Operation & Troubleshooting — Real Procedures, Pressures & Diagnostics

Real Energizing Procedure — Real 11 Steps

• 1) Loco log-book inspection — check for defects/special instructions; a loco made dead for a defect must NOT be energised before that defect is attended. 2) Check all safety fittings. 3) Battery ON via HBA switch; start baby compressor (MCPA); RAL cock stays closed while emergency reservoir pressure builds to real 7-8 kg/cm², then opens. Confirm loco is under OHE, raise pantograph with ZPT key — a real 'chu' sound confirms OHE is alive. Fit BL key and MPJ.
• 4) Set loco/train brake isolating cocks open in working cab, closed in rear cab. 5) Inspect switch/relay boards: programme switches at position '1'; no relay target dropped; HT compartment checked visually for TFP/GR oil leakage.
• 6) Close DJ: press BLDJ then BLRDJ — real voltmeter reading ~25 kV. Switch ON BLCP, building real MR pressure 8-9.5 kg/cm². 7) Test loco brake, remove wheel skids. 8) Traction test: MPJ forward/reverse — LSB extinguishes; 2-3 notches with brakes applied — LSGR extinguishes on first notch. 9) Emergency brake: notch returns to zero automatically on application. 10) EEC check: ZSMS on 'D', MP on 'N', EEC push-button advances notches one by one. 11) Check headlight/marker/flasher lights from both cabs.

Real Stabling-Dead Procedure — Real 11 Steps

Real reasons: loco trouble/failure; waiting for next train/load; crew unavailable. Real steps: 1) Stable in loop/siding, fouling mark clear. 2) Build air pressure via MCP to real 7.5 kg/cm². 3) Apply loco brakes AND hand brakes. 4) Skids/wooden wedges to secure. 5) Reverser neutral, remove MPJ. 6) Lower pantograph, remove ZPT. 7) Switch off ALL BL switches, remove BL key. 8) HBA to '0', confirm battery voltage '0'. 9) Secure ZPT/MPJ/BL key in locker. 10) Lock door from outside. 11) Hand over keys to Engine Turner/ASM on duty, informing stabling location.

Hand brakes are of 2 real types: (i) straight hand-brake lever type, (ii) screw rod and wheel type.

Real Stabling & Securing of Trains/Vehicles

Case study: a roll-down of a coaching rake at Titlagarh station, during power-reversal of a train from Ahmedabad to Puri — TXR staff manually released the brakes of the entire rake; the rake, without power, rolled down and stopped at the next station, Kesinga yard. Real 3 causes identified: (1) hand brake not applied in the SLR; (2) wooden wedges not placed below the SLR; (3) TXR staff released brakes of the entire rake.

