TSD Emu & Memu-2015 App Format

TROUBLE SHOOTING DIRECTORY
PUBLISHED BY
EMU CARSHED - TIKIAPARA

SOUTH EASTERN RAILWAY
EDITION - 2015
SOUTH EASTERN RAILWAY

V. K. AGGARWAL
Chief Electrical Engineer.
Garden Reach,
Kolkata 43.
Dear Railway men,

EMU services were introduced on S.E.Railway since 1.05.1968. EMU
Car Shed, Tikiapara is the pioneering car shed on S.E.Railway having vast and
varied experience in various facets of maintenance of EMU coaches. The car
shed has acquired deep insight into the diagnosis of the defects of various sub
assemblies & components of the EMU and their trouble shooting in a systematic
manner.
The EMU services were hitherto confined to Howrah Kharagpur
Midnapur, Panskura Haldia, Panskura Digha , Santragachi Shalimar and
Santragachi Amta sections of Khargpur Division .With the introduction of
MEMU services, there has been a compelling need to encompass the trouble
shooting experiences treasured by the Tikiapara Car Shed in a lucid manner so
that the motorman and supervisors involved in running and maintenance of
EMU/MEMUs are exposed to the whole gamut of trouble shooting in a structured
manner.
Picking up abnormal signs correctly in case of trouble experienced on
line and proceeding in a systematic manner as outlined in the directory is
imperative to avoid repercussions on traffic and loss of punctuality of the sensitive
services.
The defects have been arranged according to their probability of
occurrence and a step by- step procedure has been prescribed.
The TSD is Motorman friendly. Due care has been taken to indicate the
terminology commonly used by the Motormen. The TSD which is culmination of
efforts of a team of experienced supervisors of Tikiapara Car shed catalogues

rudimentary technical details and other salient features as well. Relevant details
and sketches have been juxtaposed with the associated texts to avoid cross
references to the extent possible.
Entry of the defects and abnormalities experienced online in the log book
offers important clue to the maintenance personnel to zero in on the root cause of
the defects .As such detailed account of such observations and corrective action
taken must be entered in the log book to facilitate quick diagnosis & rectification of
the defects by the shed.
The TSD has been revised and updated with latest developments in
EMU/MEMU pertaining to introduction of Air Suspension & Parking brakes.
I am confident that the concise and structured TSD will become an
unfailing companion of the Motormen and hone their knowledge and skill in quick
trouble shooting of the defects experienced during operation of the
EMU/MEMUS.
Wishing you happy, punctual and safe journeys.
Date:- 06.01.2015
V. K. AGGARWAL
Chief Electrical Engineer.
(i)
DEAR MOTORMAN
1. BE ENERGY CONSCIOUS.
2. OBSERVE THE COASTING BOARD RIGIDLY.
3. ENSURE THAT YOU HAVE CORRECTAUTHORITY TO PROCEED.
4. KEEP A SHARP LOOK OUT FOR SIGNAL TILL IT IS PASSED AND OBEY THE
ASPECT OF THE SIGNAL RIGIDLY TO AVOID SPAD.
5. OBSERVE ALL THE SPEED RESTRICTIONS RIGIDLY.
6. DO THE BP CONTINUITY TESTAT THE TRAIN ORIGINATING STATION.
7. CHECK BRAKE POWER OF TRAIN AT FIRST OPPORTUNITY.
8. DO NOT DRIVE THE TRAIN ON TRACK SUBMERGED BY 6 INCHES OR MORE
WATER.
9. DO NOT BACK THE TRAIN WITHOUT PROPER AUTHORITY.
10. STRICTLY FOLLOW GR/SR 9.02 AND 9.07 WHILE PASSING AUTO SIGNAL AT
'ON'.
11. KEEP YOUR SOUL AWAY FROM SEDATIVES AND ALCOHOL WHICH IMPAIR
YOUR PERSONALITY, EYE SIGHT, CONCENTRATION AND CAPACITY FOR
PERFORMING DUTY.
12. REPORT ON DUTY IN TIME WHICH WILL ENABLE YOU TO GO THROUGH ALL
THE PROCEDURE ORDERS AND CAUTION ORDER.
13. TAKE PROPER REST AT HOME AND RUNNING ROOMS.
14. DO NOT CARRY ANY UNAUTHORIZED PERSON IN DRIVING CAB.
15. WHISTLE AS PER RULE WHILE APPROACHING LEVEL CROSSINGS,
STATIONS AND PASSING THROUGH STATIONS.
16. REPORT TIME LOSS OR ABNORMAL DETENTION OF THE TRAIN ON
ARRIVAL AT DESTINATION.
17. MAKE LOG BOOK ENTRY CORRECTLY IN CASE OF TROUBLE
EXPERIENCED IN THE RAKE ON LINE.
(iv)
This page intentionally left blank.
(v)
CONTENTS
PART 1
Page Nos.
1.
Scope of the Manual
2.
Standard instructions for Motormen
3.
Abbreviation used in EMUs / MEMUs
xv
4.
TSD for EMU and MEMU
5.
Bell code communication between

Motorman and Guard and GR 4.21
41
6.
Technical details
43
7.
General Data of EMU and MEMU
44
8.
Complete Preparation of EMU/MEMU
47
9.
Changing of cab
50
10.
Stabling of Rake
51
11. Addendum & Corrigendum
53
PART 2
1.
Electrical Circuits for reference
Page Nos.
a)
Power Circuits
56
b)
Control Circuits
58
2.
Pneumatic Circuits for reference
62
3.
Different Isolating Cocks
66
4.
OHE and Pantograph Parts and Photographs

of Important Equipment
67 & 69
(iv)
(v)
SCOPE OF THE MANUAL

This manual briefly describes the various steps to be taken by the Motorman in case of Unit
trouble on line.
The prescribed trouble shooting procedures lay emphasis on quick trouble shooting. This
manual deals with the trouble shooting of rakes having two to four motor coaches.
STANDARD INSTRUCTIONS FOR MOTORMEN

1.
Motormen should do traction test at originating station without moving the train.
2.
During trouble shooting in block section/station, all efforts should be made to minimise
and contain detentions in block section/station as far as possible.
3.
In case of tripping and traction failures Motorman should try to work the train with good
unit whenever possible (without punctuality loss). If unsuccessful, he should proceed to
the affected motor coach and refer to these guide lines for trouble shooting.
4.
The abnormal sign should always be picked up from leading unit. Thereafter all the
observations and interventions shall be made on the defective Motor coach.
5.
Do not put HEFR (P) in 'Fault' position in case of tripping through EFR. Try to trouble shoot
by isolating traction motors.
6.
Whenever any equipment (including Tr. Motor/relay) is isolated on a Unit, Motorman must
record it in the Log book of particular Motor coach and inform LC/CC carshed at the first
available opportunity.
7.
On line, the Motorman must record in the log book of concerned Motor coach all cases of
Unit trouble/other unusual occurrences/ wheel slipping clearly mentioning the time loss in
block section/station, time and place of occurrence as well as information given to LC/CC
Carshed.
8.
Check the availability/ working of following safety equipments:

i) Flasher Light, Tail Light, Head Light, Auto Warning Light, Horn, Bell code, Alarm Bell &
wiper.
ii) Fire Extinguishers, Detonators.
9.
Both incoming & out going Motorman or outgoing Motorman & ESD should ensure proper
functioning of rake while handing and taking over charge.
(vi)
The following new indication lamps are provided in driving desk of new EMU Motor
Coach from 638 onwards. Motorman has to follow the instructions as detailed below
in case of glowing of any of these indication lamps.
SL.
NO.
LAMP
INDICATION
ACTION TO BE
TAKEN
Existing instructions for
Alarm Chain is to be
followed.
PURPOSE
1.
PASSENGER
ALARM
In case of Alarm Chain pulling, the

indication lamp will glow along with
'buzzer' ringing.
2.
PFD FUSE BLOWN
This indication will glow in case of any

of the permanent field diverter (PFD)
fuse blown.
3.
PRV TRIP
This indication is provided in addition

to the unit fault lamp to indicate
whether PRV act or not
4.
WARNING LIGHT
This indication is provided instead of

auto warning light. A buzzer will ring
with this indication.
5.
AV WARNING
Not in service.
6.
UNIT FAULT
INDICATION
This indication is provided in addition

to the unit fault lamp outside the driving
cab.
Existing instruction to be
followed.
7.
PARKING BRAKE
LAMP INDICATION
This indication will glow when Parking

brake is applied
Motor man should

trouble shoot, if Parking
brake is not applied
intentionally.
8.
PUSH BUTTON
SWITCH WITH
LAMP INDICATION
FOR PARKING
BRAKE.
Colour red - Push button switch to

apply Parking Brake and red lamp will
glow.
Colour green - Push button switch to
release Parking Brake and green lamp
will glow.
No attention on line is
required.
Motorman will make
log book entry only
for necessary
attention at shed.
Don't reset & close
VCB of affected unit.
Work with other
units.
Existing instruction to be
followed.
-do-
(vii)
INDICATION LAMPS FOR MEMU AND EMU
RED
GREEN
WHITE
ABB / VCB
EP
SUPPLY
AUX. RECT.
TRIP
INDICATION
WHITE
BLUE
YELLOW
MOTOR
RECT. FUSE
CHBA
SWITCH
BLOWN.
FAILURE
TRIP
INDICATION
LAMP PURPOSE
ABB / VCB
Lamp for Circuit Breaker opens indication.
EP SUPPLY
Lamp for EP Brake supply available.
AUX. RECTIFIER TRIP
Lamp for indication of No Tension, LTR tripped,

Panto lowered / damaged.
MOTOR SWITCH TRIP

(MSWL)
Lamp for Motor Contactor opens indication.
RECTIFIER FUSE BLOWN
Lamp for
i) Only when one fuse in rectifier panel is blown.
ii) CBAR tripping with MSWL glows.
CHBA FAILURE INDICATION
Lamp for CHBA,

It glows when battery charger not working but unit is
closed.
(viii)
CONTACTOR AND ROATATING SWITCHIES IN CAB
RELAY
LATCH
SYSTEM.
PANNEL
LATCH
SYSTEM.
NORMAL LIGHT
CONTACTOR.
AUX. COMP.
CONTACTOR
NORMAL
MAIN COMP.
CONTACTOR
FAN
CONTACTOR
RFAR.
TTR.
CBAR.
BIR.
ABR.
ARR
NVR
SR
LTR
CR
NORMAL
MCS I
2 OUT
1 OUT
4 OUT
1 & 2 OUT
OFF
ON
NORMAL
TEST
RUN
BIS
3 & 4 OUT
RUN
TEST
3 OUT
EMERG.
2
(viii)
MCS II
OFF
EMERG.
1
OR
ON
NORMAL
SEQUENCE TEST SWITCH CONTROL CHANGE OVER

SWITCH
OFF
MCCB
N
HEFRA II HOBA
EFRA II
OLP
EFR
RESET
TING COIL
(EFR/OLP
(ix)
FUSES AND MCBS PANNEL

266 V
AC
AUX-I
MAIN
50A.
SPARE
50A.
BATY. CHARG
INPUT 32 A.
AUX-II
MAIN
100A.
SPARE
100A.
FUSE
63A.
O P & RECT.
RETURN 32 A.
SPARE
32 A.
RADIATOR
MOT. 1&2
RETURN 18A
BATY. CHARG
INPUT 35 A.
SPARE
15 A.
O P PHASE
15A.
RECT.
MOT
10A.
RADIATOR RADIATOR
MOT-I
MOT-II
5A.
5A.
NVR
5A.
141 V
AC
SPARE
63A.
FAN
NEUTRAL
63A.
N/L
NEUTRAL
63A.
H/L STAB
INPUT
16A.
H/L STAB
INPUT
10A.
SPARE
10 A.
FAN-I
35 A.
FAN-II
35 A.
SPAR
E 35
A.
(ix)
N/LIGHT
63A.
110 V
AC
CONTROL
32 A.
D.C. MAIN
NEGATIVE
63 A.
D.C. MAIN
POSITIVE
63 A.
MAIN COMP.
160 A.
SPARE
160 A.
N/L STAB
15 A.
N.L.-I
10 A.
N.L.-II
10 A.
SPARE
10 A.
FAN-I
10 A.
FAN-II EM.,HC.,HL.,
10 A. T.L. RELAY
2.5A.
EM.
L. RELAY-I
2.5A.
EM.
L. RELAY-II
2.5A.
110 V
AC
AUX. COMPR
NEGATIVE
16 A.
SPARE
16 .A
EM. LIGHT
10 .A
CAB EM.
LIGHT
10 .A
ABB &
BTY
SPARE
ACP
POSITIVE 15A. POSITIVE FAULT
5 A.
35A.
15 A.
HLS
5 A.
EM.L-I
5 A.
EM.L-II
MCP
LT
ACP
COMP
5 A. CONTROL RELAY CONTROL SYNCH.
2.5 A.
2.5 A.
2.5 A.
2.5 A.
50%
LIGHT
LIGHT
LATCH
2.5 A
LIGHT
TRIP
2.5 A
FAN
SPARE
LATCH
2.5 A
2.5 A
FAN
TRIP
2.5 A
(x)
Control MCBs in driver's desk/cab

Convensional EMU M/coach
Spare
15A dc
Flashing
Light
2.5 dc
Panto, ABB Mast. Cont

15A dc
15A dc
HLS int light

2.5A dc
HL & TL
EMER
2.5A dc
HC EMER
2.5A dc
Gd. supply EP brake

5A dc
5A dc
Main com
5A dc
Voltmeter Speedometer
(0-150v)
2.5A ac
2.5A dc
Cab fan
2.5A ac
Fault ind.
5A dc
HC normal
2.5A ac
Light Cont. Fans Cont.

