LEADING LAV1 1” or BP OPEN 2. FP (DEAD) 28- 1” or BP COC CLOSE
(C3W) COC LAV1
28LAV1 MODIF
(28VB) IED
(C3W)
Combination No.2 : LEADING IRAB with TRAILING (DEAD) 28-LAV1 NON-
MODIFIED (28-VB)
POSITIO TYPE EQUIPMEN POSITIO PIPES POSITION TYPE OF Not Permitted
N OF OF T N CONNECTE OF LOCO BRAKE due to Non
LOCO BRAKE D SYSEM availability of
SYSEM Vaccum from
leading Loco
IRAB MU2B LEAD 1. BP TRAILING 28-LAV1
(IRAB) so
LEADING 1” or BP OPEN 2. FP (DEAD) NON- Conjunction brakes
COC 3. MR EQ MODIFIED are not apply in
4. BC EQ (28-VB) case of parting.
Such locos are to
be moved in
between the
formation only
when it is required
to move with IRAB
as leading loco

29
POSITIO TYPE EQUIPMEN POSITIO PIPES POSITIO TYPE OF Not Permitted
N OF OF T N CONNECTE N OF BRAKE SYSEM due to Non
LOCO BRAKE D LOCO availability of
SYSEM Vaccum from
leading Loco
MU2B LEAD 1. BP 28-LAV1
(IRAB) so
LEADING IRAB 2. FP TRAILING NON- Conjunction brakes
(DEAD) MODIFIED are not apply in
1” or BP OPEN (28-VB) case of parting.
COC Such locos are to
be moved in
between the
formation only
when it is required
to move with IRAB
as leading loco
Note : When ever 28 LAV1 Non Modified Loco with (28VB Valve ) is in trailing or Dead Vaccum
Pipe has to connect and vaccum has to create from the leading loco to get the conjunction
brakes in trailing or dead loco & also during Parting

Combination No.3 : LEADING 28-LAV1 NON-Mod(28VB)/ Mod C3W DV with

TRAILING (DEAD)28-LAV1 NON-MODIFIED / (28-VB) Mod C3WDV
POSITIO TYPE OF EQUIP POSITION PIPES POSITIO TYPE EQUIPME POSITIO
N OF BRAKE MENT CONNECTED N OF OF NT N
LOCO SYSEM LOCO BRAKE
SYSEM
LEADING 28-LAV1 MU2B LEAD 1. BP, TRAILIN 28- MU2B TRAIL
NON- 1” or OPEN 2. FP G LAV1 1” or BP CLOSE
Mod(28VB)/ BP COC 3. MR EQ, (DEAD) NON- COC
Mod C3W 4. BCEQ, MOD
DV 5. VACCUM (28VB)
PIPE

POSITIO TYPE OF EQUIP POSITION PIPES POSITIO TYPE EQUIPMEN POSITIO

N OF BRAKE MENT CONNECT N OF OF T N
LOCO SYSEM ED LOCO BRAKE
SYSEM
LEADING 28-LAV1 MU2B LEAD 1. BP TRAILING 28- MU2B LEAD
NON-Mod/ 1” or OPEN 2. FP (DEAD) LAV1 1” or BP CLOSE
Mod BP COC 3. VACCU NON- COC
M PIPE MOD
(28VB)

30
 Note : When ever 28 LAV1 Non Modified Loco with (28VB Valve ) is in trailing or Dead Vaccum
Pipe has to connect and vaccum has to created from the leading loco to get the conjunction
brakes in trailing or dead loco & also during Parting.

Combination No.4 : LEADING MU IRAB/28LAV1 C3W DV with TRAILING (DEAD)

MU IRAB/28LAV 1 (C3W DV)

POSITION TYPE OF PIPES EQUIPMENT POSITION EQUIPMENT POSITION

OF LOCO BRAKE CONNECTION
SYSTEM
LEADING IRAB 1. BP MU2B LEAD 1” or BP COC OPEN
(LIVE) 28LAV1 2. FP
C3W DV 3. MR EQ
4. BC EQ
TRAILING IRAB 1. BP MU2B TRAIL 1” or BP COC CLOSE
(DEAD— 28LAV1 2. FP
1) C3W DV 3. MR EQ
4. BC EQ
TRAILING IRAB 1. BP MU2B TRAIL 1” or BP COC CLOSE
(DEAD— 28LAV1 2. FP
2) C3W DV 3. MR EQ
4. BC EQ
TRAILING IRAB 1. BP MU2B TRAIL 1” or BP COC CLOSE
(DEAD— 28LAV1 2. FP
3) C3W DV 3. MR EQ
4. BC EQ

POSITION TYPE OF PIPES EQUIPME POSITION EQUIPMENT POSITION

OF LOCO BRAKE CONNECTIO NT
SYSTEM N
LEADING IRAB 1. BP MU2B LEAD 1” or BP COC OPEN
(LIVE) 28LAV1 2. FP
C3W DV 3. MR EQ
4. BC EQ
TRAILING IRAB 1. BP MU2B TRAIL 1” or BP COC CLOSE
(DEAD—1) 28LAV1 2. FP
C3W DV 3. MR EQ
4. BC EQ
TRAILING IRAB 1. B.P MU2B LEAD 1” or BP COC CLOSE
(DEAD—2) 28LAV1 2. FP
C3W DV
TRAILING IRAB 1. BP MU2B LEAD 1” or BP COC CLOSE
(DEAD—3) 28LAV1 2. FP
C3W DV 3. MR EQ
4. BC EQ

