INDIAN RAIU,J.AVS MASTER corD the choke size of Guard's Emergency Brake valve given as '5mm ... the auxili""ry reser\/oir flo'rls ... contained in unified maintenance ffianua; 1 ...

INDIAN RAIU,J.AVS

iMASTER corD

COId:oJling o~},

Sigll<!lUre: V~

Designation ;;'iJe le-1

INSTRt.JCTIGrrs FOR OPERATIDN OF AIR BRAKED

HAINLINE PASSENGER TRAINS (BG)

,ISSUED BY o

,RESE,~R'CB [;f:~SIG~'i'S &- S-;·.~f·,g}AH~DS G'RSA~-!ISATIC~f~!

t'1I:raIS--rR"~" DF R.r~lL~~-..AYS _.-/ \ ?1.P.~-:-iA;( i':fAG;~R 'J LUC~~.lD/a-2.26011 _

/

--

Amendment slip No.2 of August 2005 to C-9408 "Instruction for Operation of Air Braked Main Line Passenger Trains (BGl of December -1994"

Annexure I Para 1.2.4

Replace the choke size of PEAV given as '4mm' in the 21st line ofPara 1.2.4 with '8mm'.

Annexure I Para 1.2.5

Replace the choke size of Guard's Emergency Brake valve given as '5mm' in the 2nd line ofPara 1.2.5 with '8mm' .

....

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OF OF

:: ~Cn.3TF.=W ICSS FC1-1 C?E:.~AI' IOE .L-:.T1\i E 1':.A3 52:~-G~q :.~2.AINS (EG)

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\ C1 c S",;: t ne f c: J .2. 0 wing is 012t i T" =- C C C ~ S

isol\!ting cock. "~

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-13

-'" . - c 9408

INSTRUCTlrn..tS FOR OPERATION OF AIR BRAKED MAINLINE PASSENGER TR~INS(BG)

An7ley.ur~-I

DESCRIPTION OF AIR-BRAKE SYSTEM

General

Diesel and electric locomotives equipped w~th pure ai or dual brake system ShEd 1 be used for operation of air . passenger traIns. The coaches for these trains are iitte

