ANNEXURE-1

(For Official Use Only)

Government of India
(Bharat Sarkar)

TESTING INSTRUCTIONS FOR IRAVB-2

DUAL BRAKE SYSTEM FITTED ON WAG5
CLASS ELECTRIC LOCOMOTIVES

MAINTENANCE INSTRUCTIONS NO.MP.MI-138/88

FEBRUARY-1988

Issued by

MOTIVE POWER DIRECTORATE

RESEARCH, DESIGNS & STANDARDS ORGANISATION
(RAIL MANTRALAYA)
LUCKNOW-226011
1. GENERAL

The tests and the test standards given in this manual cover some of
guidelines for checking the function /operation of IRAVB-2 twin pipe brake
system and pneumatically operated auxiliary equipment’s fitted on WAG5A&B
class locomotives during normal maintenance schedule attention and also after
overhauling. These tests are for the brake equipment as a whole, to judge the
overall performance of the locomotives. Individual valves/pneumatic
equipments should be tested on AB test rack or other respective test racks, after
overhauling and before fitment on the locomotives.

2. For proper functioning of the brake equipment, following points should be kept
in view:

2.1 Drainage: Ensure that there is no accumulation of moisture and other

condensate in the main reservoirs, dirt collectors, drip cups and at any
other place in the pneumatic circuitry of the locomotive. The drain cocks
provided for the same must be operated to ensure complete drainage of
the condensate. Auto drain valves fitted on the first and second main
reservoirs should be checked for operation.

2.2 Cleanliness: Dirt and foreign matter must not be allowed to enter the
pipes and equipment. It increases wear and result in malfunctioning of
the valves, specially the rubber components. It also results in excessive
leakage in the brake equipment.

2.3 While storing the pneumatic valves after over-hauling, the port openings
should be covered with protective covers, to avoid entering of dust / dirt.

3. General precautions and attention to be taken during periodic

overhauling of locomotives.

3.1 Whenever a pipe fitting needs replacement, it should be replaced by a

standard fitting only. Use of hammer and improper size tools should not
be made to "do" and "undo" pipe joints. If a pipe is required to be
changed and needs bending, it should be suitably bent to shape on shop
floor before fitment on the locomotive Area of cross-section of pipe bore
at the bend should not get reduced during bending.

3.2 All pipes, pipe fittings and brake components should be stored in clean,
dry and cool places. They should be blown with dry compressed air
before fitment in the locomotives.

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3.3 White lead should never be used in making pipe joints. Only approved
pipe jointings e.g., Teflon tape should be used.

3.4 All reservoirs, the period of whose last testing has exceeded the pre-laid
down period for retesting, should be subjected to hydraulic test.

3.5 Inspection plates of the main reservoirs should not be painted over.

3.6 Unidirectional valves such as check valves, dirt collectors etc., should be
correctly installed so that arrows cast on the body of the valves, point in
normal direction of air flow through the valve.

3.7 Vent holes of the valves should not be blocked by paint.

3.8 Filters and strainers should be cleaned in a suitable solvent to ensure

maximum air flow through them.

4. LEAKAGE

4.1 Vacuum system: When testing complete vacuum system, leaks from
atmosphere into pipe work can be detected by use of a portable flame.
Flame will be the drawn towards the leak when brought near it.

4.2 Compressed air system: To check leakage in the compressed air system,
the pipe and fitting work should be carefully tested with soap and water
solution. The leakage will show up as a series of bubbles.

5. PREPARATION FOR TESTS (Ref. SK. DP -2350).

5.1 Ensure for full tightness of all foundation bolts of auxiliary as well as
main compressors.

5.2 Check the foundation brake rigging. All pins, hangers, rod etc., must be
properly secured and assembled to perform their functions without
fouling.

5.3 Check oil level in auxiliary compressor, main compressors, exhausters

and oil bath filters, if required fill recommended lubricant.

5.4 Check clearance between brake shoes and wheel. If necessary, adjust the
shoes. This should be 10 mm with a piston stroke of 67 mm.

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5.5 Ensure that the self locking angle cocks (A39) for brake pipe and
feed pipe and (A40) for BC equalising and main reservoir pipes
are closed at both ends of the locomotive and also that the hose
coupling heads (A37,A38 and A51) of these pipes are attached to
their appropriate dummy couplings.

5.6 Place the vacuum train pipe hose on dummy at both ends.

5.7 Open drain cocks (A7) fitted on main reservoirs (A6) and in
compressed air pipe lines (C25) in panto reservoir (C23), and
also open the cocks for centrifugal dirt collector (A9, C7 and
C12). Open drain cock (C2) in the auxiliary compressed air
circuit and the pipe line to vent the pressure, if any, in the system
to atmosphere and also to drain out all condensate present in the
pneumatic circuit.

5.8 Close all drain cocks mentioned in para 5.7 and also external
compressed air supply cock (A8).

5.9 Check that all other cocks are open.

5.10 Check all the sand boxes. Fill sand in boxes with only dry and
clean sand as per IRS specification Z9-66.

5.11 Check that the handle movement of both SA-9 type independent
air brake valves, A9 automatic air brake valves and emergency
brake valves (A14) are free.

5.12 In non-driving cab:

a) Keep SA-9 independent brake valve isolating cocks

(A15) in closed position and

b) Keep A-9 automatic brake valve handle in ‘Release’

position and close isolating cocks (A15) in BP control &
MR pipe line of the brake valve.

5.13 In Driving/operating cab:

a) Keep the independent brake valve in ‘Release’ position

and open isolating cocks (A15) and

b) Place the automatic brake valve handle in ‘Release’

position and open the isolating cocks (A15) in BP control
and MR pipe line.

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6. TESTING OF AUXILIARY SYSTEM

6.1 With main system at atmospheric pressure, open the 1/2"
diaphragm cock (C25) between auxiliary compressor and
panto reservoir.

6.2 Close auxiliary compressor switch to start the

compressor. The pressure shall start increasing in the
panto resevoir (C23) as indicated by pressure guage
(C24).

6.3 Note the time taken for auxiliary compressor to charge

panto reservoir from zero to 8 kg /cm pressure. This
should not be more than 8 minutes.

6.4 Check that the auxiliary compressor 1/2" safety valve

type T2 (C3) blows at a pressure of 8.5 kg/cm and does
not allow the panto reservoir pressure to rise above this
limit. This ensures correct setting of auxiliary compressor
safety valve.

6.5 Open auxiliary compressor switch to switch off the

compressor. Close 1/2" diaphragm cock (C25) to
disconnect the pantograph from its circuit. Allow time for
reaching steady pressure and note the leakage rate in the
panto reservoir. This shall not to be more than 0.1
kg/cm/hour commencing from a pressure of 8kg/cm.

6.6 Open diaphragm cock (C25) connecting panto reservoir

(C23) to pantograph and its circuit. Operate the panto key
to raise the pantograph. Note the pressure at which
pantograph start raising. Also note the time taken to raise
the pantograph to the maximum height.

6.7 Note the pressure at which the pantograph start lowering.

Also note the time taken to lower the pantograph fully.

6.8 Allow time for pressure to stabilise and note the leakage
rate. Leakage rate from pantograph reservoir and its
circuit should not exceed 0.2kg/cm in 10 minutes,
commencing from 8 kg/cm.

6.9 Note the pressure at which low MR pressure governor

QPDJ (C13) closes. It should close at 5.5 .1kg/cm and
open at 4.5.1kg/cm
6.10 Energise the locomotive to operate the pneumatic and
other auxiliary equipment.
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7. TESTING OF MAIN AIR SYSTEM

7.1 With one compressor started on "Automatic" note the

time to raise the main reservoir pressure to 10kg/cmwith
one compressor operating at a time. Time taken to build
up pressure to 10 kg/cmshould be within 11 minutes.
This test should be repeated with other two compressors
also.

7.2 Note "cut-in" and "cut-out" pressure settings of main

compressor governor (C31). These should be
8.50.1kg/cm and 100.1kg/cm respectively.

7.3 Note the time taken for charging the system from 8.5
kg/cm to 10kg/cm, (i.e. between cut-in and cut-out
pressures). It should be about 90 secs. (To reduce M.R.
pressure below 8.5 kg/cm apply and release Independent
brakes.)

7.4 Close isolating cock (C17) to disconnect compressor

governor (C31) and with main compressor running in
‘direct’ position note:
.1 The main reservoir safety valve (A3) blows at
10.50.1 kg/cm pressure and does not allow MR
pressure to exceed this figure. Check the closing
pressure of the safety valve (This should be
checked by providing a master guage on the test
plug) It should be between 9.5 to 9.8 kg/cm.
This ensures correct setting of safety valve.

.2 Remove main reservoir safety valve (A3) and

plug the pipe connection. Raise the MR pressure
by running the compressor on "direct" and check
that the compressor safety valve (A3) blows at
11.50.1kg/cm and does not allow MR pressure
to exceed this figure.

7.5 Check the leakage rates with the system charged to 10

kg/cm for the following:
.1 Maximum leakage rate for complete system with
the auxiliary equipment in the circuit and
a) With automatic brake-0.2 kg/cm/4min.
applied in full.

b) With independent brake -0.3 kg/cm/4min.

applied in full.
c) With both independent -0.3 kg/cm/4min.
and auto brake released.
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.2 Leakage in the system without auxiliaries (close

isolating cock (C6) of panto circuit line and B A
pannels, isolating cocks (C20) on the wind screen
wipers and horn circuit) should not exceed
0.2 kg/cm/4min.

7.6 Charge the system fully. Make 0.6kg/cm reduction in BP

by automatic brake valve. Close isolating cock (A15) in
BP control line. Observe the pressure drop on the BP
gauge. Pressure drop should not exceed 0.7 kg/cm in 5
minutes.

7.7 Charge the system fully. Make 0.6kg/cm reduction in BP

by automatic brake valve. Close isolating cock (A8)
provided near the BP charging C-2 relay valve (A31).
Observe the pressure drop on the BP gauge. Pressure drop
should not exceed 0.7 kg/cm in 5 minutes.

7.8 Charge the system fully and ensure the feed pipe is
charged to 6.0Kg/cm pressure. Close isolating cock
(A21) provided before the feed valve (A52). After
stabilising Observe the pressure drop on the feed pipe
gauge. Pressure drop should not exceed 0.7 kg/cm in 5
minutes.

8. INDEPENDENT BRAKE VALVE

8.1 Application of brake.

.1 Move the driver's independent air brake valve

handle in steps towards the 'application' position.
Check that brake cylinder pressure rises each time
the handle is moved.

2. Move the driver's independent brake valve handle

quickly to 'full application' position direct and
note that a pressure of 40.1kg/cm is achieved in
brake cylinders, thus indicating that the
independent valve is set properly.

.3 Move the independent air brake valve handle

quickly from 'release' to the 'full application'
position. Record the time taken for the brake
cylinder pressure to rise to 95% of maximum
pressure of 40.1kg/cm.
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8.2 Release of brakes

.1 Return the handle in steps towards the

'release' position, and check that the brake
cylinder pressure falls each time the handle is
moved and finally to'zero' at released position.
Brakes will be fully released in this position.

.2 Move independent air brake valve handle quickly

to the 'release' position and record the time taken
for the brake cylinder pressure to fall to 0.4
kg/cm.

.3 The above tests from 8.1 to 8.2 to be repeated

with the other SA-9 independent air brake valve
fitted in second driver’s cab.

9 TESTING OF VACUUM SYSTEM

9.1 Operate the exhauster selector switch –ZPV.

The correct sequence of exhauster speeds at different
positions of ZPV should be as follows:

ZPV HPV OFF HPV ON QPV REMARKS

Posit- QPV not energised
ion energised HPV-ON
MPV1 MPV2 MPV1 MPV2 MPV1 MPV2
I L - L L H H
II - L L L H H
III L - L - H -
IV - L - L - H
Note: ‘L’ for low speed, ‘H’ for high speed.

9.2 During operation of each exhauster check lube oil

metering unit to give. 1 drop/ minute indicated at drop oil
counter at high speed of Northey exhausters. For other
makes of exhausters, follow the maker's instructions.

9.3 Check the following by operating both the exhausters

separately in turn.
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.1 Start one exhauster (with appropriate position of

exhauster combination selective switch ZPV) at slow
speed and adjust the relief /snifter valve to obtain a
vacuum of 60 cm maximum (fix a vac. gauge in the test
plug provided) when automatic brake valve handle is
placed in release position. The functioning of the relief
valve at dummy should be checked up by means of a
flame or thin strips of paper. Flame or thin strips of paper
if drawn towards snifter valve suction filter would ensure
that snifter value suction valve is open.