31
Combination No.4 : LEADING IRAB/28LAV1 C3W DV with TRAILING (DEAD) 3
Locos IRAB/28LAV 1C3W DV
POSITION TYPE OF PIPES EQUIPMENT POSITION EQUIPMENT POSITION
OF LOCO BRAKE CONNECTION
SYSTEM
LEADING IRAB 1. BP MU2B LEAD 1” or BP COC OPEN
(LIVE) 28LAV1 2. FP
C3W DV
TRAILING IRAB 1. BP MU2B LEAD 1” or BP COC CLOSE
(DEAD—1) 28LAV1 2. FP
C3W DV
TRAILING IRAB 1. BP MU2B LEAD 1” or BP COC CLOSE
(DEAD—2) 28LAV1 2. FP
C3W DV
TRAILING IRAB 1. BP MU2B LEAD 1” or BP COC CLOSE
(DEAD—3) 28LAV1 2. FP
C3W DV

31. Write about Air flow indicator . and what are the indications given
by the Air flow indicator in various occasions?

AIR FLOW INDICATOR:

It is an air pressure gauge with two pointers. Red pointer is called reference pointer,
which is attached to a knurled knob and protrudes through the dial glass, so that it can be
set manually in any desired position, where as the other pointer moves on the scale
depending up on the air flow. The indicator is connected to the measuring valve through
R-6 relay valve. The scale on the gauge is calibrated not in the units of airflow but in
numbers which normally indicates the number of wagons. The 60 marks correspond to
the maximum rate of airflow that can be accepted to overcome leakage on a 60 wagon
train.
Objective
It is a device through which BP (Air brake train ) leakage can be seen in the Driver’s
cabin.
Operation
When a train has been made up and the brake system is being charged with air before
moving off, there is a high rate of flow of air to the brake pipe and the indicator pointer
takes up a position in the un calibrated sector of the scale. As the air pressure in the brake
pipe rises and the rate of airflow consequently diminishes, the indicator pointer falls back.
When the system is fully charged, it stabilizes at a reading corresponding to the airflow,

32
 to overcome leakage. If the train comprises 60 wagons, for example, this reading is
normally 60 or less, a higher reading indicates excessive leakage from the brake pipe.
At this stage, before starting the train, the driver sets the reference pointer to
coincide with the indicator pointer and thereby fixes a datum point on the scale. The
indicator pointer should return whenever the brake is fully released during the ensuing
journey, so long as the make- up of the train is not changed.
Therefore, during the journey, the indicator pointer falls below the reference
pointer or rises above it, indicates leakage decreased or increased respectively. During the
release process, the indicator pointer falls back steadily towards the reference pointer
and the deviation between the two pointers at any time indicates the state of release of
the brake. When the system is fully recharged the two pointers approximately coincide
again, if they do not coincide it is evident that the brake pipe leakage has changed and the
amount of deviation between the two pointers gives the driver some idea of the
magnitude of the change. An indicator pointer reading below the datum point shows that
the leakage has been reduced, conversely a higher reading indicates an increase in the
leakage. Some small variations are to be expected during a journey.
If a guard emergency brake valve is opened or a brake pipe coupling is parted or
broken, the indicator pointer rises rapidly to a corresponding high reading.
Whenever the make–up of the train is changed, the reference pointer is reset
manually to provide a new datum point.

32. What are the positions of MU2B , ¾” or 1” BP COC in Single

working Loco , MU Lead and Trail loco , Banker Loco & Dead
locomotive?

POSITION OF MU2B , BP COC AND BANKING COC IN DIFFERENT LOCOMOTIVES

SINGLE MULTIPLE UNIT BANKER LOCO DEAD

WKG LOCO
LOCO
.no LEAD TRAIL BP VACUUM
LOCO LOCO FORMATION FORMATION
1 MU2B LEAD LEAD TRAIL LEAD LEAD TRAIL

2 3/4” BP OPEN OPEN CLOSE CLOSE OPEN CLOSE

COC
3 BANKING OPEN OPEN OPEN OPEN CLOSE CLOSE
COC

33
33. What are the occasions of Auto flasher light will come Occasions of
AUTO FLASHER LIGHT?
If BP Pressure dropping other than A9 operation like
Accident,
Derailment,
Parting,
BP pipe cut,
brake van (guard) emergency brake application,
Alarm chain pulling and
fireman emergency application, Auto Flasher System Starts Working.
Action by LP:
Switch ON Flasher Light manually by toggle switch provided on the unit.
Apply A-9 and stop the train.
Apply SA-9 Also.
Ascertain the cause by sending ALP on the formation and rectify the problem.

If Auto Flasher Light is mal functioning :

To avoid failure of loco isolate AFL through isolation switch (if available) or
disconnect 171(which is available in AFL unit). Work with normal flasher light to
reach destination. (Home shed).

34. Write the procedure of conducting Brake feel Test and Brake
power test?
BRAKE FEEL TEST
LIGHT ENGINE:
While working a Light Engine, brake power must be invariably tested by applying
SA-9 before moving the loco in any direction, check the following on SA-9 application
position.
i) Brake cylinder pressure should be 3.0 kg/cm².
ii) Piston travel should be checked.
iii) Condition of brake block should not be worn out.
iv) Apply SA9 brake and apply power up to 2nd notch Loco should not move.