5A dc
5A dc
TL normal
2.5A ac
Bell push
5A dc
Alarm bell
5A dc
Spare
5A dc
Voltmeter
NL CAB.
Head light
(0-30v) LT & EQ comp. 10A ac
2.5A ac
5A ac
ELCAB LT EQ.
comp. / 5A dc
Head light
stabilizer
5A ac
EMU M/coach filled with air spring
Twin Beam Panto, ABB Mast. Cont

Head LT
15A dc
15A dc
15A dc
Gd. supply
5A dc
EP
brake
5A ac
Main Com
5A ac
Fult Ind.
5A dc
Lights Cont. Fans. Cont.

5A dc
5A dc
Cab fan
2.5A ac
Spare.
2.5A dc
Parking
brake
5A dc
Alarm bell
2.5A dc
Flasher
light
2.5A dc
Voltmeter
(0-150V)
2.5A dc
(x)
Bell push
5A dc
Tail Light
2.5A ac
CAB & TL
Lights
5A ac
HLS int
light
2.5A dc
Speedometer Heed Code Auto Flasher

2.5A ac
2.5A ac
2.5A dc
Spare
15A dc
PA Transf
10A ac
PA Ampl.
6A ac
Voltmeter
(0-30v)
3A dc
Spot Light
3A ac
MEMU M/coach
Spare
15A dc
Panto, ABB Mast. Cont

15A dc
15A dc
Spare BA Voltmeter W/light

(0-150v)
2.5A dc
2.5A ac
2.5A
Flashing
Light
2.5 dc
Gd. supply
5A dc
Cab fan
2.5A ac
HC normal TL normal Voltmeter NL CAB,

Spare
2.5A ac
2.5A ac
(0-30v) LT & EQ comp. 10A ac
2.5A ac
5A ac
EP brake
5A dc
Main com
5A dc
Fault ind.
5A dc
Light Cont. Fans Cont.

5A dc
5A dc
Bell push
5A dc
Alarm bell
5A dc
Spare
5A dc
ELCAB
HLS ins
LT EQ.
light
comp. / 5A dc 2.5 dc
DC-DC Auto Flash PA Ampl. Walkie Talkie Spare

6A ac
converter 2.5A dc
10A ac
2.5A dc
10A dc
Spare
5A ac
TL
EMER
2.5 dc
Spare
2.5A dc
(xi)
LAYOUT OF DRIVING MOTOR COACH
(xi)
(xii)
MOTOR COACH BOGIE ARRANGEMENT
(xii)
1.
2.
3.
4.
5.
6.
7.
BRAKE BEAM
CENTRE PIVOT ARRGT.
SIDE BEARER
BRAKE CYLINDER WITH ARRGT.
TRACTION MOTOR
GEAR CASE
AXLE & WHEEL
8.
9.
10.
11.
FAN CHAMBER
NOSE SUSPENSION ARRGT.
SUSPENSION BEARING AXLE CAP
BOLSTER
(xiii)
MOTOR COACH BOGIE ARRANGEMENT

1
13
12
870
7
11
BOGIE FRAME
BOGIE BOLSTER HELICAL SPRING
AXLE BOX GUIDE ARRGT. WITH SPRING
ROLLER BEARIGN AXLE BOX ARRGT.
WHEEL
HANGER, HANGER BLOCK & PIN
PULL ROD
BRAKE HEAD & BLOCK COMPLETE
BRAKE LEVER OUT RH/LH
BRAKE LEVER INNER RH/LH
LOWER SPRING BEAM
SHOCK ABSORBER
SWING BOLSTER
5
(xiii)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
10
RAIL LEVEL
(xiv)
1 2 3 4 5 6 7 8 9
10
MOTOR COACH BOGIE GENERAL ARRANGEMENT

WITH AIR SPRING
(xv)
ABBREVIATION USED IN EMUs/MEMUs

SL.No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
Abbreviation
ABB
ABR
ARR
AF1,2,3,4
AB
AS
ASR
ASS
ASIC
AFL
ASBIC
AWL
AOVR
BIR
BIS
BUD
BPS
BP
BIC
BI
BCFR
BA
CHBA
CR
CBR
CBAR
CLR
CLAR
CIC
CT
CF
CG-1
CG-2
CG-3
CG-4
CIC
DL
EFR(P)
HEFR(P)
EFRA-II
HEFRA-II
ELR
EPIC
EAS
GD
GS-1
Description
AIR BLAST CIRCUIT BREAKER
AIR BLAST CIRCUIT BREAKER RELAY
AIR BLAST CIRCUIT BREAKER RESET RELAY
AUXILIARY FUSE FOR AUXILIARY I & II
ALARM BELL
AMMETER SHUNT
AUXILIARY SUPPLY RECTIFIER
AMMETER SELECTOR SWITCH
AIR SPRING SUSPENSION ISOLATING COCK
AUTO FLASHER LIGHT
AIR SPRING SUSPENSION BOGIE ISOLATING COCK
AUTO WARNING LIGHT
OVER VOLTAGE AUX.RELAY
BUCHHOLZ INDICATION RELAY
BATTERY ISOLATING SWITCH
BUCHHOLZ DEVICE
BATTERY PARALLEL SWITCH
BRAKE PIPE
BOGIE ISOLATING COCK
BRAKE ISOLATING VALVE
BATTERY CHARGER FAILURE INDICATION RELAY
BATTERY
BATTERY CHARGER
COMPRESSOR RELAY
CURRENT BALANCING RELAY
CURRENT BALANCING AUXILIARY RELAY
CURRENT LIMITING RELAY
CURRENT LIMITING AUXILIARY RELAY
COMPRESSOR ISOLATING COCK
CURRENT TRANSFORMER
CONTROL FUSE
MAIN COMP. GOVERNOR
AUX. COMP. GOVERNOR
EQUIPMENT GOVERNOR
CONTROL GOVERNOR
MAIN COMPRESSOR ISOLATING COCK
DROPPING REACTOR
EARTH FAULT RELAY(PRIMARY CIRCUIT)
SWITCH FOR BYPASS EARTH FAULT RELAY(PRIMARY)
EARTH FAULT RELAY IN AUX.-II CIRCUIT
SWITCH FOR BYPASS EARTH FAULT RELAY IN AUX-II CIRCUIT.
EMERGENCY LIGHT RELAY
ELECTRO PNEUMATIC BRAKE ISOLATING COCK
EARTHING SWITCH
Grounding
EQUIPMENT GOV. BYE PASS SWITCH.
(xvi)
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
GS-2
GS-3
GS-4
HOBA
HLS
HL
HC
ICA/BPIC
K1&K2
KF1&KF2
LTR
MCB
MCS
M 1-4
MSWL
MC
MR
MCOS
MP
NVR
NR1 & 2
NC1,2,3,4
OL1,2,3,4
OL5,6
OLP
OVR
OP
PB
PT
PRV
PFD
RF
RFR
RFAR
SB
SL
SR
SM
TR
TLC
T.T.
TTR
T1 TO T9
TL
TSS
TFP
TM
UFL
VCB
WCO
WGR
W1-W2
CONTROL GOV. BYE PASS SWITCH

MAIN COMPRESSOR GOV. BYE PASS SWITCH
AUX.COMP. GOV.BYE PASS SWITCH
EARTHING SWITCH FOR BATTERY NEGATIVE CIRCUIT.
HAND LAMP SOCKET
HEAD LIGHT
HEAD CODE
ISOLATING COCK FOR AUTO BRAKE/BRAKE PIPE ISOLATING COCK.
REVERSER 1&2
RADIATOR FAN 1&2
LOW TENSION PROVING RELAY
MINIATURE CIRCUIT BREAKER
MOTOR CUT OUT SWITCH
MOTOR CONTACTORS 1-4
MOTOR SWITCH WHITE LIGHT
MOTOR COACH
MAIN RESERVOIR
MOTOR NEGATIVE CUT OUT SWITCH
MASTER CONTROLLER
NO VOLT RELAY
NOTCHING RELAY 1 & 2
NEGATIVE CONTACTOR 1,2,3,4
OVER LOAD RELAY FOR TM 1,2,3,4
OVER LOAD RELAY FOR TAP CHANGER
OVERLOAD PRIMARY
OVER VOLTAGE RELAY
OIL PUMP
PARKING BRAKE
Pantograph
PRESSUER RELIEF VALVE
PEMANENT FIELD DIVERTOR
RECTIFIER FAN MOTOR
RECTIFIER FAN RELAY
RECTIFIER FAN AUXILIARY RELAY
SIGNAL BELL
SMOOTHING REACTOR
STARTING RELAY
SPEEDOMETER
TRANSITION RESISTOR
TRAIN LINE CABLE
TRANSFORMER THERMOSTAT
TRANSFORMER THERMOSTAT RELAY
TAP CHANGING CONTACTOR 1 TO 9
TAPPING REACTOR
TEST SEQUENCE SWITCH
TRANSFORMER
TRACTION MOTOR
Unit fault light
VACUUM CIRCUIT BREAKER
Winding change over switch
WINDING GROUPING RELAY
WINDING CHANGE OVER SWITCH
(xvii)
NOTES
(xviii)
(1)
PART 1
TROUBLE SHOOTING DIRECTORY

EMU / MEMU
CONTENTS
1.
CHAPTER I
PAGE NO
3
TRIPPING FAILURES
2.
A) ICABB/VCB
B) ABB/VCB CLOSING BUT NOT HOLDING
C) ABB/VCB TRIPS ON POWER
CHAPTER II
11
TRACTION FAILURE
3.
A) TOTAL LOSS OF TRACTIVE EFFORT
13
B) REDUCTION OF TRACTIVE EFFORT
21
CHAPTER III
23
PNEUMATIC FAILURES
4.
CHAPTER IV
MISCELLANEOUS FAILURES
33
(2)
PRELEMINARY CHECKING
In case of any TROUBLE and also taking over charge:1. Battery voltage is above 90V.
2. MR & BP pressure should be as follows:MR 6 to 7 kg/cm2
BP 5 kg/cm2
3. Put 'OFF' Control switch to reset overload and put back the
control switch 'ON' after resetting the overload.
4. All the operating keys are operated correctly.
5. Auto warning lamp switch (AWLS) is in 'OFF position when not
required.
6. Parking brake is in released condition, where applicable.
PROBABLE CAUSE OF ICABB/VCB (M/MAN HAS TO TROUBLE SHOOT)