.2 Run single exhauster at slow speed. Adjust the brake pipe

pressure to 5.0 kg/cm by A-9 automatic brake valve, and
set both snifter valves to 600mm with HS-4 pressure
setting of 1Kg/cm2. Raise setting of HS-4 till vacuum
level starts dropping. HS-4 should be between 1.4 to 1.7
kg/cm. Move A-9 automatic brake valve handle from
‘release’ to ‘fullservice’ position. Vacuum in train pipe
must fall to zero. With the above setting it should be
possible to obtain 530 mm against 5/16” dia leak hole. In
case vacuum against leak hole is more than
540 mm, reduce the snifter valve setting from 600mm to
obtain a maximum vacuum of 540-mm against leak hole.

9.4 Note the initial charging time of the system.

It should be 7 to 10 sec. for 0 to 530mm Hg (21”) vacuum
in the circuit with brake valve handle in release position.
With A-9 driver’s vacuum brake valve in release position,
operate exhauster control and speed up switch
(B23&B22). Exhauster shall run at high speed and there
shall be a rise in vacuum level in VTP needle as indicated
by the vacuum gauge (B18). Release the switch (B22&
B23) and check up whether vacuum is restored to the
original level in train pipe immediately.

9.5 Stop the exhauster. With 510mm (20” Hg) vacuum level
in the circuit, test the vacuum leakage rest in pipes. This
should not be more than 7.0 cm/min.

10 AUTOMATIC BRAKE VALVE

10.1 Check the handle movement of A-9 driver’s automatic

brake valve in each position for the free movement in
both the cabs. By keeping the brake valve handle in
 ‘Realease’ position, note that the brake pipe pressure rises
to, and remains steady 5.00.1kg/cm.
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10.2 Move the A-9 brake valve handle quickly from

'release' position to the ‘emergency’ position.
Check that the brake pipe pressure falls rapidly to 'zero'
and that the maximum brake cylinder pressure obtained is
3.80.1kg/cm.Check that vacuum drops immediately to
zero and brakes are applied fully. Check that regression
takes place.

10.3 Move the brake valve handle to ‘release’ position. Note

that the brake pipe pressure returns to its normal value.
Vacuum is restored to original level and the brakes are
fully released.

10.4 Application of brakes:

Record the brake application timings in ‘full service’ and
'emergency' positions. Timings should be taken in both
'Goods' as well as in 'Passenger' positions.

10.5 Release of brakes:

Move the automatic brake handle from ‘full service’ and
'emergency' position to ‘release’ position and record
release timings in ‘Goods’ as well as 'passenger’
positions.

10.6 Brake application- minimum reduction position:

After charging the system fully, move A-9 automatic
brake valve to 'minimum reduction position.
Observe and record the BP and BC pressure.

10.7 Proportionality of brakes:

Test the proportionality of the automatic air brake in
application and release by recording brake cylinder
pressure at 5, 4.5, 4, 3.5 kg/cm brake pipe pressure, by
moving the automatic brake valve handle from 'release'
towards `full application' and back to 'release' position.

10.8 Leakage in control resevoir of C-3-W distributor:

Move A-9 automatic brake valve from ‘Release’ position
to ‘emergency’ position. Note the maximum brake
cylinder pressure. Observe for leakage in the BC gauge.
There should not be any leakage in 10 minutes. Any drop
in BC gauge would indicate leakage in control reservoir
of distributor valve.
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10.9 Capacity of A-9 brake valve :
The capacity of the valve in the ‘Release’ position when
the supply is stabilised, must confirm to certain limits in
order to ensure compensation for leakage for very long
trains, without interfering with the automatic function-
ing of the brake. Couple a 7.5 mm dia. leak hole special
test coupling as per SKDP-2691 to the brake pipe hose
coupling of the locomotive. Check pressure in the loco
BP gauge with brake valve handle in release position. It
should not be less than 4 kg/cm.

11. 1" BRAKE PIPE CUT-OUT COCK (A8) LEAKAGE:

Apply emergency brake through A-9 automatic brake valve
(A12). Close 1" brake pipe cutout cock (A8) fitted in the BP
charging line and bring A-9 valve in realase position. There
should not be any rise in brake pipe pressure in 10 minutes. Open
1” cut out cock. The brake pipe pressure should stabilise at
50.1kg/cm.

12 PARTING BETWEEN LOCOS WHILE WORKING IN

MULTIPLE UNIT
The performance of the system should be checked by simulating
loco parting conditions:
12.1 With the system fully charged and A-9 handle in release
position with MR & BP pressure of 10 kg/cm and 5
kg/cm respectively, the end cocks of MR, BP &BC
should be opened. Every 15 seconds of reading of MR,
BC & BP should be noted for the first 2 minutes and
every 30 seconds for another 3 minutes.

12.2 Test mentioned in para 12.1 above should be repeated

with the MR system charged to 7 Kg/cm2 instead of 10
Kg/cm2.

12.3 Test mentioned in 12.1 and 12.2 should be repeated but

after opening the end cocks of MR, BP &BC, the A-9
handle should be moved to emergency position after 15
seconds (reaction time) of opening of end cocks.

12.4 Repeat tests as in para 12.1 and 12.2 above, but apply
independent brakes after parting.
13 DOUBLE CHECK VALVE (A33)
13.1 Make independent air brake application of approx.
2.0 kg/cm and when BC pressure has stabilised,
superimpose this with a full application, through
automatic brake handle. Note that the BC pressure rises to
3.8 kg/cm. Return automatic brake handle to release
position and see that the BC drops to its former level of
approx. 2.0kg/cm. Bring IAB handle to release and note
that the BC drops to 'zero'.
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13.2 Make automatic brake application by automatic brake

valve to approximately 2.0 kg /cm BC pressure and
when this pressure has stabilised, superimpose upon this a
full application by SA-9 handle movement. Note that
brake cylinder pressure rises to 4.0 kg/cm, thus
indicating the double check valve (A33) is operative.
Return the IAB handle to 'release’ positions and see BC is
restored to its level of 2.0 kg/cm. Return automatic barke
handle to release position and note that BC drops to 'zero'.

14 BREAK RELEASE SWITCH(A41)

Reduce the BP pressure by 1 kg/cm and when corresponding

BC pressure is stabilised, depress the brake release switch (A41).
Note that BC pressure is reduced to 'zero'. This will show that
brake release switch is in working condition. Release the brake
release switch and observe that BC pressure is restored to
original position.

15. D-1 EMERGENCY BRAKE VALVE

Operate emergency brake valve (A14) and note that the BP

pressure at a very fast rate. Note the time taken for BC build up
and BP pressure drop by keeping the C-3-W distributor in both
goods and passenger positions.

16 REGRESSION OF POWER

16.1 H-5 Relay air valve:

Charge the brake pipe by keeping the A-9 automatic
brake valve handle in release position. Reduce the brake
pipe pressure by A-9 brake valve. When the BP pressure
drops to 1.9 +0.2 kg/cm regression of power should take
-0.0
place, and power should cut in when BP is restored to
2.4-3.2 kg/cm.

16.2 HB-5 relay air valve:

Lift D-1 emergency brake valve lever partially ensuring
that only vacuum in train pipe drops slowly and does not
permit BP pressure to drop. Regression of power should
take place when the vacuum level has dropped between
260-410 mm.

17. HAND BRAKES

In order to check the efficiency of hand brakes, apply hand
brakes and notch up with master controller. Loco should not
move in second notch.
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18 MULTIPLE UNIT OPERATION

18.1 ‘Lead’ position:

For checking the proper working in ‘Lead’ position,
apply and release by independent and auto brake valves
and see that the brakes are applied and released.

18.2 ‘Trail position’:

While changing over to ‘Trail’ position place A-9 brake
valve in emergency position. Check that BP should not
charge in release position and in full service position of
auto brake valve BC pressure should not drop in both
release and full service position.

18.3 Charge the system by placing MU-2B in ‘Lead’ and

then place it in "Trail" position. Move A-9 brake valve
handle to full service in steps. The brakes will not come
and BP presssure should not drop. Move the handle to
emergency position. The BP pressure should drop from
5.0kg/cm to zero and BC pressure will not rise.

19 AIR FLOW INDICATION DEVICE (A47)

19.1 Adjustment: Keep A-9 automatic brake valve handle in

"release" position and close isolating cocks (A15)
provided in ports 5 and 30 of A-9 brake valve (A12).
When MR pressure approaches the cut out pressure
(100.1 kg/cm), open self calibrating choke plug from
air flow measuring valve (A47) until side vents are fully
uncovered. Check that the air flow measuring valve
gauge (A49) fitted in the cab shows a reading of about
100. Check with soap water solution the pipe joints
between air flow measuring valve, relay valve and gauge
for leakages. In case the gauge is showing less than 100
tighten the needle screw ‘in’ and if it is more than 100
"unscrew" the needle till the gauge shows 100.Tighten the
self calibrating choke plug and record the reading after
opening cocks (A15) provided in A-9 brake valve in
release position.

20 SETTING OF THE VALVE:

20.1 With normal supply of 10 kg/cm. MR pressure and with

auto brake valve in release position, set the D-24-B feed
valve (A44) provided in electrical auxiliary circuit to
80.1 kg/cm.
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20.2 With the normal supply of 10 kg/cm MR pressure, set

that D-24-B feed valve (A52) provided in the feed pipe
line to 6.00.1 kg/cm.

20.3 Check the setting of GCR switch (C33). It should close

and give audio visual indication when pressure falls to
50.1 kg/cm and stop giving indication when pressure in
auxiliary circuit is restored to 6. 0.1kg/cm.

20.4 The "SWC" switch cuts off the dynamic brake, if the
application of brakes is done by independent brake valve.
The"SWC" pressure switch (A26) is set to cutout at
1.00.1 kg/cm. and cut in 0.20.1kg/cm.

20.5 Air flow measuring valve pressure switch (A48) is set to

cut in at 7.00.1kg/cm2 and cut out 6.00.1kg/cm2.
Whenever the pressure from the R-6 relay valve to air
flow indicator reaches 7.00.1kg/cm2 the light provided
in the driver’s cab glows and gives an indication to the
driver and the light is switched off at 6.00.1kg/cm.

20.6 With compressor "shut down" open the self locking angle
cock (A40) in 3/4" main reservoir equalising pipe. Note
the flow of air through the hose cases when MR pressure
is reduced to 5.00.1kg/cm, thus indicating the duplex
check valve (A23) is correctly set. Close the angle cock
and restart the compressor.

21 AUTO DRAIN VALVE

Check the operation of both the automatic drain valves fitted on

reservoirs during cut-in and cut-out operation.

.1 Unloading cycle 1 sec.

.2 Loading cycle 8 to 9 sec.

22 DYNAMIC BRAKES

22.1 Apply partial service braking by the automatic brake

valve (A12) handle and note the BC pressure.
Simulate the condition of application of dynamic brakes.
Observe that the automatic brakes will be cut-off and
brake cylinder pressure would drop to "zero". This shows
that D-1 pilot air valve (A28)"VEF" functions properly.
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22.2 Simulate the condition of application of dynamic brakes.
Apply emergency brakes by the automatic brake valve
(A12). Dynamic brake would trip off and the maximum
brake cylinder pressure would be developed.

22.3 Simulate the condition of application of dynamic brakes.

Move independent brakes to application position.
Dynamic brakes should trip off at 1.0kg/cm BC
pressure. This proves that the SWC pressure switch (A26)
fitted in the independent brake circuit is functioning
properly.

22.4 After applying dynamic brakes in the locomotive, trip off

the dynamic brakes intentionally simulating as if dynamic
brake has become defective and observe that BP pressure
falls and automatic brakes ‘come on’. This proves that the
"IP" magnet valve (A20) and E-3 emergency application
valve fitted in the brake pipe line is functioning properly.

23 GENERAL

23.1 Wipers:
Check the operation of wind screen wipers and
ensure that they function properly between 5-10
kg/cm MR pressure. The number of strokes are
approximately 60 strokes/minute (for modied
EIGI design of wipers).

23.2 Sanding:
.1 Check the operation of sanding equipment.
It should work properly between 5-10kg/cm
pressure. The sand ejected should be directed
towards the point of contact of wheel on rail head.

.2 Note the rate of sanding. It should be be between

0.125 kg/min. to 0.250 kg/min. per sander.

.3 Check the operation of sanding magnet valves and

equipment for each direction of travel.
23.3 Horns:
.1 See that horns operate properly and give a distinct
and clear sound between 5-10 kg/cm pressure in
MR.

.2 Check that difference between high and low tone

horns (with operation of different horn valves in
the cab) is clearly distinguishable.
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TEST STANDARDS FOR IRAVB-2 BRAKE SYSTEM

FITTED IN WAG5 ELECTRIC LOCOS:
(Ref: SKDP-2350)

S.No. Test Standard

1. Auxiliary compressor and its system:

(With main compressor isolated and
with diaphragm cock (C25) open.
Start auxiliary compressor).

1.1 Time taken to charge pantograph 8 minutes (max.)

reservoir from 0 to 8 kg/cm.