• Real action by Station Master/Traffic Staff when stabling a vehicle/load/train at a station: chain and padlock using at least real 2 chains, one at either end. Use at least real 4 sprags/wooden wedges — 2 each below the outermost pair of wheels at either end. Fully tighten hand brakes of at least real 6 wagons from either end. For coaching vehicles, apply the Guard's hand brakes in the SLR(s). Hand brakes must be operated under the Guard's personal supervision, or by SM/ASM on duty in the Guard's absence. Vehicles of the stabled load/train should be coupled together — if a stabled load must be split, each split part is treated as a SEPARATE load for securing purposes.
• Points must be set, clamped and padlocked against the blocked line, towards the dead end or trap point (if available); Scotch blocks used if available; Stop Collars placed on relevant signal and point buttons/slides/levers. Remarks must be made in TSR and/or SM diary in RED INK stating 'Line no…. is blocked and all precautions for securing the load have been taken'. After stabling, the SM must inform the Section Controller (supported by a private number) that all laid-down precautions have been taken.
• Real additional precautions for stabling at a station with gradient of real 1 in 400 or steeper: follow CRS-approved special instructions per the station's SWR scrupulously, PLUS — apply hand brakes and use sprags/wooden wedges/skids BEFORE uncoupling vehicles, to prevent rolling; as far as possible, stable the load on a line isolated from other (particularly running) lines.
• Real action by LP/ALP before leaving the loco (attached to a stabled load, or a shut-down/stabled light engine): apply BOTH SA-9 and A-9 brakes; apply hand brake/parking brake; secure the loco with the wooden wedges provided on it. Real rule: an LP on duty should NOT leave the loco unmanned — if required to, only after receiving WRITTEN authority from the SM/Yard Master, and ensuring SA-9 & A-9, hand/parking brakes are applied and wooden wedges provided. Before leaving the station/yard, the LP and Guard must jointly record in a real 'Stable Load Securing Register' (maintained with the SM) that the load & loco have been secured as prescribed.
• Real action when a train is stabled in a BLOCK SECTION (accident/failure/obstruction/other reasons): LP/ALP and Guard protect the train per real G&SR 6.03. Secure with loco brakes (SA-9, A-9 & hand brake) AND hand brakes of at least real 6 wagons at either end, plus wooden wedges towards the DOWN gradient. Real division of labour: hand brake operated by the ALP from the leading end, by the Guard from the rear end (if working without a Guard, these duties devolve on the ALP). For coaching trains, the Guard applies SLR hand brakes in addition to the LP's loco brakes. Station staff, Guard, Crew and Section Controller must know the gradients of stations/yards/sidings/block sections; frequent counselling on this by supervisors is expected. Railways must ensure adequate approved-design sprags & chains at stations, and wooden wedges on locos.

Dynamic Brake & Brake-Power Test — Real Numbers

• Applying dynamic/rheostatic brake: bring MP to '0' from traction, turn towards braking. Real precautions: bunch load on buffers first (A9 slightly then release); real current limit 750 Amps max per traction motor; loco brake must be RELEASED while applying dynamic brake (both together risks wheel skidding); watch HT compartment frequently for overheating. Real practice: dynamic brakes applied at higher speed to reduce speed and cut brake/wheel wear.
• Real brake-power test: after DJ closes, start auxiliaries via BL switches; apply loco brake — real BC pressure ~3 to 3.5 kg/cm². Then: (i) take notches until TM current reaches real 650 Amps (3-4 notches) — loco should NOT move, confirming sufficient brake power. (ii) increase to real 850-900 Amps to assess max. braking effort — loco should move only SLOWLY, confirming adequate effort. If inadequate, inform TLC/PCOR.

Precautions Against Wheel Skidding — Real Rules

• Real standard BC pressure setting 3.5 kg/cm² (some sheds reduce to 3.0 kg/cm² to lower skid risk). Brake-block hardness tested regularly — real limit: not used if hardness exceeds 180-200 BHN. WAG5: C3W distributor-valve handle kept in FREIGHT position for goods trains. A choke on the additional C2 relay valve gives delayed brake application + quick loco-brake release.
• Experienced-LP technique: apply train brake (not loco brake) while pressing PVEF to keep loco brake out of service — real speed cap 30 km/h for this technique; afterward brakes return to normal conjunction working with PVEF normal.

Working with RSI-Block / Traction-Motor Isolation — Real Current Limits

• RSI block isolated (earth fault/diode puncturing) — WAM4: 6 TMs still supplied via smoothing reactor (SL), real continuous capacity 2000 Amps ÷ 6 = real 330 Amps max per TM. Only work light loads this way, ALP watching HT compartment frequently for overheating.
• RSI block isolated — WAG5: the 3-TM group fed by that block isolates together, so remaining TMs can use their normal current rating. Traction motor isolation: done via HMCS switch when QOP relay drops due to earth fault in a TM group.