~ij 1 "~ilke r,?;aked l~tl

-Dl't I~ J.~

~.{'t-1,·,.J1:fL2Jd{stributor ~¥olating

t~~senger

<-mergency,SAderframe."'ivensystem, ~pplication

~~., boremakespipe)-::/. ;:~ • .,: .4

1";'2 H~;·~··..:->.", .

~~~Dmatic is charQed

!§>-~

graduated release twin pipe air brake system.

The main equipments fitted in this system on coaches ar_ valves, brake cylinders, check valve, dirt collector,

and angle cocks, auxiliary and control re=ervoirs and Emergency Alarm valve. Except for the Passenger

A1 arm si gna 1. dev i ce, a I 1 ot her i terns are mcun ted on the Schematic diagram of the air-brake equipment is

in RDSO Sketch Sk.No.91118 (copy enclosed). In this a throug h brake pi pe of 25 mm bore c:::;n t ro 1 s the

and release of brakes while another feed pipe of 25 continuously re-fills the auxiliary reser~oirs which

it possible to obtain shorter release timings. The brake & feed pipe are painted green and white respectively.

Workino of the air-brake system

The brake pipe is charged to 5 kg/sq cm by ':he d:-j'/et-,' ':;. b~ake valve in the !DCDmoti~e. The auxilia~y r~sE~vGir by the i2~d pipe, \'lhich is set at 6 kQ/sq ::::r,. thrc::'_'oh

- . ­

',./..7;<;. check valve and choke. The brake c\--1 inder exhaust ::'5 co;,nectc-r.\ .tf~~j:'t~ the 2.tmo~.pherE' through an exhaust port in the dist.ributor

~.~.}t~.,::~.alve 'rlhen brakes are in the r-eleased condition. lt~.J;··.,-

2~~·2.2 Application

~~,.<' ~~. To apply brakes, the driver moves automatic trake valve ~handle either in steps for a graduated application or moves in ~::'

~one stroke to the extreme position for emergency applicaticn. By _ this movement, the brake pipe pressure is reducej e;,nd the e Pressure differentie.l is sens.ed by the distributo, -'.-·=<1':e. ;;ir \: from the auxili""ry reser\/oir flo'rls into the brake,c!~inc2r ie.nd

\_-':~~.~~-._ are app I ied. : ~_..-~NOTE: Sensitivity of the brake syst~m demands a mi~imum brake

Pipe pressure reduction oi 0.6 ko/cm2 in 6 seconds for bra~es to apply. It 2. train is stalled 0; comes t~ a halt for any reason ~Jith coach b~-ake pipe fully chood-ged, no br-c.kes Vlould =pp1".. e·:en ~f brake pipe prE'SSll~e reduces to 2ero dL:e tc normal :22~~2ge int I-co., ". . _ _ .~ s'/stem .. Orl.'l/er f1v-..lst., trl':?reTore, 2nSL~IE' trsat

,cq-:;Plic.:'d b'y 2 pC~5-iti\/e ctct" so as to c~'voic ro11irlg dC:~·in tr~in on its own on grades.

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~t~~~;: ~ Release·cP','<.1· 2 • .J

_~~~f~)z.: ~. :::m~'l;~~ At· t 1-,Pt' T- 1 . t l- b 1. l' d"i,-~:H:r::'. ' 1_ lfne 0 rE? ease, alr ln . liP ra~,E? cy In,. er lS

:" '~~~ted progrEssively depending upon the increase in the blrake \ .,:

. ';C\'pe prEssurE. When the brake pi pe pressure reac hes 4.8 kg/sq ··i'.' 'iJ~\+B the brake cylinder is completely exhausted and the brakes are

"':";,~~:. em,

;f~ii{:::r e

1:::::~oer Emer02ncy A] arm SYstem "'~:..' .

:{~I~~{C A Eme""qer.u;:,~~'i...,gu~~j:;:-.-Lac...t.uaXg,--~.y'p.lPas_sengE'I Y.2J_...--i.s_ .l~~'f'fItted on t~~ll at cant rall level on each coach and is 'c:~~t~onnected throu,gh a Passenger Em2rgency Alarm Valve (PEAV) to the

, ,~~·~·-·.t ..-_'.i ~~':s~.:hl-ake pipe. A cam oper2ted Elec. limit switch is also provided

' .. ··I·;f,~;';;JBn: the end wall as per RDSO Sketch Sk.No.82055 Alt.L On thet'.k ::1'i~'rc;comotiv2 a flov)meter and an Audio 'visual indicator is provided'Uj ·$['ifffi':? rlold meter senses the change' in the flo ....1 of air in the Brake J~l .::~f,{}iJp e and gives a visual indication to the driver through the air "";:~)if]ow measuring gauge about the increase in the lealt.age o'f trH:~ JI!'~¥~;\rain (for lrJhatever reason like train parting, alarm chain h'!.,; "~,~~;4j'p;J}} ing or app] ication of the guard' 5 brakevan valve etc.) It, \;'"~'if~lt:therefol'e, gives a positive indication to the driver in case of /~t;~t~'larm chain pulling also. Besides, Audio 'visual Indicator when ;:{;fi~~~~10erated also gives an audio a=, well a visual indication to the ,,<J, ..~~rdl-ivel-. For actuation of Audio Visual Device provided :in the loco ,:1::~ ~<2~;\~abin, a thl-ough wire inter coach electrical coupler-, . dummy ·t:tfu~t~oupler carrier and a shorting plug in the last vehiclE:' have

: .. t,W!.· been provided for continuity of the system (Refer S~:EL-4089 ). 1,";"_ '! ". '~·_:t~:~ / '

I ~ ',;- ~... ' . I ,,'"