1.2 Auxiliary compressor safety

valve (C3)
blow at 8.50.1 kg/cm
closed at 7.5 to 7.8 kg/cm

1.3 Leakage in panto reservoir <= 0.1 kg/cm/1hr.

commencing from 8.0 kg/cm
(Allow one minute for
Stabilising of temeprature
in panto resevoir. Close
diaphragm cock (C25) and stop
auxiliary compressor).

1.4 Minimum air pressure for Not more than

raising pantograph 4.5Kg/cm.

1.5 Time taken for full raising 6 to 10sec.

of pantograph.

1.6 Air pressure at which panto starts Between 3.0 to

lowering. 3.5 kg/cm

1.7 Time taken for panto falling <= 10 sec.

1.8 Leakage from pantograph reservoir <=0.2kg/cm/10mt.

and its circuit.
(Open diaphragm cock (C25).
Raise the pantograph, After one
minute check the leakage)

1.9 Low MR pressure governor

 (C13) QPDJ
cut out 4.50.1kg/cm
cut in 5.50.1kg/cm.
..16
-16-

S.No. Test Standard

2. Main reservoir air system:

Main compressor started, on
‘Automatic’ one at a time.

2.1 Time taken to charge the system 11 mt.

From 0 to10 kg/cm.

2.2 Compressor governor RGCP (C31)

Cut out 100.1kg/cm.
Cut in 8.50.1kg/cm.

2.3 Time taken to recharge from 90 sec.

8.5 kg/cm.to 10kg/cm.

2.4 Safety valve setting

a) Compressor safety valve (A3)
blows off 11.50.1kg/cm.
closes at 10.5 to 10.8 kg/cm.
(Close isolating cock (C17)
to disconnect compressor governor
(C31). Fit dummy on main
reservoir safety valve (A3).
Run main compressor in ‘direct’
position).

b) Main resevoir safety valve (A3)

blows off 10.5 0.1kg/cm.
closes at 9.5 to 9.8kg/cm.
(Remove the dummy provided
on main reservoir safety valve
(A3). Provide a master gauge in
the test plug provided near the
safety valve.)

3. Leakage tests:
(Main compressor leakage to
commence from 10kg/cm).

3.1 Whole system with auxiliary

equipments:
a) With both independent and 0.3kg /cm/4mt.
Auto brakes released.
 b) With automatic brakes 0.3kg /cm/4mt.
Applied in full.
c) With independent brakes 0.3kg /cm/4mt.
Applied in full.
..17
-17-

S.No Test Standard

3.2 Whole system without auxillary 0.2kg/cm2/4mt.

equipments.
(Close cock (C6) in the panto
circuit line and sanding circuit.
Close cock (C20) in horn and wiper
circuit).

3.3 Leakage in the brake pipe

(Commence from 4.4 kg/cm
pressure)
a) by closing cock (A15) 0.7 kg /cm/5mt.
b) by closing cock (A8) 0.7kg /cm/5mt.

3.4 Leakage in the feed pipe. 0.7kg /cm/5mt.

(Commence from 6.0 kg/cm
feed pipe pressure. Close
isolating cock (A21) in the
feed pipe line).

4 Vacuum system:
Operate each exhauster separately
on slow speed by operating exhauster
cut out switch and selector switch
ZPV.

4.1 Operate the exhauster selector switch

ZPV. The sequence of
exhauster speeds at different ZPV
should be as follows:
ZPV HPV switch off HPV switch ‘on’
Position
MPV1 MPV2 QPV not QPV energised
energised
MPV1 MPV2 MPV1 MPV2

I L - L L H H
II - L L L H H
III L - L - H -
IV - L - L - H

4.2 Check lube oil metering unit

(in case of Northey exhauster).
Minimum one drop /min.
Maximum two drop /min.

..18
 -18-

S.No. Test Standard

4.3 Maximum setting of each vacuum 600 mm max.

relief valve against dummy(after
setting the system as indicated in para 9.3)

4.4 Vacuum in train pipe with 530+10mm

5/16" dia leak hole. -0

4.5 Setting of HS-4 control air valve (B7). 1.4 to 1.7 kg/cm2

4.6 Initial charging time of VTP 7to 10 sec.

from 0 to 530 mm Hg. with the
A-9 brake valve handle in
release position.

4.7 Leakage in the vacuum system 7.0 cms/min.

(Commence from 510mm Hg.)

5. Independent brake valve:

5.1 BC pressure when independent 4.00.1 kg/cm2
brake valve applied in full.

5.2 Time for 95% BC pressure build up. 4 to 8 sec.

5.3 Time to release BC pressure to 0.4 kg/cm2. 8 to 12 sec.

6. Automatic brake valve:

6.1 Full service application

a) BP stabilising pressure 3.2 to 3.4 kg/cm2

b) Time for BP to drop. 3 to 5 sec.

c) Time for VTP to drop to 3 to 6 sec.

zero inches Hg.

d) Time for BC pressure build up 25 to 30 sec.

to 95% of maximum BC pressure
in "Goods" position of C-3-W
distributor.

e) Time for BC pressure build up to 9 to 12 sec.

95% of maximum BC pressure in
"passenger" position of C-3-W
distributor.

f) Maximum BC pressure. 3.80.1 kg/cm.

..19
 -19-
S.No. Test Standard

6.2 Release after full service application

a) BP stabilising pressure 50.1kg/cm

b) Time for BP to change to 5 kg/cm2. 2 to 4 sec.

c) Time for VTP to build up to 530 mm Hg. 3 to 5 sec.

d) Time for BC pressure to drop 40 to 50 sec.

to 0.4 kg/cm in Good
position of distributor.

e) Time taken for BC pressure to 10 to 15 sec.

drop to 0.4 kg/cm in "passenger"
position of distributor.

6.3 Emergency application:

a) Time for BP to drop to "O" kg/cm2 1 to 3 sec.

b) Time for VTP to drop to zero 1 to 3 sec.

cms of Hg.
c) Time taken for BC pressure 25 to 30sec.
build upto 95%of maximum
BC pressure in ``goods’’
position of C-3-W distributor.
d) Time taken for BC pressure 7 to 10 sec.
build upto 95%of maximum
BP pressure in ``passenger’’
position of C-3-W distributor.
e) Maximum BC pressure 3.80.1 kg/cm.

6.4 Release after emergency application:

a) BP stabilising pressure 5.00.1 kg/cm.
b) Time for BP to charge to 3 to 6 sec.
5.0kg/cm2.
c) Time for VTP to build upto 7 to 10 sec.
530mm Hg.
d) Time taken for BC pressure 40 to 50 sec.
to drop to 0.4kg/cm. in
"Goods" position of distributor.
e) Time taken for BC pressure 15 to 20 sec.
to drop to 0.4kg/cm. in
"Passenger" position of
distributor.
 ..20
-20-

S.No. Test Standard

6.5 Minimum reduction position of

auto brake valve.
a) BP should be stabilised at 4.5 to 4.7 kg/cm.
b) BC pressure should be 0.5 to 1.1 kg/cm.
6.6 Proportional funtioning of air
brake in application and release

BP pressure BC pressure
kg/cm kg/cm
Application Release

5.0
4.5
4.0
3.5

6.7 Proper function of distributor: No leakage/ 10 mt.

Leakage in BC pressure (Move
auto brake valve to emergency
application).
6.8 Capacity of auto brake valve
BP pressure against 7.5 dia. Not less than 4.0 kg/cm
leak hole in Release position in one minute
of auto brake valve.

7. BP cut out cock (A8)

7.1 Brake pipe pressure should not rise

(After moving A-9 automatic from "0" kg/cm in
brake valve to emergency 10 min.
position, close BP cut-out
cock (A8). Then move A-9
brake valve to "Release"
position).

7.2 Open BP cut-out cock and observe 50.1 kg/cm.

BP pressure stabilises at.
 ..21

-21-

S.No. Test Standard

8. Simulation of loco parting:

Position Move A.9valve from With A-9 valve in

Time-Sec Release to emergency Release position
After 15 sec. of Open BP,BC&MR cocks
Opening BP,BC&MR cocks & SA-9 in release.
10 Kg/cm 7 Kg/cm 10 Kg/cm 7 Kg/cm
MR BP BC MR BP BC MR BP BC MR BP BC

0
15
30
60
-
300

Repeat the tests with A-9 valve in release and SA-9 in application
position.

9. Double check valve (A33):

a) Move independent brake valve 2.0 kg/cm
to "partial application" -BC pressure.
b) Move auto brake valve to 3.8+-0.1kg/cm.
"full service" position -BC pressure.
c) Move auto brake valve to "Release" 2.0 kg/cm.
position from "full service -BC
pressure should be.
d) Move auto brake valve from 2.0kg/cm
"Release" to "partial" application
position -BC pressure.
e) Move independent brake valve 4.0+-0.1kg/cm2
to "application position"
-BC pressure.
f) Move independent brake valve 2.0 kg/cm2.
From ``application’’ to "Release"
-BC pressure should be.
 ..22
-22-

S.No. Test Standard

10. Operation of brake release switch(A41):

(Reduce the BP pressure by 1.0 kg/cm.
When corresponding BC pressure is
stabilised, press the brake release
switch).
a) Check BC pressure drops to 0 kg/cm

b) Release the brake release Yes

switch. BC pressure should be
restored to original position.

11. Emergency brake valve:

11.1 Time for BP to drop to 2.5 kg/cm. 2 to 4 sec.

11.2 Time for BC build up to 95%

of maximum BC pressure-
a) For passenger position of 7 to 10 sec.
distributor
b) For goods position of 25 to 30 sec.
distributor.
c) Regression takes place. Yes/No.
12. Regression of power:

12.1 H-5 Relay air valve:

a) Power should regress when 1.9+0.2

BP pressure drops to -0.0kg/cm

b) Power should be cut-in when Between 2.4-

BP pressure rises to 3.2 kg/cm.

12.2 HB-5 Relay air valve:

Vacuum (VTP) at which Between 360-410 mm Hg.

regression of power takes place.

13. Hand Brakes:

With hand brakes applied move Loco should not move.

throttle controller to 2nd notch.
 ..23
-23-
S.No. Test Standard

14. Multiple Unit Operation:

14.1 MU-2-B Lead Position-

a) A-9 brake valve in

"Release Position"

BP pressure 5.00.1 kg/cm.

BC --do-- 0.0 kg/cm

b) SA-9 brake valve applied

BC pressure 40.1 kg/cm.

14.2 MU-2-B Trail position-

Move A-9 brake valve to emergency

application position and then
change MU-2-B to "Trail" position,
and then move A-9 brake valve to-

a) Releage position-

BP pressure 0.0 kg/cm

BC pressure 3.80.1 kg/cm

b) Full service-

BP pressure 0.0 kg/cm

BC pressure 3.80.1 kg/cm

14.3 Charge the BP to 5.0kg/cm

Keeping MU-2-B lead position
and then change MU-2-B trail
position and then move A-9
brake valve to-

a) Full service-
BP pressure 5.00.1 kg/cm
BC pressure 0.0 kg/cm

b) Emergency-
 BP pressure will drop from 5.0 kg/cm
BC pressure 0.0 kg/cm

..24
-24-

S.No. Test Standard

15. Air flow measuring valve gauge

reading in " Release" position ------
of the automatic brake valve.

16. Settings:

16.1 Feed valve (A44) fitted in

auxiliary electical circuit.
(Provide a guage in the test
plug provided near the feed
valve)- Set at 8.0+-0.1kg/cm
16.2 Feed valve (A52) fitted in
the feed pipe line-set at 6.0+-0.1kg/cm.

16.3 Buzzer (C35)

Cut-in (starts working) 5.0+-0.1kg/cm.
cut-out (buzzer off) 6.0+-0.1kg/cm.
(Provide a gauge in the test
plug provided near the feed
valve (A44) . This shows that
the pressure setting of D-24-B
feed valve pressure switch (GCR).
(C33) is correct. Light indication
(C34) provided in driver's cab will
also glow durin "cut-in" position.

16.4 "EWC" pressure switch (A26) in Independent

brake circuit.
cut-out 1.0+-0.1kg/cm.
cut-in .02+-0.1kg/cm2.
16.5 Air flow measuring valve
pressure switch (A48)-
(RGAF) cut-in 7.0+-0.1kg/cm.
cut-out 6.0+-0.1kg/cm.
(Light provided in cab will
glow at 7.0+-0.1kg/cm2. and
cut off at 6.0+-0.1kg/cm2).

16.6 Duplex check valve (A23) bleeding 5.0+-0.1kg/cm.

of MR ceases at (Shut down the
compressor and oped MR equilising
 pipe angle cock (A-40).

16.7 Brake cylinder piston stroke of 67 mm.

all cylonders.
..25
-25-

S.No. Test Standard

16.8 Brake block clearance- 10mm

(With BC piston stroke (Nominal)
of 67 mm.)

17. Auto Drain valve:

Unloading cycle. 1 sec.
Loading cycle. 8-9 sec.

(Readings should be recorded

for both the auto drain valves
provided in the first and second
main resevoirs).