Cab-Changing — Real Procedure & Real 16-Item Valve Position Table

Real 7-step single-loco cab-changing procedure: 1) Apply loco brake with SA9/loco brake. 2) Switch off DJ, lower pantograph. 3) Remove ZPT/BL key/MPJ from the cab. 4) Close loco/train-brake isolating cocks; put handles in released position. 5) At next cab, fit BL key/ZPT key/MPJ; ZPT at appropriate position to raise pantograph. 6) Close DJ, MPJ forward. 7) Open SA9/A9 isolating cocks, release brake via loco-brake handle.

Real Shunting Operation Rules

• LP works with LEADING cab only when approaching to attach for shunting. Real rule: engine stopped about 20 metres in advance, then moved dead-slow per pointsman's/guard's signal for smooth, jerk-free attachment.
• At Class B stations with gradient steeper than 1 in 400 falling towards the approaching train, shunting is done with engine leading towards the falling gradient. Loose shunting (hump shunting included) never against cranes, or vehicles with passengers/workers/explosives/dangerous goods/live stock. Real shunting speed limit: 15 km/h unless otherwise specified.

Real Precautions Before Reclosing a Tripped DJ

Single loco: when DJ trips (LSDJ bulb glows), before reclosing check (i) relay board for dropped target, (ii) HT compartment visually for overheating/smoke. Reclose only when both are satisfactory. Real note: documented loco-fire cases resulted from crews skipping these precautions.

Multiple loco — 2 real conditions: Condition 1 (road/load permits single-loco haulage) — check leading loco relay target; if clear, trailing loco's panto can be lowered via BLSN and section cleared with one loco; at next stoppage recheck trailing loco and reclose its DJ too if clear. Condition 2 (road/load does NOT permit single-loco haulage) — stop after DJ tripping, examine both locos; if both normal, DJ reclosed and train worked; if either defective and load can't be worked single-loco, demand an assisting engine. Real note: if QLM relay target has dropped, it should NOT be reset.

Real Defective Air-Flow Relay Diagnostic Timing Table

Real air-flow relays that cause DJ tripping: QVMT1 & 2, QVSL, QVSI1 & 2, QVRH, QPH. The DJ trips via Q118 relay with a real time lag that identifies which relay is defective.

Real isolation method: keep the concerned relay's programme switch at III, then bring each relay's switch to 'I' one by one — the one causing tripping at 'I' is the defective relay; keep its switch at III (isolated), others returned to I. Real pilot-lamp indications (single loco): LSOL glows; LSDF, LSCHBA, LSGR, LSB glow; VA meter shows voltage. Real multiple-loco reflection: a trailing-loco defect shows in the LEADING loco's LSOL per the same timing pattern, while the trailing loco itself shows the real delay directly; whenever the trailing loco's DJ trips, the leading loco's DJ remains closed.

Real Precautions for Manual Notching (GR)

When MP and EEC fail, manual GR control may be used ONLY to clear the section. Real precautions: 1) Remove GR manual handle by rotating 90° first — cuts air supply to GR mechanism. 2) Q44 relay must NOT be wedged during manual GR operation. 3) One GR handle rotation must complete within real 0.6 seconds — longer causes DJ tripping. 4) Watch HT compartment, particularly RGR, closely. 5) Increase/decrease notches per LP's advice, restricted speed to stop anywhere as needed. 6) Once section cleared, report MP/EEC failure to TLC/PCOR — manual GR is a clearing measure only, not normal operating mode.

Real Safety Fittings Checklist (Crew-Level)

• Real 8-item underframe checklist: rail guard/cattle guard intact; equalising beams/bracket/tie bolt crack-free with tight bolts; helical springs crack-free; safety 'J' clamp and brake-rigging safety slings proper; axle-box liners in position; brake blocks not tilted/broken; TM suspension lock pin intact; TM gear-case fixing bolt not loose/deficient.
• Real 15-item loco-body checklist: hand-brake effectiveness; screw-coupling condition; CBC lock pin & clavis condition; buffer securing/fitting; foot steps; horn effectiveness; speedometer unit working both cabs; fire extinguisher availability; portable telephone working; battery-box bracket; flasher/marker lights both cabs; both headlights proper focus; earthing poles/cables availability; panto-pan and levelling-rod condition. Real 4-point lubricant check: centre pivot, side bearers, gear cases, suspension bearings.

