SMART TROUBLE SHOOTING.

Do trouble shooting and Save the locomotive within short time (maximum 10 min) and before it figure in
punctuality loss.

These are unofficial but practical solutions when working in HHP loco.

Common problems faced by Loco pilots during HHP loco working are

1. AUTOMATIC SHUT DOWN AND RE-CRANKING

2. STARTING TRAIN.
3. TE METER NOT RESPONDING
4. HP LESS AND HAULING AFFECTED
5. LOCKED AXLE
6. AIR BRAKE PROBLEMS

1. CRANKING - 7 SIMPLE STEPS

If the loco is in dead condition with battery knife switch open, crank the engine with simple 7 steps.
Observe all safety and mandatory checks.
1. Close battery knife switch
2. Switch on all circuit breakers in CB panel
3. Press green button in MUSD in long console
4. Lift up(switch ON ) all the three switches in LH console below MUSD
5. Keep Isolation Switch to Isolate
6. Release EFCO
7. Turn FP&ES switch to prime, wait 20 second, Turn to start. If not cranked don’t repeat the
same but follow procedure mentioned for 2nd cranking,
Note- Better to switch off MAB circuit breaker during initial cranking and wait till MR pressure reach 7.2
kg/cm2 to avoid air brake related problems.
ON LINE SHUTDOWN.
1. Check active fault in display and act accordingly.
2. If no massage is logged, crank the engine on run without stopping the train.
3. If LLOB is tripped, reset.
4. Check for tripping of OST and EPD and reset.
5. Before crank, Keep RH is in neutral, isolation switch in isolate and check that any circuit breaker is in
tripped condition.
6. If the engine is not cranking stop the train.
7. To save battery, headlights etc can be switched off.
8. If crew message is available don’t crank engine before attending the fault. Check fault archive also
for logged message during shut down.
Sent ALP/LP to Governor Room. He should ensure the following.
1. OST is not tripped
2. EPD - water is not tripped
3. EPD - crank case is not tripped, if tripped before reset, contact shed.

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 4. LLOB is not tripped in WW Gov
5. Water is full in sight glass.
6. One Fuel sight glass is free from bubbles and other would be empty.
7. Lay shaft is free to move inside.
8. Advise ALP/LP to press Lay shaft inside little when engine starts rotating. Do not press more. This
result in overshooting of RPM and finally OST will trip.
9. When ALP/LP is ready at Governor Room, turn FP& ES switch to prime .keeping the switch in prime
position, press crew button and check any new fault is appeared. Check the entire crew message by
pressing NEXT. Some fault may reappear at this position only. Attend the new faults appeared
before cranking. If the message is – No start-Digital MUX failure, recycle computer control breaker
in EMD locos. If the fault is –no start, starter motor abutment, then rotate the starter motor gears
with hand(ensure no cranking while doing this).
10. If no faults, turn FP&ES switch to start. At the same time press the lay shaft little inside by ALP. Do
not releases lay shat immediately even engine cranked. Slowly release the lay shaft and ensure that
the engine RPM remains 269. If RPM is dropping, keep on pressing Lay shaft till engine hold. At this
time, if LLOB or EPD trips, reset it in running condition and don’t allow the engine to shut down. If
the engine is not holding, turn isolation switch to run position and this make engine RPM to rise to
4th notch. If engine safety device trips, reset them.
11. Do not recycle computer control circuit breaker in Medha make loco in shut down condition. Turbo
cooling down cycle may start and to be wait for another 15 minutes.
12. If EPD –CCPD is tripped, get advice from shed for cranking.

