OPERATING MANUAL

3100/2900 HP WDG3A
DIESEL ELECTRIC LOCOMOTIVE
FOR
INDIAN RAILWAYS

DIESEL LOCOMOTIVE WORKS

VARANASI – 221 004 INDIA
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 OPERATING
MANUAL
OPERATING MANUAL

FOR 3100/2775 DIESEL ELECTRIC LOCOMOTIVE WITH AIR

BRAKE SYSTEM

This manual covers basic operating instructions to assist

the driver in the efficient handling of WDG3A class locomotives
FOR which are equipped with two Motor trucks, Each Motor truck
consists of six wheels and three motors as per specification.
DISEAL ELECTRIC LOCOMOTIVE

3100/2775 H.P. Information furnished is based on locomotives

manufactured as on date of publication. Some minor differences
TYPE WDG3A
between the locomotives and these instructions may be
encountered because of refinements in specifications after the
manual was published.

DIESEL LOCOMOTIVE WORKS

DIESEL LOCOMOTIVE WORKS VARANASI – 221 004
VARANASI – 221 004
INDIA
INDIA

1 Novmber 2011 1 2 Novmber 2011

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 Table of Contents General Data

TABLE OF CONTENTS GENERAL DATA

MODEL NUMBER WDG3A
GENERAL DATA 4 CLASS - AAR CO-CO

GENERAL ARRANGEMENT 5 ENGINE HORSEPOWER 3100 HP

LOCOMOTIVE SPEED (Max) 100 KMPH

INTRODUCTION 6
TRACK GAUGE 1676 mm

CONTROLLER OPERATING HANDLES 11 FUEL OIL TANK CAPACITY 6000 liters

LUBRICATION OIL CAPACITY 910 liter

PREPARING FOR OPERATION 13
COOLING WATER CAPACITY 1210 liter
OPERATING PROCEDURE 19
SAND CAPACITY 0.40 m3

BRAKE SCHEMATIC DIAGRAM 26 WHEEL DIAMETER (NEW) 1092 mm

JOURNAL SIZE 150 mm

AIR BRAKE EQUIPMENT 27
HEIGHT (MAXIMUM) 4215 mm
MISCELLANEOUS OPERATING INSTRUCTIONS 37 WIDTH (MAXIMUM) 3000 mm

GAUGES AND INSTRUMENTS 55 LENGTH OVERALL 17850

LENGTH OVER BUFFERS 19130

AUTOMATIC ALARMS AND SAFEGUARDS 60
TRACK CURVATURE (Max) 15045’

INDEX 68 TOTAL LOCOMOTIVE 123000KG.

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 Introduction
INTRODUCTION
Locomotive model WDG3A is a locomotive designed for
freight service.
Each unit is equipped with (IRAB-1) brake system for air
brake equiped trains. Each unit is equipped with electro
pneumatic sanders.
Control wires and air hoses connect the units to provide
for multiple unit operation controlled from one cab
DIESEL ENGINE
Each locomotive is powered by a 16 cylinder V type, 228
mm bore, 267 mm stroke, single acting, turbo-supercharged,
diesel engine of four stroke cycle having an open combustion
chamber with solid fuel injection. The engine speed is governed
by an electrohydraulic MCBG governor.
Each cylinder requires two Crankshaft revolutions of four
strokes of the piston to complete one working cycle. One
6 Novmber 2011
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Introduction
Complete piston working cycle is as follows : Air is blown into
the cylinder on the down or intake stroke; then on the
compression stroke this air is compressed by the rising piston
with a large increase in air temperature. Just before the end of
the compression stroke, fuel is injected into the cylinder where
it is ignited by the heat of the compressed air. The resulting
combustion increases the cylinder pressure and on the third or
power stroke, this gas pressure forces the piston down. On the
fourth or exhaust stroke, the burnt gases are expelled by the
piston travelling upwards and by scavenging action of the inlet
air made possible by a large intake and exhaust valve overlap.
The diesel engine has an all welded steel frame. Full
pressure lubrication on all parts is provided. A closed cooling
system is used; the cooling water flows successively through
the engine; the radiators and the lubricating oil cooler and is
circulated by an engine driven centrifugal pump. Lubricating oil
is cooled by the water in the lubricating oil cooler, and the water
by fan cooled radiators.
TRACTION AUXILIARY AND EXCITER ALTERNATOR
The traction alternator is direct-connected to the diesel
engine crankshaft while the auxiliary generator and exciter are
gear driven from the alterrator shaft. The Traction Alternator
4 7 Novmber 2011
 Introduction
produces current which in ractified by ractifier for the operation
of the traction motors and the exciter provides excitation to the
main Altarnater. The auxiliary generator furnish current for battery
charging, and low voltage circuits for lighting, control and fuel
pump. The exciter furnishes excitation for the traction Alternater.
Both the Aux. machines put together when connected across
the locomotive battery provide the necessary cranking effort and
enable diesel engine cranking.
TRACTION MOTORS
Each traction motor is held in place by axle suspension
bearing and a resilient support mounted on the truck transoms.
Shrunk on to the motor armature shaft is a pinion which
matches with a drive gear pressed on to the wheel axle. The
gear ratio between the pinion and drive gear is expressed by
two figures, such as 74/18 for 100 KMPH gearing. The first
number indicates the number of teeth on the driven gear and
the second number indicates the number of teeth on the pinion
of traction motor.
‘‘Transition’’ is the changing of traction motor connections.
The motors are automatically connected according to
locomotives speeds both accelerating and decelerating.
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Introduction
The forward and reverse movement of the locomotive is
controlled by the positioning of the reverser which when moved
from forward to reverse position by the reverse handle at the
driver’s position, changed the direction of the current through
the traction motor fields.
TRACTION MOTOR BLOWERS
The traction motor blowers supply ventilating air for the
traction motors on both trucks. The blower next to the radiator
compartment is belt driven from the fan drive shaft and supplies
air to the motor in the truck directly below the radiator
compartment. A second blower is gear driven from the main
alternator shaft and supplies air to the motors in the truck below
the cab.
AUXILIARY EQUIPMENT
An extension shaft from the diesel engine drives the
compressor through a flexible coupling. A shaft from the
compressor drives the radiator fan through an eddy current clutch
and right angle gear box.
5 9 Novmber 2011
 Introduction Controller Operating Handles

DYNAMIC BRAKING
CONTROLLER OPERATING HANDLES
The dynamic brake is a by means by which the traction
THROTTLE HANDLE
motors are used to produce braking instead of pulling effort.
The motors are automatically reconnected as generators and
Has an ‘‘Idle’’ or ‘‘O’’ Position and eight running notches. In
the power produces is dissipated as heat by fan blown resistors.
motoring direction and ‘‘Off’’ & Brake Max. Brake Min. range in
The brake is use principally on grades, though it may be used
Braking direction. Its position is shown by indicator above handle.
to very good advantage for slowdown.
1. Advance throttle handle compeletely into each
succeeding notch. Do not leave it halfway between notches. It
is advisable to leave throttle handle in each notch. for a few
seconds before advancing.

2. The throttle can be returned to ‘‘Idle’’ as rapidly as desired.

3. In braking direction, move throttle to ‘‘Off’’ Position &

then slowly move handle from Brake-min towards Brake-max.
position.

REVERSE HANDLE

Has three positions ‘‘Forward’’, ‘‘Off’’ and ‘‘Reverse’’ for

selecting the desired direction. Move handle in same direction
as desired for locomotive movement. Center position is ‘‘Off’’.

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 Introduction Preparing for Operation

MECHANICAL INTERLOCKING
BETWEEN HANDLES
PREPARING FOR OPERATION
THROTTLE HANDLE

BEFORE BOARDING
Can be moved from ‘‘Idle’’ position only with selector handle
in 1,2,3 or 4 and reverse handle installed.
1. Check fuel supply.

