IRAB-1 24082010 - Faiveley

OPERATION AND MAINTENANCE
MANUAL FOR
TRI-PLATE PANEL ASSEMBLY
OF
28 LAV-1 DUAL BRAKE SYSTEM
Catalogue No. LBS/005
February, 2003
FAIVELEY TRANSPORT INDIA LIMITED
POST BOX # 39
HARITA, HOSUR – 635 109
TAMILNADU
Phone : +91 4344 276761 to 276765

Fax : +91 4344 276035, 276786, 276033
Email : su.in@faiveleytransport.com
REGIONAL OFFICES
FAIVELEY TRANSPORT INDIA LIMITED FAIVELEY TRANSPORT INDIA LIMITED

B-44/C, Gangotri Enclave Satyajit Tower,
Alaknanad Commercial Building, 2nd Floor
New Delhi – 110 019 51, Radhanath Chowdhury Road
Kolkata – 700 015
Phone : +91 11 26229325
Fax : +91 11 26229329 Phone : +91 33 23295241
Fax : +91 33 23295240
REVISION RECORD
ISSUES
IND DATE MODIFICATIONS
1 02 / 2003 New Issue
2 12 / 2005 a. Manual reformatted to Faiveley Transport format.

b. Only Valves mounted on IRAB-1 panel and Vacuum Rack
are included. Other Valves / items deleted.
c. RDSO approved drawings included in Part ‘C’.
d. Periodicity of Maintenance Schedule of Panel and Rack
included.
e. Troubleshooting guide included.
Corrections suggested by RDSO vide their letter no.
3 03 / 2006
SD.DEV.L.36 dt. 03.02.2006 incorporated.
CONTENTS
Page NO.
1. PART A - GENERAL
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 01
General Hints on Maintenance for Air Brake System . . . . . . . . . . . . A - 02
General Tools for Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 03
Cleaning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 04
Inspection and Replacement criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 05
Lubrication and Recommended Greases . . . . . . . . . . . . . . . . . . . . . . . A - 07
Equipment Setting – 28 LAV-2 Dual Brake System . . . . . . . . . . . . . . A - 09
Recommended torque values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 10
Maintenance detail references . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A – 11
Recommended Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . A – 13
Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A – 21
2. PART B – DESCRIPTION OF FEATURES, OPERATION AND SAFETY

PROVISION ON THE TRI-PLATE PANEL CUM RACK MOUNTED 28
LAV-1 DUAL BRAKE SYSTEM
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 01
Features in 28 LAV-1 Dual Brake System . . . . . . . . . . . . . . . . . . . . . . B - 02
Safety Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 03
Description of System and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . B - 03
Compressed air system charging & Compressor Governing . . . . . . B - 04
Automatic Brake
Brake Pipe Charging on Locomotive . . . . . . . . . . . . . . . . . . . . B - 05
Co-ordinated Brake Release on Air Brake Training
Stock (Goods) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 06
Co-ordinated Vacuum Brake Release on Trailing Stock. . . . B - 06
Co-ordinated Brake Release on Locomotive . . . . . . . . . . . . . B - 07
Brake Pipe and Feed Pipe charging on Coaching Stock . . . . B - 07
Automatic Brake Application – Service . . . . . . . . . . . . . . . . . . B - 08
Co-ordinated Brake Application on Locomotive . . . . . . . . . . B - 09
Stabilization after Application . . . . . . . . . . . . . . . . . . . . . . . . . . B - 09
Graduated Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 10
Release and Recharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 11
Train Brake System Control during MU Operation . . . . . . . . B - 12
Emergency Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 12
Emergency Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 13
Independent Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 13
Multiple Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B – 15
Break-in-two Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 17
Dynamic Brake Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 18
Train Operating Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B - 19
Power Cut Off during train operation . . . . . . . . . . . . . . . . . . . . . . . . B - 21
Train parting in respect of Vacuum Brake Trailing Stock . . . . . . . . B - 22
Train parting in respect of Air Brake Trailing Stock . . . . . . . B - 23
3. PART C – DESCRIPTIVE DETAILS, TESTING, INSTALLATION AND

MAINTENANCE OF TRI-PLATE PANEL ASSEMBLY AND VACUUM
BRAKE EQUIPMENT RACK 28 LAV-1 DUAL BRAKE SYSTEM
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 01
Description of Panel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 02
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 06
Air Hose Connections to IRAB-1 Panel . . . . . . . . . . . . . . . . . . C - 06
Instructions to be followed while handling the Equipment . C - 07
Electrical Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C – 08
Vacuum Brake Equipment Rack for 28 LAV-1 Dual Air
Brake System
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 08
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 09
Important Parameters on VBER . . . . . . . . . . . . . . . . . . . . . . . . C - 09
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 10
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -10
Overhauling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 11
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 11
Dismantling from Loco . . . . . . . . . . . . . . . . . . . . . . . . . . C - 11
List of ‘O’ Rings and Gaskets . . . . . . . . . . . . . . . . . . . . C - 12
Disassembly of Brake Valves . . . . . . . . . . . . . . . . . . . . C - 12
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 13
Inspection and Replacement of Parts . . . . . . . . . . . . . . C - 13
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 13
Assembly on the Locomotive . . . . . . . . . . . . . . . . . . . . C – 14
Testing after fitment in the Air Brake System on Loco C - 14
Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C - 14
4. PART D – IRAB-1 TRI-PLATE PMBS (TYPE C)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D – 0 1
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D – 02 to D – 11
5. PART E - DESCRIPTIVE FUNCTIONS OF THE AUXILIARY DEVICES IN

THE 28 LAV-1 DUAL BRAKE SYSTEM WITH TRI-PLATE PANEL
ASSEMBLY AND VACUUM BRAKE EQUIPMENT RACK
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 01
Description of the Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 03
Cut off Cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 03
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 04
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E - 04
Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 06
Filters and Strainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 07
Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 08
Magnet Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 09
Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 09
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 10
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E – 11 to E – 31
6. PART F – C3W DISTRIBUTOR VALVE FOR LOCO APPLICATION
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 01
Mounting Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 01
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 02
Rotary Shaft with Freight and Passenger position . . . . . . . . . . . . . F – 02
Disassembly procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 02
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 03
Application / Release Chokes used on Loco . . . . . . . . . . . . . . . . . . F – 04
Frequency of Overhauling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 04
Spare Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F – 04
Test procedure for C3W Distributor Valve Test . . . . . . . . . . . . . . . . F – 07
PART A
DESCRIPTIVE HINTS ON
HEALTH AND SAFETY,
GENERAL MAINTENANCE,
TOOLS, CLEANING, INSPECTION,
LUBRICATION &
RECOMMENDED MAINTENANCE SCHEDULE
FOR TRI-PLATE CUM RACK MOUNTED
HEALTH AND SAFETY
The following points must be considered and appropriate precautions taken when
working on this equipment during disassembly, overhaul, assembly and tests. It
should not be taken as an exclusive list of hazards.
Individual sections of this publication may include specific health and safety
information relating to that section. It is important that these pages are read and
appropriate actions taken.
This is compressed air equipment. Compressed air is dangerous. “Bottled up” air
under pressure despite supply cut-off, may cause component, diaphragm, trapped
foreign particles, etc., to be air borne during dis-assembly.
Some components / subassemblies use powerful springs. Care must be taken to

release the forces in a controlled manner.
Oils and greases are used which could be a hazard.
Air jet used for cleaning parts should be less than 30 psi. Higher air pressure may
cause particles of dirt/or droplets of cleaning solution to be air borne and result in
skin / eye irritation.
Chemical cleaning agents may be used for certain operations which need a strict
compliance to the manufacturer’s handling procedures.
Before performing any test / repair on brake system of rolling stock, steps against
possible “run away of the vehicle” are to be taken. In addition, staff working in
undergear area are to be cautioned of likely brake rigging movement.
A - 01
GENERAL HINTS ON MAINTENANCE FOR AIR BRAKE SYSTEM
ROUTINE MAINTENANCE
The high standard and performance obtained from Faiveley Transport air brake
equipment will be maintained in service with the minimum of maintenance
providing that water / dirt are kept out of the equipment and that the compressed
air supply is kept reasonably clean from dust, oil and condensate. At regular
intervals, filters must be removed, cleaned and checked for damage before being
renewed or replaced. Drain cocks should be opened at regular intervals to remove
collected condensate and other foreign matter.
The use of blanking pieces or sealing tape, is recommended to seal open ports to
prevent the ingress of moisture and foreign matter into the components of the
brake system, when they are stored / under installation / under maintenance
attention, etc.
When carrying out maintenance, the instructions given in the catalogue applicable
to a particular item should be followed.
INSTALLATION
P.T.F.E tape is not recommended to be used on any pipe joints associated with air
brake system. A suitable pipe sealant is “Loctite 577” or equivalent.
SPARES
Only approved Faiveley Transport recommended overhaul kit / spare parts as

given in the parts catalogue should be used during overhaul / renewing
components.
A - 02
GENERAL TOOLS FOR ATTENTION TO AIR BRAKE EQUIPMENTS
AT DIESEL / ELECTRIC LOCO SHED AND WORKSHOP
1.0 The general tools for disassembly and assembly used at Workshops / Diesel
Sheds mainly covering the items as under will meet the requirement for
maintenance/ overhaul attention.
Open ended Spanner - 1/4” x 5/16” to 1-1/8” x 1-1/4” in steps
Set of Sockets with 1/4" & - 7/16” to 1-1/8” with accessories of Ratchet
handle
1/2“ drive spanner set L250 mm with extensions of 125 & 250 mm
Nylon Hammer
Screw Drivers - 1.2 x 8 and 1.2 x 10
Allen Key set - FPS
Circlip Plier - 6” Straight Nose
Circlip Plier - 6” Bent Nose
Torque Wrench 0 - 100 Nm
The special tools and fixtures additionally required during the overhaul of the
brake equipment are covered under the relevant chapters with sketches.
A - 03
CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS / COMPONENTS)
The cleaning method depends upon the component to be cleaned, the degree and the
type of dirt to be removed and the facilities available.
Whatever cleaning agents are used, due care must be taken to ensure the health and
safety of the personnel involved. The manufacturer’s recommended safety precautions
including the use of approved cleaning plant must be followed. Since every
installation is different, the responsibility for safety lies with the user and the
manufacturer of the cleaning plant and materials. However, general guidelines on the
cleaning procedure for the air brake equipment during maintenance and scheduled
overhauls as under are recommended.
Blow the exterior of the equipment/assy with a low pressure jet of air to remove the
external dirt. After removal of sub-assys, wipe the exterior portions with a lint-free cloth.
However, environment friendly agents like White spirit, etc can be used for all the stripped
components by using a cloth or nylon bristle brush as the case may be based on the
sensitivity of item.
If kerosene is used, special care must be taken in protecting the user with proper gloves as
well as the environment from the likely fumes / spillage. Sufficient care is to be taken to
ensure that the residual deposit of kerosene, if trapped inside the cavities/bores of the
components, is removed thoroughly before the components are re-used. In addition, the
contaminated kerosene after use should be disposed off by proper environment friendly
action.
Blow a low pressure jet of dry compressed air inside the machined bores, cored passages,
port holes, cavities and seating grooves on the sub-assemblies.
Wipe the parts with a clean lint free cloth and allow them to dry on a clean rubber sheet on
the work table. Take good care to protect the finish on the various components and place
them. Avoid keeping the components piled up one over the other.
All rubber components including rubber seated valves must not be exposed to
petroleum or chemical cleaning solvent. Items like Gasket, “O" Ring, Seal, Diaphragm,
Nylon filter / Strainer etc., are to be cleaned only with a detergent dissolved in warm
water or soap water solution. Blow a jet of compressed air in the reverse direction on the
Nylon Filters and wipe clean with soft cloth.
Chokes are to be cleaned by a blow of clean low pressure air jet. Clogged chokes may be
cleaned with a wire of smaller diameter without using a sharp tool. Application and
Release choke plugs, in DV valve body are to be cleaned, blown with air, and kept free
of dirt/dust, grease, paint, etc., till they are fitted by suitable covering.
A - 04
INSPECTION/REPLACEMENT CRITERIA
(AIR BRAKE EQUIPMENT/COMPONENTS)
Visual inspection and replacement criterion as under, is recommended during

scheduled overhaul of the equipments used in the air brake system of rolling stock.
Ensure a thorough external and internal cleaning after disassembly and stripping of
components with proper cleaning agent.
Inspect visually with the help of a magnifying glass of at least 100 mm dia.
All components for any external damages, dents, cracks, corrosion, pit marks, cuts,
deep scratches, abnormal wear, sharp corners on mounting/ seating/sliding/mating
faces.
Threaded portion on components/parts, for any damages / abnormal wear.
Replace components if,

1. Moving parts appear abnormally worn out or scratches / burrs observed on the
mating parts.
2. Threaded portion on components exhibit damages / abnormal wear.
3. Springs found in damaged, cracked, heavily rusted, permanent set condition

and Spring seats indicate any damage or abnormal wear. Refer to our DV
manual for spring information.
4. Filters/Strainers found with rupture, damaged seating face, presence of large

blocked passages despite cleaning.
5. Rubber items like gaskets, diaphragms, etc., found with cut, minute cracks, loss
of shape & flexibility, high stiffness, bubble formation or disintegration at
mounting/seating surfaces, etc.
6. O Rings especially the dynamic ones found with loss of shape, flattened out,
nick, cut or exhibition of twisted / sharp flashes due to constant squeeze, etc.
7. Rubber to metal bonded valves found with any sharp / cut marks, swelling,
depression, groove, taper wear, etc., on the valve seating surface.
8. The lips of the Seals have worn out, become blunt and Coil Springs inside Seals
have deformed.
A - 05
9. The Valve Seats are scratched or cut, bear duct marks.
In general, all rubber items and other gaskets are recommended to be replaced near to
a service period of 18 months when the equipment is removed for examination /
overhaul to ensure reliability of performance. In case of the locomotives provided
with Air Dryers, the service life can be extended upto 24 months.
A - 06
LUBRICATION AND RECOMMENDED GREASES
SPECIFICATIONS OF GREASE
Tests Molykote 55 M
Structure -
Physical Aspect Soft
Base Silicon
Depth of penetration 275
N.L.G.I. Number 2
Kinematic Viscosity of Oil at 50C -
Absolute viscosity at 54C 4300 Poise
Melting Point 204 c
Where specific instructions are given for any component they should be followed,
rather than these general recommendations.
The movement of valves, rubber diaphragms etc., in Faiveley Transport brake

equipment is very limited and therefore only very small quantities of lubricant are
needed. A light smear of recommended grease in the manual or equivalent should
be applied to sliding seals and valve stems.
Grease must not be applied to the working surface of diaphragms but may be
applied sparingly to the lips to aid assembly.
The recommended lubricants during assembly after overhaul/out of course repair

attention for the other equipment used in brake system are as under:
GREASES:
Application and Specification of Grease to be used for all brake valves
1. during assy (metallic component portions under movement).

2. at joining location of all ‘O’ Rings, static / dynamic, ‘O’ Ring grooves or
shoulders and the bearing surfaces of the Bushing into which the ‘O’ Ring
assy is installed.
Commercial name : Molykote M 55 or equivalent
A - 07
NOTE:
Quantity of grease is to be thinly applied to components and spread uniformly.

Excess grease is to be wiped off.
CAUTION
Excess application of grease will result in squeezing into other critical areas /
intricate passages and may cause hindrance to sliding parts or blockage. It
may also affect the performance of the equipment.
Improper greases if applied, may result in damage to rubber part like swelling,
disintegration, etc., due to incompatibility and render the system inoperative
prematurely.
A - 08
Equipment Setting – 28 LAV-1 Dual Brake System with Tri-plate Assembly (nine
ports) and VBER
FTIL FTIL
Sl # Description Setting
Item # Part #
1 N-1 Reducing Valve 47 523 1010 00 2.5 ksc
2 Pressure switch RT 25 707 1030 00 Open at 2.8 kg/cm²

116 x 72V Close at 4.0 kg/cm²
3 Pressure switch RT 45 707 0103 00 Lamp glows & buzzer rings -

116 (for Flow 80 reading
Indicator) Lamp and buzzer off – 70 reading
4 Pressure Switch RT-5 82 707 0105 00 Close at 6.5 ± 0.1 kg/cm²

(for HB-5) 72 V DC Open at 7.5 ± 0.1 kg/cm²
A - 09
Recommended torque values for Hex Bolt, Hex Head screw and Hex Nuts of 28
LAV-1 Panel Assembly and VBER during maintenance / overhaul
The recommended torque values during tightening of the various Hexagonal head
screws / bolts / nuts / socket screws during assembly of the Brake Valves to
Manifold, Manifold to Panel Assembly including the Header potion and for the
VBER equipments after maintenance overhaul / out of course attention are given in
the table for guidance as under.
These are required to be followed to ensure effective securing of equipment and leak
proof of the joints.
Sl No. Description Size Torque Nm
1 Hexagonal bolt M6 10
Hexagonal screw M8 25
Hexagonal nut M 10 50
2 Hexagonal nuts / UNC 5/16 " 25

3/8 " 40
1/2 " 95
A - 10
MAINTENANCE DETAIL REFERENCES FOR EQUIPMENTS MOUNTED ON
IRAB-1 PMBS AND VACUUM BRAKE EQUIPMENT RACK
1. IRAB-1 PANEL ASSEMBLY TO FTIL PART NO. 725 0012 00, DRG NO.
01 725 0784, REV-NIL
Sl Item FTIL Maintenance

no No
Description FTIL part no
Manual Reference
1 49 MU2B Valve 514 1010 00 LBS/004
2 50 C2W Relay Valve w/OCF 505 0030 00 LBS/004
3 51 Reservoir 2 Litres 705 0130 00 Refer Part C
4 52 Cut off Cock 1” w/o vent 725 0075 00 Refer Part C
5 53 C3W Distributor Valve 501 0018 00 Refer Part D
6 53A Distributor Valve Isolating Cock 721 0011 00 Refer Part F
7 53B Control Reservoir 10 Litres 705 0160 00 Refer Part C
8 54 N1-Reducing Valve 523 1010 00 LBS/004
9 55 Air Flow Measuring Valve 714 0065 00 LBS/023
10 56 R6 Relay Valve 534 0020 00 LBS/004
11 57 Pressure Switch RT 116X 707 0103 00 Refer Part C
12 58 Magnet Valve (SR 3097 ) 516 0054 00 Refer Part C
14 60 F1-Selector Valve 512 1010 00 LBS/004
15 61 24-C Double Check Valve 702 0032 00 LBS/004
16 62 C2W Relay Valve 505 1010 00 LBS/004
17 63 Magnet Valve (SR 3163) 516 0047 00 Refer Part C
18 65 Reservoir 4 Litres (w/choke& 705 0140 00 Refer Part C
filter)
19 66 0.5mm Choke with Felt filter 705 1510 00 Refer Part C
20 67 3/8” Cut off Cock w/vent 703 0028 00 Refer Part C
21 68 Pressure Switch RT-116X 707 0103 00 Refer Part C
22 - Rel & Run Magnet Valve (SR 3282) 516 0075 00 Refer Part C
2. VACUUM BRAKE EQUIPMENT RACK (VBER) TO FTIL PART NO.