18. Dynamic brakes:

18.1 Function of "VEF" D-1 pilot air

valve (A28).
a) Move A-9 brake valve to
partial application-
BC pressure. 2.0 kg/cm
b) Energise dynamic brake 0.0 kg/cm
circuit and observe-
BC pressure.
c) Release dynamic brake - 2.0 kg/cm
BC pressure restores to
d) After BP pressure is built 3.8+-0.1kg/cm
up to 5.0 kg/cm2. Energise,
dynamic brake circuit and then
move auto brake valve to emergency-
BC pressure.

18.2 Function of "SWC" switch (A26) -

a) Energise dynamic brake circuit 0.0 kg/cm
BC pressure
(Energise, after BP pressure is
built up to 5.0 kg/cm.
b) Move SA-9 brake valve to
applicationposition-
BC pressure. 4.0+-0.1kg/cm.
c) Observe dynamic brake trips
 off at 1.0+-0.1 kg/cm-
BC pressure. Yes.

..26
-26-

S.No. Test Standard

18.3 Function of "I.P" magnet valve

(A20)-

a) Move A-9 brake valve to

partial application-BC pressure 2.0kg/cm

b) Energise dynamic brake circuit-

BC pressure. 0.0 kg/cm

c) Simulate dynamic brake failure-

BC pressure should built upto 3.8+-0.1kg/cm.

19. Auxiliary equipments:

19.1 Wipers -

Operation of wipers between Satisfactory

5-10 kg/cm MR pressure. or not

19.2 Sanders:

a) Operation of sanders between Satisfactory

5-10 kg/cm2 MR pressure. or not.

b) Rate of sand flow for each 0.125-0.25 kg /min.

sander

19.3 Horns:

a) Operation of low tone horn Satisfactory or

between 5-10 kg/cm not.
MR pressure.

b) Clarity of sound - Low tone) Clear or not.

- High tone)

c) Operation of high tonehorn Satisfactory or

between 5-10 kg/cm not.
ANNEXURE-2
 dsoy dk;Zky; iz;ksx gsrq
FOR OFFICIAL USE ONLY

AMENDMENT NO. 1

JANNUARY’ 2010

Hkkjr ljdkj
jsy ea=kky;

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

Procedure For Checking Of Diesel/Electric Locomotive

Hauled Air Braked Trains (fitted with twin pipe air brake system)

Report No : MP.Guide No.11

(Revision-01)

vuqla/kku vfHkdYi ,oa~ ekud laxBu

ekud uxj] y[kuÅ & 226 011

RESEARCH DESIGNS & STANDARDS ORGANISATION

MANAK NAGAR, LUCKNOW-226011.

1. Introduction

In reference to Railway Board letter no. 98/M(N)/204/4/Vol.1 dated 04.12.09, it has

been decided that all wagons (BOXNHL/BCNHL) should be fitted with twin pipe brake
system.

The joint operating procedure contained in this guide is meant for checking of air
braked freight trains hauled by diesel & electric locomotives fitted with twin pipe brake
system. While following these instruction it should be ensured that relevant GRs and
SRs are followed along with specific operating instructions issued by Zonal Railways in
force for a particular section.

The joint operating procedure contains the charging capacity and leakage rate
specifications for locomotives and wagons and is based upon International
specification. Clarification should be obtained from Director General (MOTIVE
POWER),R.D.S.O.,Manak Nagar,Lucknow-226011.

It has become necessary to lay down detailed operating procedure for checking
leakage rates in trains and for testing charging capacity of Locomotive to ensure that
Locomotive is capable of supply adequate amount of air for charging brake pipe &
Feed Pipe for twin pipe brake system. The detailed procedure for checking the
Locomotive and trains have been indicated in this guide, which is applicable to Diesel
& Electric Locomotives and wagons fitted with twin pipe brake system.

Air brake stocks of Indian Railway have been fitted with twin pipe graduated release
brake system generally in conformity with UIC standards (See Note No-1).

Before proceeding with the checks, ensure that the Locomotive has been correctly
prepared for hauling air braked stock as per operating manual No.MP-572/82 for Diesel
Locomotives and operating manual No.MP-481/84 for Electric Locomotives.

2. Procedure for checking capability of Diesel & Electric Locomotives for

charging/releasing of train brakes.

N.B: - Initially the test should be carried out on single Locomotive. In case of multiple
unit operation, MR Equalizing & BC Equalizing shall be connected.

2.1 Place the driver's automatic brake valve handle in emergency position.

2.2 In case of Diesel locomotive, start the engine and in case of Electric locomotive, start
the compressors for building up of main reservoir pressure. For compressor governor
setting, the compressor should cut out at 10.0 ± 0.1 Kg / cm² in case of Diesel/
Electric locos and cut in at 8.0 ± 0.1 Kg / cm² & 8.5 ± 0.1 Kg / cm² in Diesel & Electric
locos respectively.

2.3 Close the angle cock for the brake pipe & couple 7.5 mm diameter leak hole special
test coupling fabricated to R.D.S.O. Drawing No SK.DP-2691 (Annexure-I) with the
brake pipe coupling of the locomotive. In case of MU consist test coupling should be
fitted on the rear most loco of the consist.

2.4 Move the driver's automatic brake valve handle from emergency position to release
position, Open angle cock of the brake pipe where leak hole special test coupling has
been provided. Note the pressure in the brake pipe gauge in the cab which should
not fall below 4.4 Kg/cm² within 60 seconds in ‘Release’ position of ‘Release-Run’
magnet valve.

2.5 The test shall be carried out with all the compressors in working condition for
operating the train.
2.6 Generally the number of compressors used shall be governed by the number of
wagons hauled and the leaking rate. A general guideline is given in Table-I.

TABLE –I

Number of Wagons Less than 50-80 80-90 90-100 More

in train 50 than 100
Compressed air 3000 4000 5000 6000 6000
requirements in
liters/minute

3. Procedure for checking leakage in the train

3.1 Attach the Diesel/Electric Locomotive to the train fitted with twin pipe air brake system
and couple brake pipe & feed pipe. Ensure correct coupling with brake pipe & feed
pipe in a manner that there is no leakage of air from coupled joints.

3.2 The coupling should be done with angle cock kept in close position.

3.3 Open angle cocks of loco after coupling brake pipe & feed pipe.

3.4 Open the angle cocks of the brake pipe & feed pipe on all the wagons. Check for
continuity of brake pipe & feed pipe by reducing and rebuilding brake pipe & feed
pipe pressure operating by A9 brake valve & angle cock fitted in feed pipe on
locomotive(on wagon side) respectively. The verification should invariably be carried
out through the pressure gauge (BP & FP) provided in Guard’s Brake Van.

3.5 After the brake pipe pressure has stabilised in the Locomotive and rear most vehicle
to the level indicated in table-II move the driver’s automatic brake valve handle
2
towards application position to reduce the brake pipe pressure from 5 kg/cm to 4
2.
kg/cm

Table-II

Length of Train Brake pipe pressure Feed pipe pressure

2 2
in Train ( kg/cm ) in Train ( kg/cm )
Locomotive Brake Van Locomotive Brake Van
Up to 58 Air braked 5.0 4.8 6.0 5.8
wagons
Beyond 58 Air braked 5.0 4.7 6.0 5.7
wagons

3.6 After the brake pipe & Feed pipe pressure has been stabilised
(i) Close the brake pipe isolating cocks provided between additional C2W relay valve
and brake pipe of the Locomotive for checking BP leakage.
(ii) Close the isolating cocks provided between Feed valve and Feed pipe of the
Locomotive for checking FP leakage.
3.7 Wait for 60 seconds for temperature and gauge settlement then note the drop in
pressure in the Brake pipe gauge & Feed pipe gauge in the Locomotive for five
minutes.
3.8 The drop in brake pipe pressure gauge & Feed pipe pressure gauge shall not be
2
more than 0.25 kg/cm /min.

3.9 If the leakage rate is more than the value indicated in para 3.8, check for excessive
leakage on individual wagons as indicated below:-

3.9.1 A hissing sound would be audible at points where leakage is heavy.

3.9.2 Once the hissing sound is heard from a particular area, pin point the location of
leakage by applying soap and water solution.

3.9.3 Use permitted material viz. Teflon tape for arresting the leakage

3.10 In case leakage is heavy and can not be arrested the wagon may have to be
isolated/detached.

3.11 In case where leakage can be arrested temporarily by tape and the nature of
leakage is such that it requires attention at Primary Depot, clear marking on the
wagon should be done to draw the attention on primary Depot, for adequate
attention.

3.12 In case the leakage is from the distributor valve and can not be arrested, isolation of
the wagon can be carried out by closing the distributor valve isolating cock. In such
condition clear marking should be provided on the wagon to indicate this defect to
primary depot. Do not close brake pipe angle cocks under any circumstance, either
for isolation of wagons or for any purpose whatsoever, except for carrying out
shunting operation after which the angle cocks should again be opened to ensure
continuity of brake pipe.

4. Brake cylinder operative percentage

4.1 The trains originating from primary depot should have a brake cylinder operating
percentage of 100%.
4.2 Under no circumstances the brake cylinder operative percentage should fall below
85% on route. (See Note No.2)

4.3 Train examination staff should check operative percentage by observing gripping of
brake blocks on wheels.

5. Procedure to be followed at wayside

5.1 If the leakage rate is found more than the value indicated in para 3.8, locate the
source and arrest the leakage as the procedure given in para 3.9.

5.2 In case where leakage can be arrested temporarily by tape and the nature of leakage
is such that it requires attention at Primary Depot, clear marking on the wagon should
be done to draw the attention of primary depot for adequate attention.

5.3 In case the leakage is from distributor valve, follow the procedure given in para 3.12.

5.4 In case leakage is heavy and can not be arrested and wagon has to be detached,
contact the control and obtain further advice.
5.5 In case the brake cylinder operative percentage is found less than the prescribed limit
of 85% contact the control and obtain further advice. (See Note No.2)

Note :-

1. As per Railway Board letter 98/M(N)/204/4/Vol.1 dated 04.12.09, twin pipe brake
system has been continued for BOXNHL/ BCNHL and the present standard is single
pipe system.

2. The contents of Railway Board letter No.94 / M (N) / 951/57 Dt.20.9.1995, regarding
originating brake power of the air braked goods train is reproduced below.

“It is clarified that the minimum originating brake power for air braked goods train
running on end to end pattern of examination shall be 85% except wherever local
restrictions have specified higher levels of brake power to meet specific requirements.
Exception shall only be made after prior personal approval of Chief Rolling Stock
Engineer has been obtained for each individual case.”
 L
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 ...
supply for brake function in tlw am as well as to meet out the incremcnt<ll
demand of air supply of oil' spring nd elDs in DurJlllu rake.

• Feed pipe air pressure).:; maintain d at G ::g/cm2 lhrc)lJ[,1o Ieed valve (A- 25) with
air supply from MR- 3 of capacity 031itle In 'NAP-<l ci;lSS of Electric locomotive~.

: r..
e The air' supply for the fred p'pc is t(lkrn fro 11', thr MR equalizing pipe via Yo"
isolating .cock A- 21. The MR quali7ii'lG pipe is ;1150 connected to sanding
equipment and both enel (ill) "jlP rs.

• As per Pneumatic control cirelli, )(lk:nJtic c:,c.::···(\ Ii'> ,lI'111C/ur<'J, till' r',1\!
equalizing is first chJq~C'd with ( ,-23) ';" dupic. clil'CK '.'Jlve through r,;lR-3. lIS
soon asMR pressure r<:,I(I\0.) ,l ove ') I<e/cml, {.,'':{ c:qu.llizinp, pipe is charf~f~d
through {A-23} W' duplex chec valve as prc,uil,';u )ettillg of duplex Lij(~(k
1
valve is S±O.l Kg/cm ,

• FP is then charged ,It G Kg/en throu;'h Feed ,.;;,jj" (f;. 25) \)'/ MP. (>quali7.inr,

pressure.

The problem of 510\'/ ch,ilging 0

FP as reported vi.it: ECI~ letter rf:fcrrcd above is

attributed to improper ScHin!', of (;. )Ie':- ( cck V;l:'; c,u-9Skg!C!l1 ;':~;.l!n"l the

prescribed setting of 5:.0 1 r:, /u:,' 1('1 ;r,.~i~Jpkx

char~ing of MR equalli'ing I/ljJl ,,;',rj i: :;\';, ':/1 :,'::1 i'il i~ ;

which has caused slow chJrgillC of fi'

The pressure setting of the (il;~

ex check valve I', to ue ensured (I'> 5±OJ l<g/crnl.
by electric loco sheds and once 1\ is S(~
pr opr- iy it will not :.,e rJisturbed e<Jsily on line as

for any adjustment speciClllypc ';pal~lh is I(~ql~ired.

The setting of dupl(·; ([''''CK '!(~:C ,jl1d fl' Ilow ...' (' (,111 be v(;rificcl durill~: initiJi
charging of the locomotive by l)perJli: ~ ~t;!rf ,1150as (J\t;ifd below.