34
 FEEL TEST WITH LOAD:
When the crew / loco are changed brake feel test should be done at the speed of
15 KMPH after starting
Brake power test
Brake power test should be done in the very first block section/first opportunity by
running the train at MPS.

35. What is BP efficiency (Leakage ) test ? How to conduct BP efficiency

test in Conventional and WDG4/P4 locomotives?

BP efficiency test:

1. Place the A9 valve handle in emergency position and start the engine for building
up air pressure.
2. Allow the main reservoir pressure to build up 10kg/cm2, close the angle COC for
brake pipe and attach special testing coupler with 7.5mm diameter leak hole to the
palm end of brake pipe.
3. Move the A9 valve handle release position to charge the brake pipe to 5kg/cm2.
4. Open the angle COC for the brake pipe. The BP pressure during the test should be
more than 4.4kg/cm2 in release position of Run-Release magnet valve and
between 2.5 to 3.5 kg/cm2 in Run position of Run-Release magnet valve.

1. When ever the problem of loco brake pipe pressure is experienced, conduct
leakage test as per procedure detailed below. To check whether the leakages in the
train Air brake system are within permissible limits and to take corrective actions if
required.
2. Ensure that brake pipe of all wagons are coupled and brake pipe angle COCs on the
all the wagons are coupled and brake pipe angle COC and all the are in open position.
3. Place the L.P Automatic brake valve handle (A9) in release position. Ensure that the
brake pipe pressure has stabilized in the locomotive and rear most vehicle to the level
indicated below.
Up to 56 wagons 5kg/cm2 in the loco and 4.8 kg/cm2 in the LV/BV
More than 56 wagons 5kg/cm2 in the loco and 4.7 kg/cm2 in the LV/BV
4. Move the L.Ps Automatic brake valve handle (A9) towards the Application position
to reduce the brake pipe pressure from 5 kg/cm2 to 4 kg/cm2.

35
 5. After the brake pipe pressure has stabilized close the brake pipe isolating COC
provided between additional C2 relay valve and brake pipe on the locomotive.
6. Wait for 60 seconds for temperature and gauge settlement and then note the drop
in pressure in the brake pressure gauge in the loco motive for 5 minutes.
7. The drop in brake pipe pressure gauge shall not be more than 1.25 kg/cm2 in 5
minutes (i.e., rate of drop should be less 0.25 kg/cm2 per minute)
8. If the leakage rate is more than the value indicated in the above check for a leakage
in individual wagons.
B P Leakage Test with WDG4/P4

1. Charge BP to 5.2 Kg/cm2.

2. Drop BP by 1.2 Kg/cm2, retain 4.0 Kg/cm2 of BP. Move Lead Trail Switch from
Lead to Test.
3. Wait for 5 minutes, if the rate of leakage is more than 1.25Kg/cm2, formation to be
checked by the TXR.

36. What are the tests to be conducted before moving the LE/CLE. And
how to control the LE/CLE while on run?
1 Engine Rpm Test
2 A9 Emergency Test:
3 D1 Emergency Test
4 Loco Brake Power Test:
5 Sander Test
6 Vacuum Efficiency Test
7 Vacuum Blockage Test:
8 Compressor Efficiency Test.
9 Dynamic Brake Test
10 Radiator Fan Test
11 Flasher Light Test
12 Auto Flasher Light Test
13 VCD Test
1. LE/CLE are highly prone to SPAD hence LE/CLE are controlled in Advance while
approaching the Stop signals.
2. The LE/CLE is controlled first by the application of Dynamic brake and then by
the application of SA9

36
37 . Write the procedure of testing the VCD and what are all the items
to be checked in VCD while TOC.
Testing the VCD
Secure Loco and Formation
Release the loco brakes below 1.5 kg/cm2
Wait for 60 sec
VCD Lamp starts blinking
Press VCD reset button
VCD lamp Stops blinking
Apply SA9 to Full application

Items to be checked in VCD while TOC in (Leading Loco)

1. Check the VCD counter number on the VCD unit it should be tallied with the
counter number written by the incoming LP in the log book.
2. Ensure the VCD enable/disable switch in the front panel on VCD Unit it should
be in enable
3. Ensure the VCD cut out coc in the nose compartment it should be in open
condition.
4. Ensure MCB1 and MCB2 in ON

Items to be checked in VCD while TOC in (Trailing Loco)

1. Check the VCD counter number on the VCD unit it should be tallied with the counter
number written by the incoming LP in the log book.
2. Ensure the VCD cut out coc in the nose compartment it should be in open condition.
3. Ensure MCB1 and MCB2 in OFF
4. Ensure the VCD enable/disable switch in the front panel on VCD Unit it should be in
disable in GE microprocessor Locos (if MCB is not provided)
5. “VCD in MU” a message will display in Display unit in case of Medha Locos
5. Ensure Reverser is in neutral.