I) MR AND RS PRESSURE LESS
II) BA VOLTAGE 'LESS' OR 'NIL'
III) ABB/VCB FAULT MCB TRIPS
IV) ABR UNLATCHED
V) EFR/OLP(COMMON PALLET) NOT RESET BY O/L
VI) BIR TRIPS
VII) EFRA II TRIPS
VIII) PRV ACTED(PILOT LAMP INDICATION IS GIVEN IN AIR SPRING
SUSPENSION RAKES)
PROBABLE CAUSE OF ABB/VCB CLOSING BUT NOT HOLDING (M/MAN HAS
TO TROUBLE SHOOT)
I) LESS MR AND RS PRESSURE
II) OLP TRIPS
III) ABB CLOSING COIL OPEN CKT / BURNT / ABR TRIP COIL
ENERGISED PERMANENTLY.
PROBABLE CAUSE OF ABB/VCB TRIPS ON POWER (M/MAN HAS TO
TROUBLE SHOOT)
I) EFR TRIPS ON POWER
II) OL5/OL6 TRIPS
(3)
TRIPPING
FAILURES
CHAPTER - I
TRIPPING FAILURES
PREPARATION & OBSERVATION
At every tripping on line:Bring back MP to 'OFF'
Try to close ABB/VCB through ABB/VCB close switch. If successful resume traction.
If unsuccessful follow the following instruction as per sequence.
1. Ensure MP on 'OFF'.
2. Put the control switch 'OFF'.
3. Try to reset overload.
4. Put the control switch 'ON'
5. Ensure Panto & ABB/VCB MCB at SET position(operate PT & ABB/VCB MCB 2/3
times & keep at SET position)
6. Check BA volt. More than 90V.
2
7. Check MR pressure more than 6kg/cm .
Then press &release ABB/VCB close switch and observe ABB/VCB RED Lamp.
Abnormal Sign
Page no.
A. ABB/VCB RED LAMP REMAINS GLOWING( ICABB/VCB)
B. ABB/VCB RED LAMP GOES OUT BUT COMES AGAIN

IMMEDIATELY(ABB/VCB CLOSING BUT NOT HOLDING)
C. ABB/VCB RED LAMP GOES OUT BUT COMES AGAIN

WHEN MP ON POWER ( ABB/VCB TRIPS ON POWER)
Note : In case of tripping failure Motorman should work the train with good unit whenever
possible & trouble shoot in a convenient place when time permits.
(4)
(5)
ICABB / VCB
A: ABB / VCB RED LAMP REMAINS GLOWING
ICABB
Probable defects/
observation /checking
Action to be taken by Motorman
1. a) BA VOLTAGE
'LESS' THAN 90V
If BA Voltage is less than 90V

-parallel the BA by keeping BA Paralleling switch
(BPS) either in E1 or E2 position after isolating BIS /
MCCB. Ensure BA voltage is more than 90 V, close
ABB/VCB & resume traction.
b) BA VOLTAGE - '0'
Operate BIS/MCCB few times - check control fuse:i) If good - parallel the BA, close ABB/VCB and
resume traction.
ii) If control fuse is blown - Renew the same,
close ABB/VCB and resume traction.
If fuse blown on renewal - Keep HOBA in 'F'
position in all Motor coaches, renew the fuse,
close ABB/VCB & resume traction.
Give message to TLC/CC on duty for
withdrawal of the rake.
2. ABR UNLATCHED
Ensure BL is unlocked properly by operating BL key

2 to 3 times and try to close ABB/VCB . If ABR is still
not getting latched then latch ABR manually and
press ARR .If ABB/VCB closes - Resume traction.
3. ABB / VCB FAULT

MCB TRIPS
If MCB trips - Reset the same and close ABB / VCB.

If MCB trips again - work the train with other units.
4. BIR TRIPS
Remove gas by operating BUD cock, reset BIR,

close ABB and resume traction. If BIR cannot be
reset - work the train with other units.
5. EFRA II TRIPS
(Indication Lamp
glows or not glowing)
Reset EFRA II and close ABB/VCB & resume

traction. If EFRA II cannot be set or trips again - keep
HEFRA II in 'F' position and reset EFRA II , then
close ABB/VCB and resume traction.
(6)
Probable defects/
6. EFR/OLP NOT
RESET BY OVER
LOAD SWITCH
WITH OR
WITHOUT
DROPPING RED
FLAG.
Reset the pallet of EFR /OLP manually with the non metallic stick, close ABB / VCB and resume traction.
7. MR & RS
PRESSURE IS
LESS THAN 5.5
KG/CM.SQ.
Build up RS pressure through ACP (By Pass

Aux.Comp.GOV) UPTO 6.5 KG/CM2 ,close ABB /
VCB , put back the bypass switch in normal position
after closing ABB / VCB and resume traction.
8. PRV TRIPS
If all the above items from 1 to 7 are found OK then it

indicates that ICABB may be due to PRV trips (PRV
trips pilot lamp glows if provided). Do not reset and
close ABB/VCB of the affected unit. Work with other
units by isolating 4TMs and keep the TSS on 'TEST'
of the affected motor coach.
9. TSS BAD
CONTACT
If all the above items from 1 to 7 are found OK then it

indicates that ICABB/VCB may be due to TSS bad
contact:- Operate TSS 2/3 times and put it in "RUN".
Close the ABB/VCB and work the train.
(7)
ABB / VCB CLOSING BUT NOT HOLDING
Probable defects/
1. OLP TRIPS
If OLP is tripped with any smoke emission :Extinguish fire, if any from HT compartment.
Do not close ABB / VCB. Lower PT , Keep TSS
in 'TEST position. Isolate all the four Traction
Motors and then work the train with other unit.
Inform to TLC/CC on duty for the necessary
course of action.
2. MR & RS
PRESSURE IS
LESS THAN 5.5
KG/CM.SQ.
Build up RS pressure with the help of Auxiliary

compressor. Close ABB/VCB and resume traction.
ABB / VCB
CLOSING
BUT NOT
HOLDING
(8)
(9)
C. ABB / VCB TRIPS ON POWER
Probable defects/
1. EFR TRIPS
Isolate Tr. Motors one by one, Reset overload, close

ABB / VCB and resume traction. If unsuccessful,
isolate all Four Tr. Motors and close ABB/VCB. Work
with other unit.
2. OL5/OL6 TRIPS
If EFR is not tripped, assume ABB/VCB Trips

through OL5/OL6.Reset overload and close
ABB/VCB. Take power notch by notch.
If successful carry on in this way.
If ABB/VCB trips again
Isolate all Four Tr. Motors, reset overload, close
ABB/VCB and work with other unit.
ABB/VCB
TRIPS ON
POWER
(10)
NOTES
(11)
CHAPTER - II
TRACTION FAILURES
A. TOTAL LOSS OF TRACTIVE EFFORT :

ABNORMAL SIGN
PAGE NO.
1. MSWL NOT GLOWING AT ALL
13
2. MSWL REMAINS GLOWING
15
3. MSWL FLICKERS
19
TRACTION
FAILURES
B. REDUCTION OF TRACTIVE EFFORT:
ABNORMAL SIGN
PAGE NO.
21
2. MSWL FLICKERS
21
Note : In case of traction failure, motorman should work the Train with good
unit. Whenever possible, trouble shoot in a convenient place where
time permits.
(12)
PROBABLE CAUSES OF TRACTION FAILURE
1. TOTAL LOSS WITH MSWL NOT GLOWING AT ALL

1.
BA VOLTAGE '0'.
2.
BI KEY NOT OPERATED PROPERLY.
3.
BL NOT UNLOCKED PROPERLY.
4.
CONTROL SWITCH DEFECTIVE.
5.
MASTER CONTROL MCB TRIPPED.
6.
MP CONTACT FAILED.
2. TOTAL LOSS WITH MSWL REMAINS GLOWING

1.
BA VOLTAGE LESS.
2.
MR AND BP PRESSURE LESS.
3.
CONTROL GOVERNOR, EQUIPMENT GOVERNOR AND PARKING

BRAKE GOVERNOR DEFECTIVE IN OPEN CONDITION.
4.
REVERSER IS NOT THROWN IN DESIRED DIRECTION.
5.
OL1, OL2, OL3& OL4 TRIPPED.
6.
RFAR, TTR , CBAR TRIPPED.
3. TOTAL LOSS WITH MSWL FLICKERS

1.
SR NOT PICKING UP.
2.
NVR DE-ENERGISE.
(13)
A. TOTAL LOSS OF TRACTIVE EFFORT

1. TOTAL LOSS WITH MSWL NOT GLOWING AT ALL.
Preparation/observation:Press Dead Man Handle properly, take MP on Power
and check MSWL, if MSWL does not glow/flicker at all:Probable defects/
1. BA VOLTAGE '0'
Operate BIS /MCCB few times and check BA

voltage:If it is still '0'
- Check control fuse.
If control fuse is melted:Renew the same.
If it melts again - Keep HOBAin 'F' position in all
the motor coaches and renew the fuse (32A) .
Close ABB/VCB and resume traction.
If control fuse is good:Make the battery parallel through control
change over switch (BPS) after isolating BIS.
Close ABB/VCB resume traction.
2. BI KEY NOT
OPERATED
PROPERLY
Take MP to shunt power, operate BI key gradually.

If unit responds - put back MP to 'off' position. Fix BI
key in that position and resume traction.
3. BL NOT UNLOCKED
PROPERLY.
Operate BL few times and resume traction

If unsuccessful:Trip and close ABB to ensure BL is unlocked
properly. If unsuccessful work as per GR 4.21.
4. CONTROL SWITCH
DEFECTIVE
If it is 'off':Make it 'ON' and resume traction.

If it is 'ON' Operate 2/3 times and resume traction. If
unsuccessful work as per GR 4.21.
TOTAL
LOSS OF
TRACTIVE
EFFORT
(14)
Probable defects/
5. MASTER CONTROL
MCB TRIP
Reset the same and resume traction

If trips againReset the same, Isolate 4 Traction Motors
of leading motor coach and resume traction.
If trips again Reset the same, keep all traction motors in normal
position and disconnect 'B' jumper in rear of
leading motor coach and resume traction.
For MEMU - Release PB in rear Motor Coach as
per procedure of releasing parking brake through
magnet valve bypass cock.
If trip again Work as per GR 4.21 & in MEMU - Release PB in
leading motor coach with parking brake magnet
valve bypass cock.
6. MP FAILED
If all the above items are OK conclude MP failed.

