FOR OF CI AL USI:
BHARAT S AR T(AR(RAIL MATT TR.A.LAyA)
TENTATIVE DRI IfER S OP : . 19...,== TING INSTRUCTIONSFOR 28 LAV TI6.11 N PIPE BRAKE
S YS TEM la TThI) ON WDly12
LOCOMOTIVES
MIS CELLANEOUS OTIT NO: MI). 572/82
FE BRUA,R Y 1982
Ii .̀3311i]D BY
CHALAN STIAKTI DESHALAyAATTS ANDEAN ABHT_Ki=IP A VTR IIANAK ANGA TITAN
(RAIL MAY TRALAyA)LUC KNOvr — 22301 1 (U .P
P R E A 14 13 L••••• ao. ••n•
The oner-Aing instructions contained inthis report ere general hints for driving 14D1/12locoliutives fitted with 20 LA IT-1 tirin ;Apebra l e systeil. I tile following these instructionsit should be ensured that specific instructiare followed for operation of rIpecific•pP Ss enger/freight trElins applicable to that particularsecti,m.
Instruct'Instructions issued from tine to tineby the Railways concerned, and RDSO regardingdriving of trains on the particular sectionshn , ild also be followed in addition to theinstructions contained in this report.
CT
1. INTILDe.;TION
28 L,IV-1 twin pine brake system is a mor l ifiee 28 LV-1s y stem to make it suitable for hauling trailing stock fittedwith graduate s release type air brakes in addition to vacuumbraked stock. The main features cf 28 LAV-1 twin pipe systemas fitted on WDM2 loco are :
Self lapping type independent brip s on the locomotiVesi.e. the brakes on locomotives can be applied andreleased independently in steps with pressuremaintaining feature in all positions.
Braking of vacuum braked passenger/freight trailingstock and at the same time proportional brake applica-tion on loco through vacuum/air proportional valve128VBcontrol valve.
1.3 Braking of air braked passenger/freight trailing stockfitted with sintlo pipe as well as twin pipe graduatedrelease type of air brake equipment, and at the same timeproportional brake application on locomotive throughvacuum/air proportional valve or 28VB control valve.
1.4 In an emergency, brake pipe ardvacuum train pipecan be directly vented simultaneously by combinedD-1 air/vacuum emergency brake valve.
1.5 Loco brakes can be released independent of the trainbrakes by SA-9 independent brake valve.
1.6 Dynamic bra' re interlock to prevent simultaneousapplication of automatic air brakes and dynamicbrakes on loco. However, if emergency brakeaprlication is made when dynamic brakes are on,the dynamic brakes will trip.
1.7 Visual indication in driver's cab through air flowindicator device during train parting, alarm chainpulling or Guard's emergency brake valve operationor loco parting while hauling air braked stock
1.3 Power cut-off 'luring emergency brake application,train parting or loco parting.
1.9 In case of parting between the locos in MU consist,independent brakes on leading loco can be applied.
centd....
1.1
1.2
Lor
1 .10 In case of partin 7 between the locomotive and thetrdling stock, automatic application of locomotivebrakes takes place irrespective of the type of brakeSystem fitted on trailing stock.
1 .11 In case of very heavy leakage in - the fed pipeor failure of fe pipe inter-cowling equipment,.twin pipe brake system on trailing stock can beworked as single pipe system by s imply isolatingthe feed pipe of trailing stock from locomotive.
1.12 Brake cylinder pressure in the locomotive islimited by provision of pressure liniting valveto avoid any chances of locomotive wheel skiddingduring proportionate brake application.
2. AULT 'FIR UN IT 01)3a.IT ION- C OMPAT IB ILITY
`v1DM2 locomotives fitted with 28 L.1V-1 twin pipe systemcan be used in multiple unit operation under followingconditions :
Type of loco in M.U. Type of stock which can beoperated
fill locos fitted with i) Twin pipe graduated28 LTV-1 twin pipe release air brakedsystem. stock.
ii) Single pipe graduatedrelease air braked stock.
iiii).Vacuum brake stock.
Loading loco with i) Twin pipe graduated28 L3 V-1twin pipe release air brakedand trailing 1 -)c o with stock as single pipe2 .̀; LAV -1- single pipe air braked stock.-)r 28 IAT -1 system or26 -1 system. ii) Single pipe graduated
release air brakedstock.
Ili) Vacuum braked stock.
Leading loco with 28 LAV-1 • i) Twin pipe graduatedsingle pipe syStem or release air braked26 LAV-1 system and last stock.'trailing loco with 28 LAV-1twin pipe. ii) Single pipe graduat-., . ed release air braked
stock.
iii) Vacuum braked stock.