Real Air-Pressure/Vacuum Leak Test (WAG5 Air-Brake Loco)

• 1) Open feed-pipe/brake-pipe angle cocks, run compressor to clear the passage. 2) Close all angle cocks, build real MR pressure 8.0-9.5 kg/cm². 3) Connect a brake-hose pipe to the master gauge. 4) Charge brake pipe to real 5 kg/cm² via A9 in release position — loco and master gauge should match. 5) Drop BP by real 1 kg/cm² via A9, isolate. 6) BP gauge needle takes ~30 seconds to stabilise; thereafter, NO pressure drop should occur for one full minute — any drop within that minute indicates a leak to trace and attend.

Real Caution-Order Time-Loss Table

Calculated for mail/express/passenger trains only (T.P. = telegraph post; real note: one T.P. spacing is taken as one OHE-span length).

Real Checks While Taking Over MU/Single Loco in Trip Shed

Real 10-item multiple-loco checklist: 1) Check leading/trailing loco cock positions, correct if wrong. 2) Check A9/SA9 apply/release, no C2 relay-valve leakage. 3) Check multiple-jumper electrical connections properly fixed. 4) MR pressure real 8.0-9.5 kg/cm², BP real 5 kg/cm² achieved easily; vacuum with both PVs. 5) BLSN switch operation — rear loco pantograph raises/lowers correctly. 6) Trip trailing loco's DJ — confirm real pilot lamps glow: LSOL, LSDJ, LSCHBA, LSGR, LSB. 7) Open leading loco's DJ, both DJs trip without difficulty. 8) Traction test — 2-3 notches in leading loco with brakes applied, trailing loco's notch position matches, both return to 0 together. 9) Brake-power test (same as single loco). 10) Check all safety fittings. Real note: single-loco checklist is the same MINUS the BLSN check and trailing-loco notch verification.

Real Stalling-Avoidance Techniques

• 1) Check load condition: BPC valid, air/vacuum continuity confirmed. Real jammed-load check: take 2-3 notches on starting — if TM current hits real ~400 Amps and train doesn't move, it's a jammed vehicle; find/release it before restarting — a properly released train moves at 400 Amps or less. 2) Watch TM current: gradual notching, never exceed short-time/continuous rating; too-quick notching causes wheel slip → automatic regression via wheel-slip relay → stalling risk.
• 3) Pick up speed before gradient with good road knowledge, subject to speed restrictions — WTT prohibits stopping goods trains at certain stations/signals on gradients to avoid momentum loss. 4) Use sanders/ZQWC judiciously — excess sander use drops MR pressure (DJ tripping) and exhausts sand early; ZQWC ON approaching gradient auto-adjusts TM current to avoid wheel slip.
• 5) Negotiating caution orders on/near an up-gradient: control train well in advance by destroying vacuum/air pressure in small amounts (real 10 cm vacuum, real 0.2-0.5 kg/cm² air brake) for gradual brake application; keep train-brake handle released once desired speed reached, so brake power is ready right after the caution spot. 6) Avoid sudden shunt notches while approaching/negotiating a gradient — risks wheel slipping and notch regression.

Real Advanced Troubleshooting Checklists (Inspectors/Supervisors)

Real 6 most-common loco-trouble scenarios, each with detailed checks to try before failing the locomotive and sending it to homing shed.