So work the train as per GR 4.21
(15)
2. TOTAL LOSS WITH MSWL REMAINS GLOWING

Preparation /observation
Make control switch 'off', reset overload, make control
switch 'on' and resume traction. If MSWL still remains
glowing and units not responding, trouble shoot as detailed
below:
Probable defects/
1. BA VOLTAGE LESS
If it is less - parallel the battery ( Put BIS / MCCB off

and keep Control change over switch (BPS) in
position Emergency 1 or 2)
2. MR AND BP
PRESSURE LESS
Allow MR and BP pressure to come to normal. If still

MSWL remains glowing and units are not
responding, ensure that Parking brakes are in
released condition in air suspension EMU & MEMU.
If Parking brakes are released, then conclude that
defect is in all the units and trouble shoot for the
causes of MSWL glowing in individual motor coach.
3. CONTROL
GOVERNOR ,
EQUIPMENT AND
PARKING BRAKE
GOVERNOR
DEFECTIVE
Check Unit fault Light in leading motor coach. If it

does not glow- Ensure the intactness of MR & BP
pressure, then by pass Control Governor,
Equipment Governor and PB Governor one by one
and resume traction.
Note :- Before by pass PB Gov. Ensure PB is
released.
If unsuccessful - proceed to rear motor coach, reset
overload and work the train as per GR 4.21.
If unsuccessful - Trouble shoot for the causes of
MSWL glowing in the motor coach.
4. REVERSER NOT
THROWN IN
DESIRED
DIRECTION
( AFTER
CHANGING CAB)
Throw reverser in reverse direction and take shunt

notch - If the unit moves - Put MP on '0'. Proceed to
rear cab with all the keys, throw reverser in reverse
direction and take shunt notch.
(16)
Probable defects/

If it moves - conclude that reverser was not thrown
from leading cab. Proceed to leading cab and
resume traction.(Now do not operate reverser in
reverse direction from leading cab.)
If MSWL still glows, check unit fault light in leading
motor coach. If it glows, reset over load in the
particular motor coach and try to resume traction. If
still unsuccessful then check RFAR, TTR, and
CBAR.
5. RFAR TRIPS
Check working of RF
i) If RF is not working - check RF MCB &
common fuse of RF &OP.
If MCB trips or fuse melts - Reset/renew,
ensure working of RF and resume traction.
ii) If RF is working and still RFAR is not picking up a) Isolate all TMs and work the train with other
units up to the destination.
b) If other units are not responding, RFAR may be
wedged to clear the block section or up to the
maintenance point from where M / staff will
accompany the train. Inform car shed
conveniently to withdraw the rake.
6. TTR TRIPS
Check working of OP and KF1 &KF2

i) If any one of them is not working Check corresponding MCBs and fuses.
Reset/Renew if found tripped or melted.
Work the train with other units. TTR will set as
soon as oil cools down. (Normal cab driving).
ii) If OP does not work - isolate all four Tms &
work with other units.
iii) If one of the KF is not working - isolate one
block of TMs to reduce the load.
iv) If all of them are working - Work the train with
other units. TTR will set as soon as oil cools
down. (Normal cab driving.)
(17)
Probable defects/
7. CBAR TRIPS

Ensure Rectifier fuse blown blue lamp glows along
with MSWL Isolate one pair of Tr. Motors i.e either put MCS1 on
"TM 1&2 out" or MCS2 on "TM 3&4 out", reset CBAR
and resume traction. If one Tr. Motor is previously
isolated, that particular pair (block) should be
isolated because one MCS must be kept in normal
position.
8. IF MSWL GLOWING
WITHOUT ABOVE
INDICATIONS
I) Disconnect 'B' Jumper of the leading Motor

coach and try to resume Traction. If successful
proceed with leading unit.
ii) If unsuccessful - Try to work as per GR 4.21.
iii) If experience same trouble from rear Motor
coach - Disconnect 'B' Jumper in rear Motor
Coach and work with Single unit as per GR 4.21.
Note:- In MEMU or EMU -638 onwards(modified
EMUs) Motorman may get TLTE with MSWL
glowing due to parking brake not releasing in any
of the units.( Refer miscellaneous failure page
no- 39 )
(18)
(19)
3. TOTAL LOSS WITH MSWL FLICKER

Preparation / observation
Press Dead man handle properly, Take MP on power and
observe MSWL, if MSWL flickers check the energisation of SR:
Probable defects/
IF SR NOT ENERGISED
THEN CHECK NVR
If NVR is not energised Check NVR MCB , reset

the same if tripped.
If unsuccessful To avoid failure NVR may be
wedged (if it is not a AC NVR) after ensuring
the working of RF. Work the train up to the
maintenance point from where M/staff will
accompany.
If NVR is energised check SR again.
If SR is not picking up keep MP in 'Off' position
Isolate traction motor one by one and try to resume
traction. Otherwise proceed to trailing cab.
In trailing cab, reset overload and work as per
GR 4.21.
If unsuccessful pick up abnormal sign of total loss
of tractive effort in that cab and trouble shoot
accordingly.
(20)
NOTES
(21)
B. REDUCTION OF TRACTIVE EFFORT

ABNORMAL SIGNS

Probable defects/
ONE OF THE UNITS NOT
RESPONDING.
Reset overload and try to resume traction. If still

reduction of Tractive effort work with other units. If
time permits, trouble shoot as per the following
directives
A. IF DEFECT IN
LEADING UNIT
i) Trouble shoot for Control, Equipment & PB

Governor, TTR, RFAR, CBAR as per page no
15, 16, 17 respectively.
ii) If any of the overload relay (OL -1, 2, 3&4) acts,
reset it by overload if unsuccessful isolate TMS
through MCS and resume tractions.
B. IF DEFECT IN
TRAILING UNIT
Proceed to rear unit, reset overload, and do traction

test.
If MSWL remains glowing trouble shoot for low BA
voltage, TTR, RFAR, CBAR, Control Governor,
Equipment Governor& PB Governor as per page no
15, 16, 17 respectively.
Note:-MSWL may glow due to Parking Brake not
release or PB Gov. Defective. By pass PB
Governor or isolate PB as per the instructions on
Page No. 39.
2. MSWL FLICKERS
Probable defects/
1. ONE OF THE UNITS

NOT RESPONDING
Work with other units. If time permits, do trouble

shooting for SR, NVR in defective unit as per page
no 19.
2. SPEED IS NOT
INCREASING
MORE THAN 15
KMPH OR AS
DESIRED BY
MOTOR MAN.
i) Check BA Voltage is above 90 volts, if less, put

BIS/MCCB 'off' and parallel the battery.
ii) Check for Auto Warning Switch whether in 'off'
position(operate two to three times)
iii)if the speed is not picking up work the train as per
GR 4.21.
REDUCTION OF
TRACTIVE
EFFORT
(22)
NOTES
(23)
CHAPTER - III
PNEUMATIC FAILURES
PAGE NO.
A. MR PRESSURE DROPS
25
B. BP PRESSURE DROPS
27
C. BRAKE BINDING
31
NOTE:1) In case of MR and BP pressure drop:i) Ensure Main compressor is working before checking the air leakage in
the train. If MCP is not working refer page no 36.
ii) If MCP is working To ensure whether air leakage from BP or MR pipe line
Isolate BI and observe MR/BP Gauge
a) If MR pressure is raising, BP is dropping Conclude leakage in BP
pipe line.
b) Put EP switch OFF and check ,If both MR & BP are dropping
Conclude leakage in MR pipe line.
iii) Always check the air leakage in the train physically with BI is in charged
condition.
2) In case of brake binding, check physically & ensure that the binding exists in a
particular coach/bogie.
PNEUMATIC
FAILURES
(24)
NOTES
(25)
A. MR PRESSUER DROPS: THOUGH MCP WORKING.

1. MR RUBBER PIPE BURSTS
2. MR METALLIC PIPE BROKEN OR SUPPLEMENTARY RESERVOIR
DRAIN COCK WORKED OUT IN TRAILER COACH.
3. MR METALLIC PIPE BROKEN IN MOTOR COACH. (OUT SIDE CIC)
4. AIR LEAKAGE IN THE AREA FROM MAIN COMPRESSOR TO CIC IN
MOTOR COACH . (INSIDE CIC)
5. AIR LEAKAGE FROM ABB / VCB CHAMBER.
6. AIR LEAKAGE FROM SWITCH GROUP OR TAP CHANGER.
7. AIR LEAKAGE FROM THE AIR SPRING SUSPENSION OR ITS
ASSOCIATED FITTINGS.
8. CONTINUOUS AIR LEAKAGE FROM EP UNITS.
9. HEAVY AIR LEAKAGE FROM AIR DRYER.
Probable defects/
1. MR RUBBER PIPE
BURSTS.
Isolate MR coach end cocks at both end of MR

rubber pipe and work the Train (Normal drive).
2. MR METALLIC PIPE
BROKEN OR
SUPPLIMENTARY
RESERVOIR DRAIN
COCK WORKED
OUT IN TRAILER
COACH.
Isolate both MR coach end cocks of the particular

coach. EP brake will not be available in affected
coach(Normal Drive).
3. MR METALLIC PIPE
BROKEN IN
MOTOR COACH
(OUT SIDE CIC)
In case of leading Motor Coach Isolate MR coach

end cock, in rear of Motor Coach, trip ABB , put off
MCP control MCB, MCP synchronizing MCB and
close ABB.
Work the train as per GR 4.21 to clear block section
only as horn will not sound from leading motor
coach.
In case of Trailing M/Coach Isolate MR coach end cock and stop MCP as
indicated above. Work the train from leading motor
coach up to the destination.
(26)
Probable defects/

Guard will not be able to sound horn.
Note: If MR pressure is not available in M/Coach
release PB manually, by pass PB Gov. at particular
unit to get traction.
4. AIR LEAKAGE IN
THE AREA FROM
MAIN
COMPRESSOR TO
CIC IN M / COACH
(INSIDE CIC)
There may be air leakage from air dryer, inter cooler

or after cooler, safety valve, MR reservoir or in the
pipe line. Isolate CIC and stop working of MCP as
per procedure mentioned against item 3 above.
5. AIR LEAKAGE
FROM ABB / VCB
CHAMBER.
Isolate the cut out cock provided before the

ABB/VCB reservoir pipe line. Keep TSS in "TEST"
and isolate all 4TMs and work the train normally with
other units.
6. AIR LEAKAGE
FROM SWITCH
GROUP-1, SWITCH
GROUP-2 OR
TAP CHANGER.
Isolate control reservoir cut out cock, isolate all Tr.

Motors, resume traction and work the train with
other good units.
7. AIR LEAKAGE
FROM THE AIR
SPRING
SUSPENSION OR
ITS ASSOCIATED
FITTINGS(METALLIC
AND RUBBER PIPE
LINE)
Detect the air leakage and try to arrest the

leakage by isolating individual bogie air spring
suspension COC (ASBIC),otherwise isolate the
Main MR supply isolating cock for air spring
suspension (ASIC) and work the train at a speed
not exceeding 60 Kmph Upto the destination.
8. CONTINUOUS AIR
LEAKAGE FROM EP
UNIT/UNITS.
If there is a continuous air leakage from EP

unit/units during the EP application then put "OFF"
EP switch and work the train with Auto brakes.
If leakage is from any particular unit then isolate
EPIC of that particular unit.
9. HEAVY AIR
LEAKAGE FROM
AIR DRYER.
Close the Air Dryer isolating cocks (Two cocks)

and open the Air Dryer by pass cocks (One cock).
(27)
B. BP PRESSURE DROPS
1.
2.
3.
4.
5.
BP RUBBER PIPE BURSTS.

BP METALLIC PIPE BROKEN IN TRAILER COACH.
BP METALLIC PIPE BROKEN IN MOTOR COACH.
AIR LEAKAGE FROM BRAKE CONTROLLER ASSEMBLY.
AIR LEAKAGE FROM DEADMAN ASSEMBLY OR ITS DISCHARGING
VALVE.
Probable defects/
1. BP RUBBER PIPE
BURST
i) Isolate BP coach end cocks at both end of BP

rubber pipe.
ii) First charge BP from the non driving cab, then
on the driving cab and resume traction.
EP brake will be effective in all the coaches but
Auto brake or Emergency brake will be
effective up to the point where BP coach end
cock is isolated.
Note:1) For normal driving, Auto brake should be
available in minimum four coaches, otherwise
work the train as per GR 4.21.
2) Please follow the guide lines exists in the
RDSO's letter no : MC/EMU/AVB dtd.
23/24.08.2004(at the TSD page no. 46). which
states that
During the day's service if the number of
effective brake cylinders goes below 90% but
above 85% the service may be continued at a
restricted speed of 75 kmph.
If the number of effective brake cylinder goes

below 85% the motor man should operate at
the restricted speed of 70 kmph or which he
feels is safe and the rake should be withdrawn
from service after the completion of the
service.
2. BP METALLIC PIPE
BROKEN IN
TRAILER COACH.
i) Isolate BP coach end cocks on both sides of

the affected coach.
ii) Isolate EPIC,ICA and release brake cylinder
pressure through release valve properly and
check physically that brake blocks are
released . Then isolate both BICs.
(28)
Probable defects/

iii) First charge BP from the non driving cab, then
on the driving cab and resume traction. EP
brake will be effective in all coaches except the
isolated coach and Auto/Emergency brake will
be effective up to the point where BP coach
end cock is isolated.
RDSO's letter no : MC / EMU / AVB dtd.
23/24.08.2004 (at the TSD page no 46).
3. BP METALLIC PIPE
BROKEN IN MOTOR
COACH
In case of Leading Motor Coach:i) Isolate BP coach end cock in rear of driving
M/coach.
ii) Isolate EPIC , ICA and release brake cylinder
pressure through release valve properly and
check physically brakes are released then
isolate both BICs.
iii) By pass Control Gov. and inform Car shed.
iv) Work as per GR 4.21 to clear block section
only as Guard will not get emergency brake
in leading cab as BP pressure will not be
available.
In Middle Motor Coach:i) Isolate both side BP coach end cock.
ii) Isolate EPIC,ICA ,release brake cylinder
pressure through release valve properly,
check physically brakes are released then
isolate both BICs.
iii) First charge BP from the non driving cab, then
on the driving cab and resume traction.
EP brake will be effective in all the coaches
except the isolated coach and Auto brake or
Emergency brake will be effective up to the
point where BP coach end cock is isolated.
(29)
Probable defects/