REVERSE HANDLE
2. Check proper positioning of angle cocks and cut out-
cocks/valves, also for liquids leaking from external
1. Can be moved only when throttle handle is in ‘‘Idle’’
piping.
and the selector handle in ‘‘Off’’ or no. 1 motoring
position.
3. Check for loose or dragging parts.

2. Can be installed or removed only when ‘‘Throttle

4. Drain condensate from main reservoirs, air
handle’’ is in ‘‘Off’’ position.
compressor intercoolers, control air reservoir, ‘J’ Filter
& Air dryer.

IN ENGINE COMPARTMENT

1. Inspect to see that no rags/tools, lanterns, etc. are

near shafts, belts, or other moving parts or electrical
apparatus. Never use waste on the locomotive.

2. Lubricating oil drain valves must be closed.

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 Preparing for Operation Preparing for Operation

3. Check the diesel engine lubricating oil level. Bayonet STARTING DIESEL ENGINE
gauge should show oil between the high and low mark.
1. Close battery switch. This switch is located in the front
4. Cooling water drain valve must be closed. hood (i.e. shorthood).

5. Check the quantity of water in the cooling water
system. The level indicator attached to the water
expansion tank should show water at all times.
6. Check oil level in governor sight glass. Oil must show
in sight glass at all times, in case of ww Governor.
2. Close all circuit breakers on the control compartment
panel which is located on the rear wall of the cab.
3. Close the control and fuel pump breakers and push
the MU switch to ‘‘Run’’ button of engine ‘‘Stop-Run’’
switch on driver’s control desk.

7. Check to be sure control air, air comprssor governor 4. Toggle switches on driver’s control desk will operate
and unloader cut-out cocks are open. lights.

8. The engine overspeed trip handle must be in the 5. Move throttle to ‘‘Idle’’.
vertical position, which indicates the overspeed trip is
6. Move reverse handles to ‘‘Off’’.
set. See ‘‘Diesel Engine Overspeed’’ for reset
instructions. 7. The ground relay cutout switch must be closed and
the ground relay indicating pointer must not be over
9. Check the expressor oil level. Maintain the oil level at
the red dot. If tripped, see ‘‘Ground Relay’’ Instructions.
the full mark on the bayonet gauge with the engine
shut down. 8. Tun engine control switch to ‘‘Idle’’.

10. Check sand supply. 9. Allow pressure to build up to 2.5 Kg/cm2 on fuel oil
pressure guage mounted on gauge panel or displayed

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 Preparing for Operation Preparing for Operation

on screen of MCBG. Starting indicating light located 13. Open crankcase exhauster circuit breaker located on
directly over start button will light until engine is started control compartment panel. LED should glow.
and oil pressure closes the pressure switch. The
14. Check engine lubricating oil level. Keep level between
engine control switch, start button and starting
the ‘‘High’’ and ‘‘Low’’ marks on the bayonet gauge
indicating light are mounted on the front side of the
with the engine idling, crankcase exhauster shut off
control compartment.
and the locomotive on a level track.
NOTE : If the engine control switch is in ‘‘Run’’ position
15. Close crankcase-exhauster circuit breaker. Light
when the fuel pump breaker is closed, the alarm bell will ring
should go out.
and low oil indicating light will light in addition to the starting
indicator light. 16. Move engine control switch to ‘‘Run’’ Position.

10. Push ‘‘Start’’ button to crank engine. Hold in while

BEFORE MOVING A TRAIN WITH IRAB-1
cranking the engine until the starting indicating light
AIR BRAKE EQUIPMENT
goes out.
1. Install brake valve handles and reverse lever.
WARNING : Releasing ‘‘Start’’ button before the light goes
out will stop the engine. 2. Check main reservoir air pressure.

11. Do not discharge battery by repeated attempts to 3. Check control air pressure - normal 5 Kg/cm2.
crank. If the first two or three attempts are not
successful recheck complete starting procedure. 4. Place M.U.2B valve in Lead position.

12. Check lubricating oil pressure gauge on gauge panel 5. Place 3/8 brake pipe cutout cock located at the brake

for 2.2 Kg/Cm2 minimum pressure. valve in ‘‘Open’’ position on brake stand to be
operated.

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 Preparing for Operation Operating Procedure

6. Place 3/4’’ brake pipe cutout cock in open condition.

OPERATING PROCEDURE
7. Make independent brake application. Release hand
MOVING A TRAIN
brake.

1. Close generator field switch. GFCO

8. Test sanders.

2. Move reverse handle to ‘‘Forward’’ or ‘‘Reverse’’

9. Make air-brake test.
position depending on direction desired.
10. Brake pipe and cock located at the ends of the
3. Move selector handle to position 4.
locomotive in open position at connection end (for Air
Braked trailing stock).
4. Release brakes.

11. Have at least 1200 F water temperature, if possible,

5. Open throttle.
before notching up.

STOPPING A TRAIN

Move throttle handle to ‘‘Idle’’ and apply brakes if leaving

driver’s position, move reverse handles to ‘‘off’’.

REVERSING LOCOMOTIVE

1. Bring locomotive to a full stop.

2. Move reverse handle to opposite direction.

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 Operating Procedure Operating Procedure

3. Move selector handle to position 4. MULTIPLE UNIT OPERATION

4. Release brakes. When operating units with different minimum continuous

speeds, the driver must not operate the units below the minimum
5. Open throttle.
continuous speed of any one unit in multiple. See operating
with out loadmeter.
SHUTTING DOWN DIESEL ENGINE

COUPLING UNITS EQUIPPED WITH IRAB-1

1. Open generator field switch located at driver’s control
BRAKE EQUIPMENT
desk.

ON ALL UNITS
2. Move engine control switch to ‘‘Idle’’ position.

1. Engage couplers.
3. Press ‘‘Stop’’ button located near start button on the
control compartment, and hold until the starting 2. Connect air/hoses and multiple-unit jumpers between
indicating light glows lights. units.

3. Open air line cutout cocks.

4. Apply hand brake and release air brakes.
ON LEADING UNITS
5. Open all other switches and circuit breakers at driver’s
control desk. Position all switches, breakers, and cutout cocks the same
as for single unit operation.
6. Open battery switch.
ON TRAILING UNITS
NOTE : Engine stop button driver’s control desk be used
1. See that all circuit breakers on control compartment
for emergency stop only. See ‘‘Emergency Engine Shut Down’’.
are closed.

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 Operating Procedure Operating Procedure

2. Make sure that the control, fuel pump circuit breakers WHEEL SLIP
and generator field switch located on the driver’s
Wheel slip is detected by measuring the speed of each
control panel are ‘‘Off’’.
wheel RPM and sanding the differents in RPMS as well as rate
of acceleration. In case of failure of any speed sensor difference
3. Trottle handle must be in ‘‘Idle’’.
in fraction motor currents is used for detection of wheel slip.
4. Reverse handle must be in ‘‘Off’’ and removed. This change over from RPM made to current mode takes place
automatically. The differences in rpm/current for announcing
5. Move independent brake valve and automatic brake wheel slip condition. The amount of wheel slip is calculated and
valve handles to Release position. Handles may be excitation of the exciter is proportionate by reduced. When
removed in these positions. wheels are slipping and power is reduced to less than 85% level
sanding is started automatically by energinsing the sander ready.
6. Place MU_2B valve in to Trail position.
The sander reley contact energizes the sanding valves

7. Move brake valve cut valve to ‘‘Cutout’’ Position. depending on the direction of locomotive movement which blows
pressurized air into sand tank resulting in flow of sand on the
8. Place 3/4’’ brake pipe cotout cock in closed condition. tracks in appopriate direction.

AUTOMATIC TRANSITION
When starting a train, move the selector handle to position
4. This permits automatic transition to take place at
predetermined locomotive speeds during acceleration or
deceleration.
Sanding can also be done at any time manually by operating
the sanding push button fitted on the control desk.
OPERATING WITHOUT LOADMETER
If the loadmeter becomes inoperative, the approximate
minimum continuous speed at which the locomotive may be
operated in the eight notch is 20.5 KMPH.