Leading loco with 28 LV-1and trailing loco with28 LAV-1 twin pipe, or28 LAV-1 single pipeorAM-1 or 26 LAV-,1,
Vacuum braked stockonly.
NOTE:- Release/recharging timing would be morewhen hauling twin pipe ai. i*. braked stock assingle pipe stock when compared to therelease4ncharging timing obtained withtwin pipe air braked stock.
3. BRIEF LESCRIPT ION OF 28 LAV-1 TWIN PIPE BRAKE EQUIPMENT
3.1 The brake equipment consists mainly °fileA-9 automatic brake valve, SA-9 independent brakevalve, VA-1B . control valve, 28VB control valve orvacuum/air proportional valve, MU-24 control valve,additional C-2 relay valve with 6 mm choke inexhaust, 110 cu in delay reservoir, P-1 vacuum/air emergency brake valve, duplex check valve, feedvalve set at 6 kg/cm, i" C.O.C. 1" isolatingcock, flow indicating equipment, and associatedair. and vacuum equipment.
3.2
The automatic brake valve is a sdfftlapping valve -with 5 positions namely 1 relJase l , 'minimum reductioni,'full service', 'over reduction' and 'emergency'.
3.2.1 Release position (extreme right position of brakevalve handle)
'In the release position the automatic brakevalve supp l_ies.c.ontrol air pressure to additionalC-2 relay valve to charge the brake pipe at regu-lating valve setting witholt the liability ofovercharge.
contd....
3.2.2 Minimum reduction:
Minimum reduction positi' provides a reductionin,brake pipe control air pressure of approximately0.2 to 0.4 kg/cm'lliquivalent amount of pressuredrops in brake pipe through additional C-2relay valve.
3;2.3 Full service:
This position consists of the sector of the handlemovement which regulates brake pipe pressure throughadditional C-2 relay valve tn a pressure lower thanmin. reduction. Intensity of-the service brakeapplication is increased as the handle is Moved toleft.
3.2.4 Over reduction--:-:, -
When A-9 automatic brake valve handle is moved intothe l over-reduction' zone between full serviceposition and .over reduction positii of the brakevalve, an additional drop in brake pipe pressuretakes place through additional C-2 relay valve. Thenover reduction position brake pip es pressure dropsto ap-rroximately 2.5 to 2.6 kg/cm.
3.2.5 Emergency position:
This is the extreme left position of brake valvehandle in which the brake pipe is vented at the fastestpossible rate through 1A-9 automatic brake valve aswell as through additional C-2 relay valve to getan emergency brake application.
3.3 SA-9 Independent brake valve
3.3.1 The SA-2 independent brake valve, is a self-lapping type vaIv , with thre positions,"Quick Release", "Release" and "Application".Leakage in the brake cylinders is automaticallycompensated to ensure that the brakes will notrelase, due to leakage. When the brake valvehandlaLset in any position in the applicationzone, the valve will automatically lap when theapplied pressure reaches the vale 3 correspondingto the position of the handle. The harms in "Quick-release" position will cause release of anyaatom-Itic brake application existing on loco. Thisposition is spring loaded.
...contd.
3.3.2 Release position:
In the release position, control air pressure of C-2relay valve is connected to exhaust port of SA-9brake valve anl the brake cylinder pressure isdepleted through C-2 relay valve.
3.4 The 28 VB control valve or vacuum/air proportionalvalveis a vacuum operated aif-lapping, pressuremaintaining type valve. It supplies and exhaustscompressed air for locomotive brake applicationand release in prop Lion to vacuum destroyedor created in vacuum train pipe of locomotive.
The build-up and release of brake cylinder airpressure is effected by the movement of the auto-matic brake valve handle in application zone.
3.5 The MU-2B valve is a two-position valve enablinga loco to be used in multiple unit oporation' mithlocomotive fitted with similar or other compatibletype of brake systems. The positions are marked"Lead" and "Tra " or "Dead". When the locois operating singly, or as a lead unit, the valvemust be positioned at "Lead" and when operatingas a trailing unit or a dead 'unit the valve mustbe positioned as "Trail" or "Dead".
3. 6 Lynamic brake interlock is provided to release orprevent automatic air brake application on thelocomotive if the dynamic brakes are tont.Applicatio• and release of brakes on locomotiveis available by independent brake valve at all timesirrespective of dynamic brake application. If theautomatic brake valve handle is placld in emergencypoaiti,-)n, the dynamic brakes get tripped allowlngthe automatic brakes to operate.