725 0020 00, DRG NO. 01 725 0731, REV-5
Sl Item Description FTIL part no FTIL Maintenance

no No manual #
1 75 VA-1B Control Valve 514 1010 00 LBS/004
2 79 GD-80-D filter (oil less paper type) 709 0033 00 Refer Part C
4 84 2” Flap type Check Valve 702 0023 00 Refer Part C
A - 11
Sl Item FTIL Maintenance
Description FTIL part no
no No manual #
5 81 VA-1 Release Valve 515 0010 00 LBS/004
6 78 GD-80-E filter (oil less paper type) 709 1110 00 Refer Part C
7 85 Cut off Cock 2” 703 0092 00 Refer Part C
8 80 A-1 Differential Pilot Valve 510 0010 00 LBS/004
10 77 HB-5 Relay Air Valve 509 0010 00 LBS/004
11 82 Pressure Switch RT 5X 707 0105 00 Refer Part C
12 76 & Cut off Cock 3/8” 703 0027 00 Refer Part C
87
13 91 1/32” Choke & 1/64” Exhaust 707 0150 00 Refer Part C
14 90 Jumper plate for N-1 Reducing 780 3048 00 Refer Part C
Valve
15 93 24-C Double Check Valve 702 0032 00 Refer Part C
16 86 HS-4 Control Air Valve 511 1010 00 LBS/004
17 - ¼” Strainer w/0.025” Choke –HS4 502 1190 00 Refer Part C
18 97 Vacuum Brake pipe control gauge 704 0131 00 Refer Part C
4” – Self illuminated
A - 12
TROUBLE SHOOTING GUIDE
The following data is only for system troubleshooting and has to be considered as
guidelines.
Sl no Trouble Possible Cause Remedy

1 BC Pressure is less Setting of N1-Reducing valve Set the valve to correct
than the set value. disturbed setting
2 Automatic brake Application /Release chokes Clean the chokes
Application / Release in Distributor valve blocked
timings not achieved
3 Brakes not getting Shuttle in Double check Remove the valve and
applied with SA9 valve stuck check for free
brake valve movement of shuttle
4 Loco brakes are not Electrical connections Check electrical
getting applied Magnet valve (58) are connections
reversed
MU2B kept in trail condition Change MU2B to lead

instead of lead position
5 BP pressure is not Release & Run magnet valve Check electrical
dropping to specified not functioning connections or renew
limit during ACP the valve
operation
6 Air Flow measuring Calibration disturbed in Re-calibrate AFMV
gauge not stabilizing AFMV
at 100 reading
R6 relay valve not Overhaul valve
functioning
7 Overcharge not 0.5mm choke with felt filter Clean and reassemble
getting released (66) blocked
8 BP is not getting Magnet valve (63) not Check electrical
overcharged functioning supplies or renew the
valve
9 During Emergency Pressure switch (68) setting Reset the pressure
brake application disturbed switch
power cut off switch
is not operated Isolating cock (52) kept Open cock 52
closed
10 BP is not charging Isolating cock (52) kept Open cock 52
closed
11 Leakage observed in Isolating cock (52) kept open Close cock 52
trailing loco at C2W
relay valve
A - 20
Sl no Trouble Possible Cause Remedy
12 Brakes not applied in Isolating cock 53a is closed Open cock 53a and
loco when BP reduced allow Control reservoir
to charge
Isolating cock (52) kept Open cock 52 and allow
closed BP to charge
13 Vacuum not HS4 setting disturbed Set the valve to correct
maintained at 580 Hg setting (24 psi)
14 Vacuum Brakes not Isolating cock 82 is kept Open Isolating cock
getting applied closed (82)
Port no.3 of VBER not Check for connections

connected or MU2B in trail and MU2B position
15 Vacuum Brakes not GD80 E filter assembled Assemble filter
getting released reverse correctly
16 When VTP is open Isolating cock (92) is closed Open Isolating cock 92
power cut off feature
is not operated HS4 pressure from port no. Clean the choke
11 of VA1B not charging to exhaust
port no. 10 of HB5 (1/32”
choke & 1/64 “ exhaust
blocked)
A - 21
PART - B
DESCRIPTION OF FEATURES, OPERATION

AND SAFETY PROVISION
ON THE
TRI-PLATE PANEL CUM RACK MOUNTED

PANEL CUM RACK MOUNTED 28 LAV-1 DUAL BRAKE SYSTEM
FOR DIESEL-ELECTRIC LOCO
1.0 INTRODUCTION
Diesel Locomotive Brake System under type 28 LAV-1 to FTIL drg no. 01 725 0729,
Rev. 1 (schematic attached) as per RDSO drg. no. SKDP-2918 Alt. 8 introduced in
the Indian Railway is a dual brake system capable of applying either a graduated
application or release of brakes to the trailing stock with air or vacuum brake
system. The graduated application or release of air brake is with the provision of an
additional pipe called Feed Pipe in respect of twin pipe system coaching stock and a
single pipe system for wagons with Brake Pipe. In the case of vacuum braked
trailing stock, brake release (vacuum creation) and application (vacuum
destruction) is carried out with the help of Vacuum Train Pipe.
The bulk of the brake equipments in the dual brake system have been grouped
under Panel Assembly for pure air brake portion (IRAB-1 system) and equipments
for vacuum portion covered under a separate rack. This system is designated as
Panel and Rack Mounted 28 LAV-1 Brake System. In this, the Panel Assembly is
the latest tri-plate construction with nine ports for the pure air brake portion.
The Panel / Rack Mounted 28 LAV- 1 dual brake system consists of the following
portions with their reference drawings duly approved by RDSO and are as under.
The relevant drawings are attached in the manual at appropriate sections.
Sl. FTIL drg RDSO ref.

Description Part No.
No. No. drg no.
1 Panel Mounted 28 LAV-1 Dual 01 725 0729 - SKDP 2918
Brake System schematic Rev. 1 Alt. 8
2 Brake Circuit diagram of IRAB-1 02 725 0938 - SKDP 3100
(Pure Air) Panel Mounted for Rev. 3 Alt. 9
WDM2 Locomotives.
3 Panel Assembly complete IRAB- 01 725 0730 725 0010 00 - do -
1 (9 port panel) Rev. 3
3a Panel Assembly complete IRAB- 01 725 0784 725 0012 00 - do -
1 (9 port panel) type C. Rev. Nil
4 Brake Circuit diagram of VBER 02 725 0939 - -
Rev. 1
5 Vacuum Brake Equipment Rack 01 725 0731 725 0020 00 SKDP 2918
(VBER) Assembly Complete Rev. 2 Alt. 8
(improved version)
5a VBER Assembly Complete 01 725 0731 725 0020 00 - do -
Rev. 5
6 Electrical wiring diagram 03 725 1621 - -
Rev. 0
B - 01
In Indian Railways, this brake system is adopted on WDM-2 type of Diesel-
Electric locomotives in single or multiple unit service which are to move air and
vacuum braked trailing stock. The locomotive brake is always actuated with
compressed air, either independently or in conjunction with the brakes on the
trailing stock. Even If the trailing stock were to be vacuum braked, the
locomotive air brake always acts parallelly with application of vacuum brake in
the former.
The brake system provides the locomotive with two types of pneumatic braking
facility, one called “automatic brake” and the other called “independent or
straight air brake”. Apart from this facility of the pneumatic braking, an
electrical braking feature called “dynamic brake” is additionally provided in the
locomotive. However, the brake system is totally independent of the dynamic
braking facility and is interlocked with the latter. This in other words means
that the brake system provides a means to “substitute” the pneumatic brake
with the dynamic brake in the locomotive so that when a dynamic brake is
applied, the pneumatic brake in the locomotive is fully released and gets re-
applied only when the dynamic brake is released.
2.0 FEATURES IN 28 LAV-1 DUAL BRAKE SYSTEM
 The system design provides the following features as under:
 The locomotive brakes may be applied with any desired intensity (pressure
of compressed air) between the minimum and the pre-set maximum
pressure limits with a facility to maintain this pressure automatically in the
locomotive Brake Cylinders until released by the Driver’s Brake Valve
against normal leakage and changes in Piston travel position.
 The locomotive brake can be graduated “ON” (Full Application) / and

“OFF” (Release) either with the Automatic or the Independent Brake Valves.
 It is always possible to release the locomotive brakes alone while the brakes
on the trailing stock are held applied. Similarly, it is possible to apply only
the locomotive air brakes without actuating the brakes on the trailing stock.
 It is possible to bring about a quicker application of both the locomotive and

trailing stock brake by applying an emergency brake.
 It is possible to control a similarly designed braking system of one or more

trailing locomotives from the leading unit in “Multiple Unit service”,
without having to operate any braking controls in the trailing units.
B - 02
 Incase of development of very heavy leakages in the Feed Pipe or failure of
Feed Pipe inter-coupling equipments, the twin pipe brake system on
coaching stock can be worked as a single pipe system by isolating the Feed
Pipe line of the trailing stock connected to the locomotive.
 Dynamic brake interlock to prevent simultaneous application or retention of

automatic air brake and dynamic brake on loco.
 System provides a Release and Run Magnet Valve of Rotex SR 3278 on the
Brake Pipe circuit and operation of the same by a Switch in driver’s cab
provides a full opening of Brake Pipe charge of 25 mm orifice during brake
release operations for restoring the BP quickly to normal regime pressure
during its operation. When the switch is released, the charge is restricted to
an opening of 5.5 mm for the Brake Pipe line to sustain and maintain the BP
pressure for normal running operations. This facility enables the safety
devices provided in the locomotive as under for quick effective and positive
functioning.
3.0 SAFETY FEATURE
 When an inadvertent train parting occurs in any section of the trailing stock
or between two adjacent locomotives in Multiple Unit service, the system
provides automatic application of locomotive brake on both the parted
sections of the train (air or vacuum braked).
 In the event of train parting occurrence or during an emergency braking, the

pneumatic system ensures that the locomotive traction electrical power is
cut-off automatically.
 Visual indication in driver’s cab through Air Flow Indicator Gauge for
normal leakage in the system as well as indication against Passenger Alarm
Chain pulling, Guard’s Emergency Valve operation, Train or Loco parting
situations along with audio indication through a buzzer.
4.0 DESCRIPTION OF SYSTEM AND OPERATION

(Ref. 28 LAV-1 System to FTIL schematic no. 01 725 0729, Rev. 1 with
Equipment list in two sheets attached)
For the convenience of explanation, the general working of the brake system is
described for the various braking functions and safety features as highlighted in
the preceding paragraphs in separate sections by dividing the system into the
following sub-systems. However, functional details and maintenance of various
Main Valves used in the system is covered in detail in our separate manual
LBS/004.
B - 03
1. Compressed air system - charging and Compressor governing
2. Automatic braking and co-ordinated air or vacuum brakes on trailing
stock.
3. Independent braking
4. Multiple Unit service
5. Break-in-two protection
6. Dynamic brake interlock
7. Train parting indication and power cut-off
5.0 COMPRESSED AIR SYSTEM CHARGING & COMPRESSOR GOVERNING

(Refer dual air brake system schematic drawing no. 01 725 0729, Rev. 1)
Compressed air produced at the Expressor / Compressor Exhauster (not

supplied by Faiveley Transport) charges into the Main Reservoirs through an
After-Cooler (also not supplied by Faiveley Transport) in between then and
builds up air pressure. When the pressure reaches the preset level, the
Compressor Electro-Pneumatic Governor (EPG) (56 & 57) or pneumatic type NS
16 Governor senses the same and cut out the Compressor duly unloading its air
delivery to atmosphere. In addition to unloading the Compressor, the signal
pressure from the Governor is also branched off to actuate the D-1 Auto Drain
Valves (10). This Valves, when triggered by the pressure at its signal port,
blows down the condensate collected in the Main Reservoir to atmosphere
under the pressure of compressed air. The 700 cc Timing Reservoirs (37) fixed
to the D-1 Auto Drain Valves facilitate a blow down time of 6- 8 secs.
NOTE:
Auto Drain Valve type D-1 blows only once for the specified duration, unlike
the other Drain Valves commonly used in Indian Railways that blows twice (a
short and a long blow) when the unloading signal pressure is charged.
When the pressure in the Main Reservoir drops to reduced to the lower preset
limit due to normal service consumption, the Compressor Governor withdraws
its unloading signal and allows the Compressor to cut-in again for charging the
air for build-up.
Safety Valve type J-1 (4) mounted on the pipeline in between the two Main
Reservoirs (3) provides an additional safety to blow off the pressure, should it
build up takes place above the cut-out level of the Governor due to any system
fault and saves the system from any possible damages.
B - 04
The air pressure from the first Main Reservoir (3) passes through an Air Dryer
where the air is relieved off moisture and oil aerosols along with dust particles
for onward passage to the second Main Reservoir (3).
The MR air then passes through a Cut Off Cock (13) normally kept open and
then to the J-1 Filter (14) where any further suspended particles/other foreign
matter in the compressed air discharge gets filtered and only clean air is
delivered to the braking system.
The level of pressure in the Main Reservoir is indicated on the Duplex Pressure
Gauge (56) in both the driving control stands.
6.0 AUTOMATIC BRAKE
6.1 BRAKE PIPE CHARGING ON LOCOMOTIVE
The compressed air from the second Main Reservoir charges into both the A-9
Automatic Brake Valves (17) on loco arranged one in each in the driving cab
control stands. When the Handle is kept in release position air is delivered at a
regulated pressure level in the Brake Pipe as called for by the Railway operating
regulations through the Operating Brake Valve, which is normally set at 5 ksc.
At the inoperative Brake Valve on the other control stand, the delivery pipe
from port no. 5 of the A-9 Brake Valve is closed by Cut Off Cock (44). The
delivery pipe from the Brake Valve is piped to the MU2B Valve (19) at port no. 3
and internally connected to out port no. 13, “when it is kept in the lead
position”. From MU2B Valve, the pressure acts on the signal port no. 2 of the
additional C2W Relay Valve (50) with Over Charge Feature (OCF) and acts on
the underside of the Diaphragm Assembly causing its Supply Valve to lift off its
Seat. In this condition, MR air connected at port no. 1 of the additional C2W
Relay Valve passes into port no. 3 of the Relay Valve and charges into the Brake
Pipe of the locomotive through the Cut Off Cock (69) normally kept open.
When the pressure in the Brake Pipe reaches the same level as that of the signal
port no. (2) of the Relay Valve, the Diaphragm Assembly of the Relay Valve
moves down to lap position reseating the Supply Valve. When there is a
pressure drop in the delivery BP line due to normal leaks, the differential
pressure across the diaphragm will once again lifts the Supply Valve for
admission of MR air into Brake Pipe again to restore it to the same level of signal
pressure. Thus, the Relay Valve maintains the Brake Pipe pressure at the same
level as the signal pressure from the A-9 Brake Valve against normal leakage.
B - 05
This C2W Relay Valve has an inlet and delivery ports with ¾” NPT with 6 mm
size Choke fixed in the exhaust port. It also contains an Over Charge Feature to
enhance the output of BP pressure in the BP line higher than the signal pressure
up to 5.4 ksc in order to reduce the brake release timing whenever required.
The other C2W Relay Valve (22) in this system is used for the Brake Cylinders
towards application and release of Brake Cylinder air pressure. This Valve is
identical to the above type except non-provision of OCF. It also has different
inlet and delivery ports with ½” NPT and exhaust port with 5 mm Choke.
6.2 CO-ORDINATED BRAKE RELEASE ON AIR BRAKE TRAILING STOCK

(GOODS)
Brake Pipe charging
When the connection of BP Hose assembly between locomotive and first trailing
stock is made, the compressed air charged into the Brake Pipe of loco through
the additional C2W Relay Valve (50) passes through Cut Off Angle Cock (67)
and Hose Coupling (28) kept open on the train side of the locomotive into the
Brake Pipe of the trailing stock. With the Angle Cock at rear end of the last
vehicle of the train having been closed, air is charged in the entire BP line. BP air
is also charged into the controlling Distributor Valves arranged in each vehicle.
Just as the Brake Pipe is charged, the DVs in each unit also in turn charges air
pressure into the Auxiliary Reservoirs and raises the pressure to the same level
as that of the regime Brake Pipe pressure.
When the Brake Pipe charging in the complete train reaches to 5 ksc, the
Distributor Valves in the trailing stock react and move to connect the Brake
Cylinder in each vehicle to atmosphere at its exhaust and thereby keep the train
brakes in released condition. The train brakes will remain in release so long
there is no change in the regime BP pressure.
6.3 CO-ORDINATED VACUUM BRAKE RELEASE ON TRAILING STOCK
When the Brake Pipe pressure stabilizes corresponding to the setting of the
regulating portion of A-9 Brake Valve (17) viz., 5 ksc, the Control Valve VA-1B
(75) moves into “release position” by connecting the Exhauster to Vacuum Train
Pipe and causes its vacuum level also to reach a stabilization as governed by the
setting up of the HS-4 Control Air Valve (86). The Control Valve pressure
remains steady as a reference pressure once it is adjusted. The level of vacuum
in the Vacuum Train Pipe is indicated by the Vacuum Gauge (89).
B - 06
The level of vacuum in the Vacuum Brake Pipe throughout the train is governed
by the VA-1B Control Valve the operation of which is controlled by the pressure
in the Brake Pipe.
The maximum level of pressure in the Brake Pipe and vacuum in the Vacuum
Train Pipe are to be adjusted on stabilization if required, in accordance with the
operating regulations of the Railway, irrespective of the settings made on the
individual Valves before despatch in our factory.
When the maximum permissible level of the BP pressure and the Train Pipe
vacuum has been established, the brakes on the vacuum braked trailing stock
are released. Train brakes will remain in release so long there is no change in
the regime BP pressure.
6.4 CO-ORDINATED BRAKE RELEASE ON LOCOMOTIVE (AIR BRAKE)
Irrespective of the trailing stock air or vacuum braked, when the BP pressure is
stabilized to 5 ksc, the Distributor Valve (20) on the locomotive reacts to move to
Release position and connects the Brake Cylinder control pressure to be
withdrawn and exhausted at its port. This makes the C2W Relay Valve (22) in
turn assume to Release position and connect all the Loco Brake Cylinders to its
exhaust port. This results in release of air brake on the Locomotive during full
air brake charging.
6.5 BRAKE PIPE AND FEED PIPE CHARGING (For charging Twin Pipe
Coaching Trailing Stock)
The BP charging for the Coaching Stock is similar to the air brake goods trailing
stock.
The Feed Pipe charging is as under:
Compressed air from the first Main Reservoir is branched-off through a Duplex
Check Valve (31) to the D-24B Feed Valve (49) set at 6 ksc which in turn charges
the Feed Pipe (1¼” Auxiliary Pipe of the locomotive). Through an Angle Cut
Off Cock FP (23) and Hose Coupling FP (46), air is further charged into the
additional Feed Pipe system of the Coaching trailing stock and directly feeds
their Auxiliary Reservoirs/Reservoir. The Feed Valve duly maintains at 6 ksc
on FP line against normal consumption/leakages.
B - 07
NOTE
The D24B Feed Valve on loco is a self-lapping Regulating Valve type with a
large flow capacity to charge and maintain the pressure in the Feed Pipe. The
Feed Valve does not have an exhaust port and hence unwinding of the
Regulating Handle to reduce the excess pressure already charged will not make
the Feed Valve to exhaust the delivered pressure to a lower limit. However, the
excess pressure delivered may still reduce slowly to the set limit due to leakage
down the Feed Pipeline. Alternately, should it be required to reduce the
pressure in the Feed Pipe to the correct setting, the excess delivered pressure
should be vented first to a lower level than the required setting and the Feed
Valve gradually and slowly re-set to obtain the correct pressure.
The operational performance of the Feed Valve is very much influenced by dust
and other foreign particles carried in the compressed air supply and may cause
some fluctuation in the pressure setting even after temporary stabilization.
Hence, it is advised to blow the pipes before fixing the Feed Valve in position at
initial stage.
NOTE
The colour of Cut Off Angle Cock and the relevant Hose Assembly for Feed
Pipe in the Twin Pipe System is white and those of Brake Pipe are Mid
Brunswick Green. In addition to the colour difference, the letters FP and BP are
provided as cast on the Hose Coupling Heads. Further, the Coupling Head for
BP and FP are opposite in the angle of bend to avoid inadvertent mating.
6.6 AUTOMATIC BRAKE APPLICATION – SERVICE
When it is desired to apply the locomotive and the train brakes, the Handle of
the A-9 Automatic Brake Valve (17) on loco is moved into the service brake
application zone, permitting the Brake Pipe control air pressure to be vented at a
service rate at the exhaust port of the Brake Valve under operation. Decreasing
the control air pressure from the Brake Valve causes the C2W Relay Valve (50)
for Brake Pipe charging also to respond similarly by connecting the Brake Pipe
air on the delivery side to atmosphere through its exhaust port. This causes a
corresponding reduction in pressure on the BP line on loco.
On the air braked trailing stock, as the BP line is interconnected to loco, this BP
reduction will also takes place through out the train. The connected DVs to the
BP line on each unit of the train will now respond to the BP pressure reduction
and react to send a corresponding BC pressure to the Brake Cylinders of their
respective units. Thus, brakes are applied on the trailing stock.
B - 08
For vacuum braked trailing stock, the reduction in pressure of the Brake Pipe at
port no. 3 of the VA-1B Control Valve operates the inside Spool Valve to admit
atmospheric air from its port no. 8 into the Vacuum Train Pipe on locomotive
connected at its port no. 6, causing a proportionate destruction of vacuum in
relation to the reduction of air pressure in the Brake Pipe. As Vacuum Train
Pipe on loco is connected to the trailing stock, the vacuum brakes in the trailing
stock are also gets applied due to the destruction of vacuum via the VA-1B
Control Valve.
6.7 CO-ORDINATED BRAKE APPLICATION ON LOCO
In respect of air or vacuum braked trailing stock, when the Brake Pipe pressure
reduction is taking place during brake application, parallelly the C3W
Distributor Valve provided on the locomotive also reacts and sends the
proportionate control air pressure to Brake Cylinder through an N-1 Reducing
Valve (47) to the C2W Relay Valve (22) for the purpose of initiating compressed
air brake application on the locomotive. The N-1 Reducing Valve provides a
means to regulate the output pressure of DV not to exceed the preset value for
the Brake Cylinder pressure. This facility is useful in preventing wheel skidding
and locking situation on the locomotive that may cause damages with expensive
repair attention.
The application time of the DV on the locomotive have been so fixed that the
locomotive brakes takes a maximum effect with a delayed timing than the
brakes in the trailing stock, to ensure a smooth train operation.
6.8 STABILISATION AFTER APPLICATION
After the desired Brake Pipe reduction has been made, the A-9 Automatic Brake
Valve (17) will lap itself at a pressure level as governed by the position of its
Handle. In lap position of the Brake Valve, the pressure in the Brake Pipe
stabilizes after the reduction, causing the VA-1B Control Valve on loco also to
move for a lap position and holds the lowered vacuum on Vacuum Train Pipe
at the desired level.
If the trailing stock is air braked, the stabilization of Brake Pipe pressure after
the desired reduction causes the Distributor Valve in all the vehicles of the
trailing stock also to react for a lap position after a brake application and hold
the applied BC pressure steady against the normal leakage.
B - 09
If the trailing stock is vacuum braked, the stabilized level of vacuum after the
desired destruction causes the vacuum Brake Cylinders in all the trailing
vehicles to reach a stabilized application level. The brakes either air or vacuum
in the trailing stock thus remain applied at the same intensity as long as the
pressure in the Brake Pipe is maintained at the desired level.
6.9 GRADUATED APPLICATION
Further steps in brake application with increased intensity are realized by