RDSO's letter no : MC/EMU/AVB dtd.
23/24.08.2004(at the TSD page no 46).
iv) By pass Control Gov. Normal drive up to
destination.
In case of Trailing Motor Coach:i) Isolate BP coach end cock.
ii) Isolate EPIC, ICA and release brake cylinder
pressure properly through the release valve,
check physically the brakes are released and
then isolate both BICs.
iii) By pass Control Gov. and inform Car shed.
iv) Work with normal driving to clear the block
section only as Guard will not get emergency
brake.
4. AIR LEAKAGE
FROM BRAKE
CONTROLLER
ASSEMBLY (MR
AND BP NOT
MAINTAINING)
5. AIR LEAKAGE
FROM DEADMAN
ASSEMBLY OR ITS
DISCHARGING
VALVE.
In case of Leading Motor Coach :

i) Apply emergency brake quickly 2/3 times.
ii) Operate BI key 2/3 times.
iii) Ensure BI valve is in isolated position in rear
cab.
iv) If still leakage & BP pressure is not maintaining
then isolate BP coach end cock , Isolate EPIC ,
ICA and release brake cylinder pressure
properly through release valve, isolate both
BICs, bypass Control Governorandworkasper
GR 4.21 to clear block section as GD will not get
emergencybrake.InformCarshedaccordingly.
In case of Trailing Motor Coach :
Do the same trouble shooting as above but
normal driving from leading cab will be
available.
Clear Block Section, as BP pressure will not be
available for Guard's emergency brake.
Isolate dead man cock.
In the event dead man's device becoming
defective when a rake is in service, it should be
either promptly withdrawn from service or a
Guard, Train examiner or some other person
conversant with the operation of the brakes in
emergency should travel with the Motorman
(30)
NOTES
(31)
C. BRAKE BINDING
1.
2.
3.
4.
5.
ALL INDICATION LAMPS NORMAL BUT TRAIN IS PULLING HEAVY

PNEUMATIC AND MECHANICAL BRAKE BINDING.
AIR LEAKAGE FROM EP UNIT.
EP BRAKES APPLIED BUT DO NOT GET RELEASED.
PARKING BRAKE NOT RELEASING IN MOTOR COACH.
Probable defects/
1) ALL INDICATION
LAMPS NORMAL
BUT TRAIN IS
PULLING HEAVY.
Apply and release emergency brake 2/3 times and

resume traction.
If still pulling heavy:
Put off EP switch and resume traction. If still pulling
heavy, conclude brake binding on train. Trouble
shoot for brake binding.
2) PNEUMATIC AND
MECHANICAL
BRAKE BINDING.
a) Brake binding in all coaches:Motorman should verify MR/BP pressure from

the leading and trailing motor coaches, if less,
then trouble shoot according to page no. 25,
27 respectively.
b) Brake binding in a particular coach:If there is a brake binding in a particular coach(
Motor coach or trailer coach) then follow the
following steps:Step 1 : Take precautions to avoid rolling down.
Step 2 : Isolate both BICs. Observe the BC
pressure vented through the vent holes of
BICs. Check physically the brakes are
released. Work the train ignoring BC gauge
pressure in the driving cab. If unsuccessful
normal both BICs.
Step 3 : Isolate EPIC, then release BC pressure
through release chain. Physically check
brakes are released then isolate both BICs
and work the train. If unsuccessful, normal
both BIC.
Step 4 : Isolate ICA. Release full BC pressure or till
hissing sound stops check physically if
released, then isolate both BIC and work the
train.
(32)
Probable defects/

Note :- Before going to attend the brake binding,
place the rake in a suitable place for trouble
shooting and take necessary precautions to
avoid rolling down as per rule.
c) Mechanical brake binding:If brake binding are not released, in a particular
wheel or wheels by the procedure mentioned
above adjust the hole of brake pull rod / tie
rod.
3) AIR LEAKAGE
FROM EP UNIT
AFTER PUTTING EP
SWITCH OFF.
4. EP BRAKES
APPLIED BUT DO
NOT GET
RELEASED.
First isolate EPIC. If leakage arrested drive the

train normally. If unsuccessful, then Isolate
EPIC, ICA and release brake cylinder
pressure through release valve properly,
check physically brake blocks are released,
and then isolate both BICs. EP and Auto
brakes will be available in all coaches except
the isolated coach.
i) Put 'off' EP switch If released, work with Auto
Brake.
ii) If not released Apply and release emergency
brake few times.
iii) If only driving M/coach or any T/coach brakes
are not released. Then do the trouble shooting
as per item No-2 above (Brake Binding).
5. PARKING BRAKE IS
NOT RELEASING IN
MOTOR COACH.
If there is a brake binding on wheel No.1, 3, 5 & 7,

this may be due to parking brake is not released
refer miscellaneous failure Page no 39, item no 16.
(33)
CHAPTER - IV
MISCELLANEOUS FAILURES
PAGE NO.
1. AUXILIARY WHITE LIGHT GLOWS WITH MSWL

AND UNITS DO NOT RESPOND(NO TENSION ON LINE)
35
2. AUXILIARY WHITE LIGHT GLOWS WITH MSWLAND

UNITS RESPOND.
35
3. AUXILIARY WHITE LIGHT GLOWS ALONE BUT UNITS

RESPOND.
35
4. PANTOGRAPH FAILS TO RAISE OR LOWER
36
5. MAIN COMPRESSOR(MCP) NOT WORKING
36
6. AUX. COMPRESSOR (ACP) NOT WORKING
36
7. SIGNAL BELL CODE NOT SOUNDING
37
8. HEAD LIGHT NOT GLOWING
37
9. FLASHER LIGHT NOT GLOWING
37
10. ALL NORMAL LIGHTS NOT GLOWING
37
11. ALL FANS NOT WORKING
38
12. SMOKE EMISSION FROM ABR COIL OR

ABR NOT HOLDING.
38
13. SMOKE EMISSION/FIRE FROM ELECTRICAL

JUMPERS(INSIDE OR OUTSIDE THE COACH)
38
14. EP SUPPLY GREEN LAMP NOT GLOWING
39
15. EP BRAKE POOR OR EP BRAKE NOT WORKING

OR AIR LEAKAGE FROM EP UNITS OF ALL
THE COACHES
39
16. PARKING BRAKE NOT RELEASING.
39
17. TRACTION MOTOR PINION SEIZED
39
MISCELLANEOUS
FAILURES
(34)
(35)
Probable defects/
1. AUXILIARY WHITE
LIGHT GLOWS
WITH MSWL AND
UNITS DO NOT
RESPOND(NO
TENSION ON LINE)
Stop the train immediately. Use Flasher light.

Check all the Pantographs, Train, Track, and OHE in
front & rear from both side, if no abnormality noticed,
Switch OFF Flasher light. Take MP on shunt notch
and ensure - MSWL is glowing and train does not
move - conclude "No Tension" - Protect & secure the
train as per rule.
If there is frequent "No Tension" - observe for any
flash or detonating sound from the roof of the
M/Coaches. If any flash or detonating sound from
any one of the M/coachesImmediately trip ABB and lower the Pantograph inform TLC/KGP or CC/TPKR within five minutesSecure & protect the train as per rule.
Then proceed to the faulty M/coach and check for
any abnormality. In any case, the pantograph of the
affected M/coach should be isolated and also isolate
all four traction Motors and keep TSS in 'TEST'
position. Then raise the pantographs of other units
and close ABB and resume traction and work the
train (normal drive) up to the destination.
Inform LC/Car shed for withdrawal of the rake for
thorough checking of the affected M/Coach.
2. AUXILIRY WHITE
LIGHT GLOWS
WITH MSWL AND
UNITS RESPOND.
Stop the train immediately. Check OHE ,

Pantographs, Trains &Track from both side.
If any of the pantographs is lowered Trip ABB and try to raise the pantographs.
If successful - close ABB and resume traction and
work the train.
If un successful - work with other units.
If any of the Pantographs is broken or any defect in
OHEisnoticed- protect & secure the train as per rule.
Inform LC/TPC /Car shed & act accordingly.
3. AUXILIRY WHITE
LIGHT GLOWS
ALONE BUT UNITS
RESPOND.
Check the working of MCP

If MCP is working Check LTR and its MCB
If tripped - reset and resume traction.
If LTR is de - energised and MCP is not working conclude Aux II circuit is de - energised. Work with
other MCPs.
Inform LC/Car shed to withdraw the rake & act
accordingly.
(36)
Probable defects/
4. PANTOGRAPH
FAILS TO RAISE
OR LOWER
i) Ensure pantograph is not damaged.

ii) Ensure ABB is tripped and ABB & Panto MCB
in the driving cab is "ON".
iii) Ensure MR/RS pressure is more than 6.5
Kg/cm2.
iv) Raise or lower pantograph manually.
Note: while energising from dead condition, if the
Panto does not rise from the leading unit, try to
create pressure from rear unit, raise PT and work the
train.
5. MAIN
COMPRESSOR
(MCP) NOT
WORKING
On run - Set CR by CR set switch on the driving

desk, if MCP is working and pressure is rising then
work the train.
If still pressure is not building up then after stopping
at the station or at the convenient place a) Check MCP contactor - If it is open ensure i) If CR is unlatched then latch manually if
unsuccessful put MCP MCB 'OFF' in the
driving desk and latch CR manually.
ii) Synchronizing MCB is 'ON'.
iii) Control MCB is 'ON
If unsuccessful - By -pass MCP Governor.
b) If MCP contactor is closed Check MCP fuse If melts - renew the same after taking safety
measures.
If melts again - work with other compressors.
6. AUX.
COMPRESSOR
(ACP) NOT
WORKING
Check Aux. Compressor contactor.

If it is open - ensure
i) ABR is latched.
ii) Aux. Comp. Contactor MCB is 'ON'
By -pass Aux.comp. Gov. And check the working of
Aux. Compressor.
If Aux. Comp. Contactor is closed:Ensure Aux. Comp. Fuse OK and check Aux.
Compressor positive MCB. If unsuccessful raise
pressure with other units to raise PT and close ABB.
(37)
Probable defects/
7. SIGNAL BELL
CODE NOT
SOUNDING

Ensure that the BA voltage is more than 90 volts and
check signal bell MCB is at 'ON' ensure 004 key is
unlocked properly, otherwise work with Intercom,
Auto warning light or horn for bell code.
8. HEAD LIGHT NOT

GLOWING
i) Check the BA voltage more than 90 volts.

ii) Operate H/L MCB , H/L DC -DC converter
MCB two to three times and put it 'ON' and
check Head light fuse(10Amps both +ve and ve).If any of the fuse found melt, change the
same with spare one.
iii) Operate H/L switch, bright and dimmer switch
two to three times and put "ON".
iv) Change the position of DC-DC converter
change over switch.
v) If still the H/L is not glowing - change the
fused/damaged H/L bulb with new one after
putting H/L MCB s and rotating switch "OFF".
vi) If still the Headlight is not glowing contact CC
/TLC on duty .
9. FLASHER
LIGHT NOT
GLOWING
i) Check the BA voltage more then 90 volts.

ii) Check the F/L MCB on the driving desk and
operate it two to three times and put it "ON"
iii) Operate the F/L switch two to three times and
put it "ON".
iv) If still unsuccessful, change the position of the
F/L filament selector toggle switch on the F/L
box.
v) If still unsuccessful, check the glass fuse on
the F/L box if provided with a new one.
vi) If it is still not glowing contact with CC/TLC on
duty.
10. ALL NORMAL

LIGHTS NOT
GLOWING
Ensure 004 is unlocked in Guard's cab. Press and

release "N/Light ON" switch.
If unsuccessful - check light contactor.
If contactor is open - unlock 004 in leading Driving
cab and press and release "N/Light ON" switch
properly.
If still contactor is open Check light latch MCB in MCB panel.
(38)
Probable defects/

If MCB trips - reset the same.
Press and release "N/Light ON" switch. If
unsuccessful - Latch the contactor manually.
If contactor is closed - conclude fuse is melted work
the train with emergency light.
11. ALL FANS NOT

WORKING
Ensure 004 is unlocked properly in Guard's cab.