3.7 V.1-1B control valve is provided to create/destroyvacuum in the vacuum train pipe in proportion. tothe air pressur in the brake pipe. It also actsas a pilot valv , to operate vacuum brakes on trainthus securing brake application simultaneouSLy
• in Proportion to the locomotive air brakeapplication.
...contd....
3.8 Vacuum level in the vacuum train pipe is -1))-ainedby regulating the c entrol pressure by HS /L cntrolair valve provided on the control stand.
3.9 D-1 i.ir/vacuum emergency brake v alve on eacnear the drirrer f s seat is provided for operationby the driver/:,sstt. Driver in case of emergencyfor applying brakes on the train and loco.
3.10 3" cu lt-out-cock in air brake pipe line isprovided in the cab to make the loco rrtive fitas 'lead' and 'trail' unit, In 'lead' positionit is 'open' and in the 'trail' position it is'closed'.
3.11 D-24B feed valve is -rovidad In the cab to feedair at a pressure of 6 kg/cm to charge the2nd pipe (feed pipe) and the connected auxiliaryreservoirs on the trailing stock.
3.12 Air flOw indicator is provided. in the loco toprovide indicatin to the driver regarding thebrake pipe air flow rate in case o f train parting,loco parting, alarm chain pulling, guard van valveapplication and release of brakes through flowindicator gauge. In such cases the air flowrate will increase and this will be indicated bythe flow indicator.
4. PREP:a2ION OF LOCD4A'IV3
4.1 Before starting the engine:
4.1.1 check proper positining of angle cocks. Thoy should bein closed -o-)sition.
4.1.2 Prain condensate from main resrvoirs.
4.1.3 Ensure that control air, air compressor governorcut-out cocks are open.
4.1.4 Check sand in the sand boxes.
4. 1 .5 Check hand brakes, they should be in ap-lied position.
4.2 After .V-artin g the eng,ine :
4.2.1 Fix brake valve handlesin slots provided.
4.2.2 Check main reservoir air pressure, it should bebetween 8 / 10 kg/cm2.
•
.contdR...
4.2.3 Check BP c-,ntrol air pressure, it shoo,qd be 5 kg/cm2.
4.2.4 Check fe n d pipe pressure, it should be 6 kg/cm2.
4.2.5 Place brake pipe cut-out cock (44) in open positionon control stand to be operated and close similarcock on in-operative control stands.
4.2.6 Release hand brake.
4.2.7 Adjust HS-4 control air vale-e if r s crirad tovt correct vacuum level.- •
4.2.3 Make air brake ' test through L...9 automatic brakevalve, SL-9 independent brake valve and D-1ellergancy brake valve.
5 MELT IDLE UUIT OFKIATION CHECKS :
Tha operation of locomottves in lead and trailpositiens should be checked, before taking outlocomotives from Shed, as under
5.1 Lead position
5.1.1 Keep MU-2B valve in 'lead' position and moreautomatic brake valve b qiila to application
• position in sto ps. The brake pipe pressre shoulddrop and brake cylinder pressure should rise in
proportion to brake pipe pressure depletion. Infull service application position l .the brake cylinderpressurl should develop to 3.5 kg/cm2.
5.1.2 Move 2.-9 automatic bro ke valve handle to release'position in stems and sea that the brake pipepressure rises and brake cylinder pressure fallsaccordingly. The brake cylinder pressure shouldSall to 0 in release position of the brake valve.
5.1.3 MOI r 3 3A-9 independent brake valve handle toapplication: position in steps and S.-ae that the1 comotiv , brake cylinder pressure rises accordingly.The brake cylinder pressure n full apylic-tionpposition should be 3.5 kg/cm4.
5.1.4 Move S_L-. 9 independent brake valve handle to releaseposition and release the brakes. The brakeshout' release and pressure should drop to 0 inrelease postion. Check also the proper functioningof quick release position of the independent brakevalves.
contd....
5.2 Trail position:
5.2.1 .fter ch rging the system place AU-23 val-rein 'trail' position and move A-9 autom- tic brakevalve towards full service applic a tion position.Brake pipe pressure s iro , Ii not drop upto full ser4,vice position of the handle and no b rakes on loco-mdtive should apply. However, when brak e handle ismoved to emergency position th , brake pipe pressureshould fall to 0 and locom p tive brakes should camon.
5.2.2 Move automatic b r ake valve handle to releaseposition. The brake pipe pressure shoul d not buildup and the locomotive brakes should not release.
6. MULTIPLE UNIT OPER.TIOT COUPLING :
Coupling of locomotives for multiple unit operationshall be as under. Check for compatibility/indicatedin para 2.