37
 38. Write the procedure of using fire extinguisher and what are the
precautions to be taken while using it.
PROCEDURE OF USING FIRE EXTINGUISHER
1 Keep fire extinguisher upright.
2 Unwind discharge tube.
3 Hold nozzle in hand.
4 Remove safety clip & strike knob.
5 Press the discharge nozzle handle
6 Direct stream at base of fire.
Fires can be very dangerous and you should always be certain that you will not
endanger yourself or others when attempting to put OFF a fire.
Assist any person/Property in immediate danger to safety, if it can be
accomplished without risk to yourself.
If the fire is small you may attempt to use an extinguisher to put OFF if fire is large
immediately call 101 How ever before deciding to fight the fire, keep these things
in mind
Know what is burning. If you don’t know what’s burning, you won’t know what
kind of extinguisher to use.
You might inhale toxic smoke. When synthetic materials such as the nylon in
carpeting or foam padding in a sofa burn, they can produce hydrogen cyanide and
ammonia in addition to carbon monoxide. These gases can be fatal in very small
amounts.

The final rule is to always position yourself with an exit or means of escape at your
back before you attempt to use an extinguisher to put out a fire.

39. What are the reasons for fire in Diesel locomotive and how do you
avoid it?
FIRE PREVENTION MEASURES IN DIESEL LOCOS:

Batteries and battery cables: Lack of electrolyte, Over charging of battery may result in
internal short circuit in the battery cells and cause fire. If any indication of overcharging in
BA (Battery Ammeter) as noticed by the crew of the loco, it is advised to check the
condition of batteries located on loco for any short circuit. If anything is found, the cable
may be isolated. Still, if the BA shows overcharging, loco crew is required to open battery
knife switch provided in the nose compartment

38
Power circuit:

a) Loss of insulation of power cables between traction generator and traction motors
which are connected through BKTs, reverser and power contactors may result in short
circuit and finally cause fire. Such type of fire accidents normally shows symptoms of
smell/smoke of burning of cable insulation. So, crew on notice of such symptoms
immediately notch down the throttle to idle, GF switch to “OFF” and Reverser to ‘neutral’
position.

b) Presence of foreign body on the BKT, Reverser, Power contactors etc., also cause fire
on locomotive due to short circuit. In such cases GR trips normally and brings generator
power cut-off. Ensure that no foreign material like tools, etc., are left if they open control
panel doors for any purpose. Before resetting GR, an inspection shall be made for any
foreign materials in the above items of the power circuit.

Power ground: A foreign body or internal short circuit (Flash-over) in traction motor
winding or traction generator also cause fire on loco. While taking over the loco, LP to
observe traction motor inspection covers and traction generator cover for proper fitment
and also ensure that no oil is available in the traction generator / alternator pit.

Fuel System: Leakage of fuel oil from HP pipe line will lead to flashing of oil on to cylinder
head and exhaust manifold. This will result in catching fire. In such cases, the concerned
fuel injection pump (FIP) to be locked by the LP.

BKBL and high resistance Grids: Either by foreign body or loose contact of cables laid for
BKBL and high resistance grid also causes fire on locomotive in the nose compartment.
Crew to keep a watch while train is moving on dynamic brake for any smoke and smell
and if such symptoms are noticed dynamic brake should not be used.

Burning of thermal insulator: The insulator burns due to overheating of compressed air in
the discharge pipe line of compressor/expressor.

Any external burning element like asbestos lapping etc., may also lead to catch the fire on
diesel locomotive.

Do not allow any cotton soaked waste, wool, etc., is loosely kept in the Engine Room
which may contribute for catching fire.

Frequently check the loco axle boxes for overheating

39
40 . What are all the safety devices provided WDM3A Locomotive and
when the above will operate?
LWS: Low Water Switch.
This is located in the expressor room. It shuts down the engine when water level in the
expansion tank reaches below 1” from the bottom of the tank.

INDICATION : Engine shuts down with alarm bell ringing and red LED indication
A connection pipe is taken from the expansion tank to LWS float chamber, with a three
way cut out cock. Normally this COC must be in open position and sealed. For testing the
operation of LWS by shed staff this COC will be closed. In this position water flow from
expansion tank stops and water in the float chamber drains out which will operate the
switch and shuts down the engine.

Oil Pressure Switch (OPS -I) :

This device is fitted above the Short Hood Control Stand on nose compartment wall in
Loco pilot’s cab in only in GE governor locos. When ever lube oil pressure drops below 1.3
kg/cm2. between 1 st and 6 th Notch Due to low pressure, lube oil looses its load carrying
capacity between bearings. So as to protect the engine components from possible
damages due to lack of lubrication or lack of cooling oil in the piston crown,

INDICATION: Engine shutdown with LED indication and bell ringing.

Setting : Open – 1.3 kg/cm2
Close – 1.6 kg/ cm2.

Oil Pressure Switch (OPS -II)

This device is fitted above the Short Hood Control Stand on nose compartment wall in
Loco pilot’s cab in only in GE governor locos. When ever lube oil pressure drops below 3.5
kg/cm2. between 7 th and 8 th Notch Due to low pressure, lube oil looses its load carrying
capacity between bearings. So as to protect the engine components from possible
damages due to lack of lubrication or lack of cooling oil in the piston crown,
INDICATION: Engine shutdown with LED indication and bell ringing.
Setting : Open – 3.5 kg/cm2
Close – 3.7 kg/ cm2.

40
LLOB : This safety device is available only in WW Governor to protect the engine
components from damages due to low lube oil.
Whenever lube oil pressure drops below
a. 1.3 kg/cm2 in idle or 1st notch
b. 3.5 kg/cm2 in 8th notch

LLOB Trips and makes engine shut down

INDICATION : Engine shut down with Alarm and Green light glowing on LED panel After
attending the reasons for low lube oil pressure Other wise ENGINE CRANK BUT NOT FIRE
With out resetting the LLOB do not try to re crank several times otherwise batteries may
get discharged.