-Press and release "Fan ON" switch properly.
If unsuccessful - check fan contactor.
If contactor is open - unlock 004 in leading Driving
cab. Press and release "Fan ON" switch properly.
If still fan contactor is open Check Fan latch MCB in MCB panel.
If MCB trips - reset the same.
Press and release "Fan ON" switch again.
If unsuccessful - Latch the contactor manually.
If contactor is closed and still fans are not working conclude fan circuit fuse is melted .Work the train
and inform LC/Car shed for Maintenance staff to
attend.
12. SMOKE EMISSION

FROM ABR COIL
OR ABB NOT
HOLDING.
Unlatch ABR manually, lower the pantographs,

uncouple "A" jumper next to Motor coach and trip off
"ABB & Panto" MCB in the leading Driving Cab.
Work the train as per GR 4.21 up to the destination
with Auto brake.
13. SMOKE
EMISSION/FIRE
FROM ELECTRICAL
JUMPERS(INSIDE
OR OUTSIDE THE
COACH)
Stop the train immediately.

Trip ABB and lower Panto graphs .Make BIS "OFF" .
Extinguish the fire, if any , by applying fire
extinguishers.
Ensure fire is extinguished properly.
Disconnect jumpers from both side of the affected
coach. Make BIS "ON", raise pantograph and close
ABB in leading unit. Trailing unit should be made
dead. Work the train up to the destination by auto
brake.
In this case Guard will have no communications with
the Motorman. He will work with horn, In case
trouble in leading unit - make it dead and work the
train as per GR 4.21 to clear the block section only
as bell code is not available. Inform to CC/LC/SCR
and act accordingly.
(39)
Probable defects/
14. EP SUPPLY GREEN

LAMP NOT
GLOWING
Check : BA Voltage is more than 90V.

EP MCB in 'ON', BI key is properly charged, EP
switch is 'ON' and BL is unlocked. To ensure BL key
is properly unlocked, trip and close ABB.
Apply EP brake - if working, conclude LED is fused.
15. EP BRAKE POOR

OR EP BRAKE NOT
WORKING OR AIR
LEAKAGE FROM EP
UNITS OF ALL THE
COACHES
Put 'OFF' EP switch and work with Auto Brake.
16. PARKING BRAKE

NOT RELEASING.
Indications:a) P/B pilot lamp glows
on the driving desk.
b) "P/B applied" push
button switch glows
on the driving desk.
c) M/M will get TLTE
with MSWL glowing.
d) P/B gauge in the
Driving Desk shows
'0' Pressure.
Note : In case of MEMU /
M/Man will get
reduction of Tractive
effort instead of TLTE
17. TRACTION MOTOR

PINION SEIZED
Check P/B electrical circuit (BA voltage, BL,P/B

MCB,P/B switch) if P/B electrical ckt. Is OK then:i) Detect the faulty M / Coach (P / B gauge will
show'0')
ii) In the faulty M/coach put the magnet valve 'BY
PASS' cock in normal position if provided P/Brake application indication will extinguish
andgaugewillshow5kg/cm2 thenworkthetrain.
iii) If unsuccessful:a) Isolate P/Brake isolating cock.
b) Release manually P/Brake of wheel no
1,3,5&7 by means of release chain.
c) By pass the P/Brake Governor.
d) In MEMU " Parking brake application on" will
remain glowing but in a new EMU rake it will
extinguish and work the train.
Note :- In case of B jumper disconnected , magnet
valve by pass cock should be made normal in
MEMU rake rear M/coach. It is not required in New
EMU rake provided with 'E' Jumper.
If brake binding is reported in a M/Coach but on
checking found brake blocks are free from the
wheels - check the temperature of the wheels. If the
temperature is high - call the guard and advise him
to check whether wheels are rotating or not after
taking MP to shunt notches.
If any pair of wheels fails to rotate conclude
pinion/bearing seized. Inform CC/Car Shed to send
maintenance staff.
(40)
NOTES
(41)
BELL CODES
Sl.
No.
CODE OF
BELL
SIGNAL
1.
Stop the train.
2.
0-0
Speed restriction Zone is over.
0-0
3.
00
Start the train.
00
4.
00
During run through a station.
00
5.
00 - 0
Proceed with caution while

working as per GR 4.21(2)(a).
00 - 0
INDICATION
6.
00 - 00
Passing Automatic signal at "ON".
7.
000
Guard required by Motorman

and vis - a - versa.
ACKNOWLEDGMENT
00 - 00
000
8.
000 - 0
To push back the train.
000 - 0
9.
000 - 000
Guard's warning to Motorman

if EMU train exceeds the prescribed
speed restriction of 15 KMPH after
passing on Automatic signal at "ON".
000 - 000
10.
0000
Protect the train in rear.
0000
11.
0000 - 0000
Information to Motorman about

Guard leaving the cab.
0000 - 0000
12.
00000
Brake tested and found alright.
00000
13.
00000 - 0
Brake tested and not found alright.
00000 - 0
(42)
DRIVING AN ELECTRIC TRAIN

WITH
DEFECTIVE LEADING DRIVING APPARATUS
GR 4.21
1. In the case of electric train, the Loco Pilot / Motorman shall be in the leading driving
compartment when the train is in motion or when the train is standing on any running line
except as otherwise prescribed in these rules.
2. (a) In the case of single or multiple unit train If the driving apparatus in the leading driving
compartment becomes defective, the train shall be driven cautiously from the nearest
driving compartment which is serviceable; in this event, the Guard shall travel in the
leading driving compartment and shall convey the necessary signals to the Loco Pilot;
the Guard shall sound the horn or whistle as necessary and apply the brake in case of
emergency and shall be responsible for stopping the train correctly at signals, stations
and obstructions.
SR 4.21.01
a) In case of EMU trains, if the driving apparatus in the leading driving compartment
becomes defective, the Motorman shall arrange to inform the fact to the Traction Loco
Controller and the Deputy Chief Controller.
c) In case of Single or Multiple Unit trains, the Motorman shall also inform TPKR Car shed.
The Train shall be moved in the manner prescribed in General Rule 4.21. (2) (a) at a
speed not exceeding 40 Kmph. After detraining the passenger, at the destination or
other station, according to the instruction received, the train shall be taken to the nearest
siding for examination.
(43)
TECHNICAL DETAILS
GAUGES IN THE CAB

1.
2.
3.
4.
5.
6.
7.
Brake cylinder gauge.

Duplex MR and Equalising reservoir gauge.
Traction Motor Ammeter ( for TM1 &TM3).
Battery Volt Meter (UBA).
OHE Voltmeter.
Brake Pipe Gauge.
Parking Brake Gauge.
SETTING OF VALVES AND EQUIPMENTS

1.
2.
3.
4.
5.
6.
7.
8.
MR safety valve - 7.75 Kg/cm2

Inter cooler safety valve - 3.50 Kg/cm2
MCP Governor - 6.00 Kg/cm2 to 7.00 Kg/cm2
ACP Governor - 5.7 Kg/cm2 to 6.7 Kg/cm2
ABB Governor - 4.60 Kg/cm2 to 5.60 Kg/cm2
Equipment Governor - 3.2 Kg/cm2 to 4.2 Kg/cm2
Control Governor - 3.2 Kg/cm2 to 4.2 Kg/cm2
PB Governor - 3.5 Kg/cm2 to 5 Kg/cm2
(44)
GENERAL DATA OF THE EMU AND MEMU

S/
No.
Description
Type of Stock
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Coach Builder
Manufacturer of Traction
equipments
including Tr.
Motor, Transformer etc.
Unit formation
Train formation
No. of Driving Cabs
Type of Traction
Wheel arrangement
Brake system
Axle Load capacity in Tonnes
i) Conventional EMU/MEMU
ii) HCC
Wheel Diameter (New) mm.

Wheel Diameter (Condemning)
mm.
HCC
Gear ratio
Train performance per unit
rating
Horse power
Tractive effort (T)
Traction motor rating:
Type
Output (KW)
RPM
16
17
KVA rating of transformer

Normal acceleration to 40 Kmph
Level track, CLR set at 500
Amps.
18
No. of pass./unit
MEMU
M/C
T/C
AC BG MEMU
BHEL & CGL
BHEL
DMC+TC+TC
3/4 units
DMC+TC+TC+TC
2 units
Normal
Crush
Dense crush
ICF & RCF
2
2
25 KV AC
25 KV AC
Bo-Bo
Bo-Bo
Self lapping electro pneumatic brake
system
20.32
20.32
877
13.0
20.32T
1 hr.
896
4.8
1004
5.8
-20:91
4303BY
(BHEL)
13.0
--
952
857
877
865
1hr.
Cont.
535
535
380
425
187
207
1182
1170
1000
1.6 Km/Hr./Sec
400
774
1148
20 .32
--
952
857
865
20:91
Cont.
4601AZ/BZ/BX/BY
4303AZ/CZ
Cont.
535
340
167
1260
Volts (V)
Current (A)
EMU
M/C
T/C
AC BG EMU
WAU4
ICF & BEML
--
Cont.
563
415
210
1170
RDSO specification
no. K3 -B-01,
Feb03
& for EMU T/C EMU -2/A -9-0-501
and EMU -2/D -9-0503.
RDSO manual no.
CMI -K001
(Apr2000)
ACTM Volume -III,
1994
C1005 TM
(CGL)
1hr.
535
465
227
1120
Reference
1hr.
563
455
228
1135
ACTM Volume -III,

1994
& Manufacturers
maintenance
manual.
BHEL Maintenance
Manual no.
MM/AC M/EMU/003,
Jan01
ACTM Volume -III,

1994
(45)
EMU
19
Tare weight
MC
59.3T
TC
C-30.5T
D-31.5T
112
(C type)
88
(D type)
MEMU
MC
TC
61 T
33.15T
For MEMU (M/C) Drg. No.

MEMU/DMC -9-0012
68/81
(i) Drg. No.