6.1 Leading LOCOlOtiV3 Trailing-Loc)notive both fitted with 28 twin . pipe brake system
.1 En ;age coupler
.2 Couple brake pipe, fe l rl pine, MR and BC equalisingpipes and the vacuum hose couplings betweenthecoupled ends. Hoses of these pipes at freeends of the locomotives should be kept onrespective dummies.
..3 Open BP and FP angle cocks, BC and MR equalis-ing pipe cut-out cocks between the coupled ends.The cocks for these pipes at free ends should beia closed. position.
.4 Open BP cut-out cock (44) before A-9 auto brakevalve on operative control stand and closesimilar cock on the inoperative controlstand.
.5 Place AU-2B valve in 'Lead' position on leadingloco and 'Trail' position on trailing loco.
.6 Open 37" BP cut-out cock. (53) on leading locoand close similar cock on trailing locos.
...contd....
.7 Ensure that all the driver l s auto and ,independentbrake valve handles, after kee ping b-ake valvesin release ..position, are removed from non-operativecontrol stands on leading and trailing locos. .
6.2 Leading loco :votivewith 28 EX-1 twin pine system Trailing locomotive with 28 L:W-1 single pipe system
.1 Engage coupler.
.2 Couple brake p ipe, MR & BC equalizing nines and vacuumhose couplings between the coupled ends. Hoses at freeends of the locomotives should be kept on respectivedum7aies.
.3 Open BP, BC & MR equalising pipe cut-out cocksbetween the coupled ends. The cocks for thesepipes at free ands should be in closed position.Feed Pipe angle cocks at both ends of the leadinglocomotives should be in closed position and itsend hoses should be kept• on respective dummies.
.4 Open BP cut-out cock (44) before A- c&rake valveauto
on operative control stand and close similarcock or the inoperative control stand.
.5 Place MU-2B valve in 'Lead' position on leadingloco and 'Trail' position on trailing loco.
Open i" BP cut-out cock (53) on leading locoand close similar cock on trailing loco.
.7 Ensure that all the driver's auto and independentbrake val7re handles,after keeping brake valve.s in re-lease position l are removed from non-operativecontrol stands on leading and trailing locos.
6.3 Leading locomotive with 28 L,IY-1 twin pipe system Trailing locomotive with 28 LV-1 system
.1 Engage coupler.
.2 Couple brake pipe, MR & BC equalising pipes andvacuum hosecaaplings between the coupled ends.Hoses at frZel ends*of the locoMotives shouldbe on respective dummies.
contd
.3 Open BP angle cock, BC & MR enualising ripecut-out cocks between the coupled Int. The cocksfor these pipes at free ands shold be in closedposition. Feed pipe angle cocks at both ends ofthe leading locos should be in closed position andits end hoses should be kart on d2mmies.
/(41,). 1+ Open BP cut-out cock/before auto brake valve
on oiler-tie control stand and close similar cockon the inoperative control stand.
.5 Place MU-2B valve in 1 Laad' position on leadingloco and 'Trail' position on trailing loco.
.6 Open brake pipe cut- put cook (53) on leadingloco.
.7 Ensure that all the driver's auto & independentbrake valve handles, after keeping brake valvesin release position, are removed from non-operativecontrol stands on leading and trailing locos. ,
6.4 Leading locomotive with 28 LW-1 single pip system Trailing locylotive with 28 L_N-1 twin ripe system
.1 'Engage coupler.
.2 Couple brake pipe, MR& BC equalising pipes and thevacuum hose couplings between the cou pled ends.Hoses at free ends of the locomotives should be kepton respective dummies.
.3 Open BP angle cocks, BC & AR equalising pipe cut-outcocks between the coupled ends. The cocks fdr thesepipes at fre e ends should be in closed position. Feedpipe angle cocks at both ends of the trailinglocomotives should be in closed' position *.h0*
;;;10 rip) Stock nni open between the trallinglocofirst vehicle when hauling twin pipe stock.
/(L4) .4 Open BP cutout cockilbefore A-9 auto brake valveon oper-tiva control stand anl close similar cockon the inoperative' control stand.
.5 Place MU-2B val v e in 'Lead' position on leading locoand 'Trail' position on trailing loco.
.6 Cpen :1" brake pipe cut-out cock (53) on 1 , ading locoand close similar cocks on trailing loco.
/ 4-11-A .7 Nnairo/all the driver's auto & independent brake valve,handles after keeping brake valves in release positLon , fl.re
rcnov3d from non-operative control stands on leading and trailinglocos.
...contd....
- 12 -
.4 Open BF cut,out cock (W) before automaticbrake vaI-e on oper-Aive con t rol stand and closesimilar cocks on the in-operative control standson leading loco. On trailing locomoti v e BF cut-off val-re on 26 C brake valv e sho ld be in hut-off' positio-1 on both control stands.