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 Operating Procedure Alr System MI-AIS-000

SELF LOAD BOX

1 PRESSURE SWITCH (P2) RT-116X 72V D.C. SET TO 67 11459803 2 DOUBLE CHECK VALVE 24-A (3/8’) 34 11390153
CLOSE AT 4.4 Kg/cm2 & OPEN AT 4.7 Kg/cm2
4 MASHROOM HEAD PUSH BUTTON 66 12314870 2 4’ DUPLEX PRESSURE GAUGE (H.R. & F.P.) 33 11445476
SELF ILLUMINATED WITH L. E. D.
The microprocessor control system provides a self load 1 RELAY VALVE TYPE R-6/SDW-1 65 11458392 1 ROTEX MAGNET VALVE (NORMALLY OPEN)
SR-3055
32 11454052

1 PRESSURE SWITCH (P1) RT-116X 72V D.C. SET TO 64 11459815 1 3/4’ DUPLEX CHECK VALVE SET AT 5 kg/cm2 31 11376533
feature to ascertain healthiness of the engine. A sample load CLOSE AT 4.5 Kg/cm2 & OPEN AT 4.8 Kg/cm2
63 11664812
1 DANFOSS PRESSURE SWITCH RT-116X SET 2 EMERGENCY BRAKE VALVE 30 11487525
DROP DUT AT 3.5 & PICK UP AT 4.0 kg/cm

test is done utilizing the dynamic brake, grids as resistive load 2 MODIFIED DESIGN CDC ½’ WITH LOCK
HANDLE, BALL TYPE, ANTI CLOCKWISE, VENTING
62 11665154 2 150 mm(DIA. SINGLE AIR GAUGE (B.P.)
SELF ILLUMINATED WITH L. E. D.
29 11445518

2 MODIFIED DESIGN CDC 1//2’ WITH LOCK 61 11665142 2 1-1/4’ HOSE COUPLING TYPE F. P. - 5 28 11324872
to the alternator instead of water load. Isolation of traction motors HANDLE, BALL TYPE, ANTI CLOCKWISE, VENTING
4 INDICATION LIGHT FOR FLOW INDICATOR 60 12201352 1 2-WAY MAGNET VALVE (NORMALLY CLOSED) 27 11457156
(L.E.D.) ROTEX SR-3164 NV-4

and connection of dynamic brake grids to alternator is 2 AIR FLOW MEASURING GAUGE SELF ILLUMINATED 59
WITH L.E.D.
11445506 2 SPRING LOADED PRESS. BUTTON SWITCH 26 12314808

2 MODIFIED DESIGN CDC 1-1/4’ WITH LOCK 58 11665026 1 MODIFIED DESIGN CDC 3/4’ WITH LOCK 25 11664873
HANDLE, BALL TYPE, ANTI CLOCKWISE, VENTING HANDLE, BALL TYPE, ANTI CLOCKWISE, VENTING
automatically done when the self load box option is enabled 1 DANFOSS PRESSURE SWITCH RT-116X 72V D.C.
SET TO OPEN AT 2.8 Kg/cm2 & CLOSE AT 4.0 Kg/cm2
57 11459839 1 3/8’ AIR FILTER (BOTH ENDS STRAIGHT) 24 11452833

1 3-WAY MAGNET VALVE NORMALLY CLOSED 56 11360471 4 1-1/4’ CUT OFF ANGLE COCK WITH VENT 23 11065096
from the menu options provided on the display unit. The ROTEX S.R.-3008 (BALL TYPE) 2 F. P. 2 B. P.
1 AIR FLOW MEASURING VALVE 55 11485085 1 RELAY VALVE C-2 W 22 11457170

movement of the load and preparation of the loco to load test 4 DUMMY COUPLING TYPE ‘F’ WITH CHAIN 54 11440260 1 SELECTOR VALVE F-1 21 11360057

2 DUMMY COUPLING TYPE ‘L’ WITH CHAIN 53 11440272 1 DISTRIBUTOR VALVE C3-W WITH CONTROL 20 11487513
are avoided with self load box feature. This feature can save 2 DUMMY COUPLING TYPE ‘H’ WITH CHAIN 52 11440284
RESERVOIR & ISOLATING COCK
1 MU-2B VALVE 19 11360033

load of locomotive hours that are wasted to conduct sample 1 ½’T-STAINER 51 11440302 2 SA-9 IND. BR. VALVE WITH HANDLE 18 11360021

1 C-2V RELAY VALVE WITH 6mm. CHOKE IN EXH. 50 11452810 2 MODIFIED A-9 AUTO BRAKE VALVE WITH HANDLE 17 11452780
& 3/4’ DIA TAPED IN BRACKET PORT NO. 1 & 3 (BALANCING CHOKE IN PORT-5 INSTEAD OF PORT-1)
load box tests on the Diesel locomotive. The various parameter 1 D-24-B FEED VALVE SET AT 6kg/cm2 49 11376545 1 MODIFIED DESIGN CDC 3/4’ WITH LOCK 16 11665038
HANDLE, BALL TYPE, ANTI CLOCKWISE, VENTING
4 LITS. RESERVOIR WITH FOUR PORTS OF 15 11452821
and the H.P. generated can be viewed on the display unit No 1 3/8’ C.D.C. WITH SIDE VENT BALL TYPE 48 11397032 1
3/8’ NPT (2 PORT DUMMY) 1 PORT PLUGGED
1 N-1 REDUCING VALVE (SET AT 2.5 Kg/cm2 47 11663250 2 MODIFIED DESIGN CDC 1’ WITH LOCK 14 11665038
HANDLE, BALL TYPE, ANTI CLOCKWISE, VENTING
additional metering is required during self load box test. 2 1-1/4’ HOSE COUPLING (OPPOSITE TO D.P.) 46 11328460 2 MODIFIED DESIGN CDC 1’ WITH LOCK
HANDLE, BALL TYPE, CLOCKWISE, VENTING
13 11665014

2 MODIFIED DESIGN CDC 1-1/4’ WITH LOCK 45 11664897 1 0.5 mm DIA. CHOKE WITH FELT FILTER 12 11452845
HANDLE, BALL TYPE, CLOCKWISE, VENTING WITH 3/8’ NPT.
2 AUTO DRAIN VALVE (GN TYPE) 44 17390059 1 MODIFIED DESIGN 11 11664836
CDC 3/4’ BALL TYPE, VENTING, ISO-ISO
4 BRAKE CYLINDER ‘X’ 8’ X 8’ 43 11360239 1 MODIFIED DESIGN 10 11663492
CDC 3/8’ BALL TYPE, VENTING, ISO-SIO
4 BRAKE CYLINDER ‘Z’ 8’ X’ 8’ 42 11360227 1 RELEASE & RUN MAGNET VALVE NORMALLY 9 11663492
CLOSSED TY. WITH CHOKE SR-3282-25-5b 72V D. C.
2 1’ HOSE COUPLING TYPE L. S. 41 11328060 2 LOCO BRAKE RELEASE SWITCH 8 11487549

2 ½’ HOSE COUPLING TYPE ‘H’ 40 11328083 1 AIR FILTER ASSRMBLY 7 11664253

1 110 CU. INCH RESERVOIR (2 LIT.) 39 11360409 1 435 CU. INCH RESERVOIR (71) 6 11371857

2 SINGLE AIR GAUGE 4’ (B. C.) 38 11445488 1 CHECK VALVE 1-1/4’ 5 11390130
SELF ILLUMINATED WITH L. E. D.
4 MODIFIED DESIGN 37 11664850 1 SAFETY VALVE J-1 SET AT 10.5+0.1 KG/CM2 4 11390037
CDC 3/8’ BALL TYPE NON VENTING NPT-NPT
1 1’ C. D. C. (D. L. P.) BALL TYPE 36 11397081 2 MAIN RESERVOIR (350 LIT.) IL. H. 3 11377860
R. H. 11374032
1 MODIFIED DESIGN 35 11664885 1 AFTER COOLER 2
CDC 1’ BALL TYPE, VENTING, ISO-ISO 11487501
1 COMPRESSOR 1
DESCRIPTION & DIMENSION PART NO. DESCRIPTION & DIMENSION PART NO.