• MP and EEC not responding: checks include Q51 not energised; ZSMGR handle at 6 o'clock + RS cock limit switch; QRS/Q20/Q50 energisation states; real SMGR pressure should read 3.0 to 3.8 kg/cm² with normal pressure-drop/rebuild behaviour; ZSMS switch, MP interlocks, BD/MP cock connections; interlock tension/tightness of QRS/Q50/Q51/Q52/Q46; SMGR aux. cam contacts in UP/DOWN valve circuit; real milli-volt drop check on wire 700-to-Q52 (UP) and 700-to-Q62 (DOWN) — should not exceed 40 MV either way; SMGR strainer/air-pipe cleaning; Q52 relay VS diodes checked notch-by-notch; SMGR not overshot beyond zero.
• DJ tripping without apparent cause: checks include CCDJ fuse holder; BP1DJ/BLDJ/ZPT interlocks+connections; tightness of wires on Q11B/Q44/MTDJ circuit at SB/BD terminal-board panel; crushing of EMC/Q44/Q118 interlocks + base-connection tightness; real SMGR pressure-reducing-valve drop timing (5 kg/cm²) + Q44 branch-contact operation; QPDJ setting via test-lamp method; Q44/Q118 relay calibration from test room; DJ air-filter cleaning (ceramic filter replacing strainer); SMGR pressure-reducing valve/cock cleaning; blower-relay function; relay-panel tapping for loose contacts; milli-volt drop check for Q44/MTDJ/Q118 branches per the final testing proforma.
• DJ not closing after neutral section / not holding / not maintaining: checks include QPDJ setting; CCDJ fuse condition; BP1DJ interlock; Q44/C118 normally-closed interlock crush+pressure (Q118 branch); SMGR interlock in Q44 branch; Q45/QCVAR contacts for C118; DJ air-pipe/NR-valve/strainer cleaning; SMGR not overshot beyond zero notch + LSGR doesn't glow unless SMGR(o) interlock (717-719) closed; real milli-volt drop test for MTDJ/C118/Q44/Q118 with battery ON.
• Half-notch tripping: checks include Q44 timing; real SMGR progression/regression timing 9 to 13 seconds; real pressure drop during continuous progression/regression max. 0.5 kg/cm²; cam & cam-interlock operation of SMGR in Q44 branch; SMGR valves checked for proper lift/leakages.
• QRSI drop (real progressive megger-test sequence, stages A-D, for loco inspectors/trip-shed supervisors, NOT the driver): (A) L1/L2 line-contactor operation in LT test; flexible shunts, power-cable connections, power circuit meggered; RSI1+2 blocking diodes/fuses checked by micro-ohm resistance meter; RC damping circuit's ETTFP1+2 meggered. (B, if A normal) all TM inspection covers opened/checked, TM cables/junction-box/terminal-box + PG clamps checked, all TMs meggered individually; SL coils/cables checked and meggered. (C, if A&B normal) real QRS12-relay check: remove L1 coil connection, apply brake, take notches — QRS12 should drop at approx. real 600 Amps (shown on AM½/AM2·1/AM1·1/AM2·2 ammeters); similar check for QRSI-1 via L2 coil removal. (D, if A-C normal) QD relay+cables, ammeters+shunts, copper links, line-contactor insulating bars checked/meggered.
• QOP drop, WAM4 with 2S-3P combination (real progressive megger-test sequence, stages A-F): (A) megger power circuit from top-side of line contactors L1-L5 (J1/J2 and HQOP neutral); if earth shown, megger SL cable+coil, then Q20 relay's RQ20 cable, then RSI1-2 block, then concerning cables, then RC damping. (B) megger power circuit from bottom-side of L3/L4/L5 — real WAM4 TM grouping: L3 earth → TM1+4; L4 earth → TM3+6; L5 earth → TM2+5. (C, if A&B good) megger reverser J1/J2 finger circuits in neutral — J1 finger 1,2,5,6 → TM1&4; J1 finger 3,4,7,8 → TM2; J2 finger 1,2,5,6 → TM5; J2 finger 3,4,7,8 → TM3&6. (D, if A-C good) QD relay+cables, ammeters+shunts, copper links checked/meggered — reserved for loco inspector/trip-shed supervisor. (E, if A-D good) QOP relay, RPQOP, RQOP and mid-point resistance+cables checked/meggered; all TM cables visually checked underneath. (F, if A-E good) energise loco, isolate TM groups one by one to find which causes no QOP drop, then move on only 2 TM groups in service one by one; open all TM inspection covers for thorough internal check; open RPS/SL covers and thoroughly check HT compartment for flashing/tracking/burning marks or foreign material.