MEMU/TC 2 -9-0-201,
(ii) MEMU/DMC 2 -9-0201,
(iii) MEMU/TC -9-0001,
(iv) EMU -2/A -9-0501, (v) EMU -2/D -90-503
i) Drg. No.
MEMU/DMC 2 -9-0201
ii)EMU/M -9-0-006
i) EMU/M -9-0-006
ii)EMU -2/A -9-0-501
iii)MEMU/DMC 2 -9-0201
iv)MEMU/TC -9-0001
-- do --
No. of Seats
98
Vendor Coach
--
21
Max. height above rail to top

of roof
3810 mm
3886 mm
22
Max. length of the body
20726 mm
21567 21337
mm
mm
23
24
Max. width of the body

Floor height from rail level
3658 mm
1197mm
3245 mm
1278mm
26
Height of coach (rail level to

panto at home)
4398mm
4255mm
27
Min. height above rail level to

the lowest fitting on under
frame under tare
210+5 mm
210+5 mm
20
28
29
Length of 9 car rake

Distance between front &
rear pantographs:
12 car rake
9 car rake
8 car rake
--
-0
226.5 m (approx.)
162 m (approx.)
--
No
Vendor
-0
188 (for air spring

coaches)
194.12m
172.638m.
258m.
80/108
i) Drg. No.
MEMU/DMC 2 -9-0201, ii) EMU/M -9-0006.
i) Drg. No.
MEMU/DMC 2 -9-0201, ii) EMU/M -9-0006.
i) Drg. No. DMU/
DPC3-2-6-301,
ii) Drg. No. EMU -2-6046.
-177.616m.
As measured.
---140 m (approx.)
-Do-
(46)
SOME IMPORTANT GUIDELINES OF RDSO

1.
Permissible brake power in EMU stock as per RDSO's letter no. MC/EMU/AVB dtd.
23/24.08.2004 :
Rakes leave car shed should have 95% effective brake cylinder.
Rakes leave night stabling points should have 90% effective brake cylinders.
During the day's service if the number of effective brake cylinders goes below 90%
but above 85% the service may be continued at a restricted speed of 75 kmph.
If the number of effective brake cylinder goes below 85% the motor man should
operate at the restricted speed of 70 kmph or which he feels is safe and the rake
should be withdrawn from service after the completion of the service.
Permissible no. of ineffective brake cylinders as per the above conditions.
Brake
power
95%
90%
85%
For 9 -car rake with non -HCC

bogie no. of ineffective brake
cylinders
2
4
6
For 9 -car rake with HCC bogie no.

of ineffective brake cylinders
4
8
12
No. of permissible ineffective brake cylinders for other formations like 8 car, 12 car etc.
may be determined accordingly.
2.
Speed restriction on EMU and MEMU in deflated condition of air suspension

system (Ref. RDSO letter no SV.AS.EMU.RAS dtd. 04.04.2008) :
May be operated upto a maximum speed of 60 kmph up to the terminal point for
maintenance.
(47)
COMPLETE PREPARATION OF EMU/MEMU

Motorman will carry the following:
i) Reverser key
ii) BI key
iii) BL key
iv) 004 (Guard's key)
v) Detonator box containing 10 nos. of detonators.
- Check that rake is under OHE.
- Ensure that MR &BP isolating cocks at the extreme ends of the rake are in closed position.
- Ensure that the Dead man's isolating cock is in open position.
- Study the Log books after entering into leading driving Motor Coach.
Energization of 110 V DC Circuit:
- Close BIS and check that UBA shows more than 90V.
- Unlock BL and check ABB red lamp glows.
- Press and release ABB close switch and ensure that Aux. compressor starts.
- Ensure that Brake Controller handle and Guard's emergency handle are in release
position.
- Ensure that MCS 1&2 are in normal position, TSS is on run position and battery control
change over switch is on Normal position.
- Check that the relay targets TTR,CBAR,BIR,EFR and OLP show 'set' indication but
RFAR shows 'Trip' indication.
- Ensure that HEFRAII,HOBA and HEFR(P) are in Normal(N) position and all
Governors bypass switches are in 'off' position.
- Ensure all MCBs are in 'ON' position and all fuses are intact and normal.
- Ensure that Panto air supply cut out cock is in open position.
0
- Ensure that oil level in conservator tank is above 15 mark.
- When ACP stops at 6.7 Kg/cm2,Press and release ABB trip switch.
- Press and release Panto raising switch and ensure Pantograph is touching with contact
wire. After that, press and release ABB close switch and ensure that ABB closes.
- Press and release 'MCP set switch' and ensure that MCP is working and MR pressure
increases.
- Drain out control reservoir, Panto reservoir. Take all keys and proceed to the trailing
driving Motor coach.
- While proceeding to rear Motor coach, do visual examination of various equipments
including brake riggings and brake blocks etc.
- Ensure that all electrical jumpers are properly coupled and all coach end cut out cocks are
in open position.
- In trailing Motor coach, ensure that Deadman's isolating cock is in open position.
- Ensure brake controller and Guard's emergency brake are in release position.
- Close BIS and check that UBA shows more than 90V.
- Unlock 'BL' and check ABB red lamp.
- Press and release 'ABB close' switch ( Start Aux. compressor if pressure is less than 6.5
2.
Kg/cm
- Check all the switches, relays and MCBs.
(48)
- When pressure builds up, trip ABB raise Panto & close ABB then start Main compressor.
- When MR pressure builds up more than 6.0 Kg/cm2, operate BI key to charge BP . Ensure
BP pressure increases to 5.0 Kg/cm2.
- Switch 'ON' EP control switch and ensure that EP supply lamp is glowing.
- Switch 'ON' Parking Brake switch& ensure PB lamp indication is extinguished and PB
2
2
pressure gauge is showing 3.5 Kg/cm to 5 Kg/cm .
BRAKE TEST
A EP BRAKE
i) Move the brake controller handle between 1&2 positions in steps and check that the
brake cylinder pressure increases correspondingly.
ii) Move the brake controller handle to position 2 and check that the brake cylinder pressure
2
is 1.5 Kg/cm .
iii) Bring back brake controller handle to position 1and ensure that brake cylinder pressure
comes to '0'.
B- AUTO BRAKE
i) Keep EP switch 'off' , move brake controller handle between 3&4 position and ensure that
brake cylinder pressure increases correspondingly and BP pressure starts dropping.
ii) Move brake controller handle back to position 1 and ensure BP starts charging to 5.0
Kg/cm2 and brake cylinder pressure comes to '0'.
C EMERGENCY BRAKE
i) Move brake controller handle to Emergency position and ensure that BP pressure drops
to '0' and Br. Cylinder pressure raises to 1.6 Kg/cm2.
ii) Move brake controller handle to position 1 and ensure that BP charges to 5 Kg/cm2 and Br.
Cylinder pressure comes back to '0'.
D DEADMAN'S DEVICE
i) Press Deadman's handle and throw reverser in Forward/Reverse position and release
the Deadman's handle.
ii) Check that BP pressure drops to '0' and Br. Cylinder pressure raises to 1.6 Kg/cm2.Press
the Deadman's handle and ensure that BP pressure raises to 5 Kg/cm2 and Br. Cylinder
pressure comes back to '0'.
E GUARD'S EMERGENCY BRAKE
i) Apply Guard's emergency brake and ensure that BP pressure drops to '0' and Br. Cylinder
pressure raises to 1.6 Kg/cm2.
ii) Release Guard's emergency brake and ensure that BP pressure rises to 5 Kg/cm2 and Br.
Cylinder pressure comes to '0'.
F PARKING BRAKE TEST IN MEMU/EMU MOTOR COACH (638 AND ONWARDS)
i) Put the brake control handle on Release position, BC gauge shows '0'(Apply skid to
avoid rolling down).
ii) Switch 'OFF' the PB switch, PB 'ON' indication glows in the driving desk( both pilot lamp
and push button switch)and PB gauge shows '0'.
iii) Check physically the brake application in the wheel no :-1,3,5&7.
iv) Put the PB switch 'ON' PB 'ON' indication extinguish in the driving desk( both pilot lamp
2
and push button switch)and PB gauge shows 3.5 Kg/cm2 to 5 Kg/cm .Then check
physically the brakes release in the wheel no 1,3,5&7.
(49)
TRACTION TEST
i) Ensure that Hand brake/Parking Brake is properly released.
ii) Close EP ,PB& control switch, press Deadman handle, throw the reverser to 'forward'
direction. Ensure that brakes are properly released, move MP to shunt position and
observe MSWL.
iii) Ensure MSWL flickers i.e. MSWL glows but immediately extinguishes and train moves.
iv) Move MP to 'off' position and stop the train.
v) Throw the reverser to reverse direction and repeat test.
- Unlock Guard's control switch(004) and ensure its pilot lamp is glowing. Press and
release Fan and Light 'ON' switches and ensure that they are working.
- Ensure that the signal bell is in working order.
- Check the glowing of Headlight by both position of DC DC converter i.e converter - 1as
well as of converter 2.
- Check the glowing of Tail lights, Head code and Flasher lights .
- Change the destination board and train numbers as required & enter the Tr. No. & Dr's ID
in the ESMON type speedometer.
- Ensure that Two Fire Extinguishers are provided in each cab and they are in charged and
sealed condition.
- Move brake controller handle to Emergency position operate BI key 'OFF' position and
take out BI key. Ensure BP pressure dropped to some extent and Br. Cylinder pressure
rises to 1.6 Kg/cm2.
- Proceed to leading cab.
- While going to leading cab check visually the mechanical parts on the other side of the
rake.
- On arrival at leading cab ensure that BP& BC pressure is same as in the trailing cab.
Charge BP and ensure that BP pressure rises tp 5.0 Kg/cm2 and Br.Cyl. Pressure comes
to '0'.
- Unlock BL, close EP control switch and keep control switch 'ON' and ensure EP supply
lamp is glowing. Do Brake Test and Traction Test and check all the items as checked in the
trailing cab.
- Ensure ABB trip/close test and pantograph lower/rise test.
- Check Head/Tail lights, head code and flasher light, ensure that Auto warning lamp glows
in either cab.
- Change the destination board and train number as required. Enter the Tr. No. & DR's ID in
the ESMON type speedometer. Now the rake is ready to leave the shed.
(50)
HOW TO CHANGE THE CAB

After stopping the train:- Place the reverser key in neutral position.
- Switch off EP, PB and control switch.
- Apply emergency brake and check that the brake cylinder pressure rises and BP
pressure drops.
- Operate BI key to 'off' position, take out BI key. Put the Brake controller handle in release
position and lock BL. Change the destination board and train number as required. Enter
the Tr. No &Dr's ID in the ESMON type speedometer.
- Switch 'off' head light and switch 'on' Tail lamp/Tail board during night/day time.
- While proceeding to other cab check electrical jumpers and pantographs visually and
ensure that M/coach H.T. compartment doors are properly locked.
- On arrival at the other end, ensure Tail light/tail board is kept 'off'. In the cab, put all the
keys in proper places and ensure that BP pressure is dropped equal to that of the other
cab and brake cylinder pressure is not '0'.Check the correct display of the destination
board and train number. Enter the Tr. No. & Dr's ID in ESMON type speedometer.
- Charge BP and ensure BP pressure raises up to 5 Kg/cm2 and brake cylinder pressure
drops to '0'.
- Unlock BL, put control, PB and EP switch 'ON' and ensure EP supply light is glowing and
PB application light extinguished.
- Test tripping and closing of ABB, working of deadman's device. Functioning of EP/Auto
brake, working of signal bell and Auto warning light. Check head light and flasher light.
Ensure that fire extinguishers in the cabs are duly tested and sealed.
(51)
HOW TO STABLE EMU/MEMU RAKE AT STABLING YARD

(ACTM vol. III Para no. 30713)
1. When stabling an EMU train in the Car Shed or on a stabling line, the Motorman or LP (S)
who has taken over the rake will carry out the following essential operations:a) Switch off the lights and fans.
b) Trip the main circuit breakers and drop the pantographs.
c) Destroy the Brake Pipe pressure, isolate the brake controller and return brake
controller to the release position.
d) Apply the hand brakes/Parking brake fully.
e) Put off the main battery switch in the motor coaches.
f) Lock the equipment compartments and driving cabs.
g) Any other operations prescribed under local instructions.
2) When the rake is to be stabled, the Motorman/ LP (S) should invariably be at the leading
driving cab. Backing an EMU rake to a siding with the Motorman/ LP (S) at the rear cab is
strictly forbidden.
3) After stabling an EMU train or handing it over to the LP (S) , the Motorman before going off
duty should convey to the supervisor- in- charge of the Car Shed or stabling line (or to the
TLC) any defects or abnormalities noticed during the previous trips requiring immediate
attention.
(52)
NOTES
(53)
ADDENDUM & CORRIGENDUM
(54)
ADDENDUM & CORRIGENDUM
(55)
CONTENTS
PART 2
Page Nos.
1.
Electrical Circuits for reference
a) Power Circuits
56
b) Control Circuits
58
2.
Pneumatic Circuits for reference
62
3.
Different COCs
66
4.
OHE & Pantograph Parts & Photographs of

important equipments.
67 & 69
(56)
1. ELECTRICAL CIRCUITS FOR REFERENCE

a)Power Circuits
(57)
AUXILIARY -I CIRCUIT
AUXILIARY -II CIRCUIT
(58)
CONTROL CIRCUITS
COMBINED AUX.COMPRESSOR , PANTO & ABB CONTROL CIRCUIT.
(59)
CONTROL CIRCUIT OF MP, REVERSER, MOTOR CONTACTOR,