2. STARTING A TRAIN.
Before starting a train, ensure that both trucks are giving full power. The tractive effort meter will show 30
KN in WDP4 and 50 in WDG4. There is another method which gives more clear status of both trucks.
1. With SA9 fully applied throw RH to forward, Press MAIN MENU;
2. Select –DATA METERS, select- POWER DATA.
3. Check value of MGV. It should be above 600 V. If MGV is less, Check MGFlA in POWERDATA and is
to be above 10 Amp. Check GFS, GFB etc.
4. Move TH to 1st notch. Watch the following values in POWER Data. T1Tor R, T1Tor F, T2Tor R, T2Tor
F.
5. All these values are to be equal and 1.8 for WDP4 locos and 2.5 for WDG4 and WDP4B/WDP4D.
6. If any value is less or more, it indicates TCC is not working properly and need TCC recycling.
7. By programming the TEFB KN in program meter also shows the combined Tractive effort of both
trucks (30/48 KN).
HOW TO ENSURE AG IS WORKING?
1. Check message to AG failure
2. Check BCA for discharging side
3. Open ECC1 cabin door and check the PRG 301 .if the boost mode LED is glowing AG may be failed
4. Check the green LED is glowing in FCD (fitted Above PSM) face plate. If it is not glowing, AG is failed.
5. Check AF field CB(ECC1),AUX Gen CB(ECC2) is tripped.
3. TE METER NOT RESPONDING, NO CREW MESSAGE

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 1. When this type of problem is noticed, do not bring TH to idle. Instead keep the TH in operating
notch and press crew button for any type of fault. Once TH is brought to idle, the fault may
disappear. So closely watch the display and note message.
2. If the fault is not appearing, stop the train. Apply SA9 fully. Keep reverser handle in forward, move
throttle handle to 3rd notch. With this position, press crew button. Check all the active faults .Faults
which were disappeared will again appear even though TE meter is not responding.
3. If the fault is related to TCC, there is only two trouble shooting- TCC recycling or truck disabling.
4. For both, the following conditions are compulsory-
5. Stop train, SA9 apply, REV handle Neutral, Isolation switch isolate, switch off TCC and computer
control breakers. Wait for 25 seconds.
6. While recycling, even if the problem is in one TCC, recycle both TCC circuit breakers.
7. Once computer breaker is switched off, move A9 to FS position-this save BP creating time. Once
PCS knock out indication disappear, wait for another 20 seconds to throw RH to forward. Again wait
for 20 seconds to open TH .This will ensure that Main Generator will produce voltage. Unless DC
LINK CROW BAR will fire and all process is to be repeated.

4. HAULING POWER POOR /HP LESS

1. HHP locos are works on traction motor torque, not on Engine HP. Hence Engine HP may be less in In
notch position but TE meter shows maximum.
2. In lower loco speeds (less than 25 KMPH) engine won’t produce full HP even though TH is in 8th
notch.
3. Check both trucks are giving power as mentioned before.
4. Check radar failure messages- if so remove radar coupler.
5. Check water temperature is above 90 deg and both fans are working. Physically check both fans
rotation. It may look both working. But with a close look can find one fan may rotate slow .This
because of vacuum creating by other one .switch off and ON both circuit breaker provided inside
the ECC3 cabinet near hand brake. If Fuses are provided contact shed. Recycle computer control
circuit breaker.
6. Check for high traction motor temperature. This is due to single truck working. If the high torque
LED is glowing, but TE meter less than 220, it shows one truck is not giving power.
7. Defects in fuel system. Check fuel sight glass is clear and sufficient fuel in fuel tank.
8. In WDP4 Locos converted to 6 motors, 8th notch HP will be less and is the character of the loco.
9. Check LR% value in power data and if it is less than100, engine HP will reduce and the problem is in
engine side. If the LR% is 100 and HP is less, it is Electrical problem.

5. LOCKED AXLE
1. Check for physical locked axle. If so act as per instructions
2. If physical locked axle is not there, and fault is logged, it may be due to traction motor speed sensor
faulty. Disable the sensor through display.
3. Condition for sensor disable-RH NUETRAL ISOLATION SWITCH ISOLATE, SA9 APPLIED and DISABLE.
4. ONCE DISABLED, IF COMPUTER CONTROL BREAKER IS RECYCLED FOR ANY REASON, SENSOR HAS TO
DISABLE AGAIN.
5. All senses in a truck can’t be isolated. ONE WORKING SENSOR IS REQUIRED IN ONE TRUCK