Real Combined Train Report (CTR)

CTR (formerly the guard's journal) has 2 real parts: Part I (LP), Part II (guard). Real 9 data points: train name/number+crew; train load; engine number; intersectional running time; time loss/gain by account; lube/fuel-oil consumption (diesel); engine-hours utilisation; crew duty hours (sign-on/sign-off); signal/track defects noticed.

Real filling procedure: guard collects 4 real CTR forms at sign-on, fills Part II in quadruplicate; at journey end, guard hands 3 copies to LP after verifying timings; LP fills Part I in all 4 copies; LP submits 3 copies to HQ depot — real distribution: 1 to statistical branch, 1 retained by depot in-charge, 1 to loco running bill section. CTR is also the basic record for mileage-allowance payment.

Real Portable Field Telephone Management

Real 2 types: (1) Field-telephone-socket telephone — dry-cell operated with flexible wire/pin, real sockets beside the OHE mast every half kilometre, with an arrow mark pointing to the nearest socket. (2) Portable mobile telephone — no socket/pin needed, periodically recharged, usable anywhere in section.

Real 3 issue systems compared: (1) as a loco item (issued by homing shed, minimal requirement but real loss risk on foreign railways); (2) issued to LPs at sign-on (real 10-column register, better accountability but real requirement at least twice the loco-item requirement, handling needed at every crew-change point); (3) as the LP's personal store (avoids per-trip record-keeping, but real constraint of ~100 LPs signing on/off daily and reduced line-box sizes making storage difficult). Real conclusion: system (2) — issue at sign-on — is judged the more practical/workable option. Real testing note: S&T branch tests each phone periodically, next-due-date painted on the phone; lobby in-charge maintains a testing-due register; defective phones are replaced by the engine turner.

Real Working Time Table (WTT) — Loco-Operation Relevant Content

The WTT is issued by COM of the zonal railway for each division every real 6 months. Real goods-train information: permissible load in tonnes per section per engine type; banking-engine requirement; stopping restrictions at particular stations/signals for fully-loaded goods trains; goods train-load reduction during monsoon; permanent speed restrictions from continuous falling gradient/various operating conditions; inter-sectional running time. Real rolling-stock information: max. permissible speed per engine type and per roller-bearing/ball-bearing wagons/coaches. Real passenger-train information: intersectional running timing; booked and max. permissible speed of each passenger-carrying train; normal and minimum running time, indicating engineering/loco/traffic time gain available.

Real Loco Brakes Not Releasing (WAM4-Specific)

Real 3 pneumatic-circuit causes: (i) defect in LP's automatic brake (DAB); (ii) B2 relay valve defective; (iii) brake-cylinder spring broken.

• DAB defect: real indications — continuous air leakage through the exhaust port (may equalise brake-cylinder pressure with MR pressure), worn/defective poppet valve seat, or defective DAB rubber — may need replacement, though if already on load the train can still be worked by isolating the DAB. If leakage isn't obvious, confirm by applying brake from the OTHER cab, manually releasing the suspect cab's brake and isolating its DAB, then operating the other cab's DAB in apply/release 2-3 times.
• B2 relay-valve defect: if brakes don't release from BOTH cabs' DAB, likely B2 leaks continuously and drops MR pressure — no pressure releases from B2's exhaust port due to piston-packing sticking; B2 must be replaced/repaired.
• Brake-cylinder spring broken: identified by observing which particular cylinder isn't releasing while others function properly. Can be temporarily 'dummied' by blocking air supply with a wooden plug, but still needs isolating and proper repair/replacement.