moving the A-9 Brake Valve Handle deeper into the application zone which
causes greater reductions in the Brake Pipe pressure and hence in the level of
vacuum in the Vacuum Train Pipe on locomotive.
In air braked trains, the intensity of the Brake Cylinder pressure delivered by
the Distributor Valves both in the locomotive and in the trailing stock also
increases proportionately to the degree of handle movement of the A-9 Brake
Valve in application zone. Similarly, in vacuum braked trailing stock, the
vacuum Brake Cylinder output also increases proportionately to the level of
additional destruction in the vacuum level caused by the VA-1B Control Valve
in the Vacuum Train Pipe.
Each time the Brake Valve moves to lap position, its exhaust port to atmosphere
is closed stopping the reduction in the control air pressure closely followed by
the C2W Relay Valve (50). At the VA-1B Control Valve, the inside Spool Valve
moves to close the Vacuum Train Pipe at port no. 6 from atmosphere at port no.
8 and assume a lap position.
With the Brake Pipe pressure stabilized, the Distributor Valve (20) on the
locomotive also stabilizes. The C2W Relay Valve (22) will in turn achieve a lap
position due to equalization of control and delivery pressures across its
Diaphragm. In this condition, the pressure in the locomotive Brake Cylinder is
held constant by the Relay Valve against normal leakage.
In air braked trailing stock with BP pressure stabilized in the train after each
application, the DVs of each unit also assumes a lap position thereby holding
the BC pressure constant against normal leaks.
On a vacuum braked trailing stock after the desired reduction is achieved in the
Brake Pipe through the Driver’s Brake Valve, the atmospheric air build-up in
the VA-1B Control Valve at its port no. 8 operates to cut off the flow of
atmospheric air to Vacuum Train Pipe by the Spool Valve when it moves back
to its lap position. Any leakage of the atmospheric air into the Vacuum Train
B - 10
Pipe causes the VA-1B Control Valve to go out of its lap position and again
connect the Vacuum Train Pipe at its port no. 6 to the Expressor at port no. 7 to
maintain the original vacuum reduction level. Thus the VA-1B Control Valve
maintains the vacuum level in the Vacuum Brake Pipe even against normal train
pipe leakage and thus brake application in train.
6.10 RELEASE AND RECHARGE
When the A-9 Automatic Brake Valve Handle is moved to “Release” position
for release of brakes, the Main Reservoir at its port no. 30 is connected again to
port no. 5 from where it charges via port no. 3 and 13 of MU-2B to signal port
no. 2 of the C2W Relay Valve (50) for Brake Pipe recharging to original set limit.
Under the influence of increase in pressure at the signal port now acting on the
underside of its Diaphragm Assembly, the Supply Valve in the C2W Relay
Valve moves off its seat to allow Main Reservoir at its port no. 1 to be connected
to the Brake Pipe through port no. 3 thereby causing the Brake Pipe pressure to
rise to the level of the signal pressure at its port no 2. Increase in Brake Pipe
pressure at port no. 3 of VA-1B Control Valve also forces the Spool Valve down
to connect its Vacuum Train Pipe at port no. 6 to Expressor at port no. 7.
Increase in the BP pressure on the locomotive back to regime pressure causes

the DV to react and move to release position. This causes its control air
withdrawal from C2W Relay Valve. The C2W Relay Valve in turn withdraws
air from the BC’s causing the loco air brake system to assume a release condition
within the timings specified. The Relay Valve has a calibrated Choke at its
exhaust port to control the rate of release of pressure from the Brake Cylinders.
The amount of brake release corresponds to the degree of the movement of the
A-9 Brake Valve Handle towards the “Release position” and build up of
pressure in the BP line.
If the trailing stock is air braked, the corresponding increase in the pressure in
the Brake Pipe will trigger the DVs in all the vehicles to connect their Brake
Cylinder ports to atmosphere proportionately to the increase of pressure in the
Brake Pipeline.
If the trailing stock is vacuum braked, the increase in vacuum level in the
Vacuum Train Pipe is initiated by VA-1B based on the increase in the level of BP
pressure and will pilot the release of vacuum brakes to a proportionate limit.
B - 11
6.11 TRAIN BRAKE SYSTEM CONTROL DURING MU OPERATION
The loco brake system is so designed that all the braking controls are placed
only in the leading locomotive unit even on Multiple Unit service during the
operation of either air or vacuum braked trailing stock. However, during a
brake release on vacuum braked trailing stock, the trailing unit Expressor also
aids automatically for a faster evacuation of the Vacuum Train Pipe to achieve a
quick release of brakes on train. This is done by shutting-off the trailing unit
Expressor from the Vacuum Train Pipe during normal run with brakes fully
released and reconnection to the Vacuum Brake Pipe only during brake release
operation after an application. This opening and closing of Expressor to
Vacuum Train Pipe is done by the VA-1 Release Valve (81) provided in the
VBER.
The VA-1 Release Valve is installed in the Vacuum Train Pipeline before the
VA-1B Control Valve and has a spring loaded Check Valve inside. It is
normally kept closed under built-in spring tension and gets operated for an
open position with an air pressure supply. It is kept open on the leading
locomotive permanently by MR pressure supply through MU-2B Valve (19)
when the latter is kept in the lead position (through interconnection of MR
supply at port no. 63 to port no. 53 that feeds the VA-1 Release Valve). With the
trail position of the MU-2B Valves in trailing locomotives, the MR supply to
VA-1 Release of trailing units is automatically cut off by the Valve due to
disconnection of port no. 63 to 53 and port no. 53 air allowed to its exhaust
internally. Hence, the VA-1 Release Valve normally remains closed during the
operation. However, it gets operated during brake releases through a signal
pressure generated from A-1 Differential Pilot Valve (80) via the 24-A Double
Check Valve (93), whenever brake release is taking place during BP recharging
to regime pressure level by operation of A-9 Brake Valve. This signal pressure is
withdrawn subsequently after stabilization of brake release and is explained in
subsequent paragraphs. Thus, the trailing locomotive Expressor is connected to
the Vacuum Train Pipe only during brake release operations for vacuum
recreation and helps in a faster release of vacuum brakes in a train due to
combined effect of Exhausters.
6.12 EMERGENCY BRAKING
When it is desired to make the shortest possible stop, the A-9 Automatic Brake
Valve Handle is moved to emergency position. This opens the air Brake Pipe
connected at port no. 1 of A-9 Automatic Brake Valve directly to atmosphere
through a vent valve with a large opening in addition to the normal exhaust of
B - 12
air pressure from the delivery pipe no. 5 at its exhaust port. This causes a rapid
reduction of pressure in the entire Brake Pipe of the train at the Brake Valve as
well as by the consequent action at the exhaust port by the C2W Relay Valve
(50). Rapid venting and reduction of BP pressure to zero level on the BP line of
the train results in rapid reaction of Distributor Valves in case of air brake
trailing stock and brake application in the train at a faster rate.
The VA-1B Control Valve, during emergency braking, responds to this rapid
decrease in pressure in the BP line connected at its BP port no. 3 and admits
atmospheric air into the Vacuum Train Pipe (6) with a full atmospheric port (8)
opening due to complete upward travel of its Spool Valve. Rapid destruction of
vacuum by the VA-1B Control Valve in Vacuum Train Pipe results in a faster
application of the vacuum brake in the vacuum braked trailing stock.
Simultaneously, the DV on loco triggered by the rapid reduction in the BP

pressure reacts quickly to application position and send a proportionate Brake
Control air pressure by connecting the MR air available at its MR port, through
the N-1 Reducing Valve (47) and Magnet Valve NO (32) and F-1 Selector (21).
This signal Brake Cylinder pressure acting on C2W Relay Valve (22) causes
locomotive brake application rapidly.
Release after emergency application is similar to as explained earlier under

“Release and Recharging”.
7.0 EMERGENCY BRAKE VALVE
The emergency braking can also be initiated alternatively from D-1 Emergency
Brake Valve (30) provided near to the control stand / each cab, whenever the
situation warrants or in case normal operating brake system control by A9
Brake Valve fails or driver gets incapacitated. When the Operating Lever of the
D-1 Emergency Brake Valve is pulled open, it vents Brake Pipe air pressure to
atmosphere and simultaneously admits atmospheric air into Vacuum Train Pipe
through its large port opening. This brings about a quick brake application of
maximum intensity in the locomotive as well as trailing stock either air braked
or vacuum braked. The Operating Lever of the Emergency Brake Valve remains
in open position and for brake release, it is moved back and positioned to close
the passages in the Valve.
8.0 INDEPENDENT BRAKING
Independent braking is provided exclusively for application and release of air

brake to locomotive and forms part of the Dual Brake System. It is generally
meant for use during control of the locomotive on its idle run or with limited
B - 13
trailing stock attached during shunting operation or to hold the train at
stationary condition. The SA-9 Brake Valve handle (18) has three positions viz
Quick Release (position dummied in the system by blanking the connected
ports), Release and application zone.
When it is desired to make an Independent brake application, the Handle of this

Brake Valve (18) in the operating control stand / cabin is moved from release to
the application zone. This causes the Main Reservoir air connected at its port
no. 30 to be passed into its port no. 20 into the Independent Application /
Release pipe in a regulated manner based on the maximum setting of the
delivery pressure with its Spring Adjusting Handle Assembly. The control air
then passes on to a Double Check Valve type 24A (34). This Check Valve serves
as an interlock between the two Independent Brake Valves provided in the cab
and admits pressure only from the Operating Brake Valve at any time, the
inoperative one having been kept in the Release position. The air further enters
the Main Panel Assembly through port no.5 which is internally connected to
port no. 2 of MU-2B Valve.
With the MU-2B Valve kept in lead position, the delivery pressure from the
Independent Brake Valve flows from its port no. 2 through port no. 20 to
another Double Check Valve type 24C (66) mounted in the Panel Assembly
directly to the signal port no. 2 of the C2W Relay Valve (22) in order to pilot the
locomotive brake application. The C2 Relay Valve in turn supplies MR air
available at its port equivalent to the signal pressure to the delivery for initiating
brake application at the Brake Cylinder.
By this system layout, it can be seen that by moving the Handle of SA-9
Independent Brake Valve into application zone, only the locomotive brakes can
be applied independently to the desired intensity without causing a brake
application in the trailing stock.
To release the locomotive brake, the Handle of Independent Brake Valve is

moved back towards Release position. This causes venting of the air pressure at
Independent Application Release Pipe control air at port no. 2 of the C2W Relay
Valve (22) to atmosphere at the SA-9 Brake Valve exhaust. The C2W Relay
Valve in turn will exhaust the BC air equivalent to the reduction of pressure in
the control port. The release of independent brake will be in proportion to the
degree of the handle movement towards the Release position. Brake release will
be complete when the Handle is placed in Released position.
B - 14
QUICK RELEASE OF LOCOMOTIVE BRAKE
If an automatic brake application has been made in the locomotive by A-9 Brake
Valve in the trailing stock with vacuum or air braked, it is possible to release the
locomotive air brakes alone without affecting the brake application in the
trailing stock. This is achieved by pressing the Loco Brake Release Switch (8)
provided on each control stand in the cab. Pressing the Switch energises the
Rotex Magnet Valve No. SR-3097 (32) provided in the Main Panel Assembly to
close and allow venting the BC pilot air pressure sent earlier by Distributor
Valve to C2W Relay Valve through F-1 Selector (21). Consequently, the C2W
Relay Valve in turn withdraw the Brake Cylinder air supplied to the Brake
Cylinders on the locomotive at its exhaust port and effect brake release on the
loco alone.
The Brake Release Switch is spring loaded and will remain in operation so long
it is pressed. When it is released, it will move back automatically to Release
position causing the Magnet Valve to assume a Normally Open position for the
locomotive automatic brake system to come into operation.
This method of releasing the locomotive brake can be effectively used to control
the train stretch during braking to achieve smoother stops or at times when the
loco air brake is not well synchronized with trailing stock brake or during any
distress situation on the loco brake gearing / wheel warranting no brake
application. In addition, a fine control can still be achieved in the train speed,
without having to apply the locomotive brakes and thus save the wheel / brake
block wear on the locomotive.
9.0 MULTIPLE UNIT OPERATION
The brake system permits two or more locomotives operating on similarly

designed brake systems to be connected successively in Multiple Unit operation
for higher hauling capacities. However, in such operation all the locomotives
must be placed adjacent to in one consist. In this operation, MU-2B Valve (19)
on Panel Assembly will condition the brake system of the particular locomotive
to operate either in the leading position or in the trailing position (s). The
handle of the MU-2B Valve when positioned into “Lead” as indicated on its
escutcheon plate will place the locomotive brake system into a control position
to govern the brake system operation in the trailing units, where the handle of
the MU-2B Valve (s) should be placed in “trail or dead position”. Further all the
interconnections of Hose assemblies BP, FP, MR Equalising Pipe, BC Equalising
Pipe (VTP if vacuum braked stock) are to be connected from lead to trail
locomotives in between.
B - 15
LEAD UNIT
With MU-2B in lead position, its port no. 30 is vented to atmosphere and hence
the F-1 Selector Valve (21) in this unit is conditioned to operate the system as a
leading unit. As ports 53 and 63 of the F-1 Selector are connected to port no. 30
of MU-2B, air is vented to atmosphere at MU-2B and connections are established
between ports 4 and 16 as well as between 30 and 14 at F-1 Selector Valve.
However, to realize this condition, the Main Reservoir pressure in the
equalizing pipe connected between the successive units should be acting on port
no. 15 in the F-1 Selector Valve.
In leading unit, the Brake Cylinder pressure output from C3W DV is routed
through port no. 4 to 16 in F-1 Selector (21) and Double Check Valve (34) to act
on the signal port no. 2 of the C2W Relay Valve (22) in order to cause a brake
application in the leading unit during an automatic brake application. The
Independent Brake Application and Release Pipe from port no. 20 of SA-9
Independent Brake Valve (18) is also routed through ports 2 to 20 in MU-2B
Valve and acts at port no. 20 of F-1 Selector Valve. Though this port in F-1
Selector Valve is blanked with MU-2B Control Valve in lead, the 24 C Double
Check Valve (66) permits an interlock between the Brake Cylinder control
pressure from both the C3W DV as well as from the SA-9 Independent Brake
Valve to act at the signal port no. 2 of the C2W Relay Valve (22) on the
locomotive.
Brake Cylinder pressure from port no. 3 of the C2W Relay Valve charges into
the locomotive Brake Cylinders and also to port no. 30 of the F-1 Selector Valve
on lead loco from where it is discharged into the Brake Cylinder Equalising Pipe
on the through its port no. 14. When the units are operating in MU service and
Brake Cylinder Equalising Pipes connected between the successive locomotives,
the Brake Cylinder pressure from the leading locomotive charges into the
trailing unit also where it enters the F-1 Selector Valve of the trailing units at
their ports no. 14.
TRAILING UNITS
With the MU-2B Valve Handle placed in trail position in all the trailing loco
units, connections between its ports 3 & 13, 2 & 20 are cut off internally. The
delivery pressure form either the Automatic Brake Valve A-9 or the
Independent Brake Valve SA-9 provided in the trailing loco units will however
not be able to cause any brake application in the trailing units on their own
accord even if it is inadvertently operated. The control pressure from the BC
B - 16
Equalising Pipe entering the trailing units through their F-1 Selector Valve (21)
at port no. 14 and passing over to port no. 16 & 20 will also be blocked at port
no. 20 of the trailing unit of MU-2B Valves (19). In trail or dead position of MU-
2B, the MR air pressure connected at port no. 63 of the MU-2B Valves in all the
trailing locomotives will be diverted to port no. 30 from where it acts on the F-1
Selector Valves at port no. 53 (and 63 internally). Also another condition to be
met with is that the MR pressure from the Main Reservoir Equalising Pipe of the
trailing unit should be acting at port no. 15 on all the trailing units F-1 Selector.
In this configuration, the F-1 Selector Valves of trail units condition themselves
to operate as trailing unit cutting off the connections between their ports 4 & 16
and instead establish interconnections between ports 20, 14 and 16. Thus, the
BC pressure from the leading unit charged into the trailing units through BC
Equalizing pipe connections enter the trailing unit F-1 Selector Valves from port
no. 14 and passes on to port no. 16 & 20. This BC pressure at port no. 20 now
passes on to the Double Check Valve (66) and further to the control port no. 2 of
the C2W Relay Valves (22) provided in all the trailing units. Hence, brake
application in the trailing units will again be through their respective C2W
Relay Valves (22) but triggered only by the BC pressure charging from the
leading unit.
It must be noted that in addition to conditioning the MU-2B Valves to trail

position, the Cut Off Cock (69) in the Panel Assembly to the delivery port no. 3
of all the trailing units C2W Relay Valves (50) connecting the BP charging are
also to be kept closed in order to isolate those Relay Valves from the Brake Pipe.
10.0 BREAK-IN-TWO PROTECTION
In the event of a parting between two successive locomotives and with the
Brake Cylinder Equalising Pipe venting to atmosphere automatically in both the
locomotive parted section, no brake application can take place in all the
units, unless this Pipe is closed from the Relay Valve (22) in each unit. This is
done by the F-1 Selector Valves in all the units, which automatically respond to
the venting of the Main Reservoir pressure at port no. 15 due to the automatic
parting of the Main Reservoir Equalising Pipes also in between the locomotives.
When the pressure from port no. 15 is removed in the leading F-1 Selector, the
tension of the spring in its protection valve moves up and connections among its
ports 30 & 14 are cut off. The Brake Cylinder pressure is trapped in the Valve
itself without passing on to Brake Cylinder Equalizing pipe. However,
connections from port no. 4 to 16 is retained.
B - 17
In the trailing loco F-1 Selectors, with loss of air pressure in port no. 15 due to
parting, connection as such existing between its BC Equalising port no. 14 to
port nos. 16 to 20 is cut off. Instead connections are re-established between its
ports 4 and 16 automatically by the movement of the protection valve due to
spring action.
Brake Pipe pressure venting and consequent complete destruction of BP

pressure in the BP line of all the locomotive units causes the C3W DV of each
unit to react and apply the brakes in the same way as in the leading unit.
However, the BC Equalising Pipe connections between 30 & 14 are sealed off,
preventing the escape of the BC pressure from C2W Relay Valve at F-1 Selector
itself.
Thus, the combination of MU-2B Control Valve and F-1 Selector Valve
conditions the locomotive either for leading or trailing unit mode of brake
operation. By this it can also be seen that in case Multiple Unit feature itself is
not required in the locomotives, these two valves are not required in the system.
11.0 DYNAMIC BRAKE INTERLOCK
Dynamic brake is a method that utilizes the momentum energy available in a

moving loco / train to develop a retarding force on the locomotive so that the
loco/ train speed can be controlled effectively without having to apply the
conventional friction brakes on the train. When the loco / train is in motion,
due to its own kinetic energy by virtue of speed / mass and without the aid of
an external power source, will cause the loco / train to continue in motion for
some more period due to friction interface at the wheels and train being low at
speeds as governed by the other operating gradient / frictional factors.
Considering movement during down gradient operation, the loco/train may
also tend to accelerate. Thus, a condition may prevail in that the traction motors
of the locomotive that were hitherto driving the loco wheels with external
electrical energy, will now be driven by the momentum energy of the loco/train
when the external power is removed. When this happens, the motors will
functions like a generator if the fields are energized separately and produce an
electrical power that can be utilized for any other purpose. By introducing a
suitable and variable resistance to the field of Traction Motor, the output can
also be controlled during the running. By this momentum energy of the train is
converted to electrical energy and the latter absorbed by dissipation in electrical
resistance grid circuits.
B - 18
The dynamic braking will save brake shoe and wheel wear on loco / trail
vehicles duly extending the life of these items. Considering the heavier weight
of locomotives and the speeds at which they can travel, dynamic brake can
produce a substantial retarding force on the locomotive and can be very
effective while controlling the loco / train speeds especially during the down
gradient operations. Since the momentum of the loco / train become zero when
it ultimately stops, the effect of dynamic brake also fades away at very low
speeds. Thus, dynamic brake can only be a speed controlling method for loco /
train but not an ultimate stopping method. However, the brake system has a
provision by which during an emergency, even when the dynamic brake is ON,
moving the handle of A-9 Automatic Brake Valve into emergency position will
automatically trip the dynamic brake and reapply the automatic pneumatic
friction brake.
Since the dynamic braking is effective only when the train is running, the
automatic brake is generally not brought in when the dynamic brake is applied.
However, if the automatic brake is already in effect, it is released on the loco
completely during dynamic brake application as under.
During an automatic brake application, the BP pressure is reduced causing the