• If needle of FPgauge:: shows c!' Ilecuon and it start. sensing air pressure as seen
as MR pressure rcach, '. ;li)o'J S l«j(:n2, it will irl'l:(;]:(~ proper s("ttinL~ of (/\-13)
W' duplex check valve ,II ~)±C. .l V.;;!Cli"i/
'.'
';

FP flow ratr-:

• After charging of Mf~ pressu C' to ~i5 Kg/crn2,cio')e /\-21 COCk ill1U record FP
pressure on FP Gaur,('. Iii will i dic.itr. G Kg/ern) jlIC·c,'/tirC',
 ~.

2
• Open A-59 angle cock. FP press r e will suddenly come down to 0 Kg/cm •

• Close A-59 angle cock and ope 1\-21 cock; The: tP Gauge pressure will increase
2
quickly up to 6 Kg /cm with in -3 See.

• The leakage in FP circuit of the or omotive is O.II<L~/crnl in 5 rr.in.

In addition to above it may Iso be noted th,lt the slow chargirc FP in the
locomotive was also reported earlic by [!"iilvJ<lYs. The problem was studied by ROSO
and it was found that the problem 'i s due to 0-241..\ Ii l~e/CIll2 Feed valve. rmso vide
letter no, SD,DEV.n LAV 1 (:t.30C~ )OUI' : ,\2 ,::!\I" ! ,:I','JC1'y'5 to rCilll1cr~ the 0 2,1 B
Feed valve by F2 feeel v;11v2 of IV'l/" L 01', .1;,d C7. Ii (t~(,ti ;;11.;(' of ill/s SIL.I"·I!,:, F llL h;wc'

-
(""
also developed
replacement
HI
of 0-24B

Moreover
Feed valve
6 Kg/cm2

ROSa is in proces
to r pl,lU: U-211 Fet'd
Feed alve b'j above f(;(·d valves

of formulation
.f;:lv(~.

of test procedure
It i', also
ilia,!
requcslr:rJ ~h;;t
also be ensured.

on FI) circuit of
i
.!,
"
;.

~
locomotive by leak hole test method Iso

(/\. K.G()~vi;)mi)

Encl. Anncxure-l

Copy to:-

i) Sccret<ll'Y ([1('0 ). 1\;li!:,: I'" ),) , i~;Jil i'.\

Mohit Chandra , DEE/i\) IW)

ii) Chief Electricai Engineer,

_ ;,Central Railway, MUnJ ai CST·,IOO 001.
_ Northern Railw<lY, B;:ir da t+ouse, New Dc'lhi-l10001.
North Cenlr,llll,lilwilY r,!od: 1\7.., S\I!Jcd;ir (-,dn:, f\ll,lh;liJJO- 7.J 1 m.~
Eastern Rllil'Nii\" FJilii [>1;;((:. Kolbt.-. ·/(JU oo 1 ;

East Central R(liiway. J7;f1~lr-3L111101. t

East Coast 1{,lil'!ltiy, Ci .mrl I (1,hckh{1rpu,. '),)i! J lJil ncs [w/;' r-7 f) 1() 1G.
Southern f,ililwilY, p,\ < Tmvr'. Chcnl);ii (,Il(J ()rn !
1
i
South Centr;)i lZaiiwil' Sccu;\dcrabao-:.,!;U', t: i
_ South EJstcrn !'"lil,v;1 ,Gilrdr'n Re(lc:" l<,)II;~\;1 -7000'13. r
;.
South wostor« Hili1vl '(, .1,LllrJOf, l,;lY.I,)i 1'",j,JYri',hn;l C,(lll;)rr. \.
Complex, HailwJY St?, ion Ro.id: Hubli ')'J,f) iJ!O (V.;): ,l.ll.;:k;:: 'F.
South East Central [.;; IWJy,:IJ,i1aspur-,1'J',(ylfl
_ Western Railw;l'y', ell rchg;),U~.Mumb;!i'1()() 020.
tr
t
-i.
. West Centflll n;dlw;, J;J!Jill'pur·I1?7.001. ~~
. I

For kind infuIIl1(l\IU pIC;l)~.

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 ANNEXURE- 5

'qffii m<IiR - ~ ~ iovemment of India-Ministry of Railways

~QR ~ ~ tjRCfi WTo.=r esearch Designs & Standards Organisation
~ - 226011 Lucknow - 226 011
EPBX (0522) 2451200 DID (0522) 2450115
Fax (0522)2458500 DID (0522)2465310

EL /3.2.19/G Dated 01.10.2012

The Chief Electrical Enginee1'

1. Central Railway, Mum? ,':ST-400 001.
2. Northern Railway, Bared House, New Delhi-II 0001.
3. North Central Railway ,I. \
ock A2,Subedar Ganj, Allahabad- 211 033
4. Eastern Railway, Fairlib 'lace, Kolkata -700 001.
5. East Central Railway, ~dzipur-84410l.
6. Eatt Coast Railway, C*' drashekharpur, Bhubaneshwar-751016
7. Southern Railway, Park own, Chennai-600 003.
8. South Central Railway ecunderabad-500 371.
9. South Eastern Railwa , Jarden Reach, Kolkata -700 043.
10. South East Central r~·i ay, Bilaspur-495004
11. Western Railway, Chur hgatc, Mumbai-400 020.
12. West Central Railway J balpur-48200 l.
13. Chittaranjan Locomo iv Works, Chittaranjan-713331 (WB)
14. EOI/ Electrical, ROSO I spection Cell, BHEL, Bhopal - 462 022
15. EOI/Electrical, POSO I spection Cell, BHEL, Jhansi-
TECHNICAL CIRCU A NO. RDSOj2012jELjTCjOl16, Rev. '0',
Dated 01.10.2012.
Sub.:- Brake applicatlo & releasing time of lRAB-9/ 10 Brake system
fitted on convcriti nal Electric Locomotives.
Ref.:- f<DSO's SMI No. DSO/ELRS/SMI-197

Reference RDSO has issued Special Maintenance

Instruction no. LRS / SMI-197 vide letter no. EL/3.2.19 dated
05.02.1998 on technique and use of proportionate brake
a pplica tio n t{J prcvc nt . Ises of wheel skidding on dual brake as well as
air brake Elcct ric Lou 'notivcs". Vide aforesaid SMI brake and brake
release timings have en specified at full application position of Auto
Brake Valve (A-9) wi brake cylinder pressure in locomotive as
2.5 kg/cm::!.
Brake Applica ti: n as well as release timings specified in ROSO's
SMJ-1Y7 ,Ire ,IS follow: ,c:f: MPTP-018/80 of Dec.1980):

(a) For passenger carr I ng services:

(i) Brake Application tlr e: 6 to 9 Seconds for 95% of maximum pressure
.. buildup_
(II) Brake Release
. I,
111e 10 to 15 Seconds for brake cylinder pressure
.
reduction up to 0.4! g/cm2.

Page I \l r .1
 //
/ (b) For goods services:

(i) Brake Cl pplicatiori t i In 20 to 25 Seconds [or 95(Yo of maximum

pressure build up.
[i i] Brake release time: t2 to 30 Seconds [or brake cylinder pressure
reduction up to 0.4 ~g crn-.

There had been fe f ases of cracks developed on locomotive wheel

on conventional electric 0 omotives fitted with IRAB-9/ 10 brake system
as reported by Rail \.rays. RDSO vide Instruction Bulletin
MP.IB.BK.02. 16.08 date~ 13.06.2008 advised Railways to change the BC
pressure setting [rom 2~15 Kg/ ern" to 1.8 Kg/ em" [or brake application
thrdugh Auto Brake Val es (A-9). Due to change in BC pressure,
Railways have express' d difficulties in maintaining the application/
release timing as specifiec vide RDSO's SMI-197 with the reduced brake
cylinBer pressure. '.

In this connection, RDSO has carried

out detailed study and the
application/ release tirr ir g corresponding to reduced BC pressure has
been verified at CLW, E HELl Jhansi & Electric loco sheds during
pneumatic testing of 10° 0 .iotives. The revised timings with BC pressure
of 1.8Kgj ern? for brake la 1
plication through Auto Brake Valves (A-g) are
specified as under:

Automatic I!rake Valv~ A-g) Application

1.0 Full service appl~c tion
--~-~~----~~~~~--~--~~~~~~~~---~
1.1 Max. BC pressurel ith Auto Brake Valve in full l.8±0.l Kg/ ern?
f-- __+-"-s~rviceapplication.
l.2 Time to build up sc . ress ure up to l.7 kg Zcm? when 7 tolO
Auto Brake VaJve jn "t<'ULL SERVICE" with C3W in Seconds
1---_+-'_' P_A_S_S_EN G ER" pos_it+_ic-\l-h_. 4- _

1.3 Time to build up 8<C ressure up to l. 7 kg/ ern? when 15 to 25

Auto Brake Valve l~n "FULL SERVICE" with C3W in Seconds
_"GOODS" position.
1.4 Time [or BC prcsfu re to drop from maximum to 10 to 15
0.4 kg/cm2 W['t C3W in "PASSENGER" Seconds
f-- __ -l--..R9_~i.tion after Fu I ervice application.
1.5 Time for Be prers hre to ?rop [rom maxi~~m 25 to 40
to 0.4 kgj ern? wl t C3W in "GOODS" pOSItIOn Seconds
I-- __-+ __ a__f_tc:;rFull service ~1'I--)L-pli_c_a_tI_'
o_n
__. 1-'-- .__ ._

2.0 Emergency applies tion

f---.- ------------ ..
-- ---- - -------------
2.1 Time to build up BC bressure up to 1.7Kg/cm2 when 6 to 9
Auto Brake In EMERGENCY" & C3W in Seconds
"P~SSENGER" positi n. _.______ __. ._._.._.... _
2.2 Time to build up BC pressure up to 1.7Kg/cm when L 12 to 22
Auto Brake in "EI[l RGENCY" & C3W in "GOODS" Seconds
. position. _ . . ._. . . . .. ._. __
I :?~~!._))rnc for pC _prcs~_!~ ~~~!r9P_.!t~)!:l] __l9_C2:.:!__
.. ~l)~-':'L~~~_!:!:1 1_;2 to_~ .
Page 2 or 3
 kg/cm2 when Autc I rake in "EMERGENCY" & C3W Seconds
in "PASSENGER" pos tion.
2.4 Time for BC pressyr to drop from maximum to 0.4 25 to 40
kg Zcm-' when Aut9 -rake in "EMERGENCY" & C3W Seconds
in "GOODS" position
2.5 BC pressure d~v oped with auto brake In 1.8±0.lKg/ em?
"EMERGENCY" appl' ation.

Time should be r~o rded from-needle movement of the Gauges.The

application/release tir±ll gs specified above supersedes the timing
stipulated vide RDSO's S ~I-197 in view of reduced BC pressure through

A-g. ('v~

(A.K.~iJ
Encl. NIL for Director General/ Elect.

Copy to: As per Star d rd Mailing List No. EL/M/ 0019

/
(A.K. Goswami)
Enel.: NIL. for Director General/Elect.

Page 3 of3
 ANNEXURE-6

Telegram :RAILMANAK’, Hkkjr ljdkj & jsy ea=ky;

Lucknow
Fax : 0522 - 2452581
Telephone :0522- 2465714
e-mail: dse2rdso@yahoo.co.in
vuqla/kku vfHkdYi vkSj ekud laxBu
y[kuÅ & 226 011
Government of India - Ministry of Railways
lR;eso t;rs Research Designs & Standards Organization
LUCKNOW – 226 011

No. EL/3.2.19/G Dated 18.05.07

Chief Electrical Engineer,

- Central Railway, Mumbai CST-400 001.
- Northern Railway, Baroda House, New Delhi-110 001.
- North Central Railway, Hastings Road, Allahabad- 211001
- Eastern Railway, Fairlie Place, Kolkata -700 001.
- East Central Railway, Hazipur-844101.
- East Coast Railway, Chandrashekharpur, Bhubaneshwar-751016.
- Southern Railway, Park Town, Chennai-600 003.
- South Central Railway, Secunderabad-500 371.
- South Eastern Railway, Garden Reach, Kolkata -700 043.
- South Western Railway, 4th Floor, Laxmi Balakrishna Square
Complex, Railway Station Road, Hubli- 580 020 (Karnataka).
- South East Central Railway, Bilaspur-495004
- Western Railway, Churchgate, Mumbai-400 020.
- West Central Railway, Jabalpur-482001.
- Chittaranjan Locomotive Works, Chittaranjan-713 331 (WB)

MODIFICATION SHEET No. RDSO/2007/EL/MS/0349 Rev.’0’ Dated 18.05.2007

(This Modification Sheet Supersedes the DRAFT MODIFICATION SHEET No.