OSTA : This safety device is provided at Engine right side free end To protect the engine
parts from damages due to over speeding Whenever Engine RPM exceeds its limit OSTA
will trip

WDM2,WDP1 : 1110-1150 RPM

WDM3A,WDG3A : 1160-1200 RPM

INDICATION: Engine shut down without any indication. (No Alarm No LED Light) After
tripping , OSTA to reset Other wise ENGINE CRANK BUT NOT FIRE . With out resetting the
OSTA do not try to Re crank several times otherwise batteries may get discharged.

SAR

It is a safety device fitted in GE Gov. locos only to safe guard the engine from the
following.
1) over speed in case of no current to Governor speed coil.
2) Protects the batteries from heavy discharge during cranking.
The SAR operating coil is connected in series with Governor speed coil. So as long as
speed coil gets current from Tacho generator, the SAR gets energized and its contact
connects Governor clutch coil in series with OPS. This safety device prevents the DSL
engine from over speeding in case of any open circuit taking place in the speed coil. If this
condition arises, this coil de energises, The Gov. A and B arms are separated by bias
springs and engine comes to shut down. The second function of this relay is to protect the
batteries from over discharging during cranking by opening the CK1 when the engine is
attaining enough RPM for cranking.

41
PCS

This is fitted in LH control stand in WDM2 and in nose compartment in WDM3 & WDG3
locos. This is a safety device interconnected with air brake system. The DMR operating
coil is in series with the NC interlock of PCS. Therefore operation of PCS controls
operation of DMR.During abnormal conditions PCS contact opens and deenergises DMR
resulting in deenergising of ERR which makes engine comes to idle in WW Gov. fitted
locos. In GE Gov. fitted locos when PCS operates DMR deenergises resulting in energising
of governor speed coil circuits which will bring the engine to idle. PCS knocks out under
the following unusual conditions.
While applying A9 emergency PCS knocks out While train parting, ACP, Reduction in
vacuum, D1 Emergency application, Guard Brake application, etc the PCS knocks out
through HB5 mechanical relay valve. When penalty takes place PCS opens through P2
relay valve in case of VCD.

DMR :

This is fitted in CP and gets energized when MCB 1 & 2 is switched ON. It is a safety device
controlling the engine speed circuit. During abnormal conditions When MCB trips or PCS
knocks out DMR deenergises which in turn deenergises the Engine Speed Relays in GE
Gov. fitted locos ( ERR deenergises in WW Gov. fitted locos) bringing the engine to idle. If
DMR deenergises on run due to any reason the throttle should be brought back to idle
before notching up for speed increase. Similarly during DB if DMR deenergises the
selector handle should be brought to motoring position immediately. (Such as A9
emergency, D1 emergency, Guard brake applications and in the occasions of train parting,
ACP and vacuum dropping) this relay de energizes, bringing the engine to idle. The
operating coil is connected in series with PCS. Therefore operation of DMR depends on
PCS operation.

GR

This is a safety device used for opening power and control circuits in the event of
electrical grounds (i.e. earth faults) Thus protecting the electrical equipments from
damages. The relay operating coil is connected in between loco body and the TG
armature circuit. If any ground or earth fault occurs due to insulation puncture, short of
bare conductor with loco body etc. this relay energises there by opening excitation and
speed circuits.
GR-1(Left side)– Indicates Ground in Power Circuits
GR-2 (Right Side)- Indicates Ground in Control Circuits
If the relay trips at the time of cranking it is called STARTING GROUND and if trips while
hauling it is called POWER GROUND.

42
INDICATION : Engine comes to idle, load meter will drops to ZERO. with alarm and LED
indications. On GR relay Resetting knob will be projected out and its pointer will co
insides with red dot.
When GR tripped, for further working of the train it must be reset properly after bringing
the throttle to idle, ECS in Idle, Both GFS in OFF. If GR trips more than three times it
should not be reset and loco should be failed.

GFOLR :

This is provided in all AC/DC locos. It is provided in control compartment.When ever over
load current flows to the rectifier panel and main generator [Alternator] shunt fields, (280
amps)
INDICATION : When ever GFOLR trips ,Engine comes to idle, load meter will come to
ZERO and over load indication lamp will glow, bell will ring.
RESETING PROCEDURE : To reset the GFOLR Keep the throttle in Idle, ECS in idle, press
the GFOLR reset button. If the GFOLR does not get reset then reset manually. If the GFOLR
trips more than three times it should not be reset and loco should be failed.

HB5 :

This is provided in 28 LAV1 brake system locos. It is provided with COC inside the long
hood control stand or nose compartment When ever vacuum on train pipe gets reduced
to below 38cms due to any reason other than A9 application (ACP, Train parting,
D1emergency application, guard application).
This valve will come in to action and PCS1 will be knocked out
PCS1 closes below 6.5 kg/cm2 MR from HB5 valve
PCS1 opens above 7.5 kg/cm2 MR from HB5 valve
INDICATION : DMR de energises, Engine comes to Idle and Auto Flasher lights will come.