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 26

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 Air Brake Equipment
AIR BRAKE EQUIPMENT
IRAB-1 BRAKE EQUIPMENT
The brake equipment consists primarily of the A-9 automatic
brake valve, SA-9 Independent brake valve, C2 relay valve.
auxiliary relay valve, C3 W Distributor valve, MU-2B control valve,
F2/C2N(SIL) FTIL Feed valve (as the case may be) N-1
Reducing Valve and associated equipments.
1. The A-9 automatic brake is a self-lapping valve with five
positions namely : ‘‘Release’’, ‘‘Minimum Reduction’’,
‘‘Full service’’, ‘‘Over Reduction’’ and ‘‘Emergency’’.
a. Release position (extreme right position of brake valve
handle) conditions the brake valve to charge the brake
pipe at regulating valve setting without the liability of
overcharge. The brake valve handle can be removed in
this position.
b. Minimum reduction position provides a reduction of
approximately 0.5 to 0.7 Kg/cm2 pressure in the brake
pipe.
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Air Brake Equipment
c. Full service position consists of that sector of the handle
movement which regulates brake pipe pressure to a
pressure lower than minimum reduction. Intensity of the
service brake application is increased as the handle is
moved to the full service notch position 1.5 Kg/cm2.
d. When the brake valve handle is moved through the
overreduction zone between full service position and
overreduction position of the brake valve, an additional
drop inbrake pipe pressure will be realized, with a total
resultant reduction of brake pipe pressure of
approximately 2.5 to 2.7 Kg/cm2, when the brake valve
handle is placed in the over-reduction position.
e. Emergency position is the extreme left position of the
brake valve handle in which the brake pipe is vented at
the fastest possible rate to produce an emergency brake
application.
2. The SA-9 independent brake valve is a self-lapping type
with three positions, ‘‘Quick Release’’, ‘‘Release’’ and
‘‘Application’’. Leakege is automatically controlled which
insures that the brake will not release due to leakage.
When the brake valve handle is set in any position of
15 28 Novmber 2011
 Air Brake Equipment
the application zone, the valve will automatically lap when
the applied pressure reaches the value corresponding
to the position of the handle. The handle in ‘‘Quick
Release’’ position will cause release of any automatic
brake application existing on the the locomotive.
3. The regulating valve of A-9 automatic brake valve and
SA-9 independent brake valve is operated by a cam on
the brake valve handle shaft which regulates
development of pressure to the equalizing reservoir
charging pipe. Movement of the brake valve handle from
the ‘‘Release’’ position to the service sector causes this
valve to reduce equalizing reservoir pressure in
proportion to handle movement. Adjustment of the
equalizing reservoir pressure in ‘‘Release’’ position is
made by adjusting the knob on the rear of the regulating
valve portion. This valve is self-lapping and will
automatically maintain pressure developed by the valve
against overcharge and leakage.
4. The C-2 relay valve is a diaphragm operated self-lapping
valve which serves to supply and exhaust brake cylinder
air pressure during brake application/release. It provides
29 Novmber 2011
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Air Brake Equipment
in the delivery line, pressure equal to that in control line
and maintains it against leakages.
5. The Auxiliary relay valve is the valve similar to C-2 relay
valve described in para 5 above. It has 6 mm choke fitted
at the exhaust port. It charges/depletes the brake pipe,
after being actuated by the air pressure coming from
the automatic brake valve.
6. The MU-2B valve is a two-position valve enabling a IRAB-
1 brake equipped unit to be used in multiple unit service
with other type equipped units. The positions are marked
‘‘Lead’’ and ‘‘Trail’’ or ‘‘Dead. When the locomotive is
operating singly, or as a lead unit, the valve must be
positioned at ‘‘Lead’’. When operating as a trailing unit,
the valve must be positioned at ‘‘Trail’’ or ‘‘Dead’’.
7. Dynamic brake interlock is furnished with dynamic brake
equipment to release or prevent an automatic brake
application on the locomotive if the dynamic brake is on.
Indlependent application and release of the locomotive
brake is available at all times irrespective of dynamic
brake operation. If the automatic brake valve is placed
16 30 Novmber 2011
 Air Brake Equipment
in the emergency position, or for penalty application, the
dynamic brake is nullifled allowing the automatic to
operate.
8. Power cut-off switch is an air operated electric switch.
Any penalty application of air brakes such as emergency
application will trip this switch returning the diesel engine
to ‘‘Idle’’. The switch is reset automatically as soon as
the brake pipe is recharged or main reservoir air drops
below 2.8kg/cm2.
9. Cut-out cocks to properly open or close certain air lines
for the proper manipulation of the air-equipment from
either control station when in MU operation are provided.
10. N-1 Reducing valve set at 3.5 Kg/cm2 is used to supply
the control Pressure.
11. F2/C2N/FT-1 Feed is generally used in the auxiliary air
circuit or in brake pipe circuit in order to brake the main
reservoir air pressure. There are two ports connections
in the feed valve i.e. port no. 7, supply port no.20 delivery
port. This feed valve having two separate positions
namely regulating portion and supply portion.
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Air Brake Equipment
1. REGULATING PORTION
This regulating portion consists of pressure adjusting
handle. A clockwise movement of the handle increases the
pressure setting and the counter clockwise movement reduces
the pressure setting. Thus controlling the air pressure-delivery
by feed valve.
2. SUPPLY PORTION
This consists of the piston which operates the supply valve
to admit or cut-off the delivered air as controlled by the regulating
portion. Supply valve spring keeps supply valve closed when
the delivered air pressure is at the regulating valve spiring setting.
20. AIR FLOW MEASURING VALVE
The air flow indicator is fitted on locomotives equipped with
brake system to operate trains fitted with air brakes. It gives
visual indication of the amount of air flowing into the brake pipe
and use ful to give indication to driver of a train parting.
It has three connections one of main air supply pipe, second
for additional C-2 relay vaive and the third connection for flow
indicator gauge.
17 32 Novmber 2011
 Air Brake Equipment Air Brake Equipment

RECOVERY OF BRAKE AFTER PENALTY WINDSHIELD WIPER VALVES

APPLICATION
1. Valves located near all the wiper provide independent
1. Place brake valve in ‘‘Release’’ position.
control of speed.

2. Close throttle to ‘‘Idle’’.

2. The cutout cock in air supply line to wipers is located on
3. Release brakes. the left side of the battery knife switch in shorthood.

AUXILIARY AIR EQUIPMENT

AIR FOR ELECTRIC CONTROL

HORNS
1. Two pairs of push buttons one pair each on dirver
operating control desk, are provided. These push buttons are
electric, which connect from the magnetvalves & the same is
control from the main reservoir air supply.
Air from the No.1 main reservoir is reduced to 5 kg.cm2
through a reducing valve located with the control air pressure
guage on the front wall of cab inside the short hood. This air is
then piped to operate the reverser, series and parallel contactors
and dynamic braking switch.

SANDERS
1. Sanding switch is provided on the control desk. This
switch is pressed whenever sanding is required. The operation
of sanders is automatically controlled by the reverser handle
position.
2. Sanders cut-out cocks for each bogies are locoted in
under frame piping for the front & rear bogies respectively.
VIGILANCE CONTROL
It is in built with micro processor based control system.
INTRODUCTION
A vigilance system is designed to detect any lapse in
concentration by the driver, giving him the chance to
acknowledge a warning and then automatically initiating an

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 emergency brake application if the warning is ignored. At the TIME CYCLE OF VIGILANCE OPERATION
same time the system should not require any driver actions which
Visilance to light indication 60+5 sec. Light indication to
may become habit forming thus reducing the effectiveness of
Alarm 17+17 sec. (Alarm duration). Alarm to barke application.
the system and similar, should not disturb the driver’s attention
5+2 sec.
unduly.