RDSO/WAM4/202 Dated 30.04/06.05.98)

1. TITLE :
Modification of providing additional isolating cock in series with
existing BP angle cock in pure air brake and dual brake Electric
Locomotives.
2. OBJECT :

To avoid locomotive failure due to damage of front BP angle

cock during cattle run over.
3. EXISTING ARRANGEMENT :
In the existing pneumatic brake system for Electric Locomotive
on Brake Pipe (BP) & Feed Pipe (FP) line angle cock are provided
 in front of buffer beam. There are cases of breakage of BP & FP
angle cocks due to cattle run over.

Railways are reporting that failures of Electric Locomotives are

taking place due to breakage of Brake Pipe and Feed Pipe angle
cocks. Therefore, provision of additional Isolating cocks, behind
the loco buffer beam at an approachable location, has been
considered so that loco failures can be avoided by closing these
isolating cocks, to prevent air leakage due to damage of existing
angle cock by cattle run over.

4. MODIFIED ARRANGEMENT :

To avoid locomotive failure due to damage of front BP angle

cock during cattle run over, feasibility study was done to check
possibility to provide additional isolating cocks for both Brake
Pipe and Feed Pipe. Study of pipe layout on various locomotives
was done and it was observed that it is feasible to provide
additional Isolating Cocks on Brake Pipe at both the ends of
Electric Locomotives without much difficulty.
In case of breakage of Feed Pipe angle cock loco failure can be
avoided by closing Isolating cock provided before Feed Valve. It
will stop charging of the Feed Pipe. In such cases loco will not
fail but the train will have to work on a single pipe brake
system. This will slightly increase timing for brake release
which may be acceptable in such occasional cases.
In view of above, one additional Isolating cock of size 1¼’’
without vent may be provided on brake pipe only in both the
driving cabs. To ensure the ‘Open’ position of additional BP
isolating cock fitted in the non-driving cab of the locomotive, a
modification in the BP gauge pipe line may be done to adopt
fail-proof system. BP pressure gauge of cab-1 may be
connected to the brake pipe beyond the additional BP isolating
cock of cab-2 and vice-versa. With this arrangement, the BP
pressure gauge of the driving cab indicates the BP pressure
beyond the additional BP isolating cock of the non-driving cab.
A sketch showing the above arrangement is enclosed as
Annexure - II.
The following instructions to be followed for safe operation
of the Electric Locomotives :-
(i) It is to be ensured by the Electric Loco Sheds that the
additional Isolating Cocks type OPL (open parallel to line)
 provided on Brake Pipe are in open position. These are to be
sealed in open position before loco leaves the Sheds.
(ii) Driver should make the entry in the log book in case the
Isolating Cocks are closed due to breakage of existing angle
cocks. Electric Loco Sheds should repair such angle cocks on
first opportunity and again seal the Isolating Cocks provided in
open position.
(iii) Before turning out the loco from Electric Loco Shed, following
checks are to be carried out:
a) Open the Brake Pipe angle cock :

Brake Pipe pressure should drop and brake cylinder

pressure should rise.

b) Close the brake pipe angle cock :

Brake Pipe pressure should rise to original level and

brake cylinder pressure should drop.

c) Repeat the same procedure from other cab of the

locomotives.

iv) After attaching the locomotive on train in yard or in station,

continuity test of Brake Pipe should be done.

5. APPLICATION TO CLASS OF LOCOMOTIVES:

All pure air brake and dual brake main line Electric
Locomotives.
6. MATERIAL REQUIRED:

(i) Two nos. 1-1/4” Isolating Cock.

(ii) 1-1/4” diameter seamless pipe of suitable length.
7. MATERIAL RENDERED SURPLUS:

NIL
8. REFERENCE :

i) CELE/South Central Railway’s letter No. E/.221/SMI/

Mod./ PC/ Vol. XVII Dt.19.12.06
 ii) Item No.14 of Railway Board letter No. 2006/Elect (TRS)
/138/7Pt dated 15.03.07 regarding decision on item of
XXXI Maintenance Steady Group Meeting held at
Secundrabad/S.C. Railway on 25th & 26th September 2006.
9. MODIFICATION DRAWING:
As per Annexure – I & II, the Brake Pipe line is to be
modified.
10. AGENCY OF IMPLEMENTATION:
CLW, All the Electric Loco Sheds & Electric Loco Workshops.

( Kishore Kumar )
Encl: Annexure- I & II for Director General/Elect.

DISTRIBUTION

Copy to : As per Standard Mailing List No. EL/M/0019, Ver. ‘2’

-----------------------------------

-----------------------------------

-----------------------------------

------------------------------------

( Kishore Kumar )
Encl: Annexure- I & II for Director General/Elect.

Page 4 of 4
 ... a..
·'.AnneXtire-8 ANNEXURE-8

• "~.,. •. 'v _
I .~ C·,;.
(i,w"~\1\I<'nl "f I1hlin.~lilll. ) Rnllwl1)'~.
'trm mm - l.~ tj'lffi'l I\l~l\:h Iksi!;\1~,~ $1;\t"l~nb Orll~ni~;lli,'n
~ttR .l1~ ~{ 1lI':l!li {ill
Lucknow - 22/\ 011
~ -22(.011
. j;' :. 010 (0522) 2450115
EPDX (0522) 24!j1200 - ,\J1 010 (05221 2465J10
fOK (0522) 2456500 . \

+ No. EL/3.2.19f7 Date 24.05.2011

, :

Chid Electrical 8 ginccr, -x,

- Central Rai \lily. tvlumbai CST-400 00 I.

Northern R; I1way,l • I
Barodn House, Ncw Delhi- I 1000 I .
1:•.IHlcrn 1~:1i ":-IY. ~:';lil'lit..· Place, I(olk~{lt -70000 I.
- [;;IS! Cent r.: I~ailwn'y. H:lzipur-b:14 101.
[<1~1. Co.rst nilway, Cha ndr.rshckb.upur. Bhubanc shwar-Zfi I 0 16.
~OlltlH:t'I1 I~ ilwny, J1m'k Town, Chclll1';li-GOO 003.
- south Cellt! " I~'-'il\\'ay. Sccunctcr:lb:lct-SOO 371.
South East '11 Railway. Garden RC;KI1. Kolkata -700043.
- South East crural Railway, Oib:;pllr-49500~
3'•.• '
- Western Ra W:I)'. Churchgatc, ~ltlll1b:Ii-t10() 020.
West Ccntr. Railway .• Jal):t!pur,·i8200 I.
- . Chittaranj.u locomotive works. Chit tarnnjan- 713331
- North Ccntri l Railwav. Block A2 -.Allahabad- 211 033

Sub:- Provision of edified IP Valves 011 Electric Locomotives.

Ref.- This offic •.: I, ter of even no. dated 27.12.2010.

~ .•. ,

~
In order to addr s to problem of 11011- building up or MR pressure during
jnitial charging of loco otive, ROSa have suggested following modifications in IP
magnet valves based lip n various arrangcmcru s of nnccuna tic valves prevailing in
conventional electric lac motives.

SN Type of Brake Existing Modified valve Implementing

system Valve Model no. Agency
Model No.
1. Segregated P 5034 & E3 Composite Valve' Electric Loco
pneumatic valve Emergency 3054C of Mis. Rorex Shed
arrangement or brake valve Make
CLW type panel [valve No.3049C of Mis.
rake Rorex as indicated vide. I ~
. ~'.

arrangement. letter no EL/3.2.19 /7 I

I
-
dated 09.12.10 may be
read as 3054C of
I
~ls. Rorex I
I

2. Existing
Plate
Tri-
Pam·)
IP 30'~0 .30317-10
of 1'.1!s. Rorex Make I
I
OEMs '.~.;/{
. ".::-
..;l,:'" ~

Moun:ed
S /stcrn.
Brake ,, ·1
·;10~~
:l!3L19!7 dai~d23.05.201:.
't
 ,."" '. ., ••
'i;,-:-ri'~---'''It'

.. ~' ,:.
~

';:'
3. New Tri-Plutc IP 3090 & 83 . Oomposlte Vnlvo -' 08M:i
.
Puncl Mounted emergency SR 34Q3 SD _ ~
, ~ ..i.;;..;..::w,alvc!·
'_l..;I3;;;.,r;.,;;a~k;.;;.c...;;S~s~tc;.;,m.;.;.;....
'"'"'*. L,.._·"'.- ••.t;>(1 -';of M s. Rotex Make" ~,t ...·,
-_--........-.. -",
--"1.
•. , ~1IIo
t '~.
., .·....:~,(',:~" .. ·'t~:· .' ,
i"
. Firms vide let r~no:~,EJ;/~:2;:f9J.7 datedi21;'l2:201)~(M/s· l'1'IL)••..~:md: e
Er;/~.~.19/7 dated 1 03.11 '(Mis"SILl has been advised to replace th,~?d~'!7'~:
valves by modified one n all the existing panels.
'. . c
is
'Il rc ...[ucatc to
advioct.:conccrncd sheds:' to get the modification" C;
implemented by firms in their make Tri-plate panels -and sheds may '.trr·11i(:' ).
. replace lP magnet Val es'& E·3 Emergency Brake valve by composite valve ~O:)4C ' c
of Mis Rotex Make in egregated pneumatic valve arrangement or CI.W type panel
; . rake arrangement of CI nventional Electric Locomotives as per ROSO's Modification e ;

sheet no. MP.MOD.BK 7.11.08 Rev.OOdated 17.12.2008.

~

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(A.J(,~i; e
Encl: NIL for Director.., General/Electrical' ~ ..•

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.
" -, .~

'~

-,
ANNEXURE-9
ANNEXURE-10
':':!f" .. - Annexure-l1~;f'!
ANNEXURE-11

~ t.' !'J.' 'iwti

e EL 3.2.19 (3-Phase) Dated 04.01.2012

~
.~
The Chief Electrical Enginee
,..Central Railway, Mumbai~ST_400 001.-
~ ;.-Northern Railway, Baroda ousc, New Dclhi-Ll OuO 1.

~
" - Eastern Railway, Fairlie
»: East Central Railway, Hazi
Pll'
.,. ;..North Central Railway, B1 . A2, Subedar Ganj, Allahabad- 211 033
Kolkata -700 001 .
r-84410 1.
- East Coast Railway, Chand ashekharpur, Bhubaneshwar-7S 10 16
- Southern Railway, Park To , Chennai-Suu 003.
/ - South Central Railway, Sec nderaba1-S00 37l.
- South Eastern Railway,Q en Reach, K~lkata -700 043.
-South East Ce~t;al Railwa Bilaspur-495Q04
;:..-WesternRailway, Churchg e, Mumbai-400 020.
:w.
,
r'West Central Railway, Jab
- Chittaranjan ~omotiveW
ur-48200L·
rks, Chittararijan-713331 (WB)
:," J! ;-

~) S-ab.:-Cab Rever~ Proc~J~~ of ~-Phase Electric Locomotivewith conventional Brake

Rigging.
. Ref.:~CELE/ Northern Rail.w~ letter no. 230-Elect/TRS/92/2-/6 dated 29.06.2011. (0
~;, OJ,, t.f., "1. '~f f 1:'-' ( . . ,
r-~
r-)

. Reference. above, Nor]. em Railway has appraised that WAP-7 loco no. 30292 ...,~
got de-railed at MGS yard ding cab changing. Loco pilot reported that on removal of ~
1D
BL key & A-9 handle from w king cab, loco started rolling and de-railed at point.
; Failure analysis poin .d out that ~oresaid locomotive (DOC 11.04.2011) was
'" provided With conventional t.ype modified brake rigging. Parking' brake was not
provided in conventional ty brake rigging. After brake application through SA-9,
when LP removed BL key om Driving (0) to OfT (0), the loco brake was getting
released due to leakage fro D2 valve & loco roll down due to non-availability of
parking brake & no back up f A-9. . ··~
.. I l··
'j

-l Further investigation vealed thatas per the existing practice of cab reversal,
t~ first BL key is taken out fr Driving(D)'t'o 'Off (0) then A-9 handle is removed at
s,
neutral position after appJic tion of SA·9. However it will not ensure application of
~ emergency brakes through A 9 in locomotiveas removal of BL key first will cut-off the J.