.5 Place MU-2B valve in 'lead' position on leadinglocomotive and 'trail' position on trailing loco .
.6 Open 3/4" BP cut-out cock (53) on leadtg loco.
.7 Ensure that driver's automatic /valve handlefrom inoperative control stand is removedafter kee ping brake v alves in 'release'position of leading loco and in 'isolating' posi-tion in case of 26 L:,7 -1 trailin7 loco.Independent brake valve handles from both leadingand trailing loco non-operative control standsshould be removed after keeping it in releaseposition.
6.7 Le-din , loc motive with 26 L,W-1 systemTrail i m o* locomotive with 2$- LW-1 twin pine system
.1 Engage coupler.
.2 Couple brake pipe,JR & BC equalising pipes andthe vacuum hose pipe cou plings betw , en thecoupled ends. Hoses as free ands of locomotivesshould be kept on respective dummies.
.1 0-oen BP angle cock, BC & MR equalising pipe cut-out cocks between the coupled en r's. The cocksfor these pipes sho'ild be closed at the freeends. Feed pipe angle cocks at both ands of thet railing locomotive sho ild be in closed position_when ?ruling single pipe stock andol-,en between til_e
Lpipe loco ,11' first vehicle 1i-tile hdulinr; twitstock. .4 Place BP cut.-off valve on 26 C brake valve
on operative stand of the leading locomotive in'passenger' position. Similar cut-off valveon 7-in-operative control scan ,' should be placedin 'cut-off ' position.
.5 Place MU-2B valve in 'lead' position on leadingloco and 'trail' position in trailing loco.
.6 Close 3/4" brake ripe cut-out cock (53) on trailinglocomotive.
e)ntcl
6.5
Leading locomotive with 28 L'-1 systemTrailing locolgtive wit': 28 .7,7-112111W-7:-
.1 3ngage coupler.
.2 Couple brake pipe, MR & BC equellsing pipesand vacuum hose cou-lings between the coupledends. Hoses at free ends of the localottveS st'ouldbe kept, on respective dummies.
.3 Open BP an7le cock, BC & AR equalising pipe clt-out cocks between the coupled ands. The soaksfor these pipes at free ands should be in closedpositi ,n. Feed ripe angle cocks at both endsof the trailing locomotives should be in closedposition -1.1Ar- 7: WVIe tiou,( 1'y:1 Ti
÷ock ciita ehes/ kiehiceo .t-Rs rael-el•ixst Lou • 6 .-f-s veiwece 0414., t,1,(1,Lvtit 1-1,J) 4, a. lot
.4 Open BP cut-out cock ( 1+1+) before A-9 auto brakevalve on operative control stand and closesimilar cock on the m inoperative control stands.
.5 Placa MU-2B valve in 'Lead' position on leadinglocolotiva and 'Trail' position on trailingloco
.6 3/4" BP cut-out cock (53) on trailing locoshould be in closed position.
.7 Ensure that all the driver's auto and independentbrake valve handles after keeping brake brakevalves in release position are removed fromnon-operative control standa on leading and trail-ing locos.
6.6
Loading_locolotive with 28 L21-1 twin pipe systemTrailing locom-tive wjth 26 L.7-1 sin g,la pipe system
.1 Engage coupler.
.2 Couple brake pipe, 1M & BC e"ualisirg pipes andvacuum hose pi pe couplings between the coupled
Hoses at Ire= ends e" the localottveshould be kept on respective dun lies.
.3 Open Br angle cock, BC & MR ermalising pipe cut-out cocks between the coupled ends. Th cocksfor these pips sbo'lld be closed at the fr,eands. Feed pipe an gle cocks at both ends ofthe l eading locos should be in closed positionand' its hoses should be kept on respectivedummies.
contd
- 14 -
7.3 Operation of ofTa.ilure of 1--4ding loco eQuiped with 28 L17-1 twin pipe brake systm
.1. Keep . all the angle cocks, cut-out cocks and.MU-2B valve n the same p osition as perinstructions given in para 5.1
.2 Brakes can be operated from failed leadingloco. However, loco brakes would not come onduring automatic brake application. Fur locobrake application it 3hould be applied throughSA-9 independent brake valve.
ILJILING DIIID LOCOMOTIVE:
8.1 B r ake e quinment on one or more 'DEI1D' locomotivewhich are to be hauled in mllti ple with a 'LI73'leading unit should be set in the same manner as ''!LIVE' trailing units.
CL:,NGING OP:R,.TING CONTROL ST.ANDS:
9.1 IA control stan' b ein g 'cut-out'
Place the throttle handle in 'idle position'.