OPERATION

The microprocessor based locomotive control system is

equipped with vigilance control to enhance the safety of the
locomotive operation. Microprocessor control system senses that
the loco operator had not performed any basic operation like,
notch change, sanding, Horn on, Brake Application, etc for a
period of 60 seconds the system initially alerts the loco operater
through LED indication, for 17 seconds. In these 17 seconds
the loco operator need to press the acknowledge switch or
perform any basic operation. If the system still does not recive
any acknowledge from the operator for these 17 seconds, it
then alerts the operator through the LED, indication and also
buzzer sounding for the next 17 seconds. If the system still does
not recive any acknowledgement from the operator with in these
17 seconds time, it then applies the emergency brakes and
brings the loco to idle position.

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 Miscellaneous Operating Instructions Miscellaneous Operating Instructions

closed. If the fuel pump breaker is opened, the engine

MISCELLANEOUS will shut down.

OPERATING INSTRUCTIONS
ON UNIT BEING CUT IN
CHANGING OPERATING ENDS
IRAB-1 BRAKE EQUIPMENT 1. Insert reverse handle in controller and leave in ‘‘Off’’
position.
ON UNIT BEING CUTOUT
2. Move independent brake valve to ‘‘full Application’’
1. Make a full service application with automatic brake valve. position.

2. Place brake pipe cutout cock in ‘‘Cutout’’ position. Move
automatic brake valve to ‘‘Release’’ position.
3. Place MU-2B valve in ‘‘Trail’’ position.
4. Move independent brake valve handle to ‘‘Release’’ and
remove handle.
5. Place reverse handle in ‘‘Off’’ position and remove. To
do this, selector handle must be ‘‘Off’’ and throttle in
3. Place brake pipe cutout cock in ‘‘Cut in’’ position.
4. Move automatic brake valve to ‘‘Release’’ position.
5. Place MU-2B valve in‘‘Lead’’ position.
6. Close control and fuel pump breakers on Driver’s control
station.
7. Open the fuel pump breaker on Driver’s control station

‘‘Idle’’. on unit being cutout.

6. On driver’s control station, open the control breaker and 8. Close generagor field switch.

generator field switch leaving the fuel pump breaker

9. Release independent brake.

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 Miscellaneous Operating Instructions Miscellaneous Operating Instructions

DYNAMIC BRAKING OPERATION TO APPLY DYNAMIC BRAKING

APPLICATION 1. Move throttle to ‘‘Idle’’.

The Driver’s control the application of the dynamic brake 2. Have reverse handle in forward or reverse depending
by throttle handle. After full handle position has been reached, on direction of motion.
the brake is automatically regulated to develop maximum
3. Move throttle handle to ‘‘Off’’ and then to ‘‘B’’ in the
available braking effor at any speed without manual attention.
braking range. Loadmeter pointer will show slight
The throttle handle must be advanced ‘‘Slowly’’ through the
movement.
braking range. If braking current build up too rapidly, handle,
hesitate advance (do not back off) unit current is steady. Any 4. Bunch train slack by advancing throttle handle
effort to manually reduce the breaking current would probably cautiously into the braking range. Do not allow
cause a ‘‘Hunting’’ condition. When advancing the throttle handle loadmeter pointer to exceed the first white line on the
into the braking range, the engine speed will increase to 4th green scale until slack is bunched.
throttle notch there by providing additional cooling for the traction
5. After slack is bunched advance throttle handle slowly
motors. The operation and effect of the dynamic brake on the
into braking range until the desired braking effort is
train is similar to that of the locomotive independent air brake,
reached. If maximum braking effort is desired move
braking effort is applied to the locomotive only. The same
handle to its full ‘‘On’’ position. Make handle
precautions for bunching the slack and preventing slack
movements slowly.
‘‘Runout’’ are required.

6. The amount of braking effort obtainable varies with

DYNAMIC BRAKING LIMITS
the train speed. To obtain maximum braking
At 95 KMPH maximum braking must be reduced manually performance the throttle handle must be moved to its
to the yellow dot on the loadmeter. full ‘‘On’’ position. With the throttle handle in its full

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 Miscellaneous Operating Instructions
‘‘On’’ position, the braking effort will increase as the
speed decrease until it reaches maximum value. It
will maintain this maximum value for few KMPH after
which it will gradually fall of to reach 0 at 0 KMPH.
7. It is premissible to start from a severe grade, the
maximum dynamic brake applied.
8. When braking a heavy train on a severe grade, the
maximum dynamic braking may not be sufficient to
hold the desired train speed. An application of the
automatic air brake may be used in addition to the
dynamic to maintain desired train speed. The dynamic
braking interlock will hold the locomotive brakes
released for any position of the automatic brake valve
other than emergency. See ‘‘Air Brake Equipment’’.
RELEASE OF DYNAMIC BRAKES
WHEN NOT USING AIR BRAKES
1. Reduce braking slowly; pause when the loadmeter
pointer is at the first white line on the green scale to
prevent slack run out.
2. Handle can now be moved to ‘‘Off’’ or into motoring.
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Miscellaneous Operating Instructions
RELEASE OF DYNAMIC BRAKES DURING
AUTOMATIC AIR BRAKE APPLICATION
To maintain desired speed on severe grades, an application
of the automatic air brake may be used to supplement the
dynamic brake.
However, no automatic air brake application except
emergency, is possible on locomotive while using. dynamic
brakes. Flat wheels may result on the locomotive if independent
air brake is applied while using dynamic brakes. When releasing
the dynamic brake after an automatic air brake application has
been made, move, the independent brake valve handle to ‘quick
release’ position, and then move the throttle handle to ‘‘Off’’
position. The independent brake valve handle may now be
released. After the operation, the independent brake on the
locomotive may be applied if desired.
CAUTION : If the dynamic brake is released before moving
the independent brake valve handle to quick release a rapid
locomotive brake cylinder pressure built-up will occur possibly
resulting in locked axled and consequently flat wheels.
22 42 Novmber 2011
 Miscellaneous Operating Instructions
RELEASE OF DYNAMIC BRAKE WITH AN
EMERGENCY AIR BRAKE APPLICATION
In an emergency air brake application, whether initiated
by the brake valve handle or from the train, the dynamic brake
will automatically be cut and an emergency air brake application
will be made on locomotive as well as the train. Under these
conditions the driver’s should return the throttle handle to ‘‘off’’
position as promtly as is consistent with operating instructions.
CUTOUT OF DYNAMIC BRAKES
1. If the engine control switch is turned to idle, dyamic
braking on that unit will be inoperative.
2. Cut out dynamic brake only when throttle handle on
the controlling unit is ‘‘Off’’. This avoids surges on
the equipment and on the train. For the same
reasons, dynamic brake must not be cut in, except
with throttle handle on the controlling unit is ‘‘Off’’
position.
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Miscellaneous Operating Instructions
DYNAMIC BRAKING WITH LEAD UNIT
IDLING OR SHUT DOWN
The Loadmeter will not operate. When lead units is cut
out, keep engine idling if conditions permit. This maintains battery
charging, air pressure, engine temperature, etc. For conditions
in lead unit, see ‘‘Operating with lead unit idling or shut Down’’.
DUAL CONTROL
Two operating control desk are applied in the same cab
with the fuel pump breaker, control breaker and generator field
switch wired in series. Therefore, where these breakers and
switches are referred to in the operating instructions, they must
be operated at both control stations in order to obtain the desired
function.
BRAKING WITH POWER
1. Gradually apply automatic brake for light brake pipe
reduction.
2. Release locomotive brakes by moving independent
valve handle to the ‘‘Quick Release’’ position.
23 44 Novmber 2011
 Miscellaneous Operating Instructions
3. Reduce throttle to maintain loadmeter pointer in green
band of motoring scale as train speed decreases.
Move throttle to ‘‘Idle’’ before train comes to a dead
stop.
FASTER AIR PUMPING
1. Generator field switch located on Driver’s control desk
must be ‘‘Off’’.
2. Reverse handle must be in ‘‘Off’’ position.
3. Open throttle as desired up to notch 5.
If the compressor governor cuts out after a short interval of
pumping it is indicative that a higher engine RPM is being used
than is necessary for the air being consumed.
EMERGENCY ENGINE SHUT DOWN
A stop-run switch is located on the Driver’s control desk.
When the red ‘‘Stop’’ button is pushed, regardless of throttle
position, it will shut down the engine of unit and simultaneousely
all other engines of a multiple unit locomotive. It is provided for
‘‘emergency’’ use only. Normal shut down should be made with
the engine stop button located on the control compratment.
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Miscellaneous Operating Instructions
To restart engines of a single or multiple unit locomotive
after shut down by emergency stop-run switch :
1. Rest switch by pushing in black ‘‘Run’’ button.
2. Start engine on any unit in the normal manner after first
turning the engine control switch to ‘‘Idle’’ position.
3. Hold start button until starting indicator light goes out.
The low lube oil pressure light and alarm bell will continue to
operate until. All units in MU have been started as long as the
engine control switch is in the ‘‘Run’’ position on any shut down
unit. If the engine control swith is returned to ‘‘Idle’’ on all unit
the low oil light will not light and alarm bell will not ring.
OPERATING THROUGH WATER
Do not exceed 5 KMPH, if there is water above the railhead.
Do not pass through water over 100 mm above railhead.
PASSING OVER RAILROAD CROSSINGS
The severe mechanical shocks received by traction motors
when passing over railroad crossings at high speed may cause
the brushes to bounce and flash-over the traction motors. At
high speeds, reduce to one half throttle or below while the
locomotive passes over the crossing. This is not necessary at
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 Miscellaneous Operating Instructions Miscellaneous Operating Instructions