C3W DV to trigger the brake application in the locomotive through C2W Relay
Valve (22). The BC control pressure is passed through a Magnet Valve (32)
normally opened. The electrical control for this Magnet Valve is placed in the
control circuit of the dynamic brake so that whenever a dynamic brake is
applied, the Solenoid is energized. This allows the BC control pressure
delivered to C2W Relay Valve (22) to be withdrawn and exhausted at this Valve
through this exhaust port. In this condition even if automatic brake is already
applied in the locomotive, the same will be released at the Magnet Valve
whenever dynamic brake is introduced. When the dynamic brake is released or
during emergency braking of A-9 Automatic Brake Valve, the Magnet Valve
(32) is de-energised to open again to establish the connection between its inlet
and delivery ports and the BC control air pressure from C3W DV will now
actuate the C2W Relay Valve (22) as usual.
This interlocking of pneumatic and electrical dynamic brake is only for the
automatic brake on the loco. The Independent brake however is unaffected by
this interlock facility and can still be applied unhindered.
Dynamic brake application releases only the locomotive friction brake but the
automatic application in the train (air or vacuum) if applied earlier, remains
unaffected. Thus a fine control in speed can be realized with a combination of a
dynamic braking facility and automatic train brake by suitable manual blending
while gaining the advantage of saving the wear on the locomotive wheels and
shoes.
B -19
12.0 TRAIN OPERATION INDICATION (AIR BRAKED TRAILING STOCK)
Air Flow Measuring Valve (55), Relay Valve type SW 5P (58) (supplied in place
of R-6 Relay Valve) and Air Flow Indication Gauge are used to identify the
condition of train Brake Pipe charging. When the Main Reservoir air is charged
through the C2W Relay Valve (50) into the Brake Pipe, the MR air connection at
port no. 1 of the Relay Valve is supplied passing through the Air Flow
Measuring Valve (55) and Release and Run Magnet Valve (96). The former
constantly senses the air flow through its passage and generates a pressure
signal proportional to the quantity of air flow with an indication on the gauge
provided. During the initial period of charging, the Release and Run Magnet
Valve is normally pressed and the flow of air into Brake Pipe is large due to the
bigger passage opening provided in the Valve. As the flow into the Brake Pipe
is large, the indication on the gauge raises to the higher deflection levels. When
the flow has diminished towards the end of charging, the pressure in the Brake
Pipe nearly equals the signal pressure in port no. 2 of the C2W Relay Valve.
Under this condition, the Release and Run Magnet Valve is released and the
charge is restricted to the opening of 5.5 mm passage in the Valve just to take
care of sustaining the BP pressure charge of the train and to maintain nominal
leaks.
The Air Flow Indication Gauge gradually settles down to a lower limit as
permitted by the operating regulations of the Railways based on nominal
permitted leaks in the system. However, due to higher leakage development in
the Brake Pipe or reduction in BP pressure caused by actuation of alarm chain
pulling device by any passenger in a coach of the train, the gauge indication on
Air Flow Measuring Valve shoots up to higher limits due to the extra demand in
the BP line by C2 Relay Valve for MR air due to its pressure maintaining feature
by way of compensating the loss of pressure in the BP delivery line. Under the
circumstances of increased indication beyond normal operation, the operating
crew is expected to stop the train and investigate the source of leakage in the
train Brake Pipe and rectify so that the leakage drops down to permissible
values.
The sudden deflection of the need in the Air Flow Measuring Valve will also
result in an audio signal to be generated by the Pressure Switch provided for the
flow indicator to alert the driver.
Faiveley Transport are now supplying Relay Valve type SW 5P in place of R6

Relay Valves duly approved by RDSO.
B - 20
13.0 POWER CUT OFF DURING TRAIN OPERATION
During normal brake release at VA-1B, the increase in the Brake Pipe pressure
in port no. 3 causes an imbalance and a downward motion of its Spool Valve
which operates the “Release Interlock Valve” housed at its Lower Cover. The
interlock Spool Valve moves down against its spring pressure to close port no.
12 from exhaust and connect port no. 10 to port no. 11. The regulated air
pressure usually 24 psi or as desired by the Railway regulations connected at
port no. 1 of the VA-1B Control Valve that serve as a reference pressure
under the Large Diaphragm of the Control Valve now suddenly surges
downwards into port no. 11 consequent to the exposure. This pressure further
flows to the signal port no. 10 of HB-5 Relay Air Valve (77) since piped and
actuates its Piston. This connect the Main Reservoir air available at its port no.
12 to port no. 11 and finally leads to the Pressure Switch RT-5X (82) mounted on
the VBER. The operation of the Pressure Switch in turn leads to dropping of
contacts to the control circuits of the engine Governor and brings it to idle duly
cutting off the power to traction.
As could be seen from the above, the power knock out event would happen
during every brake release through the HB-5 Relay Air Valve and is an
undesired feature. This can be avoided only when the HB-5 Diaphragm Piston
is prevented from moving down. This action is done by the A-1 Differential
Pilot Valve (80) provided in the VBER which sends out a counter signal pressure
that is generated only during the normal brake releases. This counter pressure
will be absent once the desired release has been achieved.
When the Brake Pipe pressure is increased by the movement of Driver’s Brake
Valve (A-9 Handle) into Release zone, the increasing BP pressure connected at
port no. 1 of the A-1 Differential Pilot Valve deflects its Diaphragm and the
Check Valve downwards and passes over into its delivery pipe connected at
port no. 2. This pressure is connected to the port no. 13 of the HB-5 Relay Air
Valve to act as a counter, nullifying the pressure generated from the HS-4
Control Air Valve on the underside of its Diaphragm and Piston. Under the
effect of the BP pressure discharged by the A-1 Differential Pilot Valve during
every brake release acting in its port no. 13, the HB-5 Relay Air Valve Piston
stays put in its top position, though the signal pressure from the HS-4 also
surges into its port no. 10 via VA-1B Control Valve during every brake release.
Thus, the power cut off is avoided during normal brake releases. The A-1
Differential Pilot Valve used by Indian Railways has no exhaust and as such the
Brake Pipe pressure delivered into its port no. 2 to act on the underside of the
Diaphragm of the HB-5 Relay Air Valve cannot find its exhaust. In addition,
this counter pressure under the Diaphragm is required to stay as long as the
B - 21
pressure in signal port no. 10 is available from VA-1B Control Valve assumes a
lap position. Both these pressures can disappear as soon as the Release interlock
Valve goes back to its normal position. This in turn can happen only when the
VA-1B assumes a lap position at the end of any desired release. Thus, the
delivery pressure from the A-1 Differential Pilot Valve connected to port no. 13
of HB-5 Relay Air Valve and also at port no. 12 of VA-1B Control Valve is
released at the exhaust port in the VA-1B Control Valve as soon as the Spool
Valve in it reaches a lap position.
Similarly, the delivery pressure from port no. 11 of the VA-1B Control Valve
which acted on port no. 10 of HB-5 Control Valve will also be exhausted
gradually at the 1/32” Choke and 1/64” exhaust (91) mounted on the VBER.
When both these pressures are withdrawn from HB-5 Control Air Valve, the
Piston contained in it is prevented from moving down to connect the Main
Reservoir air available at port no. 12 to delivery at port no. 11 and thus
undesired power knock outs are avoided.
14.0 TRAIN PARTING IN RESPECT OF VACUUM BRAKE TRAILING STOCK
On vacuum braked trailing stock with BP pressure maintained at 5 ksc on the

locomotive, the brakes in the locomotive as well as in the trailing stock are fully
released during the normal run of the train. With BP pressure stabilized, the
Vacuum Train Pipe pressure also will stabilize at the maximum set level and the
VA-1B Control Valve would be in a lap position with a small opening for the
Exhauster to maintain against the leaks in the formation. When this happens,
the Interlock Release Valve is moved by the spring duly opening port no. 12 of
VA-1B Control Valve to exhaust. This also connects to atmosphere the delivery
pressure from port no. 2 of A-1 Differential Pilot Valve which was so far acting
on the underside of Diaphragm Piston in HB-5 Control Valve at its port no. 13.
This indicates that the pressure in port no. 2 of A-1 Differential Pilot Valve does
not exist when the desired brake release either partial or complete has been
achieved.
Under this condition, if a sudden dislocation in the Vacuum Train Pipe at any
section of the train occurs causing a substantial destruction of vacuum in the
Train Pipe, the Dumbel Valve of VA-1B Control Valve moves down to an
imbalance position caused by atmospheric air rushing into the Vacuum Train
Pipe from the parted section into port no. 2 of this Valve. When the Dumbel
Valve moves down, the Release Interlock Valve is also pushed down connecting
port no. 12 to port no. 11. Regulated air pressure from HS-4 Control Air Valve
connected at port no. 1 of VA-1B Control Valve surges into port no. 11 of HB-5
and operates a Diaphragm Piston through entry to port no. 10. During this
period as no counter pressure from A-1 Differential Pilot Valve port no. 2 is
B - 22
available, having been vented to atmosphere earlier, the port no 13 of HB-5
Control Air Valve remains empty. With only the signal pressure in port no. 10
of HB-5 Control Air Valve, the Valve functions to connect MR air available at its
port no. 12 to port no. 11 and operate the Pressure Switch RT5X on VBER, which
in turn operates through the control circuits of the Governor for bringing the
engine to idle and power cut off.
With the Compressor exhauster continuously working during train operation,

the sensing of destruction of vacuum by VA-1B Control Valve on locomotive
may vary based on the distance at which the parting has taken place in between
vehicles. However, the HB-5 Control Air Valve and Pressure Switch (82) has
been set to operate when the vacuum level drops in between 360 to 410 mm of
vacuum level on locomotive.
14.1 TRAIN PARTING IN RESPECT OF AIR BRAKE TRAILING STOCK:
Incase of dislocation in the air braked pipe of the air braked trailing stock such
as during parting or during an emergency braking, the rapid exhaust of Brake
Pipe pressure in the Brake Pipe circuit is sensed by a Pressure Switch (25)
provided in the Brake Pipe circuit. This safety device automatically gets
energized so long the pressure is 4 ksc and above and keeps the electrical
control circuit of the Governor in operation towards powering mode at different
notch speeds of Throttle Handle. Incase there is a drop in BP pressure due to
reasons like alarm chain pulling, heavy leakages or train parting that causes a
pressure drop beyond a limit of 2.8 ksc or further down, the Pressure Switch
contact drop causing a discontinuity in the control circuit of the Governor. Due
to this, the engine automatically comes to idle mode with power cut off to
traction.
This phenomenon will also be repeated if the driver initiate brake application by
causing reduction in BP without easing the throttle to idle condition.
B - 23
B - 24
Equipment List FTIL / RDSO No. to drg no. 01 725 0729, Rev. 1
Note:
The following list of items is the BOM of equipment used in the complete
system and not necessarily the scope of supply.
Qty / Assy Item No. as

FTIL
per RDSO
Item Description On Out of
SKDP 2918
No. panel panel
Alt. 8
1 Expressor 1 1
2 After Cooler 1 2
3 Main Reservoir (350 ltrs) LH 1 3
Main Reservoir (350 ltrs) RH 1
4 J1 Safety Valve at 10.5 kg/cm² 1 4
5 1 ¼” Check Valve – NPT 1 5
6 Reservoir 435 Cu. In (7 ltrs) 1 59
7 ¼” COC Ball Type (OLP) – NPT 2 9
8 Loco Brake Release Switch 2 40
9 Single Pressure Gauge 4” (MR) self 1 70
illuminated
10 D-1 Auto Drain Valve with Timing 2 8
Chamber.
11 ½” Drain Cock 2 10
12 0.5 mm dia Choke with Felt Filter 3/8” 1 65
NPT
13 1” COC with vent ball type (OLP) 1 6
14 J-1 Filter with Drain Cock & Grip Seal Ftg 1 7
15 Reservoirs 4 ltrs with 3 ports of 3/8” 1 65
16 3 Way (3/4” x ¾” x 3/8”) Cock 2 37
17 Modified A-9 Auto Brake Valve with 2 15
Handle
18 SA-9 Independent Brake Valve with 2 16
Handle
19 MU2B Valve 1 49
20 C3W Distributor Valve 1 53
20a Filter for C3W Distributor Valve 1 -
20b Control Reservoirs 10 ltrs 1 -
21 F1 Selector Valve 1 60
22 C2W Relay Valve 1 62
23 1 ¼” Cut Off Angle Cock – FP 2 30
24 3/8” Air Strainer 1 64
25 Danfoss Pressure Switch RT 116 1 68
B - 25
FTIL
per RDSO
SKDP 2918
No. panel panel
Alt. 8
26 Indicator Lamp for Flow Indicator 2 42
27 2-way Magnet Valve (NG) Rotex SR-3163 1 63
28 1 ¼” Hose Coupling 2 31
29 8” Single Air Pressure Gauge (BP (self- 2 21
illuminated)
30 Emergency Brake Valve 2 35
31 ¾” Duplex Check Valve 1 12
32 Rotex Magnet Valve (NO) SR – 3097 1 58
33 Duplex Pressure Gauge 4” (MR & FP) 2 23
(self-illuminated)
34 Double Check Valve (24-C) 3/8” 1 18
35 ½” COC (OLP) Ball type 4 25
36 1” Cut Off Cock (OLP) Ball type 4 24
37 Timing Reservoir 700 cc for Auto Drain 2 11
Valve
38 4” Single Air Pressure Gauge (BC) (self- 2 19
illuminated)
39 Reservoir 2 ltrs (110 cu. in) 1 51
40 ½” Hose Coupling type – HS2 2 26
41 1” Hose Coupling type – LS 2 27
42 8” x 8” Brake Cylinder type – Z 4 38
43 8” x 8” Brake Cylinder type – X 4 39
44 3/8” Cut Off Cock (OLP) Ball Type 2 17
45 Pressure Switch RT – 116 for Flow 1 57
Indicator
46 1 ¼” Hose Coupling FP 2 34
47 N-1 Reducing Valve (set at 3.5 kg/cm²) 1 54
48 3/8” COC with vent Ball type - NPT 1 13
49 D24B Feed Valve (set at 6 kg/cm²) 1 48
50 C2W Relay Valve (w/OCF) w/6 mm 1 50
Choke
51 ½” “T” Strainer NPT 1 14
52 Dummy Coupling Type ‘H’ with Chain 2 28
53 Dummy Coupling Type ‘L’ with Chain 2 29
54 Dummy Coupling Type ‘F’ with Chain 4 32
55 Air Flow Measuring Valve 1 55
B - 26
FTIL
per RDSO
SKDP 2918
No. panel panel
Alt. 8
56 3 Way Magnet Valve (NC) type SR-3008 1 36
57 Pressure Switch RT-5X (setting 8 & 10 1 69
kg/cm²)
58 R6 Relay Valve 1 56
59 Air Flow Measuring Gauge (Self- 2 20
illuminated)
60 Air Dryer 1 43
61 Final Filter with Drain Cock for Air Dryer 1 44
65 Push Button Switch (Yellow) Flush type 2 41
for OCF
66 Double Check Valve (24-A) Panel 1 51
Mounted on IRAB-1 Main Panel
67 1¼” Cut Off Angle Cock (BP) 2 30
68 1” COC (OLP – BP) Panel Mounting type 1 52
69 1” COC (OLP – BP) Panel Mounting type 1 52
70 3/8” COC (OLP for PCO) Panel 1 57
Mounting type Mounted on IRAB-1 Main
Panel
71 3/8” COC (OLP for EPG) 1 87
75 Control Valve VA-1B 1 76
76 ¾” Cock Mounted on Vacuum Rack 1 62
Panel
77 HB-5 Relay Valve Mounted on Vacuum 1 90
Rack Panel
78 GD 80E Filter (Oil less paper type) 1 81
79 GD 80D Filter (Oil less paper type) 1 77
80 Differential Pilot Air Valve A-1 1 83
81 Release Valve VA-1 (without choke) 1 80
82 Pressure Switch for (HB-5) RT-5X 1 91
mounted on Vacuum Rack Panel
83 Reservoir (435 Cu. In 7 ltrs) 1 84
84 2” Check Valve (Flap Type) 1 79
85 2” COC Ball type 1 82
86 HS-4 Control Air Valve mounted on 1 96
Vacuum Rack Panel
B - 27
FTIL
per RDSO
SKDP 2918
No. panel panel
Alt. 8
87 3/8” COC mounted on Vacuum Rack 1 92
Panel
88 Vacuum Hose Assy with Dummy 2 33
Coupling
89 Vacuum Gauge (VTP) self-illuminated 2 22
91 1/32” Choke and 1/64” Exhaust mounted 1 93
on Vacuum Rack Panel
92 Reservoir 1870 Cu. In (3 ltrs) 1 78
93 24-A Double Check Valve mounted on 1 95
Vacuum Rack Panel
94 Vacuum BP control gauge 4” self- 1 97
illuminated mounted on the Vacuum
Rack Panel
95 N1R with choke 1 94
N1R set to 5 ksc
96 Release Run Magnet Valve (Rotex SR 1 71
3282)
B - 28
PART - C
DESCRIPTIVE DETAILS, TESTING,

