Energizing a Dead or Stabled Electric Loco

by Zubin Dotivala, 2004-03-07

Disclaimer: The information presented here is neither complete nor accurate. Complete details on the topics here are available only from Indian Railways and other official organizations. The material here is not a substitute for the official documentation or official training procedures, which are provided to duly authorized personnel. Do not use the information here to design, build, operate, repair, or maintain any equipment.

Whenever the locomotive is not required for the use, the locomotive is switched off and its pantograph lowered, and it is stabled on a suitable line in dead condition. While energizing such a dead or stabled locomotive, certain precautions are to be followed. These are explained below.

1. Locomotive log book inspection

This should be gone through minutely and information if any regarding defects or any special working instructions for the locomotive are to be found out. If the locomotive has been made dead for attention of some defects, etc., the locomotive must not be energized before these defects are dealt with. After the logbook is inspected to satisfaction and it is certain that there is nothing wrong in energizing the locomotive the following procedure is to be followed.

2. Checking of the safety fittings of the locomotive

All the safety fittings of the locomotive should be checked. If the locomotive is stabled on the pit, the underframe safety fittings must be checked and must be ensured that all the safety fittings are intact.

3. Building up the emergency reservoir pressure and raising the pantograph

After checking the safety fittings, the battery should be switched 'ON' with HBA switch and baby compressor (MCPA) should be started. During the process RAL cock which connects the emergency reservoir to the air circuit of the locomotive should be closed. When the emergency reservoir pressure builds upto 7 to 8 kg/cm^2. The RAL cock should be opened. After building up the pressure, it must be ensured that locomotive is under the OHE. After this Panto should be raised with the help of ZPT key. A sound of an transient arc or spark will be heard when the pantograph touches the OHE, which gives an indication that the OHE is live. The BL key and MPJ should be fitted in its position.

4. Putting the isolation cocks of brakes in proper position

The isolating cocks of the locomotive brake and train brake in the working cab should be in open position and in the rear cabthey should be in closed position. This should be ensured before closing DJ.

5. Inspection of switch board/relay boards

5a. Program switches

This board is provided behind cab No 2. All the program switches should be at '1' position. If any of the switches is not in '1' position the reason for the isolation of respective relay or equipment should be ascertained and action taken accordingly.

5b. Condition of Relays

The condition of the relay targets should be inspected. No relay target should be in a dropped condition. If the target of any relay is dropped, it should checked for any defects and action taken accordingly.

6. H.T. Compartment Tour

A walk-through of the locomotive corridor is necessary for visual inspection of the condition of the H.T. compartment. There should not be any abnormalities like leakage of TFP/GR oil, etc.

7. Closing of DJ

Now the DJ of the locomotive can be closed by depressing the BLDJ and then depressing BLRDJ. The DJ will then close and this will result in a change in the voltmeter which should now show a reading of approximately 25kV. The BLCP switch should then be turned ON immediately to start the compressor to build up main reservoir pressure of 8 to 10 kg/cm^2.

8. Testing of locomotive brake

After building up the MR pressure and releasing the hand brake of the locomotive (if in applied condition), the locomotive brake must be tested and it should be ensured that the brake power is adequate. Any skids or wheel blocks placed under the wheels of the locomotive, should now be removed.

9. Traction testing of the locomotive

After moving the MPJ to the forward and reverse positions, the pilot lamp LSB should now extinguish itself. If it does not extinguish itself even with the MPJ in forward or reverse position, the necessary trouble-shooting procedure has to be followed, such as verifying the reverse and Q 50 relays.

Following this, the MPJ should be kept in the forward position and with the help of MP two or three notches should be taken by keeping locomotive brakes applied so that locomotive does not move. As soon as one notch is taken the LSGR lamp should extinguish itself. The same testing should be done by keeping the MPJ in reverse position.

10. Checking of emergency brake

After taking two to three notches as above, the vacuum or air pressure should be destroyed by applying the emergency brake. The brake should now be applied on the locomotive and at the same time the notches should come to zero automatically.

11. Checking the work of EEC

The ZEMS switch should be kept at the '1' position and the MP on the 'N' position; the push-button switch for operation of EEC should now be depressed. The notches should come down one by one with each push of EEC push button.

12. Checking of Headlight, Marker light, Flasher light

The working of the headlight, marker lights and flasher light should be checked from both the cabs. After carrying out these checks and inspection the locomotive is ready to be worked.