OVER LOAD RELAY & MSWL
Master controller
(60)
SR CONTROL CIRCUIT
LAMP INDICATION CIRCUIT
(61)
UNIT FAULT LAMP CIRCUIT
MODIFIED UNIT FAULT LAMP CIRCUIT
(62)
2.PNEUMATIC CIRCUITS FOR REFERENCE

MR/BP PRESSURE DISTRIBUTION IN EMU/MEMU
PNEUMATIC CIRCUIT OF EP BRAKE
(63)
PARKING BRAKES
SCHEMATIC DIAGRAM OF EP/PARKING BRAKE IN MOTOR COACH EMU/MEMU.
MODIFIED PARKING ARRANGMENT
PARKING BRAKE ARRANGEMENT IN AIR SUSPENSION RAKE
(64)
PARKING BRAKE IN EMU AND MEMU

This system of brake is provided in all the MEMU motor coaches and EMU motor coaches provided with
air spring in secondary suspension. Parking brake is applied while the rake is stabled and thus to
prevent rolling. Hence parking brake is a substitute of hand brake.
Four numbers of parking brake cylinders have been provided in each motor coach adjacent to wheel
number 1, 3, 5 and 7. These cylinders are mechanically coupled with existing brake cylinders' piston
through lever arrangement. Function of parking brake cylinder is just opposite to the normal brake
cylinder.
When the air pressure is applied to parking brake cylinder, the brake gets released and when there is no
pressure in the parking brake cylinder the brake is applied by the spring action. The spring is provided
inside the parking brake cylinder. Working of the cylinder is being controlled by a magnet valve provided
in MR pipe line and is located in driving cab. The magnet valve is energized through a switch in BL box in
driving cab. During running condition the switch will remain in 'ON' position and thus air will be supplied
to the parking brake cylinder through a limiting valve (known as parking brake limiting valve set at 5
2
kg/cm and is provided in driving cab) and parking brake will be in released condition. In stable condition,
the parking brake switch is to be put 'off' and thus brake will be applied.
A governor is provided on parking brake cylinder line. This governor has two interlocks-one N/O contact
connected in motor contactor control circuit and one N/C contact provided for indication of parking brake
application in driver's LED indication panel. When parking brake is applied, there is no air in the parking
brake cylinder. Then N/O contact of the governor will be opened causing non-closing of motor contactor
and at the same time parking brake application indication will glow through its N/C interlock. During
release of parking brake air will be available in parking brake cylinder line. This will cause closing of N/O
contact resulting in closing of motor contactor and opening of N/C contact to extinguish the parking
brake application indication. A bypass switch is connected in parallel with parking brake governor, so
that in case of non-functioning of governor, the switch is to be put 'ON' to bypass the governor. A manual
release device (release handle) is provided in the system to uncouple the parking brake manually if
required.
A bypass isolating cock is provided in parallel to parking brake magnet valve and is normally kept
isolated. In case of failure of magnet valve, this cock is to be made normal to supply air to the parking
brake cylinder bypassing the magnet valve.
During shunting work in dead condition of motor coach, it is required to release the parking brake. So the
release handle is to be operated to uncouple the parking brake lever which is coupled with the brake
cylinder piston.
Conditions warranting for mechanical release of Parking Brake.
1. Parking brake not released by putting PB switch in 'on' position due to any electrical fault or defect
in magnet valve.
2. Non-availability of MR pressure.
3. Disconnection of 'A' or 'B' jumper in MEMU and 'E jumper in EMU motor coaches provided with air
spring in secondary suspension (parking brake in rear M/C to be released manually).
4. For movement of loose M/C in dead condition.
5. Any mechanical fault in the system.
(65)
Instructions for Motormen for mechanical release of parking brake on line due to any of the
reasons mentioned above.
1.
2.
3.
4.
5.
Provide skid, release EP & Auto brake.

Keep the parking brake switch 'on' in BL box.
Ensure parking brake MCB in driving desk is 'on'.
Isolate parking brake isolating cock in affected M/C.
Manually release the parking brake on wheel no. 1,3,5,7 in affected M/C & ensure brake blocks
are released from wheels.
6. Put the parking brake governor bypass switch 'on' in affected M/C.
Note: In case of manual release of parking brake, 'parking brake on' LED indication in driver's desk will
remain glowing.
Improved version of Parking brake
In improved version (modified arrangement) of parking brake system, if there is a pressure drop in MR,
PB system will not be affected as there is a 3/2 way selector valve & this valve will not allow the PB
cylinder to exhaust until PB application valve is operated. Also there is a 9 ltr. capacity auxiliary reservoir
which will keep the PB released in case of MR pressure drop. In case this air reservoir also gets
exhausted then only PB are to be released manually by manual release mechanism.
In modified system electrical failure will not cause PB application or release because unlike earlier the
present magnet valves used are energize to apply & energize to release (two separate 3/2 way magnet
valves are provided).
In modified arrangement air will always be in PB system for keeping the PB in released condition. But if
this air also leaks out then manual release mechanism has to be operated. This will happen in case of
extreme emergency only.
A current pulse has to be given to the release magnet valve, which will shift the spool in the selector
valve so the air supply from MR is connected to the PB cylinder to release. Similarly for application of PB
the application magnet valve is to be made energized. This will shift the spool in the selector valve so the
air in PB cylinder will be connected to atmosphere through exhaust port & PB will be applied. The
magnet valves are not always energized.
There is an electrical signal in the driver's cab. Whenever there is a pressure drop in the PB system due
to bursting of air pipe or any air leakage & PB gets applied this indication will glow in driver's desk. At the
2
same time there will be traction cut through the pressure switch (set at cut in 3Kg./cm & cut out 2 Kg./
2
cm ) provided in PB circuit. A separate MCB is provided in PB circuit.
In modified arrangement PB application is independent of power failure as it has energized to apply &
energize to release type magnet valves. In case of disconnection of 'A' jumper PB is to be released
manually in rear M/coaches.
Mechanical arrangement is same as in earlier PB system. Quality of manual locking/ release
mechanism has been improved.
(66)
3. DIFFERENT ISOLATING COCK

The isolating cock are provided in the different areas of pneumatic pipe lines to facilitate the
isolation of a particular circuit or equipment whenever required. When the handle of the
isolating cock is parallel to the pipe line it indicates the cock is opened to air supply & when
0
the handle is at 90 , the cock is closed to air supply. Various isolating cock are:
i)
CIC Compressor isolating cock to stop air supply from the main compressor.
ii)
BIC Bogie isolating cock to stop air supply to the brake cylinder of a particular
bogie. Each bogie is having an individual isolating cock.
iii)
EPIC EP unit isolating cock to stop air supply to the EP unit of a particular coach.
iv)
ICA Isolating cock for auto brake to isolate auto brake of a particular coach.
v)
MR Isolating Cock Provided at both end of each coach for cut out MR pressure
supply to a particular coach whenever required.
vi)
BP Isolating Cock Provided at both end of each coach for cut out BP pressure
supply to a particular coach whenever required.
vii)
Horn Isolating Cock Provided in driving cab to stop air supply to the horn circuit.
viii)
Dead-man Isolating Cock - To stop air supply to the dead-man valve & is provided
on BP pipe line below driving cab.
ix)
Isolating Cock for Control circuit - To stop air supply to the pneumatic control
circuit of tap-changer and switch group & is provided in HT compartment. Generally
this cock is known as control cock.
x)
Panto Isolating cock - To stop air supply to the Panto circuit.
xi)
Air dryer isolating cock To stop air supply to the air dryer in case of air
leakage/non- functioning of air dryer. There are three cock viz. 'A', 'B' & 'C'. In normal
condition, cock 'A' & 'B' are to be kept open and cock 'C' will remain closed. In case of
isolation of air dryer, cock 'C' is to be made open and cock 'A' & 'B' are to be made
isolated.
xii)
Parking brake isolating cock with vent hole (located in driving cab/LT
compartment where parking brake is provided) - To stop air supply to the parking
brake and release the air from parking brake cylinder. Thus parking brake needs to
be uncoupled mechanically when parking brake is isolated since parking brake gets
applied when there is no air in the parking brake cylinder.
In new EMU rakes parking brake isolating cock is provided in each bogie.
xiii)
Parking brake magnet valve by-pass cock (where parking brake is provided) Normally the cock will remain in isolated condition. In case of failure of parking brake
magnet valve, the cock is to be made open so that MR pressure will directly go to the
parking brake cylinder by-passing the magnet valve. The cock is located in LT
compartment/driving cab.
In modified parking brake arrangement, Rotex make magnet valve is provided which is having
two push button, application & release. Therefore by-pass arrangement is not required in the
coaches provided with modified parking brake arrangement.
Following isolating cock are provided in newly supplied coaches provided with air spring:
i)
Air spring isolating cock (ASIC) To stop air supply to the Air spring in entire coach.
ii) Air Spring bogie isolating cock (ASBIC)- To stop air supply to the Air spring in each
bogie.
(67)
4. OHE & PANTOGRAPH PARTS
OHE PARTS
(68)
PANTOGRAPH PARTS
(69)
PHOTOS & LOCATION OF IMPORTANT EQUIPMENTS

PANTOGRAPH ON ROOF
EMU & MEMU BOGIE
(70)
SECONDARY SUSPENSION ARRANGEMENT WITH AIR SPRING
(71)
Parking Brake Cylinder
Parking Brake Manual Releasing Chain for
Parking Brake Manual Releasing Chain for uncoupling
Parking Brake Cylinder
PARKING BRAKE ARRANGEMENT
(72)

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TROUBLE SHOOTING DIRECTORY

EMU CARSHED - TIKIAPARA

SOUTH EASTERN RAILWAY

Dear Railway men,

efforts of a team of experienced supervisors of Tikiapara Car shed catalogues

This page intentionally left blank.

Scope of the Manual

Standard instructions for Motormen

Abbreviation used in EMUs / MEMUs

TSD for EMU and MEMU

Bell code communication between

General Data of EMU and MEMU

Complete Preparation of EMU/MEMU

11. Addendum & Corrigendum

Electrical Circuits for reference

Pneumatic Circuits for reference

Different Isolating Cocks

OHE and Pantograph Parts and Photographs

This page intentionally left blank.

SCOPE OF THE MANUAL

STANDARD INSTRUCTIONS FOR MOTORMEN

Check the availability/ working of following safety equipments:

In case of Alarm Chain pulling, the

PFD FUSE BLOWN

This indication will glow in case of any

This indication is provided in addition

This indication is provided instead of

This indication is provided in addition

This indication will glow when Parking

Motor man should

Colour red - Push button switch to

INDICATION LAMPS FOR MEMU AND EMU

Lamp for Circuit Breaker opens indication.

Lamp for EP Brake supply available.

AUX. RECTIFIER TRIP

Lamp for indication of No Tension, LTR tripped,

MOTOR SWITCH TRIP

Lamp for Motor Contactor opens indication.

RECTIFIER FUSE BLOWN

CHBA FAILURE INDICATION

Lamp for CHBA,

CONTACTOR AND ROATATING SWITCHIES IN CAB

SEQUENCE TEST SWITCH CONTROL CHANGE OVER

FUSES AND MCBS PANNEL

Control MCBs in driver's desk/cab

Panto, ABB Mast. Cont

HLS int light

Gd. supply EP brake

Light Cont. Fans Cont.

EMU M/coach filled with air spring

Twin Beam Panto, ABB Mast. Cont

Lights Cont. Fans. Cont.

Speedometer Heed Code Auto Flasher

Panto, ABB Mast. Cont

Spare BA Voltmeter W/light

HC normal TL normal Voltmeter NL CAB,

Light Cont. Fans Cont.

DC-DC Auto Flash PA Ampl. Walkie Talkie Spare

LAYOUT OF DRIVING MOTOR COACH

MOTOR COACH BOGIE ARRANGEMENT

MOTOR COACH BOGIE ARRANGEMENT

MOTOR COACH BOGIE GENERAL ARRANGEMENT

ABBREVIATION USED IN EMUs/MEMUs