WSR:

These are safety devices fitted in CP and connected in TM circuits.There are 3 relays and
each relay is connected across two motors. Whenever the lack of adhesion power
between wheels and rails exists, wheel gets slip.Wheel slip causes damages to the wheels
and rails, trucks and power equipments. To protect the loco from these damages WSRs
are fitted. Whenever wheel slip occurs a difference of potential exists across relay coil
thereby the relay picks up and the following events take place for the loco safety and to
caution the Loco pilot.
a) Wheel slip light indicates.
b) Wheel slip buzzer sounds and warns the Loco pilot.
c) Automatic sanding to improve the adhesion.

43
 d) Excitation circuit functions and reduces the TG output and TM current, giving
safety to power equipments.

The main difference between the WSRs and other relays is unlike the other relays. The
WSR is fitted with 2 operating coils Normally, one for series – parallel operation and
another for parallel operation.

Explosion door :

This is an operable door fitted on both the sides of the engine crank case in place of sump
inspection door. Bursting of explosion door happens on two occasions.
1. when the crankcase exhauster failed and furthers it is neglected by the driver for a
long period of time.
Remedy : a. CCEB Main breaker may be tripped reset it .
b. Duplicate breaker to ON
2. when any hot bearing or any other moving parts gets over heated in the engine and
emitting heavy smoke inside the crankcase beyond the capacity of the crankcase
exhauster motor
INDICATION: Explosion door get opened and closes with loudly sound since it is a danger
indication that some parts of engine over heated inside the crankcase Shut down the
engine and fail the locomotive on the spot.

ETS [ ENGINE TEMPERATURE SWITCH ] :

It is provided in expresser room. When ever water temperature rises to 90`C this
switch will operate Make bell to ring and HOT engine indication on LED panel will come
to alert the Loco Pilot No Effect on Engine
ENGINE RUN RELAY: ERR
This is a safety device fitted only in WW Gov. fitted BG locos and controls speed circuit.
The function of ERR are as follows.

Supplies current to speed coils of Gov. to enable to increase engine speed through Gov.
action and to de energise them thereby bringing to idle speed in case of abnormal
conditions such as power grounds.

1) Energizes DV solenoid alone for shutting down the engine if desired.

2) Brings the engine to shut down for safety in case of low water (LWS operation).

Thus the ERR is used only to set up sequences in other circuits but also works as a
safety device in case of unsafe conditions. This relay energizes from MCB in A-B via self

44
interlocked contacts of DMR and through other interlocks of safety devices. When this is
in deenergised condition the engine speed will not respond.

SIGNAL RELAY (SR) :

It is a safety device fitted in CP and controls alarm circuits. During abnormal
conditions such as low water (LWS operations), hot engine (ETS operation),low lube oil
(OPS operation) and power grounds (GR operation) this relay operating coil energizes
which in turn closes its contact. When it closes current flows to ALG and it sounds along
with light indications, alerting the Loco pilot for necessary action.

41. What are all the safety fittings to be checked in under gear while
TOC?
The following parts should be examined in the trucks while taking over charge of the
locomotive.
1. Four coil springs on each side in each truck for proper position and condition.
2. Two sets of compensating beams [ inner & outer ] long & short must be examined for
any cracks and tie – rod bolts securing both the pairs should be properly secured with
nut and split cotters.
3. Sand pipes should be properly aligned to the rails.
4. Two brake cylinder COC's provided on right side of loco one on each truck should be
in open position.
5. Oil must be available in both the side bearers and center pivot oil cups of each truck.
6. Collar pins securing the top frame and truck must be properly secured.
7. Air bellows provided on each traction motor must be examined for their condition.
8. Sander cut out Cock on each truck must be in open position.
9. The axle driven alternator provided on the left side no 2 axle must be examined for
no damages on cables.
10. The speedometer gear box [pulse generator / speed sensor] and cables on right side
no 2 axle must be intact.
11. The brake rigging pins and cotters must be intact and secured.
12. The piston travel on brake cylinders should not be more than 3" or 7 cm's.
13. The wheel must be checked for sharp flange or flat tyre.

45
42. When VCD will operate and write down the timing of VCD. How to
reset penalty application ?
VCD
VCD alerts the LP once in every 60 seconds through a blinking LED, if none of the following
activities are performed within 60 seconds
• Increase / decrease notch.
• Application / release of A9.
• Application / release of DB / RB.
• Change of DB / RB (Dynamic Brake / Reo-static Brake) level.
• Operation of GF (Generator Field) switches for diesel traction locos.
• Operation of sander buttons.
• Operation of horn.
• Pressing the VCD alerter / acknowledgement button.
If the LP does not respond to the warnings of VCD
• The blinking LED will continue for 8 seconds.
• After 8 seconds, a buzzer is switched on along with the blinking LED.
• A message will be displayed on the screen for resetting of VCD.
• The blinking LED and buzzer will continue for another 8 seconds.
• After 76 seconds (60+8+8), the penalty brakes will automatically apply along with a
message on the screen.
After 76 seconds
• VCD counter is increased by one number.
• Buzzer is switched ‘off’.
• LED to continue to blink for another 35 seconds.
• BP gets reduced to 2.8 kg/cm2.
• Loco / formation brakes get applied.
• Engine speed comes to idle.
• GF contactor will drop.
• Power contactors also drop after master handle brought to idle.
Releasing the penalty brakes
• Bring the throttle to idle.
• Wait till the blinking LED is ‘OFF’.
• Wait till the train comes to a halt.
• Press VCD reset button.