INSTALLATION AND MAINTENANCE &
TEST PROCEDURE
OF
TRI-PLATE PANEL ASSEMBLY
AND
VACUUM BRAKE EQUIPMENT RACK
PANEL CUM RACK MOUNTED 28 LAV-1 DUAL BRAKE SYSTEM
FOR
DIESEL – ELECTRIC LOCOMOTIVE
1.0 INTRODUCTION
This document covers the description of the Panel Assembly and Vacuum
Brake Equipment Rack, air / vacuum system connections, testing, installation
and maintenance for the 28 LAV-1 dual brake system.
The Panel Assembly containing the IRAB-1 system of Straight Air Brake
portion consists of a single Panel Assembly of Tri-plate construction with nine
ports. The brake circuit diagram is as per FTIL drg. No. 02 725 0938 Rev. 3 is
also attached. The Panel incorporate the Valves, Cut Off Cocks, Pressure
Switches, Magnet Valves, Reservoirs and test / drain points. Bulk of the
equipments are accommodated directly on three manifold blocks and the
latter is mounted on the Panel Front Plate. A steel frame houses the Panel and
serves for mounting on Base Plate of locomotive frame.
The Vacuum Brake Equipment portion is a fabricated steel rack along with a
small Aluminium Panel forming part of it. The brake circuit diagram of
VBER is as per FTIL drg no. 02 725 0939, Rev. 1 attached. The VBER serves for
mounting Valves, Check Valves, Filters, Cut Off Cock and Reservoirs. The
small panel accommodates Valves, Cut Off Cocks, Double Check Valve,
Pressure Switches, Strainer and Vacuum Gauge, etc. The rack is made of
fabricated steel frame that serves for mounting on Locomotive base frame.
During the evolution and supply of the Panel Mounted Brake System for Pure
Air Brake IRAB-1 portion, the earlier design consisted of twin plate
construction with passages/grooves milled in the rear plate and sealed after
bonding with front plate. Certain variants have come into existence with
subsequent standardization of eleven ports for the Header towards
entry/outlet of pneumatic connections. An upgradation of this Panel Brake
System was done with twelve-port connection in the Header and supplies
made to Indian Railways to serve as an interface with 28 LAV-1 dual brake
system for accommodating the vacuum portion with an option to keep the
twelfth port dummied for Pure Air Brake System application.
C - 01
The present supply of Panel is of Tri-plate construction (nine ports) with three
manifold on front plate accommodating bulk of the Brake Valves duly sealed
with ‘O’ Rings for the air passages is not unit-wise interchangeable with the
eleven and twelve port Panels supplied to Indian Railways earlier and in
service so far on WDM2 Locomotives. The Brake Valves forming part of the
brake system alone is interchangeable along with Gasket with Tri-plate
manifold.
2.0 DESCRIPTION OF PANEL ASSEMBLY
Earlier, the various Control Valves and other equipments used in the brake
system of locomotives are being fixed at different locations in the locomotive
with an intricate piping layout connecting the inlet and delivery ports of these
Valves through Pipe Brackets. This layout require pipes to be bent to different
contours and connected with a number of pipe fittings with majority of them
threaded at ends. The layout provision on loco is also a time consuming and
laborious work. Even after the pipe work is completed, difficulty arises during
commissioning of the Loco as well as during maintenance to ensure the
required degree of leak tightness in the pipe joints. Faiveley Transport India
Limited has now introduced a well proven design of a new panel assembly
with a tri-plate construction that will simplify the method of fixing the Valves
and sealing the air passages. The Valves are now directly mounted in groups
on manifolds of suitable size and secured to the Panel Assembly Front Plate.
The interconnecting air passages between Valves are formed with milled
passages on front and rear Plates with boundaries sealed by ‘O’ Rings. To and
fro pneumatic connections from this panel are made to the other actuators in the
system. This design of equipment is otherwise referred to as UNITISED
BRAKE EQUIPMENT or PANEL MOUNTED BRAKE EQUIPMENT.
2.1 The major advantages of this system are enumerated as under:
 Eliminates to great extent the vast network of pipings and the associated
pipe fittings to the loco builder.
 Saves considerable man-hours for loco builder in making the

interconnections between the various Brake Valves. This saving will be well
appreciated if it is considered that the piping is of intricate contours with
threading on ends.
 Eliminates the Pipe Brackets for the Valves, as they are directly mounted on
the panel.
C - 02
 Eliminates the Pipe Brackets for the Valves, as they are directly mountedon
the panel.
 Saves the down time of the loco for attention to leaky pipe joints that are
normally unavoidable during the commissioning stage of the new locos.
This is a major cost saver for the loco builder when taken into consideration
the material cost and reduction in labour for erection.
 Centralised positioning of bulk of the Brake Valves at one location provides

ease of accessibility and servicing from the maintenance point of view.
 Gives the advantage to the maintenance staff of sheds in which the total
brake system, as a unit, can be replaced by merely disconnecting a handful
of in and out pipes to the Panel Assy instead of removing the Valves spread
over in the loco piping system. Further any attention to individual Valve or
for overhaul during schedule attention can also be easily done separately by
a simple removal of the connected manifold and refixing the same without
bothering to remove the individual units fixed at intricate locations.
 This type of unit replacement facilities testing the overhauled brake

equipment system, as a whole separately. A tested and accepted "Unit
Panel / Rack" can simply be fitted in a short time as an unit exchange when
compared to the work involved in having to disconnect the various devices
spread all over the loco underframe / superstructure.
 The response time of the individual Brake Control Valve will be quick to the
pneumatic signal generated by the other Control Valves as they are
mounted in close proximity to one other on the Panel Assembly / Rack.
2.2 PANEL ASSEMBLY (9 port panel) FOR AIR BRAKE SYSTEM IRAB-1
Two types of IRAB-1 panel have been manufactured and supplied. They are
named as Type – A and Type – C.
Type – C is an improved version of Type – A. Both the types are included in

this manual.
This Main Panel serves for attachment of the bulk of valves and subassemblies
of the IRAB1 brake schematic as per part list attached. It comprises of three
plates made of high grade Aluminium Alloy, which is anodized after
machining. The air passages are formed with grooves milled on front and rear
plates with suitable spacing and boundaries sealed by ‘O’ Rings during the
C - 03
process of assembling the three plates. The Tri-plate is held together with Cap
Screws on rear plate at different locations and secured to the front Plate where
threading is provided. The Brake Valves are secured in convenient and compact
groups on three manifolds except items like Pressure Switches, Cut Off Cocks,
Terminal Blocks, etc., that are directly mounted. The manifolds are mounted on
to the front Panel Studs and secured to the front Plate with Nuts.
An Aluminium Header at bottom of Panel serves as an interface connection in

both horizontal and vertical planes with locomotive pneumatic system for the
nine piping connections. The port sequence and the description are as under:
Port No. Description
1. From MR Equalising Pipe

2. To Brake Cylinder Equalising Pipe
3. To Brake Pipe (BP)
4. From Brake Control line port 5 of A9 (Automatic Brake Valve)

5. From Brake Control line port 20 of SA9 (Independent Brake Valve)
6. From Main Reservoir no. 2 (MR)
7. To Brake Cylinder (BC)
8. To Flow Indicator Gauge Pipe
9. To VBER from port no. 53 of MU2B Valve in Panel Assembly
A Reservoir Header at top portion of the Panel also serves for the pipe
connections to the Reservoirs.
2.3 The important parameters of the Tri-plate Panel are as under.
 The thickness of Front Plate, Middle Plate and Rear Plate is 25 mm, 2.5 mm
and 25 mm respectively. These plates including Aluminium Manifold
Blocks are anodized.
 Provision of R6 Relay and introduction of Release-Run Magnet Valve for
improved train operation and safety consideration.
C - 04
 Helicoil Inserts are used on the Panel Plates for the threaded portions that
secure the manifolds and on the Cap Screw location on front Plate where
the Plates are held together for jointing.
 All Isolating Cocks are of OLP type.
 Isolating Cock Handles are inserted with Red Nylon Tubes. Handle
movement clockwise during operation is for closing.
 All the standard Fasteners are zinc plated and de-embrittled.
 An electrical Terminal Block is provided on the Panel to facilitate giving

electrical connections from the locomotive Control Circuit.
 Interchangeability of Valves are maintained.
 Test Points and Drain Points are provided at appropriate places.
 A Rubber Hose forms part of the supply along with the Panel Assembly
for draining the accumulated condensate in the Reservoirs whenever the
Drain Plugs are removed.
 All external surfaces of steel parts are painted to Blackcolour.
 All Aluminium pneumatic Valves are anodized.
 Identification Stickers are provided for all the equipments in the Panel
Assembly.
 Weight of the Panel with equipment is 175 kgs (approximate).
 Lifting Hooks are provided for easy handling during erection and
removal.
The Panel assembly with Header is mounted with fasteners on a fabricated Steel
Frame duly strengthened. The Steel Frame has a provision at bottom portion to
mount on a fabricated base assembly, which in turn is welded to the locomotive
base frame.
C - 05
3.0 INSTALLATION
The Panel Assembly complete duly mounted on the Steel Frame is to be lifted
by using lifting hooks provided on the Panel Frame and positioned inside and
mounted on a fabricated base assembly duly secured by 6 Nos. of M16
Fasteners. The fabricated base assembly will be welded to the locomotive frame
base plate after correct positioning. The top portion of the panel assembly
contains two side brackets which are to be secured with M12 bolts on to the
bracket attached with the vertical partition plate in the nose compartment.
The topside bracket is provided to secure the panel frame rigidly to the vertical
partition plate on loco and to prevent vibration of the Panel Assembly in service
and development of any fatigue stresses to components that may lead to a
failure.
IMPORTANT
If the topside bracket is not secured properly, the important aspect to mitigate
the effects of longitudinal vibrations in operating conditions and
consequential fatigue failures on components will be defeated. As such, any
initial supply panels that have gone into Railway operation without securing
of the topside brackets to vertical partition plate on loco needs to be attended
and secured at the shed level itself in the interest of reliable and trouble-free
service. It is also important that the fasteners at frame base and topside
bracket that secure the Panel Assembly and VBER are periodically inspected
for their soundness and for any corrective action as necessary.
3.1 AIR HOSE CONNECTIONS TO IRAB-1 PANEL
The entry / exit port air connections to Header on the Panel Assembly are
made with NPT threaded Nipples for the nine port connections (indicated in
the Panel drawing) along with Hose Assemblies of 3/8”, 3/4" and 1”. These
items are not forming part of Faiveley Transport supply. It is recommended
that a Nylon Washer is introduced between Nipple face and the Union of the
Hose to ensure leak tightness.
Similarly, the external joints of the Hose Pipes with locomotive air piping
system are to be properly made to make the Air Brake System complete.
C - 06
CAUTION
To make an effective leak-proof joint and avoid a twist in Hose pipelines, it

is necessary to secure the Nipple first to the header with adequate
tightness. When hoses are joined at each location, it is recommended that
the Nipple is held at each location without rotation by a spanner and a
corresponding union of the hose tightened thereafter to the required limit.
Similar procedure are required to be followed for making the joint at the
other end of the hose to the pipelines of the Pneumatic Circuit on the loco.
While making connection to the Nipples, it has to be ensured that sufficient
generous radius is provided for the Hose Pipes at the nine port locations.
3.2 INSTRUCTIONS TO BE FOLLOWED WHILE HANDLING THE EQUIPMENT
 Use lifting hooks for handling / lifting the Panel Assembly.
 Avoid handling the Tri-plate Panel without its Angle Iron Frame
 During the Manifold / Valve removal from the Panel Assembly, care is to
be exercised not to damage the Studs on the Panel.
 When a Manifold / Valve is removed from the Panel for overhaul /

servicing, ensure proper blanking of the ports till re-fitment of the
serviced item to prevent ingress of foreign matter. Do not use cotton
waste or other fibrous material for plugging of ports during servicing.
 When the flexible Hose connections from the bottom of the Header are
removed, it is advisable to tie an identification tag indicating the port nos.
on the hose to ensure the correct refixing.
 Use only soap water solution for swabbing and cleaning of the Panel with
lint-free cloth.
 When all the Manifolds / Valves are dismantled, blow a low pressure jet
of compressed air (2 ksc) through the Panel passage ports to dislodge any
trapped dust / dirt.
 Care must be taken that compressed air does not carry moisture, as it will
immediately settle down inside the passages and form condensate.
 While cleaning the Panel Assembly, care must be taken not to dislodge
the nameplates, which have been used for Valve identification.
 Fix the flexible Hose provided as spare to the Panel Assembly for
periodic draining of condensate from the Reservoirs.
C - 07
 While fixing the Manifolds / Valves on the front face of the Panel
Assembly, care must be taken not to exceed the specified tightening
torque. This is to avoid the damage on studs as well as the threaded
holes in which studs are fixed.
 Ensure that every Valve assembly is pre-tested to the relevant test

specification before fixing on the panel.
 Do not conduct any functional test on Panel Assembly without

mounting the Manifolds / Valves firmly.
 Before dismantling the pressure switches (if the label provided by the
manufacturer indicating the pressure settings is found missing /
illegible) note down prescribed pressure setting on a tag and tie it to the
switches to ensure proper re-fixing after servicing.
3.3 WIRING
Wiring harness:
The cables are run through conduits affording necessary protection from
damage during service. The conduits are held to the panel by clamps. The
electrical circuit diagram for IRAB-1 Panel assembly and VBER are indicated
in drg. no. 03 725 1621, Rev. 0 (attached).
4.0. VACUUM BRAKE EQUIPMENT RACK (VBER) FOR 28 LAV-1 DUAL AIR
BRAKE SYSTEM
4.1 INTRODUCTION
The VBER serves mainly for mounting the equipments of the Vacuum Brake
portion, which are forming part of 28 LAV-1 dual brake system of Diesel
Electric locos. This Rack is used in conjunction with Tri-plate Panel (nine
ports) mounted for IRAB-1 Pure Air Brake System. The Brake Circuit
schematic diagram of the Vacuum Brake Equipment Rack is given in FTIL
drawing no. 02 725 0939, Rev. 1 (attached). The FTIL drawing no. 01 725 0729,
Rev. 1 (attached in section A) gives the necessary details pertaining to the
vacuum portion in the overall Dual Air Brake System schematic for Diesel
locomotives.
The Vacuum Brake Equipment drawing under FTIL part no. 725 0020 00
shows the overall envelope with arrangement of mounting of the Valves and
C - 08
Does not show any clamping arrangement of Valves, Panels, etc., that will be
provided for all the heavy equipments fitted in the actual VBER. The Vacuum
Rack has a small built-in Panel for accommodating certain equipments
forming part of the vacuum brake system.
The brake schematic for VBER is in line with RDSO schematic SKDP 2918,
Alt. 8.
4.2 DESCRIPTION
Ref drg to FTIL part no. 725 0020 00.
The VBER has the port sequence and identification as under:
Port No. 1 - From Brake Pipe (BP)

Port No. 2 - From Main Reservoir (MR)
Port No. 3 - From Port no. 9 of IRAB-1 Panel
Port No. 4 - From Vacuum Train Pipe (VTP)
Port No. 5 - To Exhauster
Items 1 to 3 are connected to a Header attached to the Small Panel and 4 & 5
are Vacuum Train Pipe connections.
4.3 The important parameters of the VBER are as under:
 The small Panel used in the VBER is a bi-plate bonded Panel.
 The GD80D and GD80E Filters are provided with oil less paper type
Filters.
 All the COCs provided in the Rack are OLP type.
 Provision of N-1 Reducing Valve has been dispensed with and a Jumper
Plate provided in its place for the present as per RDSO’s advice.
 Port no. 9 of IRAB-1 Panel (which is internally connected to port no. 53 of

MU2B Control Valve) is to be connected to port no. 3 of VBER which in
turn is internally connected to VA-1 Release Valve through a 24-A
Double Check Valve in the VBER for supply of MR and its operation to
open the VTP connection to VA-1B Control Valve.
C - 09
 The item numbers referred in the VBER drawing are given by FTIL as
these item numbers have already been followed in the IRAB-1 panel also.
These additional items appearing in the VBER have been given FTIL
identification numbers in continuance of already adopted series.
 Identification Stickers are provided for all items in the Panel and Rack.
 The approximate overall weight is 200 kgs (max).
5.0 INSTALLATION
The Vacuum Brake Equipment Rack is mounted on a steel fabricated base

frame with 6 Nos. of M16 Fasteners. This assembly together is to be lifted and
installed in the nose compartment. After proper positioning, the fabricated
base frame is welded to the locomotive frame base plate. The top portion
which carries a bracket on both sides is to be secured with the bracket portion
forming part of the vertical partition plate in the nose compartment with four
M12 Fasteners.
NOTE:
The supplies of VBER made to Indian Railways from eighth panel onwards
carry frame brackets at top location for attachment on to the bracket forming
part of the vertical partition plate in order to prevent vibration in service and
consequential fatigue failures likely to be developed on the components.
Since the earlier seven VBER assembly did not carry this bracket provision, it
is essential that this portion is provided on the VBER that are in service and
homed at Diesel Sheds duly obtaining the necessary details / material from
DLW, Varanasi. This is very necessary to provide a reliable prolonged
service of the panel assembly and for avoidance of any fatigue failure likely to
be generated on components consequent of vibrations normally encountered
in Railway operation.
6.0 OPERATION
The entire feature and operation pertaining to the Panel cum Rack Mounted
28 LAV-1 dual brake system is covered in this manual under Part A.
The VBER is provided with oil less paper type elements to GD80D (79) and
GD80E (78) Filters instead of the conventional oil bath type. This facilitates
efficient filtration without any oil throw in the system and avoids sticky of
C - 10
flap type valve on GD80E Filter. Attention is required for the Filters in
respect of renewal of the inside paper element at an approximate period of
four months in Indian Railway working condition as per the recommendation
of RDSO.
7.0 OVERHAULING
7.1 TOOLS REQUIRED
Refer guidelines under General Tools for attention to air brake equipment
under part General of this manual. No special tools are required during the
maintenance.
7.2 DISMANTLING FROM LOCO (Panel Assembly IRAB-1 & VBER)
The Panel Assembly and VBER normally do not require any attention up to
Periodic Overhaul in workshop during its service period maintenance.
However, the Panel Assembly and VBER can be easily removed after
uncoupling the foundation Fasteners secured to the fabricated Base Frame
welded on the loco Base Frame.
As bulk of the equipments are mounted on individual manifolds attached to

the front plate of the Panel Assembly, it is advised for any specific attention to
a brake equipment, particular manifold can be easily removed with
subsequent and attention to the Valve thereof given at the overhaul center.
The mounting of equipment on the Panel and the design of grouping them in
manifold has been done very carefully to facilitate removal of bulk of the
Valves within a short time in citu from the Panel Assembly by removing the
three major manifolds.
IMPORTANT NOTE:
It is advised not to dismantle the Tri-plate construction during overhauls as it

has been designed for prolonged service period. Further the entire set of ‘O’
Rings forming part of the assembly are all under uniform compression set and
any one replacement towards attention at any particular location is likely to
alter the sealing effectiveness. It is necessary while remaking the assembly of
Tri-plate construction all ‘O’ Rings and Gaskets are renewed duly associated
with a Faiveley Transport representative in order to familiarize the intricacies
of the construction and assembly technique by Railways.
C - 11
7.3 LIST OF ‘O’ RINGS AND GASKETS
The list of ‘O’ Rings and Gaskets that are required for renewal at the time of
overhaul of brake equipments are indicated in the respective manifold
assembly part lists. The manifold and header mounting ‘O’ Rings at different
locations have been standardized as per RDSO guidelines and are as under.
FT Location
Size FTIL Part No.
Part No.
526388 28.17 x 3.53 502 7070 00 Manifold and Header Joint
531868 13.94 x 2.62 502 7020 00 Manifold Joint
524719 25.00 x 3.53 702 7080 00 Manifold Joint
The Gaskets required for mounting the Valve portion onto the manifold is
identical to what is being used for Pipe Bracket application type. In respect of
the O Rings forming part of the three manifold sub-assemblies, the O Ring
portions are indicated by a * mark in the parts list attached with each of them.
7.4 DISASSEMBLY OF BRAKE VALVES
Refer three Manifold drgs to part nos. 725 1100 00, 725 1120 00 & 725 1130 00
along with their part list attached.
In the Tri-plate design of Panel Assembly, FTIL has employed the concept of
Manifold mounting of Brake Valves in selective groups to provide feature-
wise operation of the system like MU operation consist of Valves for MU
operation.
If any particular Valve from the Manifold group is to be removed for

rectification / attention, it is preferable to remove manifold-wise containing
the Valve very easily and to attend the Valve.
It is also recommended that the three manifolds are removed for attention to
Brake Valves during the routine maintenance attention in between periodic
overhauls as prescribed by simply removing the four M12 Nuts with Spring
and Plain Washer from the holding studs provided in the panel. The jointing
‘O’ Rings of manifold to panel assembly is to be carefully removed and
discarded. These are identified by a (*) mark in the individual manifold
assembly part list. These ‘O’ Rings are to be replaced with new ones during
reassembly.
C - 12
The bottom Aluminium Header (details given in the drawing attached) can be
removed and reassembled with new ‘O’ Rings (details given above), if
required during overhauls by simply removing the six Allen Cap Screws.
During reassembly, the ‘O’ Rings are required to be replaced with new ones.
The overhaul procedure for the Main Valves is already covered in our
separate manual under Locomotive Brake Valves no. LBS/004, LBS/023 and
may be referred to for guidance. Details of Valves that are not covered under
this category are given separately in this manual.
7.5 CLEANING
Refer guidelines under Cleaning Procedure given in part General for the
individual equipments forming part of the Panel. However, the IRAB-1 Panel
and VBER normally do not require any regular cleaning except blowing of
dust / dirt / carbon settled on the external surfaces. A low air pressure jet not
exceeding 3 ksc may be used on the external surfaces of the Panel for
dislodging the settled dust. However, during scheduled overhauls, when the
Valves are removed for overhaul / attention, a mere soap water swabbing
with a clean lint free cloth may be done at the jointing surfaces to free from
dust, oil / grease.
7.6 INSPECTION AND REPLACEMENT PARTS
Refer guidelines under this heading in part General in respect of the

individual equipment forming part of the Panel.
7.7 LUBRICATION
Refer guidelines given under “Lubrication and Recommended Greases” in

Section A.
7.8 ASSEMBLY
In respect of the Valves / equipment forming part of the Panel, detailed

procedures are given for individual Brake Valve Assembly in manual no. and
LBS / 004 and may be followed. The assembly of the Valve portion alone is to
be done (without Pipe Bracket) on the individual manifolds as the case may
be. The manifolds are then to be fixed on the Panel Assembly. Directly
mounted equipments may be fixed on the Panel Assembly and VBER
separately. The face Gaskets / ‘O’ Rings are to be provided with new ones.
C - 13
A combination of test procedure for the entire 28 LAV-1 system grouping the
above Panel Assembly and VBER is required to be done as per the Test
Procedure attached. The tested Panel and Rack is being mounted on the
locomotive and merged with the air/vacuum brake piping system. In case
such Test Rigs are not available, testing on loco brake system may be
straightaway done after mountings as specified in the subsequent paragraph.
7.9 ASSEMBLING ON THE LOCOMOTIVE
After mounting Panel Assembly and VBER on the locomotive, new Gaskets
are required to be provided at the Adopter ends and a fresh Joint made
during the reconnections. The piping connections to the Nipple are to be
ensured leak-proof subsequent to reconnection.
7.10 TESTING AFTER FITMENT IN THE AIR BRAKE SYSTEM ON LOCO
After installation and pipe connections to the overhauled Panel Assembly and
VBER on the Locomotive, a stationary vehicle air brake test MUST be made
after preparation of the Locomotive for brake test as per guidelines given in
RDSO Test Program no. MP-TP-019/81 (revised) September’ 04 for WDM2
locomotives equipped with 28LAV1 Twin Pipe Dual Brake System. This is to
make sure that the Valve portions functions properly in the brake equipment
arrangement. All safety precautions are to be followed before commencement
of the test.
8.0 MAINTENANCE SCHEDULE
Refer guidelines given under Recommended Maintenance Schedule in Part A.
C - 14
C - 15
Parts List
Sl. RDSO FTIL Part