Make a full service application withautomatic brake valve. • •
c) Place brake valve C.O.O. (44) in closed position.Aove automatic brake valve to 'release position'and remove the handle. Re-nove the handle fromdrivers independent brake valve.
Place ravrser handle in ' neutral'position. Remove reverser handle.
e) Open generator field switch.
9.2 At control stand being 'cut in'
Insert reverser handle in controller and leavin' neutral' position. Insert brake valve handles.
Place beak valve C.O.C. ('+4) at control standto be operated in 'Open' position.
c) Close generator field cut out switch.
- 13 v
.7 4n-94+12e—trii t#- the driver's automatic brakevalves handles with brake valves it / isolating/position of 1.a.d..ng loco and in / release /position in c , se of trailing loco from nor-operative control stands, Inde p endent brak evalve handle frm n)n-o-per' , ting control standof both leadLn and t-ail . n7 locos should beremoved in release position.
7, C-S OF FAILURE OF L000(11FITT'.22) WITI. 23L.;7-1 TWIN PIPE BRAI.K3 SYS7E,I ON LE\12, WE IL.] 1.:.AULri:.1- TWIN PIP;2, ;.IR 3R 'al:3D STOCK.
7.1 Use _of_,1poolotiv .e(sLlgui-red with 28 ••• 1 brakesystem in case of failure of the loco(s) fitted. with 28 L.:.V-1 twin ripe brake system,
.1 The locomotive(s) should be coupled as perinstruct ions given on pare,
.2 Cn.re should be taken to haul the train atrestricted speed specified for that sectibnduring such contingency, b•cause there • willnot be any application of brakes in train
. upto 'full service' positions of theautomatic brake 1.ralve A-9. The trainshould b3 controlled by loco incbpendentbrake valve„ only .For stoprin7, train move driV.::r S
automatic brake valve handle to emergency
.4 The brake sys tam will work as a singlepipe brake system.
.5 -Haul the failed loco (s) as 'dead' loco ( s) .
ZGue.rds V .-. . 6 In case of parting between locos, train partingV chain op eration and L there would bep^lic t::. on a drop in pressure on BP q;auge of loco, since
air flow Indic J-or is not provided on unmodifiedlocos driver must operate he train cautiouslyand watch the BP ga-ig?..
7.2 Failure of trailing, loco equip tent with k8 1,22T-1 twin: ripe brake system while hauling train wit_b_more than one locos
.1 The system will work as a twin pipe air brake system.
.2 Haul the trailing failed loco as a 'Dead' loco.
fk.mcv.k
....contd.
- 16 -
10.3.3
10.3.4
10.3.5
10.3.5
10.3.7
10.3.8
Check the c ntinuity of the brake system fromleading loco to -he trailin-v, m ls t vehicle bymiring automatic br-ke valve handle from releaseto emergency application p osition Tha brakesshoua aprly on all the ve'icles:The brakes on locosnoui p. also cone on -hich so l il a he lohyslc,'?lvcle -ed f3-on the rovemnt of
hb:'a!te c711-dor nf_ston rods,
Release the brakes from loco and check that thebrakes are fully rel ased on all the vehicles.
During a7:rlicatien (10.3.3 ) the air pressurein the Guards brake van gaug: should be lessthan 1 kg/cm'. It should get restored toits original hrxIca v.alue after release
Check operation of independsret b rakes by movingindependent brae val- v a handle to applicationposition. The brakes in all the cou pled locosshould arpl and,the BC pressure should buildup to 3.5 kg/cm'. When the independent brakevalve Landle is moved back to 'release' positionthe brakes on all the coupled locos should getrel e ased and the .)ral.ca cylinder pressure shoulddrop to 0 kg/cmd.
Check the operation of independent brake valveto see that the brakes on the loco are releasedin the quick f rel-ase' position after thebrakes have be m applied by th) automatic brakevalve.
Check the operation 2 of D-1 emer-ency brake valveby operating it. The braes should apply in theloco as well as in train and should release assoon this emergency brake valve is closed.
11. OP3R-TION OF LOCO T 172 CONSIST WITH IVLIYag BRA{-II,J,ILING 'STOCK Coupled vacuum hose co -rlings between the trailingmost locomotive M7 c)nsist and the first vehicleChec i: the operation of th brake system as under :-
.1 Keep independent and automatic brake valve handleson opernttv e control stand in t release t posiU.erand check the pr e Tsure/V-:onum an -various gauges.Thee pressures/vacuum readings should be asunder ;-
Main r , servAr - 8 to 10 kg/cm2Brake pipe - 5 kg/cm2
contd .