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 43 . What are the indications in leading loco during Trailing loco fails?
Defect Leading loco T r a i l i n g l oc o
Wheel slip trouble Yellow indication light of Yellow indication light of Wheel slip on
Wheel slip on both both control stand, buzzer indication,
control stand, buzzer load meter fluctuates,
indication, load meter
rises normally.
P o we r G r o u n d Bell rings and load meter Bell rings with light & GR pointer comes
shows normal reading. on RED dot. Load meter shows zero and
engine comes on Idle.

Engine shut down LLO bell rings and load LLO bell rings and green indication light
with Low Lube Oil meter shows normal on c/stand, engine shut down load
Indication (LLO) r e ading. meter shows zero.
indication
Wh e n L WS Bell rings and load meter Hot engine alarm rings and Red
operates shows normal reading. indication light on c/stand, engine shut
down, load meter shows zero.

Hot Engine Bell rings and load meter Hot engine alarm rings and Red
remains as trailing loco. indication light on c/stand, Load meter
remains as normal reading .

44. What is the procedure to be followed by Loco pilot when Horns, SPM,
head light fails on run?

HORNS NOT WORKING

1. While taking over loco from shed or train ordering station when horns are not
working should not leave , unless rectification (or relief) to be arranged.
2. While working train on run if it happen in mid section , clear the section a very
cautious speed ( driver should be prepared to stop the train short of any
obstruction ) and the same to be informed to PCOR/ shed and take advice.

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 HEAD LIGHT NOT WORKING

If the head light becomes defective during the hours of darkness and or thick and foggy
weather, the driver should ensured the following to work the train further .

1. Ensure both side buffer beam marker lights are burning

2. The train should work cautiously at a speed of 40 kmph for BG and MG.
3. Give continuous whistle without fail.
4. Observe any caution order of less than 40 kmph in the section .
5. Stop the train at next station irrespective of schedule stop or not , in case of goods
train if the signals are given through stop the train at the station itself duly clearing the
fouling mark.
6. Try to replace the head light bulb with the spare bulb.
7. If the head light is working after replacing work the train in same condition duly
informing to section controller / PRC.
8. If the head light is not working even though after replacing inform to PRC and take his
advice and act accordingly.

SPEEDOMETER :

1. If both the two speedometers are defective. In such cases the maximum
permissible speed and booked speed the train shall be reduced by 10 % from the
speed otherwise permissible.
2. In case of speedometer recorder becoming defective during the run, the train
should run at a speed prescribed by special instructions.
3. Calculate the speed by the formula Speed = Distance/Time or take the reference of
ready rekoner speed chart available in the WTT.

While taking over loco from shed or train ordering station when SPM s are not working
should not leave , unless rectification (or relief) to be arranged.

45. How to Secure a Diesel Loco in idle and Dead condition?

SECURING OF THE DIESEL TRACTION LOCOMOTIVE In ‘LIVE’ & ‘DEAD’ CONDITIONS
1. Apply SA9, i.e., loco brake.
2. Ensure throttle handle in ‘Idle’ position and GF switches in ‘off ’position.
3. Ensure selector handle in ‘0’ position.
4. Ensure Reverser in ‘Neutral’ position and keep the handle in personal custody.
5. Ensure hand brakes of the loco in ‘applied’ position.
6. Ensure the skids/wedges are placed under the wheels of the loco.
7. ECS in ‘Idle’ position.
8. Close the windows and doors of the locomotive.

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 In addition to the above precautions, the following two points are also to be
ensured for securing the locomotive in ‘dead’ condition.

1. Shut down the loco.

2. Disconnect battery knife switch and enter the same in the log-book.

46. What are the duties of LP/ALP incase of Engine failure on run.and How
do you prevent train roll back if engine shut down on run?

1. Switch ON Flasher light.

2. Apply A9 brake to emergency,
3. Apply SA9,
4. Apply hand brake and
5. Keep ECS in Idle, reverser handle in neutral and remove handle, switch off GF switch
and MCB1&2
6. Place 4 wooden wedges on the wheels towards falling gradient or each two on either
side on level
7. Protect the train as per GR 6.03 in absolute system and SR 9.03 in Automatic section.
8. Inform SCOR/PCOR on CUG mobile phone, nearest station SM through walkie talkie
or through gate telephone and ask for relief If unable to troubleshoot or rectify within
5 minutes. Or assistance as required.
SECURING THE TRAIN
1.Hand brakes of all the Brake Vans in the formation to be applied (PASS train)
2.Iron skids or wooded wedges, at least two on either ends of formation to be placed
below the wheels.
3.For goods trains no. of hand brakes for vehicles to be applied are,

WITHIN STATION LIMITS

NO.OF VEHICLES HAND BRAKES TO
GRADIENT
BE APPLIED
Not steeper than 1/600 BV or 6 vehicles
Steeper than 1/600&not steeper BV+6 vehicles or 12 vehicles
than 1/260
Steeper than 1/260 BV+12 vehicles or 18 vehicles

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 IN MID SECTION

Conditions Gradient Application of hand brakes

Not steeper than
18 vehicle + BV
1/600
Loco detached/failure
All vehicles + BV+Wooden
Steeper than 1/600
Wedges
1/3 of formation or 10
vehicles next to TE & 5
wagons inside the BV + BV
Train detained more or whichever more if the
the 15” in block 1/150 and steeper gradient is 1in100 or
section steeper additional
precautions shall be taken
such as application of
wooden wedges/sprags

47. What are the effects of Consumption Alcohol .

No railway servant shall while on duty, whether he is directly connected with the working
of trains or not be in a state of intoxication or in a state in which, by reason of his having
taken or used any alcoholic drinks, sedative, narcotic or stimulant drugs or preparation,
his capacity to perform his duty impaired.