j~ When the alarm chain is pulled, the actuator valve ~\.. ! .):,:;'o,JE'r2.tf.:?s the PEA',) which connects the brake pipe to exhau,,?t, I,c/~'thf?reny reducing the brake pipe pressure. A choke of '~mm dia ~;?~\~J:'hole ~ has been provided in the PEAV to restrict the venting of :':'}'(.br2kE> pipe pr-essurE'. VJith the pulling of alarm chain, the I:/~1' limit sl,-/itch operates the Audio-Visual Alarm provided in j:;'~~fr':locomotive cabin and the driver gets a visual indication (light) I ,. 'i}~'; besides an audio indication (buzzer). In addition the flow meter i ~~' ;~{ • It,' needle shows distrubance in the brake pipe pressure. On Shatabdi " •. t~.·'arfd F~ajdhani Ey,press trains the through 'rJi(-e connection, for

.. '~~';:actuation of Audio Visual Alarm in the locomotive, is provided I through the 19 pin inter coach electric coupleI' provided in each !,·i Coach. On other Air Braked Trains therE' is a two wire connection ,

( ~coupler in each coach for this purpose. ~ 1:

1.2.:-, The guard of the train can also apply brakes \hrough the !, 'Ian valve provided in the brake van. A choke of 5 dia mm hole has beer. providEd in the guard van valve. Two pressure gauges, i onr", connE~ted to BP and other to FP are also provided in Guard's ICOlTlpartment.

1.3 Con-tinuity of Br2ke Pipe

; The ar,gle cocks in trlE' blake pipe and trre -fe?d pipE> o~f

211 the coaches (except those at trailing end of the last coach) ... ~

I, 2

( .

,

kept in open position to ensu~e continuity frc~ the ti 11 the last coach. Closure of anyone of the brcike cocks would result in Z€t-o brey.e power in the rE3~' at and will, result in a disastrous situation during

of the train. Utmost care is, therefore, required to be to ensure continuity of the brake pipe pressure.

: .

" " '------- ...... ~~--- .... -~- ---_.----~-------------.....,.;­

ANNEXURE-} T

REQU I REMEl\ITS FOR A I R BRAKE COACHES P,ND TRA I k3 (For Carriage Staff)

Brake pipe and feed pipe of the coaches shall be painted

Bralt.e pipe Green Feed pipe t-Jhi te

shall be fitted with left handed ;alms (RDSO feed pipes with right handed palms (RDSO S~ No. WD­

ensure that in no C2se a feed connected to brake pipe any where in tte train or

In air brake passenger trains, the following prEssure shall be maintained

Br'ake pipe 5+0.1 km/ cm2 4 .8 to 5 Iq / c m2 FeEd pipe 6-:!:..O.1 kg/cm2 5.8 to 6 k;: Ie m2

For­ this it should be ensured that all the an~le cocks the brake pipe and feed pipe circuit should t~ in open

end cocks of the trailing en= of thE' in closed position)

.I, t ~

~~4 Brake pipe and feed Pipe leakage rate of thE train, ~n tested as per Annexure-VII should be withih 0.25 k;/cm2~min.

brake\:~r5 The of the train shal i be as per­''''''j..~.: ..

~instructions contained in unified maintenance ffianua 1. T·:. acbie...,e1 ji :'. ~.

1~is it is necessary that isolating cocks/cut out· cocks whereever­:1?\,OVided in coaches are in open position •

.~"r',

1::i·~~:·· 2.6 Before starting the train either from origincd.ing p;tation or after any attachment/detachment of coaches en-ro",.lte, ~he working of Audio-Visual Device and flow meter gauge shall be ~:';=.hecked by pull ing the Al arm chain from few; coaches and -eces=,ary r~dorsement shall be made in certificate Mech. V.5.

\2.7 For Rajdhani and Srlatabdi trains ~\lhich are esc::,ted by the TXR staff it is advisable to suitably clamp/rive~;padlock the ha!'dles of angle COCYS arid isoloting cocks·' in ,j<:=si.rE?d POsitior, 2nd keys kept t-lith the TXR orl the traif). Ln this ~ituation it will be:necessary to open the clamp/rivet/p~dIGc~, in ~der~E..!~.c r~ :ti}C:' :c oact~.b __ ' = • -===-====~

(NOTE - * Indicates that the requirement is m~ndatory)

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shall ~';,?".;: ~'i~-~;-ge--

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UI

REOU J REl'1ENT FOR LOCO AND TRA I N HANOL 1 ~,JG

(For Driver and Guard)

All the locos hauling air brake passenger trains shall "'lith air flow measuring gauge in v-JOrking order. Befor an air brake passenger train, the drivEr shall ensure

air flow measuring gauge is in working order. Alarm be pulled from a coach and a positive indication irl

s Fi a~---O-e~-ver-lTi e d :--"(I-1"i-STs---:i:iece:ss'a-ry'--=t.o-~-get---f'F)E

Y;fg:;;:»!;/t?;at.io~, of alarm chain pulling or parting of the train ! I .~?:.~~: ::~J;~ -~'1j~-t e ri,l

ensure that the Audio-visual systEm good working ordEr. The checking 01

instructions contained in ­

For Rajdhani For othEr air

~t & Shatabdi braked paSSEn­~' . ger treinst~. ,? trains

MP-MI-l1i{f i' For Di"se] Locos MP-M]-ll

~h :-,:; For Electric Locos RDSO/TL/Sl'1l/12 RDSO/TL/SMl/13,Y.:t ~t:r ,:~.( -. ( R P )