- 15 -
10. OPER:,TIOI OF LOCO CONSIST WITH AIR BR::.KED TRAILING STOCK:.
10.1 For hauling twin pipe graduated release airbrake trailing stock
Couple feed pipe and brake ripe and open theirrespectiVe angle cocks be'veen 4-he• coupled endsof trailing MOst loco in.J.U. consist and-firtt
:vehicle.
10.2 For hauling single pipe 0. raduated release air braked stock
Couple brake pipe between the trailing . mo.st locoin MU c e-n8ist and fir cl t vehicle and open theirrespective angle cocks. Keep the feed pipeangle cock on locomotiye closed.
10.3 Check the oper , tIon of the brake system ?s givenin subsioquonttaragraphs:
10.3.1 Keep independent and auto •itie brake valve handleson the Operative condrol stand-in 'release'Posit'_on and check the pressure/vacuum on v-riousgauges. These pressures/vacuum should be as under:
Main reservoir - 8 to 10 kg/cm24j-rgauge for fead pipe - 6 kg/cm2(oily when haulingstock fitted with twinpipe graduated raleasebrake system)
Brake pine - 5 kg/cm2BC pressure - 0 kg/cm2
e) 7acuum train pipe - 530 mm
The brake pipe pressure in brake van/lastvehicle shaild be as specified for passenger/freight train.
10.3.2 Set flow indicator fixed ptinter manually afterthe air braked train is fully charged and moveablepointer has stabilised. Move the fixed pointermanually till it coincides with the moveable'pointer.
develop ndxinun available braking eJ7fort at thatspeed. The selector handle rust be advanced'slo-ly' thr ough tbe heal-in7 ran ,4e. If bra'.-ingcurrent builds uy too rapidly, hesitate advance(do not back off) until current is stea' y . Anyeffort to ilanually reduce the braking currentwoule nrobably cause a 'hunting' condition.uhen advancin7, the selector han'ae into the kingrange, the engine speed 1 7111 increase to I.ththrottle noth thereby ,)re viding eeeitionalcooling air for the t-action noors. Theape'ation dne effect of the iic bra' :e on thetrain is siralar to thdt of the locopetiveindependent 7.1.r brake and the braking effort isrpplied on the. loco- ,etive only.
12.2 To ap.ply-dynaric_brakes
12.2.1 Hove throttle to
12.2.2 Place reverser handle in forward or reversedepending on the direction of notion.
12.2.3 Hove selector handle to '0-2F ,and then to 'DIposition in the braking range. Load rieterpointer will show slight novellent.
12.2.4 Bunch train slack by advancing selectee handlecautiously into the braking D) notallow loaeneter nointer to exceed the firstwhits! line on the green scale until allslack is bunched.
12.2.5 After slack is bunched advance selector handleslowly into braking range unt i l the desiredbraking effort is reached. If maximun brakingeffort is desired, :love handle to its full.1 01T 1 n esition. Hake handle nevements slowly.
12.2.r-; The amennt of bra l :ing effort obtainable varieswith the train speed. To obtain naxi brakingperformance the -elector handle must be movedto its , F7TLL' 'OFT , position. With the selectorhandle in its fu l l 'ON' nosition, the brakinge rfot increase as the speed de creases untilit reaches the naxinuri value. It will maintaint'is value for a few 171-)h after whichit 1 -ill gradually fall off to reach 0 at. 0 knph.
ce • • • •
BC pressure - 0 kg/amtVacuum train pipe - 530 nn ( CV SI) cci fi ed)
e)• Vacuum in the last vehicle should he, asspecified for passenger/freight trains.
.2 Check the continuity of the brake system fr)mleading loco to trailing most y e tele by movingautam-tic brake vale handle from release toemergency applicati-n p osition. Walk the entirelenth of the train to check the arrlicati-)nof brakes on all vehicle. The brakes onloco sho , ld also come which shaid bephysically checked fron the movement ofloco brake cylinders.
.3 Release the brave from loco by automaticbra ke val-e and check that the brakesare fully released on all the stocks.
.4 Check the operation of indeDendent brake valveby arriving artd releasing brakes. The brakesin all the coupled locos should applyand the maxiiTm brake cylinder pressureshould build up to 3.5 kg/cm-.
.5 When the independent brake valve handle is mmoved back to 'release / positior, the brakeson all the coupled locos should getirelasedand the brake cylinder pressure should dropto 0 kg/cm.
.6 Check the operation of independent brake valve tosee that the brakes on locos released inquick release position, after the brakes havebeen aprlied by the automatic brake Yalve.