low speeds. It is also desirable to reduce braking at high speeds
over crossing for the same reason.
TAKING DIESEL ENGINE ‘‘OFF THE LINE’’
IN MU OPERATION
Turn the engine control switch to ‘‘Idle’’ position. If it
becomes necessary to stop the engine, press stop button on
control compartment and open the fuel pump, and exhauster
breakers on the control compartment panel.
TAKING DIESEL ENGINE ‘‘ON THE LINE’’
IN MU OPERATION
It is recommended that brake equipment on each unit of a
‘‘dead’’ multiple unit locomotive which is not in multiple with a
‘‘Live’’ unit should be set up as a single ‘‘dead’’ unit as follows :
1. Place directly behind a ‘‘live’’ Locomotive if brakers are
required to operate on the ‘‘dead’’ Locomotive and
connect all hoses.
2. Drain all air from main reservoir and air brake system.
3. Place automatic and independent brake valve handles
in ‘‘Release’’ position.
4. Set MU-2B valve in ‘‘Dead’’ position.

5. Place throttle in ‘‘Idle’’, and reverse handles in ‘‘Off’’

If the engine has been shut down, start in usual manner.
position. Remove reverse handle.
Turn engine control switch to ‘‘Run’’ position. However, it is
advisible to allow engine to warm up to at least 1200 F before 6. Connect brake pipe hoses.
putting the engine on-the-line.
OPERATING WITH LEAD UNIT
TOWING DEAD LOCOMOTIVE IDLING OR SHUT DOWN

DEAD LOCOMOTIVE CAN BE HAULED AS PIPED To operate with lead unit idling, turn engine control switch
VEHICLE ONLY. NO BRAKE APPLICATION ON DEAD to ‘‘Idle’’. Operate in usual manner, however, loadmeter will be
LOCOMOTIVE IS AVAILABLE. inoperative. See ‘‘Operating Without Loadmeter. To operate with
lead unit shut down :

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 Miscellaneous Operating Instructions Miscellaneous Operating Instructions

1. Turn engine control switch on lead unit to Idle’’. 2. Open battery switch on lead unit.

2. Close battery switch on lead unit. 3. Open all circuit breakers on control compartment panel.

3. Close main control negative and battery breakers on 4. Open fuel pump and control breakers and close
the lead unit, control compartment panel and lighting generator field switch on driver’s control desk in lead
breakers only as required. unit.

4. Open all other circuit breakers on lead unit control 5. On any one of the trailing units, close fuel pump and

compartment panel. control breakers on driver’s control desk.

5. Close control breaker, fuel pump breaker and generator 6. Dynamic brake cannot be used.

field switch on lead unit dirver’s control desk.

OPERATING WITH DEAD BATTERY ON
6. Dynamic braking will be inoperative on lead unit. See THE LEAD UNIT (With Headlight)
‘‘Dynamic Braking with Lead Unit Down’’.
ON LEAD UNIT :
NOTE : With engine dead, battery charging generator
1. Turn engine control switch to ‘‘Idle’’.
ceases to function. The battery voltage will weaken enough in a
few hours to prevent fruther locomotive operation. In all cases, 2. Open battery switch.
above conditions in trailing units are the same as normal.
3. Open all circuit breakers on control compartment panel
except headlight, cab light and engine room light
OPERATING WITH DEAD BATTERY-ON
breakers.
THE LEAD UNIT (Without Headlight)

4. Open fuel pump breakers and close generator field

1. Turn engine control switch on lead unit to ‘‘Idle’’.
switch and control breaker on driver’s control desk.

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 Miscellaneous Operating Instructions Miscellaneous Operating Instructions

ON ANY ONE TRAILING UNIT : If this is not effective, remove manual operating handle

from bracket on inside of control compartment. Insert handle

1. Close fuel pump and control breakers on driver’s
in hole provided in operating lever on top of operating shaft
control desk.
and move to the right for movement in direction of the short
2. M a k e s u r e a l l c i r c u i t b r e a k e r s o n c o n t r o l hood and to the left for reverse movement.
compartment panel are closed.
HAND BRAKE OPERATION
CAUTION : Do not use more than one headlight -
control breaker may trip. To apply the brake operate the hand lever upward

(pumping action) until the brake is set. It is not necessary

ENGINE WATER TEMPERATURE CONTROL
to manipulate the trip lever in any way while the brake is

The engine water termperature is controlled by the being applied.

radiator fan, the speed of which is automatically controlled
by the temperature of the water leaving the diesel engine. To release the brake push the hand lever as far back
as it will go and leave it there. Do not push against the
REVERSER EMERGENCY OPERATION handle as this retards the releasing action. Pull the trip

lever upward and out ward holding it only until the chain
If the reverser fail to operate, turn engine control
switch to ‘‘Idle’’ on the unit affected. Try throwing the weight and its rubber snubber comes up against the bottom

reverser by pressing the magnet valve buttons. Right of the brake housing. If the chain weight and its rubber

magnet valve for movement in direction of the short hood snubber do not return to the bottom of the housing, reset
- left magnet valve for movement in direction of the long the brake and repeat the releasing procedure.
hood.

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 Miscellaneous Operating Instructions Miscellaneous Operating Instructions

CIRCUIT BREAKERS positioned according to locomotive direction and position in

Circuit breakers are used in all control circuits and will
trip and open whenever and overload occurs. Breakers
suitably identified, are located at the driver’s position and on
the control compartment panel.
If a circuit breaker should trip, the handle will be
approximately midway between ‘‘On’’ and ‘‘Off’’. To reset, move
handle to ‘‘Off’’ position and then to ‘‘On’’. In some cases it
may be necessary to wait a few minutes before the breaker
can be reset.
a consist.
FLASHER LIGHTS
A flasher light is used on locomotive as warning light
system to attract the attention of approaching train driver to
stop the train in the event of any unsafe track condition.
Warning light on straight track is clearly visible at a distance
at least 2 km. in a day time.