Description Qty
No. Item No. No.
1 - 785 2010 00 Frame Complete 1
2 - 725 1010 00 Tri-plate Complete 1
3 - 725 3070 00 Header Complete 1
4 49 514 1010 00 MU-2B Valve with Gasket 1
5 50 505 0030 00 C2W Relay Valve with OCF 1
6 51 705 1030 00 Reservoir 2 Ltrs 1
7 52 725 0075 00 Cut off Cock 1” without vent 1
8 53 501 0018 00 C3W Distributor Valve with Gasket 1
9 53A 721 0011 00 Distributor Valve Isolating Cock 1
10 53B 705 0160 00 Control Reservoir 10 Ltrs 1
11 54 523 1010 00 N1 Reducing Valve (set at 3.5 ksc) 1
12 55 714 0065 00 Air Flow Measuring Valve 1
13 56 534 0020 00 R6 Relay Valve 1
14 57 707 1030 00 Pressure Switch RT-116 (setting : close 1
at 4.0 ksc; open at 3.5 ksc)
15 58 516 0054 00 Rotex Magnet Valve (SR 3055 N/O 72 1
VDC)
16 59 705 0150 00 Reservoir 7 Ltrs 1
17 60 512 1010 00 F-1 Selector Valve with Gasket 1
18 61 702 0032 00 24-C Double Check Valve 1
19 62 505 1010 00 C2W Relay Valve 1
20 63 516 0047 00 2 Way Magnet Valve (SR 3163 N/C, 72 1
VDC)
21 65 705 0140 00 Reservoir 4 Ltrs 1
22 66 705 1510 00 0.5 mm Choke with Felt Filter 3/8” 1
NPT
23 67 703 0028 00 3/8” Cock with vent (OLP for PCO 1
Switch)
24 68 707 0103 00 Pressure Switch RT-116 (Setting : Open 1
at 2.8 ksc; open at 4.0 ksc)
25 - 516 0075 00 2 Way Magnet Valve (SR 3278, 72 1
VDC) Release and Run
26 - 009 7025 00 Test Point 6
016 8120 00
C - 16
C - 17
Parts List
Sl. FTIL Part

Description Qty
No. No.
1 725 201000 Frame Fabricated 1
1a 725 7020 00 Rubber Strip 2
2 705 0160 00 Reservoir 10 Ltrs 1
3 705 0150 00 Reservoir 7 Ltrs
4 705 0140 00 Reservoir 4 Ltrs 1
6 920 0012 00 Hex. Head Screw M10 x 30 LG 16
7 909 0185 00 Spring Washer Ø 10 32
8 906 0160 00 Hex. Nut M10 16
9 936 0570 00 Elbow Union 3/8” 3
10 923 0043 00 Dummy Plug 3/8” BSPT 4
11 705 3010 00 Name Plate 4
12 924 0020 00 Grooved Pin Ø 3 x 6 LG 18
13 705 1510 00 0.5 mm Choke with Filter 1
14 725 1010 00 Tri-plate Complete 3
15 905 0258 00 Hex. Head Bolt M12 x 80 LG 10
16 * 906 0030 00 Hex. Nut M12 28
17 908 0030 00 Plain Washer Ø 12 24
18 * 909 0010 00 Spring Washer Ø 12 44
19 725 3070 00 Header 1
20 502 7070 00 O Ring 9
21 901 0353 00 Allen Cap Screw M10 x 60 LG 2
24 725 0075 00 Cut Off Cock 1” 1
25 906 0133 00 Hex. Nut 3/8” UNC 2
26 909 0188 00 Spring Washer Ø 3/8” 2
27 703 0028 00 Cut Off Cock 3/8” 1
28 906 0131 00 Hex. Nut 5/16” UNC 2
29 909 0020 00 Spring Washer Ø 8 2
30 016 8120 00 Screwed Vented Plug ½” BSP 6
31 009 7025 00 Seal 6
32 725 3110 00 Manifold 1
33 502 7070 00 O Ring 5
34 936 0461 00 Elbow Union ¼” NPT 1
35 725 3090 00 Manifold 2
36 702 7080 00 O Ring 2
C - 18
Sl. FTIL Part
Description Qty
No. No.
37 707 0108 00 Pressure Switch RT 116X 2
38 725 3080 00 Reservoir Header 1
39 936 0464 00 Adaptor 3/8” NPT 3
42 * 725 1110 00 C3W Mounting Manifold Assembly 1
43 * 725 1120 00 OCF Manifold Assembly 1
44 * 725 1130 00 Multiple Unit Manifold Assembly 1
45 725 3320 00 Name Plate 1
46 725 8700 00 Support Plate 2
49 901 0357 00 Allen Cap Screw 5/16” x1” LG 6
50 725 6300 00 Terminal Block 10 way 1
51 917 0171 00 Cheese Head Screw M4 x 15 LG 4
52 908 0179 00 Plain Washer Ø 12 (Type B) 12
* Indicate Fasteners item No. (16, 18 & 52) to be taken out while
removing the 3 Manifolds (item no. 42, 43 & 44)
C - 19
C - 20
C - 21
C - 22
C - 23
Parts List
FTIL Item No.

Item (RDSO Part No. Description Qty
No. SKDP 2918)
ITEMS MOUNTED ON VACUUM RACK
75 76 504 0010 00 VA-1B Control Valve 1
79 77 709 0033 00 GD80D Filter (Oil less paper 1
92 78 705 0053 00 Reservoir 3 ltrs 1
84 79 702 0023 00 2” Flap type Check Valve 1
81 80 702 0010 00 VA-1 Release Valve 1
78 81 709 1110 00 GD80E Filter (Oil less paper type) 1
85 82 703 0092 00 Cut off Cock 2” 1
80 83 510 0010 00 A-1 Differential Pilot Valve 1
83 84 705 0073 00 Reservoir 7 ltrs 1
ITEMS MOUNTED ON SMALL PANEL
77 90 509 0010 00 HB5 Relay Valve 1
Pressure Switch (RT5X) with
82 91 707 0105 00 1
bracket
76 &
92 703 0027 00 Cut off Cock 3/8” 2
77
91 93 707 0150 00 1/32” Choke & 1/64” exhaust 1
90 94 523 1010 00 N-1 Reducing Valve (set at 5 ksc) 1
93 95 702 0032 00 Double Check Valve (24-C) * 1
86 96 511 1010 00 HS-4 Control Air Valve 1
¼” Strainer with 0.025” Choke –
- - 502 1190 00 1
HS4
Vacuum Brake Pipe control gauge
94 97 704 0131 00 1
4” – self illuminated
* Description of item no. 93 (FTIL) is 24-C Double Check Valve” which is

panel mounting type. 24-A Double Check Valves are pipe mounting type.
The parts of these assemblies other than for Body are identical /
interchangeable.
C - 24
Note
1. This drawing shows overall envelope and arrangement of the Valves and does
not show any clamping arrangement of Valves, Panel, etc which will be
provided for all the heavy equipment in the actual VBER.
2. This rack is used in Diesel Electric locos fitted with Tri-plate panel (with 9 ports)
mounted IRAB-1 brake system.
3. Port 9 of IRAB-1 panel (which is internally connected to port no. 53 of MU2B) to

be connected to port no. 3 of Vacuum Rack Panel (which is internally connected
to VA-1 Release Valve through a 24-C Double Check Valve) in the Vacuum
Brake Equipment Rack.
4. This schematic is in line with RDSO schematic SK DP 2918 Alt. 8.
5. Approximate overall weight : 200 kgs max.
6. Item nos. referred in this drawing are given by FTIL. Since these item nos., have
already been followed in the IRAB-1 panel also, the additional items appearing
in the Vacuum Brake Equipment Rack have been given FTIL identification nos.
in the continuation of already adopted series.
7. For IRAB-1 panel, refer drawings to FTIL part no. 725 0010 00 (4 sheets).
8. MU-2B Valve in the Tri-Plate Panel must be positioned to lead or trail

depending on the loco position.
9. Refer drg. no. 02 725 0939, Rev. 1 for Vacuum Brake Equipment Rack schematic
alone.
10. Refer drg. no. 01 725 1621, Rev. 0 for Electrical wiring diagram schematic.
11. GD-80-D and GD-80-E Filters used in this rack are oil-less paper type Filters.
12. Jumper Plate provided in place of N-1 Reducing Valve.
13. All Cocks provided in panel and rack are OLP type.
14. The small panel is a bi-plate bonded panel.
15. Pneumatic and hydraulic tests to be conducted at a pressure of15 bar and 20 bar
respectively.
16. Identification stickers will be provided for all the items in the panel and rack.
17. No separate lifting hooks are provided to the rack. Use a soft padding around
the rope while lifting the rack.
C - 25
C - 26
C - 27
Parts List
C3W Mounting Manifold Assembly – Type ‘A’
Part No. 725 1110 00
Item FTIL Part

Description Qty
No. No.
01 725 2050 00 C3W Mounting Manifold 1
1a 928 0042 00 Helicoil Insert M16 x 1D LG 3
1b 928 0052 00 Helicoil Insert 3/8” UNC x 1.5D LG 4
1c 928 0045 00 Helicoil Insert 5/16 UNC x 2D LG 4
1d 928 0036 00 Helicoil Insert M6 x 2D LG 4
02 501 0018 00 Distributor Valve type C3W 1
03 005 8050 00 Stud M16 3
04 906 0175 00 Hex. Nut ISO 4032 – M16 3
05 908 0020 00 Plain Washer Ø 16 3
06 909 0194 00 Spring Washer Ø 16 3
07 721 0012 00 BP Isolating Cock with Filter Unit 1
08 906 0143 00 Hex. Nut 5/16” UNC 4
09 909 0193 00 Spring Washer Ø 8 4
10 908 0168 00 Plain Washer Ø 8 4
11 725 1800 00 Needle Valve Assembly 2
12 016 8120 00 Vented Plug (Test Point – CR) 1
13 009 7025 00 Seal 1
14 523 1010 00 N-1 Reducing Valve 1
15 523 7020 00 Gasket 1
16 913 0202 00 Stud 3/8” UNC x 40 LG 2
17 906 0133 00 Hex. Nut 3/8” UNC 2
18 909 0185 00 Spring Washer Ø 10 2
19 908 0151 00 Plain Washer Ø 10 2
20 516 0054 00 Magnet Valve SR-3097 (D1-P) 1
21 901 0297 00 Hex. Soc Hd Cap Screw M6 x 65 2
22 725 3310 00 Exhauster 1
23 915 0140 00 Internal Circlip Ø 20 1
24 725 7010 00 Breather 1
25 * 502 7020 00 O Ring 3
26 * 702 7070 00 O Ring 1
* Indicate Jointing O Ring (item no. 25 & 26) for C3W Mounting Manifold
Assembly to Panel face.
C - 28
C - 29
Parts List
OCF Manifold Assembly – Type ‘A’
Part No. 725 1120 00
Item FTIL Part

Description Qty
No. No.
01 725 1102 00 OCF Manifold 1
1c 928 0034 00 Helicoil Insert M12 x 1.5D LG 4
02 505 1011 00 C2W Relay Valve (OCF) 1
03 505 7010 00 Gasket 1
04 913 0191 00 Stud 3/8” UNC x 25 LG 6
05 913 0194 00 Stud 3/8” UNC x 30 LG 1
06 908 0151 00 Plain Washer Ø 10 11
07 909 0188 00 Spring Washer Ø 3/8” 11
08 906 0133 00 Hex. Nut 3/8” UNC 11
09 516 0076 00 Magnet Valve (SR 3282-25/5.5-SB 72V DC) 1
Release and Run
10 901 0345 00 Hex. Soc Head Cap Screw M6 x 90 2
11 714 0065 00 Air Flow Measuring Valve 1
12 913 0215 00 Stud M12 x 155 LG 2
13 909 0010 00 Spring Washer Ø 12 6
14 908 0030 00 Plain Washer Ø 12 6
15 906 0030 00 Hex. Nut ISO 4032 – M12 6
16 534 0020 00 R6 Relay Valve 1
17 913 0179 00 Stud M12 x 150 LG 2
18 * 502 7020 00 O Ring 2
19 * 502 7070 00 O Ring 2
20 936 0460 00 Elbow Assy 3/8” BSP (M) x 1/4” NPT 1
21 936 0461 00 Elbow Assy 1/4" NPT (M) x 1/4" NPT 2
22 936 0326 00 1/4" Copper Pipe 200 mm LG 1
23 725 8212 00 Choke 3/8” NPT 1
24 725 3310 00 Exhauster 1
26 725 7010 00 Breather 1
* Indicate jointing O Ring (item no. 18 & 19) for OCF manifold assembly to
panel face.
C - 30
C - 31
Parts List
Multiple Unit Manifold Assembly – Type ‘A’
Part No. 725 1130 00
Item FTIL Part

Description Qty
No. No.
01 725 2030 00 Multiple Unit Manifold 1
02 505 1010 00 C2W Relay Valve (Valve Portion) 1
03 505 7010 00 Gasket 1
04 913 0191 00 Stud 3/8” UNC x 25 LG 7
05 913 0194 00 Stud 3/8” UNC x 30 LG 1
06 908 0151 00 Plain Washer Ø 10 11
07 909 0188 00 Spring Washer Ø 3/8” 11
08 906 0133 00 Hex. Nut 3/8” UNC 11
09 516 0076 00 Magnet Valve 72 v SR – 3163 (OCF) 1
11 702 0103 00 Double Check Valve (24-A) 1
12 913 0245 00 Stud M6 x 18 DP 4
13 909 0070 00 Spring Washer Ø 6 4
14 908 0169 00 Plain Washer Ø 6 4
15 906 0110 00 Hex. Nut ISO 4032 – M6 4
16 514 1010 00 MU2B Valve (Valve Portion) 1
17 514 7010 00 Gasket 1
18 725 3310 00 Exhauster 1
20 725 7010 00 Breather 1
21 016 8120 00 Vented Plug (Test Point – BC) 1
22 009 7025 00 Seal 1
23 512 1010 00 F-1 Selector Valve (Valve Portion) 1
24 512 7010 00 Gasket 1
25 913 0237 00 Stud 3/8” UNC x 77 LG 4
26 * 502 7020 00 O Ring 8
27 * 502 7070 00 O Ring 2
28 501 7430 00 O Ring 3
* Indicates jointing O Ring (item no. 26 & 27) for Multiple Unit Manifold
Assembly to Panel face.
C - 32
PART - D
IRAB-1 TRI-PLATE PMBS (TYPE C)

IRAB-1 TRI-PLATE PMBS (TYPE C)
1.0 INTRODUCTION
Two types of Tri-plate panels have been supplied which are unit-wise
interchangeable. For the purpose of identification, they are redesigned as Type
A & Type C in addition to having different part numbers.
Type C panel is an improved version wherein the Valves are directly mounted
on the panel for better accessibility and easy maintenance. Only one equipment
manifold is used known as MU2B manifold assembly.
The drawings, Parts list and Maintenance details are referred in the following
pages.
RDSO approved drawings of IRAB-1 panel and Vacuum Rack are also included
in this section.
D - 01
D - 02
D - 03
Parts List
Panel Assembly – Type ‘C’
Part No. 725 0012 00
Item FTIL Part

Description Qty
No. No.
1 725 2011 00 Frame Fabricated 1
1a 725 7021 00 Rubber Strip 2
1b 725 8050 00 Base Assembly 1
1c 920 0040 00 Hex. Head Screw M16 x 40 6
1d 908 0030 00 Spring Washer Ø 16 12
1e 906 0020 00 Hex Nut 6
1f 725 8700 00 Support Plate 2
1g 920 0020 00 Hex. Head Screw M12 x 40 4
2 705 0160 00 Reservoir 10 Ltrs 1
5 705 0130 00 Reservoir2 Ltrs 1
7 909 0185 00 Spring Washer Ø 10 41
8 906 0160 00 Hex. Nut 10 23
9 936 0570 00 Elbow Union 3/8” 3
10 936 0572 00 Elbow Union 1/2" 1
11 705 3011 00 Name Plate 4
12 924 0020 00 Grooved Pin Ø 3 x 6 LG 18
13 725 1510 00 0.5 mm Choke with Filter 1
14 725 1016 00 Tri-Plate Complete 1
16 906 0030 00 Hex. Nut M12 22
17 908 0030 00 Plain Washer Ø12 18
18 909 0010 00 Spring Washer Ø12 32
20 725 0075 00 Cut Off Cock 1” 1
21 906 0133 00 Hex. Nut 3/8” UNC 2
22 909 0188 00 Spring Washer Ø 3/8” 2
23 703 0028 00 Cut Off Cock 3/8” with vent 1
24 906 0143 00 Hex. Nut 5/16” UNC 2
25 909 0020 00 Spring Washer Ø8 4
26 016 8120 00 Screwed vented Plug 1/2" BSP 9
D - 04
Item FTIL Part
Description Qty
No. No.
27 009 7025 00 Seal 9
28 725 3090 00 Manifold 2
29 702 7080 00 O Ring 2
30 707 0108 00 Pressure Switch RT116X 2
31 901 0310 00 Allen Cap Screw M8 x 25 4
32 725 2080 00 C2W OCF Manifold Assembly 1
33 908 0100 00 Punched Washer Ø10 7
34 725 2095 00 MU2B Manifold Assembly 1
35 725 2085 00 C2W Manifold Assembly 1
36 725 2090 00 C3W Manifold Assembly 1
37 516 0076 00 Magnet Valve (SR 3262) R&R 1
38 901 0345 00 Hex. Socket Head Cap Screw M6 x 90 2
39 714 0065 00 Air Flow Measuring Valve 1
40 534 0020 00 R6 Relay Valve 1
41 721 0011 00 Filter Unit 1
42 502 7020 00 O Ring 4
43 906 0010 00 Hex. Nut M8 2
44 936 0422 00 Adaptor 1/2" NPT 1
45 908 0090 00 Plain Washer Ø8 2
46 725 2100 00 N1R Manifold Assembly 1
47 516 0047 00 Magnet Valve 72 V SR-3163 1
50 913 0464 00 Adaptor 3/8” 3
51 936 0287 00 Copper Pipe 3/8” OD 1M
52 936 0327 00 Copper Pipe 1/2" OD 0.3 M
53 936 0460 00 Elbow 3/8” x 1/4" OD Pipe 1
54 936 0461 00 Elbow 1/4" NPT x 1/4" 1
55 936 0260 00 Adaptor 3/8” 0.2 M
56 725 6300 00 Terminal Block 1
57 936 0327 00 Copper Pipe 1/2" OD 0.3 M
Maintenance Kit Part No. 790 725 235

Maintenance Kit comprises of following items
Item FTIL Part

Description Qty
No. No.
14 502 7070 00 O Ring (Panel Header) 9
502 7020 00 O Ring (Reservoir Header) 4
D - 05
Item FTIL Part
Description Qty
No. No.
27 009 7025 00 Seal (Test Points) 9
29 702 7080 00 O Ring (Pressure Switch Manifold) 2
32 790 725 240 Kit for C2W OCF Manifold Assembly 1
34 790 725 225 Kit for MU2B Manifold Assembly 1
35 790 725 215 Kit for C2W Manifold Assembly 1
36 790 725 220 Kit for C3W Manifold Assembly 1
37 522 7010 00 O Ring (Rel/Run Magnet Valve) 2
39 790 714 105 Rubber Kit for AFMV 1
790 714 106 Spring Kit for AFMV 1
40 790 534 105 Kit for R6 Relay Valve 1
41 790 721 115 Kit for Isolating Cock with Filter Unit 1
46 790 725 230 Kit for N1R Manifold Assembly 1
D - 06
D - 07
D - 08
D - 09
D - 10
D - 11
D - 12
PART - E
DESCRIPTIVE FUNCTIONS OF THE

AUXILIARY DEVICES
IN THE
WITH
TRI-PLATE PANEL ASSEMBLEY AND
VACUUM BRAKE EQUIPMENT RACK
AUXILIARY EQUIPMENTS ON PANEL CUM RACK MOUNTED 28 LAV-1 DUAL
BRAKE SYSTEM FOR DIESEL-ELECTEIC LOCOMOTIVES
1.0 INTRODUCTION
In addition to the Brake Valves covered in our manual no. LBS/004 that
perform a set of specific braking and safety functions in the locomotive, a
number of other Auxiliary equipments are also used in the Brake Panel and
Vacuum Brake Equipment Rack to facilitate proper operation of the entire
system. These Auxiliary items forming part of the system are categorized as
under.
1.1 Cut Off Cocks
Cut Off Cocks with & without vent including Angle Cut Off Cocks and Drain
Cocks.
Location
FTIL part
Sl # Description Panel
No. VBER System
Assy
a 1” COC w/o vent – 1 No. 725 0075 00 
d 3/8” COC with vent 703 0028 00 
f 2” COC Ball type 703 0092 00 
1.2 Check Valves
Location
FTIL part
No. VBER System
Assy
a 24 C Check Valve (1 No.) 702 0032 00 
b 24 A Check Valve (1 No.) 702 0033 00 
c 2” CV - Flat type 702 0023 00 
1.3 Reservoirs
Location
FTIL part
No. VBER System
Assy
a 2 Ltrs Res. 705 0130 00 
b 4 Ltrs with Choke & Filter 705 0140 00 
c 7 Ltrs Res. 705 0150 00 
E - 01
Location
FTIL part
No. VBER System
Assy
d 10 Ltrs Res. 704 0160 00 
e 3 Ltrs Res. 705 0170 00 
f 7 Ltrs Res. 705 0073 00 
1.4 Filters and Strainers
Location
FTIL part
No. VBER System
Assy
a 0.5 mm Choke with Filter 705 1500 00 
b GD-80-D Filter 709 0033 00 
c GD-80-E Filter 709 1110 00 
d 1/32” Choke & 1/64” Exh. 707 0150 00 
e ¼” Strainer with Choke to 502 1190 00 
HS-4
1.5 Pressure Switches
Location
FTIL part
No. VBER System
Assy
a Pr. Sw. RT 116 (2 Nos.) 707 0103 00 
b Pr. Sw. RT5X with bracket 707 0105 00 
1.6 Magnet Valves
Location
Description FTIL part
Sl # Panel
No. VBER System
Assy
a Mag. V SR 3097 NO 516 0054 00 
b Mag. V SR 3163 NC 516 0047 00 
c Mag. V 2 Way SR 3282-25 516 0075 00 
1.7 Gauges
Location
FTIL part
No. VBER System
Assy
a Vac Bk Pipe Cont Gauge 4” 704 0019 00 
E - 02
Apart from the Auxiliary Equipments mentioned above, few more items like Sand
Ejectors, Horns, Wipers, etc., are provided in the pneumatic system of the
locomotive for satisfactory operation. These are not covered in this manual.
2.0 DESCRIPTION OF THE EQUIPMENT
Based on our experience, the following maintenance procedures are suggested.