\~ supply. Hence if BL key is re oved first as per existing practice then there will not be
" ~ l'
arty backup A-9.Whereas in comotives fitted with parking brakes. removal of DL key .'
~ will ensure application of P ing brakes automatically.
In view of above, it ha been felt necessary to modify the cab reversal procedure
.~ due to provision of conven onal type brake rigging in 3-phase locomotives. It is
recommended t hr-t for r a h r. ;:mgeovcr, DBe (A-9) handle if; to be moved In "Ncu tr al"
~.
p(J~iili()t:: uur l t u k c r , ()lIL ]dl II' (I) removal 01 [jL kl:y II) I:IISIHC r:rn<:rp,l:nr:y brake
application through A-g. The xisting and revised procedures arc appended below:
~

~
.:) d/·r

!t
.•.,
"
.;)
 ----- Existing proced Revised procedure "
,~

(Ref: WAG9 Driver's

operation! ABB Transporta e
Idem No. 3EHW4111 72 en
1- Open VCB. 1- Open VCB. t:
2- Lower panto. 2- Lower .panto.
.~
3- Move key switch 'BL' to position 3· Set automatic brake controller --A.
'0' and remove the k
4- Set automatic brake
to position 'Neutral' and remove
handle. {It will ensure application
c
position 'Neutral' remove of emergency brake.} e
handle. . 4- Move Direct brake controller
5- Release direct brake. .' . (SA-9) in applied condition. c
6- Change driver's cab and insert' 5- Ensure BC pressure.
key.d1' 6- Move' key switch CBL' into c
7- Move key switch 'BL' j to position position '0' and remove U1C key,
'D'.·' '7- Change driver's cab and insert ~
8- Insert Automatic br controll~r ; BL key. .~
(A-9) handle and s to "Run" . 8- Ensure direct brake controller in
~i~:.~i
l '.
position." r :.( applied position: -.;
~
9- Move key switch 'BU into
:)
"
position CD'.
1(,.. Insert Automatic brake
~
controller (A-9) handle and set
to "Run" position. BP will charge
to 5 Kg/cm2• .
)r
~/'("~:-.~
.•.., ~~; . 11- Release' direct brake. ,.•.

Note: After moving the kCYllswitch 'BL', to. position '0' the MCF. remains active for 10 ~
minutes. The change ofdriJ r's cab should take place during, this time. If the MCE has
to be restarted, it takes Ion er to set up the locomotive because peripheral tests have
to be carried au 1. Wi'
It is therefore reQUeSjd to acivice aI.I concerned to follow revis.ed procedure for e;
cab reversal in view of , on-availability, of parking brakes, due- to .'provision of
convcn tiona! type brake ri ng in WAP~~loco. ". ~. .. ,. ,••
<:;'
~:-
(A.~ami) ,-,.~
~ ,

:tr~
Encl. Nil ~ .~. Co r for Director General! Elect
Copy to. ,'t s: u. :¥'/iI;r,: .•

R~UBhawan,
)yo
Secretary (Electrical}, Railw Board, NEW DELHI 110001
(Kind attn.: Sh. Su
~::::~.:. DEE/RS/RBI .. c
.*~
1£'.
. For kind informatio

:flo/
';;1: '". A.K.yOswamij
,'e,
1~1Ic1.Nil for Director Oon~rlll/ U:lcCl e.,
-+
~
c
~0\L/ c
~
e:
}:
~{'

.•.... ,. e:
'e;
..•...
"-

--.
ANNEXURE-12
ANNEXURE-13
ANNEXURE-14
ANNEXURE-15
 ANNEXURE-16

Telegram :RAILMANAK’, Hkkjr ljdkj & jsy ea=ky;

Lucknow vuql/a kku vfHkdYi vkSj ekud laxBu
Fax : 0522 - 2452581 y[kuÅ & 226011
Government of India - Ministry of Railways
Telephone : 0522 - 2450374 Research Designs & Standards Organization,
l lR;eso t;rs LUCKNOW - 226011

No.EL/3.2.19/9 Dated 30.08.2006

Chief Electrical Engineer,

- Central Railway, Mumbai CST-400 001.
- Northern Railway, Baroda House, New Delhi-110001.
- North Central Railway, Hastings Road, Allahabad- 211001
- North Eastern Railway, Gorakhpur-273 001
- Northeast Frontier Railway, Maligaon, Guwahati-781 011
- North Western Railway, Jaipur-302 006
- Eastern Railway, Fairlie Place, Kolkata -700 001.
- East Central Railway, Hazipur-844101.
- East Coast Railway, Chandrashekharpur, Bhubaneshwar-751016.
- Southern Railway, Park Town, Chennai-600 003.
- South Central Railway, Secunderabad-500 371.
- South Eastern Railway, Garden Reach, Kolkata -700 043.
- South Western Railway, 4th Floor, Laxmi Balakrishna Square
Complex, Railway Station Road, Hubli- 580 020 (Karnataka).
- South East Central Railway, Bilaspur-495004
- Western Railway, Churchgate, Mumbai-400 020.
- West Central Railway, Jabalpur-482001.
- Chittaranjan Locomotive Works, Chittaranjan-713331 (WB)

TECHNICAL CIRCULAR NO. RDSO/2006/EL/TC/0092/Rev. ‘0’

Sub: Recommended Instructions to haul Dead Diesel & Electric Locomotives.

Ref: RDSO’s Instruction Bulletin No. MP.IB.BK-01.05.05, Rev. 0.02, May-06.
***
Different procedures are being adopted on Zonal Railways to haul Dead Electric &
Diesel Locomotives. The existing instructions in the form of various letters & reports
issued from time to time also do not fully cover the special features of the newly
introduced Electric & Diesel Locomotives. To address this problem and to develop uniform
instructions to be followed on Indian Railways, RDSO have prepared Instruction Bulletin
No. MP.IB.BK.01.05.05, Rev. 0.02 May – 2006 to haul Dead Electric & Diesel Locomotive
incorporating observations of Railway Board. A copy of the same is being enclosed
herewith for your information & necessary action.

It is requested that the multiple copies of this report may be prepared at your end
and circulated to all Maintenance & Operation Units working under your control.

(Kishore Kumar)
Encl: As above for Director General/Elect.

Copy to: As per Standard Mailing List No. EL/M/0019

(Kishore Kumar)
Encl: As above for Director General/Elect
 (For Official Use Only )

Hkkjr ljdkj
jys ea=kky;

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

Recommended Instructions to haul

Dead Diesel & Electric Locomotives

Instruction bulletin No. MP.IB.BK.01.05.05

(Rev.0.02)
May, 2006

vuql/a kku vfHkdYi ,oa~ ekud laxBu

y[kuÅ & 226 011

RESEARCH DESIGNS & STANDARDS ORGANISATION

LUCKNOW - 226 011
 CONTENTS

S.No. DESCRIPTION PAGE NO.

1. Introduction 1

Section-1 2-6
2. General Instructions 2-6
2.1 Definition 2
2.2 Need for hauling dead locomotive 2
2.3 Basic requirements to be satisfied when 2-3
hauling Dead Loco
2.4 Clearance of Block Section 3
2.5 Hauling Dead Locomotive by Goods Train 3-5
2.6 Haulage of Dead Locomotive by 5-6
Mail/Express/Passenger mixed Train
2.7 Haulage of dead electric loco on non- 6
electrified section

Section-2 7-15
3. Instructions Concerning Brake System for 7-15
Hauling Dead Locomotive
3.1 Hauling dead diesel/electric loco fitted with 7-8
pure air /dual brake system
3.2 Hauling dead WAP5/WAG9 electric loco 9-13
fitted with E-70 brake pipe control system
and hauling dead locomotive fitted with
IRAB-1 / 28 LAV-1 brake system by WAP5
/ WAG9 locomotive.
3.3 Hauling dead WDG4 diesel loco fitted with 14-15
Computer Controlled Brake System
 ANNEXURE-17

(For Official Use only )

Hkkjr ljdkj
jsy ea=kky;

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

Instructions for Drivers to Manage Brake System of

Locomotive/Train in Different Situations
Encountered During Train Operation

Report No. MP Misc. - 88/99

(Revision-0.01)
JANUARY - 2000

vuqla/kku vfHkdYi ,oa~ ekud laxBu

y[kuÅ & 226 011

RESEARCH DESIGNS & STANDARDS ORGANISATION

LUCKNOW - 226 011
 GOVERNMENT OF INDIA , MINISTRY OF RAILWAY
RESEARCH DESIGNS AND STANDARDS ORGANISATION
MANAKNAGAR,LUCKNOW-262011
SD.DFM.A.4.7 DATED: 27-06-2001

TITLE: AMENDMENT NO. 1 OF JUNE 2001

INSTRUCTION FOR DRIVERS
TO MANAGE BRAKE SYSTEM OF LOCOMOTIVES
IN DIFFERENT SITUATION ENCOUNTERED
DURING TRAIN OPERATION
(Report No. MP-MI-MISC.-88/89(Rivision-0.01) JAN 2000

INTRODUCTION: A report No.MP-MI-MISC.-88/89(Rivision-0.01) JAN 2000 has been

issued by Motive Power Directorate. Based on feedback from railways, following
amendments are being issued by DIR/MP-BK.

AMENDMENT:

1.Para2.5 (DO’S) S.No.5.Read this as “Release brakes of locomotives.” instead of

as “Release brakes of locomotives and whole train.”

2. Para2.5 (DO’S) S.No.10-Read this as “To charge the brake system, open brake
pipe and feed pipe angle cocks of attached locomotive
and first vehicle.” instead of as "Open brake pipe and
feed pipe angle cocks of attached locomotive and first
vehicle”.

3.Para2.5 (DO NOT) S.No. 6-Delete this line

4.Para3.2 (DO’S)-Shift line at S.No.1 toS.No.2 and line at S No.2 to S.No.1.

(V.K.SAXENA)
DIR/MP-BK

Distribution as per distribution list

 CONTENTS

S.No. Description Page No.

1. Introduction 1
2. General Instructions 1
2.1 Before starting of train at originating station/yard 1
2.2 Starting of train after stopping 3
2.3 Stopping of train 4
2.4 Working of single pipe brake system 4
2.5 Change of power at loco interchange point 5
3 Action to be taken in alarm chain pulling/hose pipe 6
disconnection/train parting
3.1 Alarm chain pulling 7
3.2 Train parting/hose pipe disconnection 8
4 Action to be taken in case of cattle run over 9
5. Action to be taken to convert twin pipe brake system to single pipe 10
brake system
 INSTRUCTIONS FOR DRIVERS TO MANAGE BRAKE SYSTEM
OF LOCOMOTIVE/TRAIN IN DIFFERENT SITUATIONS
ENCOUNTERED DURING TRAIN OPERATION

1. Introduction
A number of instructions have been issued by RDSO from time to time on
various aspects of train operation and train handling by drivers. In this report, all
instructions specifically with regard to action by the driver (both diesel and
electric) to deal with different situations that he may encounter during train
operation, have been collected together along with any later developments and
presented in a concise form for guidance of driver. The instructions have been
divided into two sections:

I) General instructions
II) Instructions for abnormal situations.

The general instructions are for following situations:

i) Before starting the train at originating station/yard.
ii) Starting of train after stopping .
iii) Stopping of train.
iv) Single pipe working.
v) Change of power at loco interchange point.

Instructions for actions to be taken in abnormal situations cover the following :

i) Alarm chain pulling / Train parting/hose pipe disconnection.
ii) Cattle run over
iii) Working of twin pipe brake system to single pipe brake system.

Although efforts have been made to cover most of the situations encountered
during train operation yet there may be some situations which may have not been
covered in this report. In such situations, driver will have to take action befitting
the situations keeping in view the general guidelines given in this report.

2. General Instructions
2.1 Before starting of the train at originating station/yard

2.1.1 Before starting a train, the following air pressure/vacuum settings of brake
system are to be checked :

(a) Air Braked Train

S.No. Parameter On Locomotive On Brake van

(In kg/sq.cm) ( In kg/sq.cm)
1 Main reservoir pressure 8-10 -
2. Brake pipe pressure
Passenger 5.0 4.8 – 5.0
Goods 5.0 4.8 – 5.0

1
S.No. Parameter On Locomotive On Brake van
(In kg/sq.cm) ( In kg/sq.cm)
3. Feed pipe pressure
Passenger 6.0 5.8 – 6.0
Goods 6.0 5.8 – 6.0
4. Max. BC pressure when
i) Brakes are applied
Passenger 3.5 -
Goods 3.5 -
ii) Brakes are released
Passenger 0 -
Goods 0 -
5. Air flow indicator* White and red needle
should coincide
* Observe the position of movable needle of air flow indication gauge. Coincide red
needle with white needle. Audio visual indication system provided in locomotive
should be in working order.

(b) Vacuum Train

S.No. Parameter On Locomotive On Brake van

(vacuum in cm ) (vacuum in cm )
1. Vacuum level**

Mail/Express 53 47
Passenger 50 44
Goods 46 38

** Authority- Rly Board’s letter No.83/M( N)/951/34 dated 26/05/99.

2.1.2 Check proper coupling of brake pipe and feed pipe of locomotive with trailing
stock. For identification of air pipes, brake pipe angle cock & palm coupling are
painted in green colour and feed pipe angle cock & palm coupling are painted in
white colour. FP and BP are written on palm coupling of feed pipe and brake
pipe respectively. Also both the couplings are in opposite directions.

2.1.3 All the angle cocks of brake pipe and feed pipe of the locomotive and trailing
stock should be open. While hauling single pipe air braked stock, the feed pipe
angle cock should be in closed condition.

2.1.3 Handle of A-9 automatic brake valve and SA-9 independent brake valve should
be removed from inoperative control stand and their respective cut out cocks
should be closed.