,7, Check the operati n of emergency brake valveThe brakes sho , ld apply in loco as well as intrain and should release as soon as emergencybrake valve is closed.
12 . BRAKING OPER_1T I01 :
12.1 General
Driver controls the arplication of dynalic brakeeffort with the selector handle. 'utter extremeapplic Htion nosition has 1D3rn reached, thebraking effort is automn.tically regulated to
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AIR-FLOW_INDICATOR
13.1 Air flow indicator indicates the air •flow ratein the brake pipe of the train 7 •2th thehelp of flOw indicator (67) , . Any abnormalincrease in air flow in the brake pipebecause of train parting, locomotive parting,alarm chain pulline;, heavy leakage, in brakepipe, guard van valve an eaication, orbursting of air brake pipe hose would beindicated by the moveable pointer in theair flow indicator. By observing therate of the air flow in the brake pipeunder the above conditions, driver shouldapply brakes through A-9 automatic brakevalve/va.cuun air emergency brake valvedepending upon the condition of the trainand the emergency.
13.2 After brake a eplic at i on when brakes arereleased by the driver, the flow indicatormoveable pointer should coincide with thefixed pointer to indicate that the systemis fully charged and brakes are released.
Lin the In case moveabLe i)ointer indicates reductionin
14rain flow rate, check for accidental closing of end cocksZ14. ACTION II" CASE OF TRAIN PARTING
In ease of train parting/parting betweenthe locomotives, the driver should nave the auto-matic brake valve handle from release position toemergency application position to prevent ventingof ai r through the open Ed.'. brake pipe hose at thelocation of parting.
1 5. HAND BRAK1 OPERATION
15.1 To apply the brake, operate the hand leverupward ( puriping teflon) until the brake is set. Itis not necessary to mani pulate the tri p lever inany way wleile brake is being applied.
15.2 To release the bnic e l push the hand leveras f e.r back as t will go and leave it there. Donot push against the handle as this retards thereleasing Pctiol. Pull the tri p lever upward andoutward holding it only until the chain weight conesup agai nst the bottom of the brake housin;. Ifthe chc in wei lat do not return tr) to the bott on ofthe holtsint„ reset the brake and repeat the releasingprocedure.
c ant rt.
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12.2.7
12.2.8
It is permissible to start from a standstillon down grade with the dynamic brat-e applied.
IThen braking a heavy train on a reverse grade,the dynamic braking alon7 with, partial trainbrakes application should be used to hold thedesired train speed. The dynamic brakinginterlock will hold the locomotive brakesrele d for any p osition of the automaticbrake valve other than emergency.
1 2.3 Release __dynamic_ _riot using_ bra:kes
1 2.3 .1 Reduce braking effort slowly, pause when theload meter pointer is at the first whiteline on the green scale to prevent slack runout.
1 2 .3 .2 Handle can no w be moved, to 'OFF' .
1 2 .4 RELEASE OF DYTTMUC c'3skiWq.Lffcr-- -
In emergency air b, ake application, whether initiatedby the bra- e valve h=andle, the dynamic brakes willautomatically be cut off and air brake applicationwill be made on the loco. Under these conditi onsthe driver should return the selector handle to ' off'nositi . ,n as promptly as possible.
1 2.5 Cut--Cut of_ dynamic Brlea
.1 If the engine control switch (DC'S) is turnedto 'idle' , dynamic braking on that unit will beinoperative.
9 Cut -out dynamic brake only when selector handleon the controlling unit is I off' . This avoidssurges on the equipment and on the train. Forthe sane reasons, dynamic brake must not be cutin, excep t with selector handle on thecon-L, olling unit in off' position.
• contd..
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16. ,',kECTRIC ALARM CHAII T BELL SYSTEN:
1-IDM2 locos with 28 LAV-1 twin pine brake systemare provided with electric alarm chain bellsystem to provide audio visual indicationthrough bell and, bulb in case of alarm chainpulling or train parting while hauling air brakepassenger tr a in having interface equipment oncoaches.
AIRANDEACUUll GAUGES
Following gauges are provided in the cab toindicate to the driver regarding vacuum and. airpro ssure levels in various parts of the system:
a) Vacuum gauge MP and VR) .1)) Duplex Pressur Gauge (MR and BC)
Duple:: air gal ge (BP and AR)-HSI+ control air gauge.
e) Air flow indicator gauge.
18. BEFOR-4 SHUTTING DO' riI TILE LOCOi'IOTIV%
18.1 Apply hand brakes.
18.2 Release loco independent brake,Automatic br; •=kr.3s, Remove the handlesfrom brake valves.
18.3 "Ensure ll angle cocks are closed..