There are no maintenance procedure available from the supplier of this category
of equipment. Notwithstanding this, it is suggested the FTIL’s procedure be
adopted for a satisfactory and reliable performance of the system / equipment.
In view of the simplicity in design and construction of the auxiliary devices,

detailed dismantling and overhauling procedures are not provided herein. It is
preferable that these items are replaced after a specified period of service by new
ones. However, the general procedure and precautions, as adopted for removal,
cleaning, inspection and lubrication of the Main Valves will equally apply to
these Auxiliary equipments. A brief write-up on the Auxiliary Equipments is
given to explain their functional characteristics. Some of these devices are made
in various thread specifications for specific application as per systems
requirement and user practice. Such details can be had from the tabular columns
provided on each of relevant equipment drawings itself. The drawings also
provide information on the rubber and spring kits if any and special tools
required for dismantling a particular device.
2.1 CUT OFF COCKS (Ref. drgs attached).
Various sizes of Cut Off Cocks in different quantities are used in the system
mainly for three purposes.
a) Isolate any particular control device from the compressed air,
b) Facilitates removal of the control device from the pipeline safely by setting
off the compressed air, if available, in the incoming or outgoing pipes
connected to the device and
c) Condition a particular control device to suit the system operation such as

dummying the controls in the inoperative cabin or while in multiple unit
service.
Cut Off Cocks with vent is of special type and has a provision in that when it is
closed not only the inlet being shut off from the delivery, the latter is also
connected to atmosphere through a vent hole. This venting helps to remove the
pressure on that side, where a device is likely to be removed from the locomotive
for servicing or during a case of suppression of the feature in case of
malfunctions.
E - 03
All the Cut Off Cocks are of ball type with rubber seating and the venting side
is normally opposite the side on which the Handle aligns when the Valve is
opened.
In addition to the above convention, the letter “V” is punched on the venting
side. The handle operation of all the COCs is conventional and is termed as
OLP (On Line Parallel - to mean that the handle is parallel to the line when the
Valve is opened).
CAUTION
While refixing these COCs, the venting side must be properly oriented as per
the system requirements. In view of this, it is advisable to mark on the
pipeline either with a chalk piece or in colour the letter “V” for guidance at
the time of re-fixing.
1/2" Drain Cocks, 3 Way Cock and the diameter 1” COC are of plug type.
While the diameter 1” COC has the OLP type handle, all the Drain Cocks in
the system are conventionally with the CLP type handles only. The CLP
designation indicates that if the handle of the Valve is brought parallel to the
centerline of the pipeline, the Valve is closed.
The 3 Way Cock also in a way a venting type COC but for the additional
facility of a third port in the Valve Body that can be used either for an extra
connection or for fixing up a calibrated Choke.
The Angle Cut Off Cocks BP & FP with a curved end piece facilitates the
suspension of the Hose Assembly in a proper angle. The only difference
between the Angle Cut Off Cock and the other ball type Valves is that the
former has a self-locking facility in the two extreme positions of the handle.
The COCs are of three-piece construction, which permit replacement of inside
components without having to dismantle the total unit from the pipeline as
such. The usual precautions like venting off the compressed air from the
pipeline from which the device is being removed while dismantling should
be taken. Suitable plugging on the open ends should also be taken to prevent
entry of dust.
2.2 CHECK VALVE S (Ref. drgs attached)
Two types of Check Valves are employed in the system viz., Gravity and Flap
types.
E - 04
Check Valves are used to permit the flow of air in one direction only. In the
reverse direction, if the inlet pipeline pressure drops to a lower limit than on
the delivery side, the Check Valve prevents a reverse flow of air. The sealing
in the reverse direction is not by the weight of the Check Valve but by the
pressure of compressed air acting on the opening in the Valve Seat aiding the
closure.
The gravity type Check Valves are similar in construction but for the thread
sizes. The sealing between the Check Valve and the Seat is improved by
lapping at the sealing portion during maintenance overhaul.
If any Check Valve is found to be leaking, it is not necessarily required to be

removed from the system. Ensuring that the compressed air in the pipeline is
vented on both sides of the Check Valve, open the Cap and take out the
Valve. If found dirty, clean the Valve and Seat in the Body with a clean lint-
free cloth dipped in kerosene or environment friendly cleaning solution.
Incase, heavy sticky sedimentation is found inside the Body, it is preferable to

remove the entire unit for a thorough cleaning. Lap the Check Valve before
assembly, if required, on its Seat if it is not leak-proof.
A thorough leak tightness largely depends on how well the Valve is lapped
on its Seat. It is advisable not to interchange the Valve from its lapped side of
the Body during cleaning as lapping produces a self-matching counter in the
mating components.
Flap type of Check Valves (also referred to as Swing type Check Valve) is a
Check Valve of size 2” mainly for vacuum pipeline for GD-80-E swinging
flapper provided with a rubber seating which acts as a Check Valve. Since the
weight of the flapper is taken on the hinge, low differential pressures
normally encountered in vacuum pipeline will also be able to swing the
flapper Valve. The rubber seating on the flapper ensures its sealing efficiency
in such low pressures as in the Vacuum Train Pipelines. A conical spring is
also provided to ensure sealing effectiveness in case the mounting orientation
is not exactly vertical in the system.
The construction of the Valve is such that it is not required to dismantle the
Valve from its pipeline. The flapper can be removed for cleaning or
replacement by merely opening the two screws on the Cover. However, even
in this case, it should be ensured that there is no vacuum in the pipeline
before the flapper is removed.
E - 05
The swing Check Valve ensures that air from the Vacuum Train Pipe passes
only through the Vacuum Filter type GD-80-E before being admitted into the
VA-1B Control Valve either during a brake release or during a vacuum train
parting situation. Thus, it protects the Dumbel Valve from entry of dust.
2.3 RESERVOIRS (Ref. drgs. attached)
The Reservoirs are fabricated out of Steel Plates for storage volume of
compressed air and are specially designed to withstand high pressures with
specific mounting orientations and piping connections. The Reservoirs are
held in the Panel Assembly / VBER by straps and serves the following
purposes.
a) Receive and store the compressed air in sufficient quantity at a

required pressure for braking and other pneumatic functions.
b) Bring down the temperature of compressed air discharged from

Compressor and the After-Cooler by offering sufficiently large area for
heat transfer to atmosphere.
c) Serves as a cushion volume in a pressure pipeline to absorb the

pressure surges during application / release that are detrimental to
smooth operation and for balancing of a Brake Valve.
d) Facilitates with a provision to drain the collected condensate

automatically or manually during the storage condition.
Reservoirs are also used in the vacuum pipeline. These are not required to
have draining facility as moisture do not condensate under negative pressure.
The Reservoirs used in the system come under the category of Unfired
Pressure Vessels and are required to pass through rigorous testing
periodically to qualify for continued and extended service.
Reservoirs 100 cubic inch for C2W Relay Valve Brake Pipe line and 180 cubic
inch Reservoir in the deliver pipe of HS-4 Control Air Valve serve the
purpose of cushioning the pressure surges as spelt out earlier.
The small capacity version Reservoirs, in addition to serving for small storage
of compressed air, act also as timing volume reservoirs for certain brake
devices like the D-1 Auto Drain Valve, A-1 Differential Pilot Valve, etc.
E - 06
2.4 FILTERS AND STRAINERS (Ref. drgs. attached)
These devices are used for filtering the dust in the compressed air before
being admitted into the brake system. There are three type of Filters used,
one a ‘T” type Strainer and the second J-1 Filter. In all the type of Filters, the
construction is such that the Filter element can be removed from the Body
without having to dismantle the entire device from the pipelines.
The “T” type Strainer, a simple pipeline mounted type, is introduced before
the Electro-Pneumatic Governor that has replaced the NS-16 Governor in later
locomotive production by DLW along with a 3/8” Cut Off Cock with vent to
admit the Main Reservoir pressure.
The J-1 Filter is the Main Filter in the brake system which filters all the dust
from the compressed air before entering the brake system and passing on to
the various devices. It also has a Drain Cock to discharge any accumulated
water condensate periodically.
Two types of Filters GD-80-E (28) and GD-80-D (29) are used in the vacuum
line and are very important for a good service life of the VA-1B Control Valve
as well as the Expressor.
The GD-80-E Filter is mounted horizontally on the VBER and has a flapper
Valve inside which ensures the air going into the Compressor Exhauster
during the brake release operation / initial charging passes only through the
paper filtering element provided in the Filter. The flapper Valve is supported
by a conical spring that keeps it in closed position by its tension during the
vacuum creation / brake release operation.
When the air is allowed to enter into the Vacuum Train Pipe such as during
brake application, the flapper Valve allows the air to bye-pass the filtering
element by opening the flapper element in order to reduce the brake
application time on account of direct unrestricted flow without the Filter.
During brake release, the air is filtered again due to the flapper closure and
passing through the paper filter element with impurities collected at the
Filter. Thus, only filtered air is allowed to pass over the Compressor
exhauster cylinders through VA-1B. The paper filter element has got a long
life and needs renewal approximately once in four months interval as per
RDSO’s recommendation. Incase of renewal of the paper filter element, the
Cover held by the swing nuts are required to be removed and the element
extracted and replaced by a new element. Enough space has been provided
for removal of the filtering element in citu.
E - 07
It is important that the Air Filter housing GD-80-E is correctly oriented and
installed in the VBER with the IN and OUT markings of the 2” pipeline
properly aligned as per the IN and OUT markings on the VBER. It may be
noted that in the mounted position, the conical spring and flapper valve faces
downwards in the VBER.
The GD-80-D Filter installed in the port no. 8 of the VA-1B Control Valve is
connected at the other end to atmosphere. It is similar in construction and
function to that of GD-80-E Filter but for the absence of the bye-pass flow
flapper Valve arrangement. The paper Filter element is to be renewed on a
four monthly interval duly adopting the same procedure for renewal and
refitment as in the case of GD-80-E Filter.
2.5 PRESSURE SWITCHES (Ref. drgs. attached)
These are Electro-Pneumatic devices that are used to generate an electrical

signal when the pressure of the compressed air charging into them reaches a
pre-determined level set with the adjusting knob. They usually consist of one
NO and one NC contacts and the electrical circuit can be made or cut off
depending upon the requirement of bringing into operation or closing up
operation of any particular device utilizing these contacts.
Various types of Pressure Switches are used to suit the particular application
based on factors like maximum operating pressures and the differential
setting required. They are available in various operating voltages. The 28
LAV-1 brake system however require a 72 v DC rating on the switches. Once
the upper limit of the pressure and the differential is set on the Pressure
Switch, it will make or break the electrical contacts between the two pressure
limits.
Pressure Switch RT 116X (FTIL item No. 25), RDSO item no. 68
This is a safety device provided in the Brake Pipe circuit that automatically gets
energised so long the pressure is 4 ksc and above and keeps the electrical control
circuit to governor in operation towards powering mode at different speeds. In
case if there is a drop in BP pressure due to reasons like alarm chain pulling,
heavy leakages or train parting crossing the limit of 2.8 ksc or further down, the
Pressure Switch contacts drops causing a discontinuity in the control circuit of
the governor. The engine automatically comes to idle mode with power cut off.
This phenomenon will also be repeated in case the driver initiates brake
application by causing reduction in BP without easing the throttle to idle
condition with power cut off.
E - 08
2.6 MAGNET VALVE
Magnet Valves are used for opening and closing of any pneumatic pressure
line to effect a function / non-function of a pneumatic Valve in the air brake
system. These Valves operate on a control circuit of low voltage viz., 72 V or
110 V DC in Railway braking system. The Magnet Valves are of two types
Normally Open (NO) or Normally Close (NC), with an in-built venting
arrangement.
Based on energizing the Solenoid coil of the Magnet Valve, the Plunger is
operated by the magnetic pull that results in opening or closing of the orifice
in the air pressure passage that operate a particular brake valve in the circuit.
A Release and Run Magnet Valve (Rotex SR 3282-25-SB) on the Panel

Assembly (FTIL no. 96) is provided beyond the Air Flow Measuring Valve in
the brake schematic layout. By operation of a Push Button Switch in cab by
driver, it controls the MR air feeding on port no. 1 of additional C2 Relay
Valve. The BP overcharge feature on the Valve however is still retained. This
Magnet Valve normally closed, when energised by operation in cab, enables
supply of full charge of BP with a 1” opening during building up of the
pressure in the BP line under release condition after brake application.
However, after a full BP charge, when the switch is released for running
condition, a restricted opening of 5.5 mm alone is brought-in by the Magnet
Valve since energised. This facilitates during operation any alarm chain pull
by a passenger a higher depletion rate of the BP pressure and the pressure
indication on the loco BP gauge will drop down heavily due to the restricted
charge of 5.5 mm supply from locomotive. Due to higher depletion and
consequent brake effect / drag on the train formation, it facilitates the driver
to sense an unintended brake application. A corresponding higher sustained
air flow indication on the Air Flow Measuring Valve gauge will also give an
indication to the driver that an alarm chain pulling / heavy leakages have
occurred in the train formation. This aspect will automatically make the
driver to initiate brake application and stop the train for further enquiry and
attention. An automatic cut off of the power also will take place due to
higher BP reduction during alarm chain pulling.
2.7 GAUGES (Ref drgs attached)
These are indicating devices to show the level of pressure in the various sections
of the brake equipment as a guideline to the driver. They are available for
indication of compressed air pressure and also vacuum. Some of these gauges
have one needle to indicate one pressure level only, whereas others have two
needles to indicate simultaneously two pressure levels to bring about a
E - 09
comparison between the variation of one pressure with respect to the other. Just
like Pressure Switches, they are normally available in various pressure ranges.
In addition to this classification, there are two type of gauges based on
construction. One is surface mounting with a facility of direct illumination of
the dial from the front face of the gauge (LED type) and the other one is flush
mounting and indirect illumination, which facilitates illumination of the dial by
a light source from the side of the dial. The latter one particularly suits a clear
reading of dial for operation during nights. Excepting (a) in VBER all the
remaining 5 gauges in the system are of LED type.
3.0 OPERATION
The operation pertaining to Auxiliary devices contained in Panel cum Rack

Mounted 28 LAV-1 dual brake system is covered in this manual under Section
A wherever necessary.
E - 10
E - 11
E - 12
E - 13
E - 14
E - 15
E - 16
E - 17
E - 18
E - 19
E - 20
E - 21
E - 22
E – 23
E - 24
E - 25
E - 26
E - 27
E - 28
E - 29
E - 30
E - 31
PART - F
C3W DISTRIBUTOR VALVE

FOR
LOCO APPLIACTION
C3W DISTRIBUTOR VALVE WITH CONTROL RESERVOIR
FOR LOCO APPLICATION
1.0 INTRODUCTION
C3W lGP Distributor Valves introduced in the Loco Brake Systems of Indian
Railways such as 28 LAV-1, IRAB-1 (Conventional, Twin Plate & Tri-plate
constructions), IRAB-9, IRAB-10, etc., is more or less identical to the Wagon
(C3W lG) / Passenger Stock (C3W lP) but for the following features /
parameters.
 Quick Service Valve chamber portion is dummied with cover and without
any internal parts or air connection.
 Works on a 10 ltrs Control Reservoir with a standard Solex Jet of 0.52 mm

orifice size unlike a 6 ltrs used for WBS / PBS systems.
 Goods to Passenger changeover device provision to meet different train

operation. This can be brought into a working state on the DV itself with a
operation of handle provided on the Rotary Shaft.
 Application and Release Chokes for Coaching / Goods working condition

are provided with different orificed Chokes.
 No pressure limiting device provision on the Inshot Valve as in Passenger

DV.
 Locking Rod of Double Release Valve portion in Lower Cover assembly is

eliminated.
1.1 MOUNTING ARRANGEMENT
The Distributor Valve for Conventional pipe mounting is provided with