2.1.4 While hauling air braked stock H-5 relay air valve should be opened and HB-5
relay air valve should be closed.

2.1.5 Ensure that guard emergency valve/alarm chain pulling, air flow measuring
device, light indication and buzzer sound indication are in working order.

2
2.1.6 The changeover cock of C-3-W distributor valve should be in goods or passenger
( G or P) position for hauling goods/passenger trains respectively.

2.1.7 Perform the continuity test of brake pipe and feed pipe on the train from leading
locomotive to the last vehicle.

2.1.8 Check that the brakes are applying on the entire train.

2.1.9 Release the brakes and check that the brakes are releasing on all the stock.

2.1.10 Check the operating cylinder percentage. In case of air braked train, it should
be100% on passenger trains and 85% on freight stock. In case of vacuum braked
train it should be 95% on passenger train and 85% on goods train.

2.1.11 Check that brake pipe and feed pipe angle cock of the last vehicle are closed and
their respective hose couplings are kept on support carrier.

2.1.12 For double headed train the maximum current limit shall be 650 amps for WDM2
locomotives and 750 amps for WAP1/WAP3 locomotives.

2.1.13 Ensure that prportionate brake of locomotive is in working order.

2.2 Starting of train after stopping

Do
• Move the brake valve handle (A-9) to release position.

• Wait for 3 minutes to release the brakes in case of single pipe brake
system and 1-1/2 minute in case of twin pipe brake system fitted on
trailing stock. Earlier starting, if train brakes have not been released fully,
may result in excessive force on coupler and brake binding.

• Wait for 4 minutes in case of vacuum braked passenger train and 6-7
minutes in case of vacuum braked freight train to release the brakes.

• Ensure that air flow indicator white needle coincide with fixed red needle
and light & buzzer is not giving any indication.

Do not

• Do not move the train unless air pressure and vacuum level is achieved as
specified in para 2.1.1 (a&b).

3
2.3 Stopping Of The Train

2.3.1 On level track

When the train (passenger/freight) is to be brought to a stop on level, first apply

brakes with a small reduction of vacuum/brake pipe pressure in the train pipe by
auto brake valve (A-9). This will allow the rear portion to run smoothly. A
heavier reduction of vacuum / brake pipe pressure may then be made. In order to
make the final stop very smooth, the brake application should be gradually
reduced by recreation of vacuum/increasing the brake pipe pressure as the train is
about to come to stop. The loco independent brakes should only be applied
gradually when the speed has come down to about 5 kmph. This would help in
bunching of the train and would help in easier start.

2.3.2 On down grade:

Destroy vacuum /brake pipe pressure partially on trains (passenger/freight) by

automatic brake valve except in case of emergency stop. The application of
vacuum/air brakes being increased as the speed comes down. When speed
comes down, if proportionate brakes are in operation, the train shall be brought to
stop with train and loco air brakes on. Heavy application should never be made or
the rear portion is liable to run in violently and damage to rolling stock may
occur. Similarly quick release will cause front portion to run out resulting in
service jolts.

2.3.3 On up grade:

When a train (passenger/freight) is brought to stop on an upgradient, the brakes

should be kept applied by the automatic brake valve, till the train actually stops.
This will prevent the rear portion from rolling back.

Note: After stopping of train keep brakes on locomotive and train applied by A-9 brake
valve . It will prevent rolling back of train on gradients. Do not leave the train
with only SA-9 in applied condition.

2.4 Working Of Single Pipe Brake System

Do
• Ensure that brake pipe of locomotive is connected with brake pipe of
trailing stock.

• Ensure that angle cock of locomotive feed pipe is in closed condition and
hose pipe is kept on support carrier on locomotive.

• Ensure that brake pipe angle cocks of loco and first vehicle are in open
position.

• Ensure the continuity of the brake on train.

4
 • Apply and release brakes and check that the brakes are applied and
released on the train.

• Ensure the proper working of audio visual indication device with light
indication and buzzer .

• Ensure that sufficient time i.e. 3 minutes is given to release the brakes
after stopping the train

• Wait for 4 minutes in case of vacuum braked passenger train and 6-7
minutes in case of vacuum braked freight train to release the brakes.

• Ensure that red needle coincides with white needle of air flow indicator.

Do not

• Do not move train if the indication light and buzzer are ON.

• Do not move train unless the pressure setting is achieved on locomotive

and brake van as specified in para 2.1.1 (a)

2.5 Change of power at loco interchange point

Do

• Before detaching the locomotive close B.P and F.P angle cocks of
locomotive and first vehicle.

• Disconnect hose coupling between locomotive and first vehicle.

• Open screw coupling and electrical coupler and detach the locomotive.

• Keep locomotive hose coupling on support carrier.

• Release brakes of locomotive and whole train

• Bring outgoing locomotives for attachment with the train.

• Couple brake pipe, feed pipe, screw coupling and electrical coupler (In
case of passenger train) of locomotive with first vehicle.

• In case of vacuum train couple vacuum hose pipe.

• Ensure correct coupling of the locomotive hose pipe with the trailing
stock.

• Open brake pipe and feed pipe angle cocks of attached locomotive and
first vehicle.

5
 • Check the continuity of brake pipe and feed pipe of the train.

• Ensure that locomotive and stocks couplings are not loose.

• Ensure that locomotive proportionate brakes are in working order.

• Ensure that audio visual indication device and indicating light and buzzer
are in working order.

• Ensure that air flow indicator reading is normal and its red needle is
coinciding with white needle.

Do not

• Do not move train if the indication light and buzzer are ON.

• Do not move train unless the pressure setting is achieved on locomotive

and brake van as specified in para 2.1.1 (a & b)

• Do not move unless the G&P position of distributor valve handle is kept
on a proper position according to trailing stock i.e. passenger or goods.

• Do not try to detach hose connection between loco or between the two
adjacent vehicle without closing the angle cocks.

• Do not start the train without ensuring full release of train otherwise it
will create excess force on the coupler and/or brake binding.

• Do not attach outgoing locomotive untill brakes of whole train have been
released manually.

3. Actions to be taken in case of alarm chain pulling/ hosepipe

disconnection / train parting
If sudden rise of air flow indication much higher than the reading given by fixed
red needle, drop in brake pipe, feed pipe and main reservoir pressure is noticed
accompanied with buzzer sound of audio visual system on air braked train, it
indicates either alarm chain pulling or hose pipe disconnection or train parting
has happened. In case of vacuum braked train, drop of vacuum in vacuum gauge
on loco will be observed during above mentioned conditions.

The actions to be taken during alarm chain pulling, hose pipe disconnection and
train parting are given below:

6
3.1 Alarm Chain Pulling

Do

• Apply brakes by moving automatic brake valve (A-9) handle to stop the
train.

• Bring throttle handle to idle.

• Inspect the train to identify the coach from which alarm chain has been
pulled. This can be identified by coach body side indication lamp which
will glow in the event of ACP as well as by air leakage sound.

• After identification in case of air braked train, reset the ACP apparatus by
rotating the key which is provided in alarm chain pull box. Resetting will
be ensured if air leakage sound disappears and body side indication lamp
goes off. In case fixed key is not provided, resetting has to be done with
a key which should be available with train crew.

• In case of vacuum braked train, reset the clappet valve.

• Check the vacuum hose coupling properly in case of vacuum braked train.

• Check that brake pipe and feed pipe angle cocks are in open position, in
case of air braked train.

• After resetting of ACP apparatus, wait for 3 minutes to release the brakes
in case of single pipe air brake working and 1-1/2 minutes in case of twin
pipe air brake working.

• Wait for 4 minutes in case of vacuum braked passenger train and 6-7
minutes in case of vacuum braked freight train to release the brakes.

Do not

• Do not operate D-1 emergency brake valve

• Do not leave the train with only loco brake (SA-9) . After stopping both
loco and train brake should be applied by automatic brake valve (A-9).

• Do not start the train if air flow indicator is showing abnormal reading,
indicator light is glowing or buzzer is giving sound and its white needle
has not coincided with red needle.

• Do not move train unless specified pressure or vacuum as given in para

2.1.1 (a&b) are achieved.

• Do not isolate the passenger emergency alarm system from isolating cock.

7
3.2 Train Parting/Hosepipe Disconnection

Do
• Apply brakes by moving automatic brake valve handle to stop the train. In
case of train parting, ensure that before stopping of front portion of the
train, parted rear portion has stopped first then apply emergency brake.

• Bring throttle handle to idle.

• Ensure that guard has protected the rear portion of the train.

• Ensure that brakes are in applied condition to avoid roll back of the train.

• Check the train to identify defective coach/wagon.

• Heavy sound of air leakage will indicate the affected hose pipe.

• Close the angle cocks of adjacent ends of two coaches where hose pipe
disconnection has taken place.

• Inspect the hose pipe which has got disconnected.

• In case these pipes are damaged replaced them, In case there is no

damage, reconnect the existing ones.

• In case train parting has taken place, reconnect the parted portion of the
train as per prescribed procedure.

• Now open the closed angle cocks, no leakage should take place from the
reconnected hose pipe.

• Ensure the continuity of the brake system and train.

• In case the brake hose/ vacuum hose pipe is damaged or cannot be

replaced the pipe of the last wagon of the front portion should be put on
dummy and the angle cock closed. The brakes of the portion in rear
should be manually released and the train brought to the next station at
reduced speed.

• Ensure that screw coupling of effected coaches are not loose.

• Observe the position of movable needle of air flow indication gauge, it

should coincide with the fixed red needle. Audio visual indication system
provided in locomotive should stop giving indication.

8
 Do not

• Do not operate D-1 emergency brake valve.

• Do not move train until the air flow indicator light is glowing and its
white needle has not coincide with red needle or buzzer is giving sound.

• Do not start train after stopping the train at least for 3 minutes in case of
single pipe air brake system and 1-1/2 minute in case of twin pipe air
brake system fitted on trailing stock to release the brake.

• Do not start train after stopping the train at least for 4 minutes in case of
vacuum braked passenger train and 6-7 minutes in case of vacuum braked
freight train to release the brakes.

• Do not move train unless the brakes on entire train are released fully.

• Do not move train unless specified pressure or vacuum as given in para

2.1.1 (a&b) are achieved.

4. Action to be taken in case of Cattle Run Over

Due to cattle run over sudden impact in front of the locomotive is observed.
Action to be taken during such condition is given below:

Do

• Apply brake through A-9 brake valve to stop the train.

• Check leading angle cocks of brake pipe and feed pipe to ensure that they
are in proper condition.

• In case leading brake pipe angle cock is damaged then

a) If an additional cock is provided on the loco then close the

additional angle cock on leading side of the loco.

b) If additional cock has not been provided then fail the locomotive
and ask for assistance.

• In case feed pipe leading cock is damaged, close the additional cock, if
provided or close the cutout cock before feed valve and rear feed pipe
angle cock and work train as single pipe.

• Ensure that trailing end hose pipe coupling and angle cocks of the
locomotive and trailing stock are in perfect working condition.

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 • Ensure that cattle guard is O.K. and there is no infringement with the track
or with any part of the locomotive.

• In case the run over cattle has also passed below the train, check the under
gear of the effected train coach/wagon. Any hanging parts shall be secured
or removed. There should not be any infringement of track.

• After resetting of ACP apparatus, wait for 3 minutes to release the brakes
in case of single pipe air brake working and 1-1/2 minutes in case of twin
pipe air brake working.

• Wait for 4 minutes in case of vacuum braked passenger train and 6-7
minutes in case of vacuum braked freight train to release the brakes.

Do not
• Do not move the train if any part of locomotive and trailing stock
concerning to brake is damaged.

• Do not leave the train with only loco brake (SA-9) . After stopping both
loco and train brake should be applied by automatic brake valve (A-9).

• Do not move the train without continuity test.

5. Actions to be taken to convert Twin Pipe Brake System To Single Pipe Brake
System

Such type of working is to be done when feed pipe is leaking or damaged or other
problem connected with feed pipe. The actions to be taken in such a situation
are given below:

Do

• Move A-9 brake valve handle to application position to stop the train.

• Close loco feed pipe angle cock of locomotive

• Check the location from where the feed pipe has disconnected.

• Immediately close the angle cocks of the effected vehicle

• Couple feed pipe hose coupling with the effected vehicle

• Open angle cocks of locomotive and effected vehicle

• If feed pipe coupling is defective change the complete hose pipe, if new
one is not available than keep feed pipe angle cock of locomotive in
closed position and work the train as a single pipe brake system.

• Ensure that screw coupling is not loose.

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• Ensure continuity of the train.

• Keep in mind that the train is working as single pipe brake system and, 3
minutes time is required to release the brake after stopping of the train.

Do not

• Don't move train unless specified pressure as given in para 2.1.1 (a) is
achieved.

• Do not leave the train with only loco brake (SA-9) . After stopping both
loco and train brake should be applied by automatic brake valve (A-9).

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