Effects: Alcohol is drug that lowers the activity of the nervous system. Specifically alcohol
affects the control circle of the brain. As a result, intoxicated people may loose the self
control and behave in ways that are un-acceptable to others. They may experience
mental confusion and an inability to perform duty steadily.

Heavy drinking of alcohol can produce more serious effect such as,

 Physical
a. Mental confusion.
b. Violent trembling.
c. Hallucinations (visions)
d. Paralyzes the hands and feet.
e. Loosing memory.
f. Damage to liver, kidney and finally they end in very painful death.

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  Social
a. Decay of social relationship.
b. Problems in his duty.
c. Poor concentration
d. Poor health.
e. Poor memory, weakness.
f. Family problems.
g. Indebtedness.
h. Mental disorder.
i. Mental fear.
j. Reporting late for duty.
k. Eager to leave duty early.
l. Improper HOC and TOC.
m. Adopting short cut method.
n. Not able to do the simple normal work like buttoning shirt, zipping and tying
his dhoti.
Alcoholism may lead even a good driver to commit mistakes. The train handling skills
of the good driver will also detoriate due to mental and physical imbalance.

48. Write the procedure of using Emergency Telephone?

In case of emergency the communication between the loco pilot/Guard of a train and the
control is made possible by using the emergency communication (EC) socket/Portable
telephone.
The Portable telephone can work on 2 wire communication (Telegraph Post at the side of
the track in non traction area) and 4 wire communication ( in traction and non traction
area)
For overhead Line:
1.Communication can established with controller by hooking the telescopic pole to line
and extending the wires to L1 and L2.
2. Controller Line is indicated with re painting on cross arm of over head alignment
3. Deputy control line is marked with green painting.
For EC Socket
1. A 6 pin plug is provided on PT phone which can be connected at a 6 pin socket kept
in an iron box fitted to a rail post of 1.5 mts height by the side of track.
2. The direction of nearest EC Socket is marked on the OHE mast and these sockets
are provided for every 900 mts in both OHE and non OHE areas
3. The 6 pin plug be inserted in the socket and select the switch 2W/4W and talk
while talking press the PTT (press to talk) button on the receiver.
4. On new light weight phones a multi color LED is provided to indicate the battery
condition

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 A green color indication lights when power switch is in ON position
A red color indication lights when battery is low
49. Write the procedure of Coupling and Un coupling with ‘H’ type
modified CBC ?
The coach CBC is H type and loco CBC is E type, following procedure to be ensured by
Remove tell-tale pin (locking pin) of CBC of coach intended to be coupled.
a. Open the knuckle of CBC of coach wide open.
b. Remove locking pin of loco CBC intended to be coupled.
c. Open the knuckle of CBC of loco wide open.
d. Align both the CBCs in a line of gathering range.
e. loco pilot/ loco Shunter who has to stop loco 20 m before through hand signals
proceed with 2 to 3 kmph for coupling.
f. After coupling is made, check for the tell-tale pin of coach CBC cleared (i.e. the lock
lift is fully fallen) and lock lift of loco CBC is dropped fully.
g. Loco Pilot/Loco Shunter has to take notch and test proper coupling of knuckles.
h. Once coupling is ensured provide tell-tale pin in slot (complete in the position) and
tie with GI wire to avoid accidental coming out on run. Provide washer on tail piece
followed split pin. The split pin end to be opened up there after.
i. The locking pin of locomotive to be placed in position and to be tied up by GI wire
to prevent any accidental falling out.
j. Loco Pilot has to take notches for checking the proper coupling by pulling apart the
locomotive. Once it is pulled, C&W staff should insert the shims and fix the
restrictor as per RDSO sketch and ensure proper coupling. The shims should be tied
with GI wire by C&W staff.
k. After ensuring proper coupling, the brakes of first five coaches should be released
by C&W staff.
l. The Loco Pilot and Guard should ensure that required amount of BP & FP air
pressure are built up in loco and rear SLR respectively as under:

50. Write the function of D1 Emergency brake? What are the occasions
to operate D1 Emergency brake by the Assistant Loco pilot?
D1 Emergency brake provided in Driver’s cab. In WDG4/P4 locomotives it is in console and
in conventional locomotives near the control stand. It is directly connected with Brake
pipe If it is lifted, then BP pressure exhausted through D1 Emergency brake. After the
operation engine will come to idle, Auto flasher lights will glow, PCS LED will ‘ON’.

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Occasions of D1 Emergency brake Operation :

1. Loco pilot likely to pass the stop signal at ‘ON’.

2. Loco pilot not alert on duty.
3. Any obstruction on track.
4. To avoid accidents/collisions.
5. Any fear or worry of danger , which causes to damages the safety of the train.
6. Any abnormality which causes a disaster.
7. If LP becomes in- capacitated to stop the train.

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