6. AIR BRAKE
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For airbrake related faults there are 4 remedies.
But before start trouble shooting check MR pressure in Display which shows MR1.MR pressure showing in
console gauge is MR2 which is normally above 8 KG due to non return valve in MR line. If MR1 is less than
3.8, PCS will knock out .Check for external leakages.
These are air brake fault messages appearing in EM2000. For some of these faults, BP won’t drop and
brake system works normally.
a) “AIR BRAKE CUT-OFF FAILURE - USE LOCOMOTIVE IN LEAD IN MODE ONLY.
b) “AIR BRAKE FAILURE – USE LOCOMOTIVE IN TRAIL ONLY.”
c) “AIR BRAKE FAILURE - BACK-UP BRAKING ACTIVE”
d) “AIR BRAKE FAILURE – USE LOCOMOTIVE IN TRAIL AND OPEN AB CIRCUIT BREAKER”
e) “AIR BRAKE FAILURE - CHECK FOR PROPER LEAD/TRAIL SET UP”
f) “AIR BRAKE CONTROLLER NUMBER 1 FAILURE - SWITCH TO CONTROLLER NUMBER 2”
g) “AIR BRAKE FAILURE - GRADUATED INDEPENDENT BRAKING IS NOT AVAILABLE”
h) “AIR BRAKE FAILURE - BAIL OFF IS NOT AVAILABLE”
1. WORK IF BP IS 5.2kg/cm - Ignore the fault and work further.
2. If BP is dropped then try to recover BP by apply Auto handle to Emergency position and keep there
for 60 sec (refer message in Display). After the lapse of 60 sec, bring the handle to RUN and create
BP.
3. If BP not creating go for next step- recycling MAB –CB (there is no time delay for this).Keep auto
handle in FS for 10 sec as per display message and bring back to RUN. If BP is not creating, then
change console. In Working BCV, LT switch is to be in trail, and change non working console BCV to
be in lead. Now keep AUTO handle in FS for 10 sec in that and bring back to run. If BP created, again
change console and come back to original console and create BP.
4. If BP not created, then air brake self test has to be done.
5. But before self test, check the air brake fault code in air brake computer. Check the first digit in the
two digit number.
0-Computer/communication related faults 5 - MR sensor fault
1 - Air brake self test under progress 6 – BP system fault
2 - SH brake controller fault 7 - BCEQ system fault
3 - LH brake controller fault 8 – BC fault
4 - LT switch fault 9 – ADZ card failure.
IF the Fault Code is starting with 2, 3, 4 is logged, Air Brake self test will fail, and for fault code 6,7,8
AB self test is compulsory. So before conducting self test, ensure that BCV faults (2, 3 and 4) are not
logged. If AB self test is conducted with these faults, test will fail and recovery is difficult. If multiple
faults are logged and air brake self test is compulsory, keep all the handles (A9, SA9) in mid position
in both console and conduct self test. If fault code 8E logged, working light engine is risky as back
up brake will not be there.

HHP TIPS

1. After 19 KMPH, manual sanding won’t work.

2. Below 25 KMPH, engine won’t produce full HP as per TH position.
3. Every 24 hours wheel diameter will be calculated by computer automatically
4. Each head light bulb is independent circuit and one bulb failure may not affect other.
5. Do not recycle computer control breaker in Medha locos when engine is in dead.
6. Throw RH in opposite direction if sander operating continuously.
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7. For computer recycling, switch OFF computer control breaker only in Siemens locos,
8. In Medha and Siemens locos, if Blended brake (A9 applied) is active, motoring wont effective.
9. If loco brake is applied TE meter may not respond after 5 kmph in Medha and Siemens locos.
10. Refer MR1 pressure (pressure showing in Display) for all airbrake issues.
11. If the loco is shut down, check EPD, OST and LLOB before cranking.
12. For airbrake faults, check air brake fault code before starting attention.
13. If chain pulling is noticed, keep A9 handle in application position to avoid BP charging and cause MR
pressure low.
14. In EMD IGBT locos to start the train in gradients, switch off blended brake cutout switch, if TE meter
not responding.

ELDO E V, SSE/E/KJM, 9731666463. eldoev@gmail.com