CLASSIFICATION LIGHTS

Two classification lights are applied at each end of the

locomotive. Coloured lens permit selection of red or white
light. The desired colour in front & Rear side can be achieved
by operating a toggle switch, mounted on both control desk.

HEAD LIGHTS (250 W)

A head light is provided at each end of the locomotive.

Operation of the light is from an ‘‘Off-Dim-Bright’’ switch at
the control station. The Head Light Switch must be properly

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 Gauges and Instruments
GAUGES AND INSTRUMENTS
LOADMETER
The loadmeter, is a colour band device to be used as a
guide in correct locomotive operation.
MOTORING BAND
The pointer position on the colour band indicates the relative
amount of tractive effort being developed by the locomotive,
also the load current on the traction motors. The green zone
represents normal operation. In this zone, operating tie is
unrestricted. The yellow zone indicates short time capacity of
the traction motors. The point at which the colour band changes
from green to yellow indicates the end of the continuous rating.
SHORT TIME LOAD OPERATION
The overload range has been graduated to show the time
in minutes that various loads may be carried. The greater the
load, the shorter the time allowed. The maximum time allowed
in the ellow zone is 50 minutes. The other marks in the yellow
zone indicate maximum, time allowed when the pointer is at
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Gauges and Instruments
these points. If the pointer remains between any two numbers,
the maximum time allowed must be estimated by the operator.
If the load changes, the operator must judge, when he has
used up the full allowable time in the zone. For example.
It only half time were used at one load before it changed,
the allowable time at the new load would be one half of its
indicated time.
When the short time load has been used for the full
allowbale time the load must be reduced until the pointer is at or
below the yellow tringle which appears near the upper end of
the green band. The load must be held at or below the yellow
line for at least 20 minutes before another overload in the yellow
zone may be repeated. If this practice is not followed, the traction
motors may be seriously damaged.
SPEEDOMETER
Speed scale indicated locomotive speed in kilometer per
5280X12XPPRX100
hour formula used is = frequency for KMPH.
3.1416 X D X 3600
where PPR - Pulses/rev
D - Diameter
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 Gauges and Instruments Gauges and Instruments

BATTERY CHARGING METER ENGINE WATER TEMPERATURE GUAGE

Indicates battery charging or discharging current. It should 1. Located on engine water outlet piping in engine room
show a reading whenever the diesei engine is running. on temperature switch manifold.

If meter shows a discharge, check to insure that the auxiliary 2. Normal operating temperature is 1500F to 1800F.
generator field circuit breaker on control compartment panel is
close. BOOSTER AIR PRESSURE

If still discharging, minimize auxiliary load to conserve 1. Displayed at MCBG’s Screen in operator’s cab.

battery.
2. Indicates turbosupercnarger air pressure to diesel

LUBRICATING OIL PRESSURE engine.

1. Displayed on MCBG screen in operator’s cab. 3. Should indicate 1.6-1.9 kg/cm2 with full throttle and
engine fully loaded and lower pressure in lower
2. Should indicate a minimum of 2.2 kg/cm2 idling speed throttle positions.
and 3.9 to 4.2 kg/cm2 minimum at top engine speed.
4. If pressure drops to 1.5 kg/cm2 with full throttle and
FUEL OIL PRESSURE GUAGE engine fully loaded the cause of the low pressure be
corrected.
1. Displayed on MCBG Screen in operator’s cab.
AIR GAUGES
2. Should indicate 2.4-3.16 kg/cm at all engine speeds.
2

1. Brake cylinder pressure.

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 Gauges and Instruments Automatic Alarms and Safeguards

2. Main reservoir pressure & F.P. air pressure.

3. Brake pipe pressure.

AUTOMATIC
4. Air flow guage.
ALARMS AND SAFE GUARDS
CONTROL AIR PRESSURE GAUGE LOW LUBRICATING OIL PRESSURE

If oil pressure drops to 4.0 kg/cm2 or below, at full 8th

1. Located in the short hood on the front wall of cab.
notches the OPS shut the engine down, sound the alarm bell
and display message on DID. At idling speed the engine will
2. Should indicate 4.9 kg/cm2.
shut down if the pressure drop below 1.2 Kg/cm2.

3. Loss of control air pressure prevents operation of 1. Check oil level in engine.
the electropneumatic contactors and further 2. Try restarting if oil pressure does not build up to at least
locomotive operation. 1.2 (at idle) kg/cm2, shut engine down and report trouble.

LOW WATER ALARM

When engine cooling water falls to within 25.4 mm of the

bottom of expansion tank, engine will shut down, signal light will
light and alarm bell will sound.

The Monitor Units is mounted in the drivers cab with the

help of six studs on the pannel matching with the mounting
arrangement already available in the Locomotive.

The Monitor Unit displays the level of water in the water

expansion tank of diesel Electric Locomotives on the basis of

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 Automatic Alarms and Safeguards
three LEDs provided in front of the Monitor Unit : Green, Yellow
and Red.
a) Green Led - glows to indicate the normal level (above
50%) of water in the water expansion tank of Locomotive.
b) Yellow Led - glows to indicate the water level (50% to
25%) is half in the water expansion tank of Locomotive.
c) Red Led - glows to indicate the water level at the danger
level i.e. the water level is below 25% in the water expansion
tank of Locomotive and it continuously glows till the water level
is corrected.
The monitor unit is also provided with two types of contacts
i.e. NC Normally closed and NO Normally Open contacts. NC
Contact is energised when the green and yellow LED glows
and as soon as the red LED starts glowing immediately the NC
moves to the de-energised condition and NO contact is
energised to stop the engine.
d) ‘‘NC’’ (Normally Closed) marked terminals of Relay,
Operates when the green & yellow light glows. When only yellow
LED glows the alarm gong is ON to indicate the Pilot for reduction
of water level getting half in the water expansion tank.
e) ‘‘NO’’ (Normally Open) marked terminals of Relay,
Operates when the Red LED on the control unit glows to stop
the engine.
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Automatic Alarms and Safeguards
HOT ENGINE
Water temperature is more than 900C. The dieplay show a
message.
Warnning : Engine temperature high. Reduce power for 5
seconds. Alarm bell sounds continuously.
ACTION BY DRIVER
❒ The engine power is de-rated by 20% of that notch power
per 0C rise of temperature beyond 900C.
❒ Need not switch OFF GF switches or reduce the notch
as long as hauling is not effected and still want to
negotiate the gradiant.
❒ Forevery 10C raise beyond 900C, the engine power is
reduced by 20%.
If the water temperature is raised further beyond 950C a
warning message. HOT ENGINE Can’t UP. Restriction : Motoring
prohibited Dynamic Brake Prohibited Move Master Controller to
IDLE’’ is displayed with buzzer continuously in addition to alarm
bell until the temperature is reduced below 900C.
The system outomatically de-energise GF & power
contactors and raise the engine speed to 8th notch.
❒ Bring the throttle to IDLE position.
❒ Apply formation brakes.
32 62 Novmber 2011
 Automatic Alarms and Safeguards
❒ Press the ‘Acknowledge’ button on the display unit.
After ‘Acknowledge’ button is pressed the display message
changes to ‘‘HOT ENGINE’’ Can’t power UP Restriction : Engine
is running at 8th notch. Motoring prohibited. Dynamic Brake
Prohibited.’’ along with buzzer.
❒ Allow the engine to cool.
❒ Once temperature of the engine is reduced, the message
is cleared from the display and engine RPM reduces to
IDLE.
❒ Loco can work normally.
Note : If the Throttle is not brought to IDLE, the message
and buzzer will continue even though temperature is reduced
below 900C.
GROUND PROTECTION
The TANGI sensor detected a power circuit ground fault. The
display shows a message ‘‘Power Circuit Ground. Restrictions :
Motoring Prohibited. Dynamic Brake Prohibited. Engine IDLE’’ with
continous alarm bell.
Power is cut off. Power Contactors and GF are de-energised.
Engine speed is brought to IDLE.
ACTION BY DRIVER
❒ Bring the throttle to IDLE and wait for 15 sec. for auto reset.
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Legend of Symbols
❒ THE FAULT IS RESET AUTOMETICALLY.
❒ The display message changes to
❒ ‘‘Power Circuit Ground Fault Reset’’
❒ Check for any cables rubbing to loco body. Isolate them if
possible.
❒ Observe for any burnt cables or over heated cables.
❒ If nothing is found, open the notch slowly and work further.
If ground fault exists, the system allow autoreset for three
times consecultively in one hour. There after the fault has to be
cleared manually. (Refer fault reset procedure in Medha manual).
❒ If consecultively three times the fault is occurred, contact
shed.
❒ DO NOT OPERATE THE LOCO FURTHER.
WHEEL SLIP WARNNING
MEP sensed difference of wheel RPMs and wheels are slip-
ping.
On the wheel slip a message ‘‘High level wheel slip’’ is dis-
played.
ACTION BY DRIVER
❒ As long as loco is moving the driver need not do any action.
❒ The system automatically regulates the power to the
required level to arrest the wheel slip.
33 64 Novmber 2011
 ❒ If the wheel slip is continuous, ensure working of sander. If
sanders are not working or sand boxes are empty apply
physically sand on the track and work. LEGEND OF SYMBOLS