Control Reservoir Pipe Bracket. This assembly forms the Control Reservoir of
10 ltrs volume and the Pipe Bracket for the DV. It includes an integral block
and a built-in Centrifugal Dirt Collector assembly. The integral block houses
the Isolating Cock which connects or disconnects the BP air Supply to the
Distributor Valve. Details are explained separately in subsequent paragraphs
with reference drawings. .
F - 01
On Panel mounted Loco Brake System, the DV is directly mounted on the
Panel front plate in respect of Twin-plate construction. In respect of Tri-plate
construction Panels, a separate manifold is interposed between the DV and
the front plate. Air connections to the Control Reservoir and DV are formed
mainly internally. The general view is attached.
2.0 DESCRIPTION AND OPERATION
The description and operation portions given in our WBS manual on DV

chapter under Catalogue number No. DV/WBS/006A in respect of Main
Valve, Cut Off Valve, Inshot Valve, Double Release Valve portion etc., applies
equally for this Distributor as they are identical.
Similarly, the overhauling procedure, replacement criteria, greases to be used

safety precautions in handling the DV are the same in respect of the common
items as explained in the DV manual.
2.1 In line with the above few changes / parameters, the performance test results
of the DV after overhaul are different and should be satisfied as per test
specification TS-001-3-C attached.
2.2 From the points of view given above, the sections as under deals with the
exclusive features / components that are forming part of C3W lGP DV.
3.0 ROTARY SHAFT WITH FREIGHT AND PASSENGER POSITION
The diagrammatic view of the Rotary Shaft assembly is enclosed along with
part details and description. (Refer drg. and parts list attached).
NOTE:
Before disassembly, study and note the keyway position as is used to engage
the Rotary Shaft (49) and also the orientation of the keyway on the Rotary
Shaft before pulling out of the latter.
3.1 DISASSEMBLY PROCEDURE
Take out the Screw (53) (behind the Flange) and take out the Washer.
Unscrew the Choke (231) from the Screw (53) (This is Release Choke
Passenger).
On the opposite side, unscrew the Cap (48) carefully and remove the Spring
(12).
F - 02
Pull out slowly the Rotary Shaft (49) & remove the ‘O’ Ring (50). Facing the
Valve as mounted on the Clamp Bracket, the Shaft has to be pulled out only to
the right side.
APPLICATION CHOKE – GOODS
Unscrew the Plug (88) on the left side of the Distributor Body (1) as you face it
mounted onto the clamp bracket and unscrew the Choke (221) using a screw
driver. This Choke is the Application Choke – “Goods”.
Remove the ‘O’ Ring (9) from the Plug (88).
Remove the Distributor from the Clamp Bracket and keep its bottom face on
the smooth pad, flange facing you. Extract the Filter (33) and unscrew the
Choke (34). This is the Application Choke – “Passenger”.
3.2 REASSEMBLY
Reverse sequence may be adopted during the reassembly duly following the
other procedures prescribed for assembly of DV components as spelt out in
the WBS DV manual.
NOTE
The Screw (53) for Release Choke Passenger must be tightened to a torque of
20 Nm.
As the Quick Service Valve portion is dummied, practically no attention is

required in this portion of the DV Body. However, during the overhaul, the
Cap is recommended to be removed and inside chamber cleaned. The Cap
has to be refitted back to its position after this process.
3.3 The GP changeover Handle for the DVs used on Conventional pipe mounting
type is with a fork end and the part number is 501 8470 00. In respect of the
same item used for the DVs on Panel Mounted Brake System, the Handle is of
plain Rod type under part no. 501 8472 00.
F - 03
4.0 APPLICATION / RELEASE CHOKES USED ON LOCO DV (Refer Rotary
drawing and Parts list)
The details of four types of Chokes are given as under.
Size in
Item No. Part no. Qty Remarks
mm
231 501 4453 00 1 Ø 1.7 Rotary Shaft assy portion
55 501 4454 00 1 Ø 1.4 In Lower Cover portion
5.0 FREQUENCY OF OVERHAULING
The Distributor Valve once put into actual service needs no attention for
prolonged period as long as the operating conditions with basic cleanliness
with respect to Pipes, Reservoirs, Hose Pipe ends and Supply air is
maintained. In practice, it is enough to pay attention to the Valve as and
when the vehicle is serviced from time to time in the routine course of usage.
It is recommended that the Distributor Valve is overhauled near to 18 months
similar to what is recommended for the other Brake Valves in the system.
6.0 SPARE PARTS
6.1 The overhaul rubber kit and spring kit applicable to this type of DV is covered
which is given as under.
Rubber kit for C3W DV (Loco) - FTIL Part No. 790 5011 04
Sl Qty
FTIL Part No. Description
No.
1 501 7010 00 O Ring 1
2 501 7020 00 O Ring 1
3 501 7030 00 Diaphragm – Small Piston 1
4 501 7040 00 O Ring 3
5 501 7060 00 Lip Seal – Big 2
6 501 7070 00 Diaphragm – Hollow Stem 1
7 501 7080 00 O Ring 1
8 501 7090 00 O Ring 5
9 501 7110 00 O Ring 2
10 501 4060 00 Valve Finished – Main Valve 1
11 501 8040 00 Valve Finished – Lower Cover 1
F - 04
Sl Qty
No.
12 501 7050 00 Sealing Ring – Lower Cover 2
13 501 8090 00 Vlv Finished – Step Lower Cover 1
14 501 7120 00 O Ring 1
15 501 4130 00 Valve Finished – Stopper Plug 1
16 501 4160 00 Valve Finished – Stopper Plug 1
17 501 4190 00 Valve Finished 1
18 501 7160 00 Diaphragm – Small 2
19 501 7170 00 O Ring 1
20 501 7180 00 O Ring 1
21 501 7190 00 Seal – Cut Off Valve 1
22 701 7010 00 Gasket 2
23 603 4010 00 Valve Finished 1
24 603 7010 00 O Ring 1
25 601 7030 00 Gasket 1
26 609 7010 00 Gasket 1
27 501 4080 00 Valve Finished – Check Valve 1
28 501 7180 00 O Ring 1
29 501 4260 00 Valve Finish – Inshot 1
30 501 6060 00 Diaphragm Clamp (Plastic) 1
31 501 7100 00 Joint 1
32 501 7200 00 Exhaust Ring Protector 1
33 501 6020 00 Filter – Round 1
34 501 6030 00 Filter Cone 1
35 501 6040 00 Exhaust Protector 1
36 501 7280 00 O Ring 1
37 501 7130 00 O Ring 1
38 501 7330 00 O Ring 2
Spring Kit for C3W DV (Loco) - FTIL Part No. 790 5011 08
Sl
FTIL Part No. Description Qty
No.
1 501 8030 00 Spring – Main Valve 1
2 501 8130 00 Spring – Main Valve 1
3 501 8050 00 Spring – Lower Cover 2
4 501 8100 00 Valve Spring 2
5 501 8190 00 Spring – Stopper Plug 1
6 501 8200 00 Spring – Stopper Plug 1
7 501 8210 00 Valve Spring – Stop Plug 1
8 501 8220 00 Spring Guide 1
F - 05
Sl Qty
No.
9 501 8240 00 Spring – Cut Off Valve 1
10 501 8140 00 Valve Spring – Check Valve 1
11 501 8280 00 Spring 1
12 501 8290 00 Spring 1
Rubber Kit for Control Reservoir Pipe Bracket Assy Part No. 790 701 101
Item Qty
No.
4 701 7010 00 Gasket 2
7 603 7010 00 O Ring 2
8 603 4010 00 Valve finished 1
15 601 7030 00 Gasket 1
17 501 6020 00 Filter 1
30 609 7010 00 Gasket 1
Spring Kit for Control Reservoir Pipe Bracket Assembly –

FTIL Part No. 790 603 103
Item
FTIL Part No. Description Qty
No.
9 603 8050 00 Spring 1
F - 06
PROCEDURE FOR C3W DISTRIBUTOR VALVE TEST
TEST SPECIFICATION No. TS 001-3-C FOR C3W DISTRIBUTOR VALVE

TO BE TESTED ON BENCH TEST RACK RBTR 0032
1.0.0 SCOPE:
1.1.0 This Test Specification is for testing of C3W Distributor Valves type lGP for
Loco application.
1.2.0 Only the Distributor Valves meeting all the requirements of this specification
should be placed in service.
1.3.0 This test specification covers results with direct Main Reservoir supply into
the Auxiliary Reservoir of the test rack at 10 ksc on continuous.
2.0.0 TESTING ARRANGEMENT:
2.1.0 The schematic view of the arrangement of the test rack is shown in sketch
RBTR 0032 attached.
NOTE
Some of the test racks established in the Railway workshops may be equipped
with a different schematic and valve configuration but by and large, is to
match with the schematic no. RBTR 0032 attached herewith. However, for a
proper evaluation of the performance of the Distributor Valves, the test rack
should have adequate/unrestricted flow capacity charging into and out of the
various ports of the Distributor Valve. If a particular test rack is equipped
with a Driver’s Brake Valve of any other make than what is standardized by
RDSO for main line locomotive application, it is to be ensured that the
charging capacity of the brake valve is sufficient / adequate to supply the
desired volume flow rate of compressed air to the Distributor Valve.
In addition to this requirement, the test rack piping should be minimum dia
20 NB for Brake Pipe, Brake Cylinder Pipe and Auxiliary Reservoir Pipe being
connected at the Common Pipe Bracket. Correspondingly the Cut Off Cocks
fixed in this section of the piping should also be minimum ¾” size for
ensuring proper flow rate. Connection of piping through more than 1 meter
long flexible rubber hoses of smaller than ½” size will constrict the flow
capacity through piping and may result in erroneous readings especially for
F - 07
measurement of pressure build up times either during charging or during
application/releases. Such test racks must be carefully studied by the
Railways and corrected suitably to any deficiencies to the above
recommendations.
2.2.0 The compressed air supply into the test rack should be 10.5 ksc min.
The Reducers should be adjusted as follows if deviations are noticed on the

Pressure Gauges after initial charging and stability for temperature effect.
D1 to 5 ksc on BP Gauge
D3 to 10 ksc on AR Gauge
D2 to 6 ksc on BP Gauge
NOTE : The port size of the reducers used should be minimum ½” BSP.
2.4.0 BRAKE CYLINDERS
2.4.1 The Brake Cylinder diameter and stroke used for testing the Distributor Valve
are tabulated as under. The stroke is to be adjusted to this limit.
B C diameter (mm) 355

B C stroke (± 5 mm) 50
2.5.0 CONTROL RESERVOIRS:
2.5.1 For Loco Distributor Valve type lGP, the Control Reservoir of total capacity 10
ltrs is used in the test rack.
3.0.0 APPLICABILITY TEST
3.1.0 For DV type lGP, the following conditions apply:
3.1.1 Tests in both Passenger and Freight positions of GP changeover handle is to

be conducted.
3.1.2 Charging time for CR and AR need not be recorded.
3.1.3 Tests done as under for WBS are not to be conducted as they are not
applicable.
Sensitivity test for QSV and Inshot pressure test

Re-feeding test for BC leakage
F - 08
Automatic Release of brake by pull of Operating Lever with drain of CR
pressure
Recharging of BP and check of closure of Quick Release Valve
4.0.0 MEASUREMENTS:
4.1.0 Brake Cylinder pressure build up time should be measured up to 3.6 ksc only
i.e. 95% of 3.8 ksc (max Brake Cylinder pressure).
Brake Cylinder pressure release time should be measured from max. Brake
Cylinder pressure to 0.4 ksc.
5.0.0 INITIAL CONDITIONS:
5.1.0 For testing Distributor Valve, following initial conditions apply:
5.1.1 Valves “V1” “V15” and “V13” are kept in “OPEN” positions.
5.1.2 All other valves are kept in “CLOSED” position (including V17).
5.1.3 Valve V10 is provided only to Quick Charge Control Reservoir towards quick
sequence of operations.
5.1.4 V12 to be used for draining excess air pressure during quick charging.
6.0.0 TESTING:
6.1.0 Mount the C3W Distributor Valve to the test bracket and securely fasten the
nuts.
Tests Results to be obtained in position

6.2.0 Control Reservoir and Auxiliary CR=BP= 5 bar
Reservoir filling. MR = 10 bar (AR)
6.3.0 TIGHTNESS BRAKE RELEASED

6.3.1 Apply soap suds at chokes and No leakages permitted in one
breathing ports. minute.
F-9
6.4.0 FILLING FIRST APPLICATION STEP, MAX. PRESSURE AND
EMPTYING (FULL SERVICE APPLICATION).
Results to be obtained in position

Tests
G P
6.4.1 Open V6 and close V3 to make a 25 – 30 Secs 7 – 10 Secs
drop of 1.6 ksc in BP and close V6
and measure BC filling time 0 bar
– 3.6 bar (95 % of max. BC
pressure).
6.4.2 FIRST APPLICATION

Note at which BC pressure the
0.3 – 0.7 bar
filling curve changes.
6.4.3 MAXIMUM PRESSURE
Maximum BC pressure 3.8 ± 0.1 bar
6.4.4 EMPTYING

Tests
G P
Open V3 and measure the release 45 – 60 Secs 15 – 20 Secs
time of BC
6.5.0 SENSITIVITY

6.5.1 Reduce Brake Pipe pressure at the
BC should apply within 6 secs max.
rate of 0.6 bar in 6 secs.
6.6.0 APPLICATION IN STEPS

6.6.1 Using V8, reduce BP pressure in Corresponding increase in BC
0.05 bar steps. pressure to be recorded.
F - 10
6.7.0 FULL APPLICATION

Tests
G P
6.7.1 Open V6 and close V3 to make a 25 – 30 Secs 7 – 10 Secs
drop of 1.6 ksc in BP and close V6
and measure BC filling time 0 bar –
3.6 bar (95% of max. BC pressure).
6.8.0 TIGHTNESS BRAKE APPLIED

6.8.1 Open V6 to make an emergency
A drop in pressure </= 0.0.15 bar in
application and observe CR
1 minute allowed.
pressure.
6.8.2 Apply soap suds at each chokes. No leak permitted.
6.9.0 RELEASE STEPS

6.9.1 Operate V5 to increase BP Corresponding drop in BC pressure
pressure by 0.05 bar steps. to be recorded.
6.10.0 INSENSITIVITY

6.10.1 Open V7. A drop in BP at the rate of 0.4 + 0.5 /
- 0 in 60 secs. BC should not apply.
CR = BP = RP.
6.11.0 PROTECTION AGAINST OVERCHARGES

6.11.1 Close V1 and open V2 & BP = 0.68, RP BC > 0 BP = RP
measure, the time should be - 45 overcharge greater than 0.1 bar
secs for Goods; 15 secs for should not be deducted.
Passenger.
6.12.0 OVERCHARGE REDUCTION

6.12.1 Quickly press the Release Valve A drop in CR should be observed.
pin fully in 1 sec. Then CR should return back to BP
rated pressure.
F - 11
6.13.1 FULL APPLICATION
(FULL SERVICE APPLICATION) = BP = 0.68; RP BC > 0

Close V3 and open V6 for BC pressure should drop and
applying BC. Quickly press the stabilize at > or = 1 bar.
Release Valve Pin fully in 1 sec.
Open V3. CR = BP = RP
6.13.2 EMERGENCY APPLICATION

Open V6. Note BP and BC BP = 0 and BC = 3.8 ksc. CR
pressure. Pull briefly the emptying time should be </= 65
Operating Lever and check for secs.
draining of CR fully.
6.13.3 RECHARGING

Close V6 and open V5. BP = 0.2 bar. This check will involve
ensuring that there is no leak at
exhaust choke.
6.14.0 TOTAL RELEASE

Open V6. Note BP and BC All the volumes should be
pressure. Pull briefly the completely empty.
Operating Lever. CR = BP = BC = 0.
6.15.0 REFEEDING TEST

Open V6 to cause a pressure drop BC drops and again increases due to
of 0.8 ksc in BP. Create a leak in refeeding.
BC through 2 mm Choke by
opening V14.
F - 12
F - 13
TEST SPECIFICATION NO. 071-1
TEST SPECIFICATION FOR CONTROL RESERVOIR PIPE BRACKET

ASSEMBLY
1.0.0 INFORMATION
1.1.0 This specification covers the testing and acceptance criteria of the “Control
Reservoir Pipe Bracket Assembly”.
Supply air pressure should be atleast 10 ksc.
2.0.0 TEST SET UP
2.1.0 Ensure that the dummy Plugs for “Control Reservoir” and “Brake Pipe” ports
are securely tightened.
2.2.0 Operate the Isolating Cock a few times and finally leave the Handle in
“Closed” position.
3.0.0 TESTING
OPERATIONS
3.1.0 Supply compressed air at 10 ksc to the BP port. Apply soap solution all over
the assembly and observe for leakage at the open orifices, around the two
dummy Plugs (CR and BP) and at the Isolating Cock portion.
RESULTS TO BE OBTAINED : There should not be any leakage.
3.2.0 Connect the Valve Blanking Plate alongwith the Gasket and secure it in place
with the three M16 Hex. Nuts. Now, move the Handle of Isolating Cock to
“open” position and apply soap solution all over the Body and observe for
leakages at the places as listed in para no. 3.1.0 above.
3.3.0 Move the Handle of Isolating Cock to “Closed” position and remove the
Blanking Plate, by unscrewing the three Nuts. Mount a fully tested and
passed C3W Distributor Valve type lGP V6M24 and tighten the same with the
three Nuts. Move the Handle of Isolating Cock to “Open” position. Observe
F - 14
free flow of air at the Auxiliary port. Move the Handle of Isolating Cock to
“Closed” position and then dummy this port. Allow the Control Reservoir to
charge fully. Apply soap solution at all the places, as listed in para no. 3.1.0
above and observe for leakage.
4.0.0 Move the Handle of the Isolating Cock to “Close” position and exhaust the air
charged into the “Control Reservoir” by briefly pulling the Operating Lever of
the Distributor Valve. Take out the Gasket. Plug all the open ports with
suitable protection Caps and retain the same till the refitment on loco.
F - 15
F - 16
F - 17
Parts List for Rotary Shaft and Passenger Freight position
Item
FTIL Part Qty
no. as Description
No.
per drg
12 501 8050 00 Spring 1
48 501 8160 00 Cap 1
49 501 4090 00 Rotary Shaft 1
50 501 7130 00 O Ring 24 x 20 x 2 1
51 914 0010 00 Disc Key 5 x 6.5 1
52 909 0050 00 Washer 15 x 28 – 1.5 1
53 501 8170 00 Screw 1
231 501 4453 00 Release Choke – Passenger 1

GP changeover handle for DVs to
232 501 8470 00 1
Conventional mounting
GP changeover handle for DVs to panel
232 501 8472 00 1
mounting type
9 501 7040 00 O Ring 15.98 x 12.42 x 1.78 1
88 501 8250 00 Plug 1
221 504 4455 00 Application Choke – Goods 1
33 501 6020 00 Filter 1
34 501 4300 00 Application Choke – Passenger 1
35 501 7100 00 Joint 1
47 501 6030 00 Filter 1
F - 18

IRAB-1 24082010 - Faiveley

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IRAB-1 24082010 - Faiveley

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OPERATION AND MAINTENANCE

Catalogue No. LBS/005

Phone : +91 4344 276761 to 276765

FAIVELEY TRANSPORT INDIA LIMITED FAIVELEY TRANSPORT INDIA LIMITED

IND DATE MODIFICATIONS

1 02 / 2003 New Issue

2 12 / 2005 a. Manual reformatted to Faiveley Transport format.

Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 01

General Hints on Maintenance for Air Brake System . . . . . . . . . . . . A - 02

General Tools for Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 03

Inspection and Replacement criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 05

Lubrication and Recommended Greases . . . . . . . . . . . . . . . . . . . . . . . A - 07

Equipment Setting – 28 LAV-2 Dual Brake System . . . . . . . . . . . . . . A - 09

Recommended torque values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A - 10

Maintenance detail references . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A – 11

Recommended Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . A – 13

2. PART B – DESCRIPTION OF FEATURES, OPERATION AND SAFETY

3. PART C – DESCRIPTIVE DETAILS, TESTING, INSTALLATION AND

4. PART D – IRAB-1 TRI-PLATE PMBS (TYPE C)

5. PART E - DESCRIPTIVE FUNCTIONS OF THE AUXILIARY DEVICES IN

6. PART F – C3W DISTRIBUTOR VALVE FOR LOCO APPLICATION

Some components / subassemblies use powerful springs. Care must be taken to

Oils and greases are used which could be a hazard.

Only approved Faiveley Transport recommended overhaul kit / spare parts as

Open ended Spanner - 1/4” x 5/16” to 1-1/8” x 1-1/4” in steps

Screw Drivers - 1.2 x 8 and 1.2 x 10

Allen Key set - FPS

Circlip Plier - 6” Straight Nose

Circlip Plier - 6” Bent Nose

Torque Wrench 0 - 100 Nm

Visual inspection and replacement criterion as under, is recommended during

Threaded portion on components/parts, for any damages / abnormal wear.

Replace components if,

2. Threaded portion on components exhibit damages / abnormal wear.

3. Springs found in damaged, cracked, heavily rusted, permanent set condition

4. Filters/Strainers found with rupture, damaged seating face, presence of large

The movement of valves, rubber diaphragms etc., in Faiveley Transport brake

The recommended lubricants during assembly after overhaul/out of course repair

Application and Specification of Grease to be used for all brake valves

1. during assy (metallic component portions under movement).

Commercial name : Molykote M 55 or equivalent

Quantity of grease is to be thinly applied to components and spread uniformly.

1 N-1 Reducing Valve 47 523 1010 00 2.5 ksc

2 Pressure switch RT 25 707 1030 00 Open at 2.8 kg/cm²

3 Pressure switch RT 45 707 0103 00 Lamp glows & buzzer rings -

4 Pressure Switch RT-5 82 707 0105 00 Close at 6.5 ± 0.1 kg/cm²

Sl No. Description Size Torque Nm

2 Hexagonal nuts / UNC 5/16 " 25

Sl Item FTIL Maintenance

2. VACUUM BRAKE EQUIPMENT RACK (VBER) TO FTIL PART NO.

Sl Item Description FTIL part no FTIL Maintenance

Sl no Trouble Possible Cause Remedy

MU2B kept in trail condition Change MU2B to lead

Port no.3 of VBER not Check for connections

DESCRIPTION OF FEATURES, OPERATION

TRI-PLATE PANEL CUM RACK MOUNTED

The relevant drawings are attached in the manual at appropriate sections.

Sl. FTIL drg RDSO ref.

2.0 FEATURES IN 28 LAV-1 DUAL BRAKE SYSTEM

 The system design provides the following features as under:

 The locomotive brake can be graduated “ON” (Full Application) / and

 It is possible to bring about a quicker application of both the locomotive and

 It is possible to control a similarly designed braking system of one or more