DIESEL ENGINE OVERSPEED

Location
If the diesel engine overspeeds, the overspeed will operate to MFPB - Main Fuel Pump Circuit Breaker DFP
shut the engine down. At (1190-1200) for MCBG engine RPM The FPB - Fuel Pump Breaker DFP
over speed machanism is located at the free end of the diesel en- MCB - Main Control Breaker DFP
gine on the right side of the locomotive. It consists primarily of a trip
AG FB - Auxiliary Generator Field Breaker DFP
knob and a reset handle. In the operational position, the handle is
G FCO - Generator Field cut out switch CS
slightly above the horizantal position, if tripped, it will be down. To
CK-1 - Cranking Contactors CP
reset, left up on the reset handle until the trip knob relocates in the
CK-2, 3 - Cranking Contactors CP
operational position. In an emergency, this device can be used to
ECS - Engine Control Switch CBP
manually shut down the engine by pushing is on the trip knob. It
LWS - Low Water Switch ER
operates automatically when the engine speed exceed a pre de-
FPC - Fuel Pump Contactor CP
termined setting.
FP - Fuel Pump Motor ER
The loclomotive may be operated from either control station.
GR - Ground Relay CP
To change operating station refer to procedure in ‘‘Changing Oper-
PCS - Pneumatic Control Switch BP
ating Station’’.
DMR - Deadman Relay CBP
ETS - Engine Temperature Switch CBP
FG - Generator Field Contactor CP
RHF - Reverser Control Handle (Forward) CS
RHR - Reverser Control Handle (Reverse) CS
P-1, P-6 - Parallel Power Contactor (High Voltage) CP

65 Novmber 2011 34 66 Novmber 2011

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 Legend of Symbols Index

OST - Over Speed Trip ER

TH - Throttle Handle CS
MR - Main Reservoir - INDEX
WSR - Wheel Slip Relay CP
C&E - Control and Expansion Reservoir - A

NC - Normally Closed -
Page
TM - Traction Motor UF
Air Brake Equipment 27
LCP - Load Control Potentiometer CP
Air for Electric control 34
VRP - Voltage Regulator Panel CP
MU - Multiple Unit CAB Air Guages 58

TA - Tranction Alternator ER Air pressure Guage, Booster 58

A1 - Auxillary Switch -
Air Pumping, Faster 45
BL - Driver’s Control Switch Box CBP
Alarms and Sefeguards 60
E - Exciter ER
EXH - Crank Case Exhauster ER Air Brake Equipment

BL key - - BL Box Automatic Brake Valve 27

DFP - Driver’s Front Panel Cab 1,2 Automatic Transition 22
CD - Control Desk Cab 1,2
Auxillary Air Equipment 33
CP - Control Compartment Cab 1
Auxillary Equipment 9
CBP - Circuit Breaker, Switches and Control
Panel Assembly Cab 1 Auxillary Alternator 7
ER - Engine Room -
B
BP - Brake Panel (Rack) ER
UF - Under Frame - Battery Charging Meter 57

67 Novmber 2011 35 68 Novmber 2011

Go To Index
 Index Index

Before Moving a Train 17 Diesel Engine Overspeed 65

Booster Air Pressure Guage 58 Diesel Engine Starting 15

Brake, Hand 52 Dual Control 44

Brake recovery after penalty application 33 Dynamic Brake 10

Cutout 35
Braking with Power 44
How to Apply 40
C
Interlock 30
Changing Operating Ends 37
Limits 39
Circuit Breakers 53 Operation 35
Control Air Pressure Guage 59 Release 41,42,43
Controller Operating Handles 11 Warning 62
Classification light 53 With Lead Unit Down 44

Coupling Units Equipped with IRAB (Brake EQUIPMENT) 21

E
Cutout Switch, Ground Relay 60
Emergency Engine Shutdown 45

D Engine Overspeed 65

Data, General 4 Engine Water Temperature Control 51

Dead Battery, Operating Lead Unit 48 Engine Water Temperature Guage 58

Diesel Eingine 6 Exciter 7

Off the Line 47 F

On the Line 47 Faster Air Pumping 45

69 Novmber 2011 36 70 Novmber 2011

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 Fsasher Light 54 Loadmeter 55

Fuel Oil Pressure Guage 57 Locomotive, Towing 45

Low Lube Oil Pressure 60

G
Low Water Alarm 60
Guages and Instruments 55

General Data 4 Lubricating Oil Pressure Guage 57

Ground Relay 63 M
Ground Relay Cutout Switch 63
Mechanical Interlocking Between Handles 12

H Miscellaneous Operaing Instructions 37

Handbrake Operation 52 Moving a Train 19

Head light 53 Multiple’ Unit Operation 21

Horn Valve 33
O
Hot Engine 62
Oil Pressure Guage, Fuel 57
I Oil Pressure Guage, Lubricating 57
Independent Brake Valve 28 Operating Procedure 19
In Engine Compartment 13 Operating Through Water 46
Interlock Mechanical 12
Operating with Dead Battery on Lead Unit 50
Introduction 6
Without Headlight 49

L With Headlight 50

Lead Unit Down, Operating with Operating with Lead Unit Down 48

71 Novmber 2011 37 72 Novmber 2011

Go To Index
 Operating without Loadmeter 23 T

Operation, Preparing for Before Boarding 13 Throttle Handle 11, 12

Overspeed, Engine 65 Towing Dead Locomotive 47

Traction Alternator 7
P
Traction Motors 8
Passing over Railroad Crossing 46
Traction Motor Blowers 9
Pneumatic Control Switch
Preparing for Operation 13 Transition, Automatic 22

Turbosupercharger Air Pressure Guage 58

R

Recovery of Brake after Penalty Application 33 W

Reverser Emergency Operation 51 Water Temperature Control, Engine 51

Reverse handle 11, 12 Water Temperature Guage, Engine 58

Reversing Locomotive 19 Wheel Slip Warning 64

Windshield Wiper Valve 34

S

Sander Valve 33

Selecter Handle 11, 12

●●●
Shutting Down Diesel Engine 20

Speedmeter 56

Starting Diesel Engine 15

Stopping a Train 19

73 Novmber 2011 38 74 Novmber 2011

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