r~l "J~;'{1g: dieSe]::~"e] ec tr icThe] oad meter of ] ocomot i yes sh,]] ~'';~5~~ ~'marked \<"Iith red lir!E at paticular reading on thE scale

~v:~,¥;;{i.··

f.i;cipending upon the type of loco and the number of locos used for "'~l{ling such trains to indicate that driVEr shall not eXCEed thE

''Orr '-. . D~rent values while operating the airbrakepassenger trains.

-~3:3.1 For double headed trains, the maximum currEnt limit H~,:

~all be 650 amps for WDM2 locomotives and 750 amps for':~APl/WAP3 :1..-;."1"" ~

comotlvEs. oS:.. ~ .

, .' 'e'-i? ;£,:" 0.?:r..i,~ ));,,,;?-.,,,3)4 It vlOuld also be desirable to ensure that the ....,'*"}~·;{,;t¢:: ';1': t.. < .

"<~J.;':~:'proportior,ate air brakes for the locomotives are in good vJOrki.ng ;ii£t:~9.t'der ~"o that whenever automatic brake appl i'cation is made,.' the

">@}:X~~?Comotives are braked proportionatEly to the air brake appl ied ,,"'-hi' -- ,,

{ .:f:?::,::"pn the t,'-ain. This Io"lOuld avoid any severe jerks on the coupl ings ~{~~': of th~ coaches . .":?;;,.;~~,<:-". \~

<:f-:t 3.5 During full service/ernergency brake application,. high :, ....... ,/~;~,COUPler forces have been observed, if drivE'r puts t'1-le SA-9/A-9

~jValvE in release pDs~tion before the train has actually comE to a,0_ halt . These forces are particularly higher when this valve is :put to releaSE position while the train still has a speed of 15

Krnph ·2nd above. This occurs because. the locomotive brake get.s released before tht:'":,.~~lEase of train brakes. This results in a

'Situc.tion '",Jhen the un-braked mass of the }oco(s) is pulling the '~rain 2r.E'2.d Cir,d thE' braked mas::, of the 'ful] train is pu] 1 irog thE' lOComotive(s). In ordE'r to avoid such a situation and to redUCE

i i

; Lusp ';'$:,,:;-, c 9400 ,~,.~~. . :,j.::~

.J'-~ ,

£d~aw b~r forces during bra~ing, it is necessary that th' ~oromot:tve brakes are in appli~ation position when the trdir l;~- ~eS to a halt. To ach:teve thlS, the drivers should apply thE "~co,,,

.~1oCOiTltiYe independent brakes after having moved automatic brake J~pplication valve to release PQsition before the train comes to ­

!na It.

emergency application, if the driver wants train, he must wait for one minute after moving

valve handle to release position to permit full brakes. This would avoid high stresses being

in front couplings during restarting.

:'~'3.7 fO~Y lil~eIn case the train comes to a halt reason ~oco failure, or stalling etc, the driver must apply brak~s

~through a positive act before taking any further action. In case ~his action is not taken and BP and MR pressure reduce to zero ~ue to normal leakage, no brake power shall be available on the train. Due to reduction in MR/BP pressure, it may not be

...·/possible to apply braY.es at this stage, and there are chances of ~~~;(-train roll ing dOlrln a gradient.

, ~'~.,;~. :'(.

3.8 Driver should keep close watch on the air flow indicator gauge and set the fixed red needle on the indicator coinciding ~with the movable needle after the air-brake system of the train '15 ,fully crlarged. In case during the run or during the haults, ~ovable needle shows higher reading than the pre-set fixed

,,~ h~edle, it would indicate either alarm chain pulling or train :1"': :.,parting or guard van valve operation or the train brake not

,;: ~beinq in fully released condition or heavy leakage in the brake <;~'f::~t~~;ipipe~ I~ case tr,e movable nE?edlE' shm'lS I01,-ler reeding than ~he ',J#&f&.'pre-set fIxed neecle, trler-e ar'e char'</:es of any of the bY-ake plpe :~;'F..y~~~angle cocks in the tr-2:in either not in fully open position or in

1:::S~d po::t:::~ of parting between locmotives or trein parting, ':~~,;~~>',':driveY- should move his G'J'.\tomatic brake valve handle to emergency '~.r~\~~~.-.~~ - . J.. ­,,;,,""';' POS1<..10n to stop further depletion of main reservoir 3ir tr,rough.

It:":. ~:en b~;:e ::=:~ure in the train shall be as under _

Brake pipe 5+-0.1 km/cm2 4 . 8 ~o 5 \<. g I c m2 Feed pl~!e 6~_O.1 kg/cm2 5 . 8 to. 6 ". 9 (c m2

~ 3.11 The guarc)':should fit the 'ibQ~'='~"Q p1U":f~~ socket -=,_t__-L':..e-k.-eYr-e~5-T1.:.he y-eer=-'c;;;ach at . the starting st2:tion and

'-:0, • re-rno've- tr~e SdITlE' at tr-~e erfd of jr.:Jur-ne'/.. This sr,ort2nic,g plug Shall be kept in h~c safe custody.

~' ..""'­

~.12 The guard should normally not use his van '01:::.1'112 for :'" stoPPinc t rlE' tre.in. . He shall .,.ake use of thE' telephonic

E-qui Pirrl=:T~ t if provided between him and the driver to communicate

6

_ .- __•••• _ ........ -..J • .:.~.

c '. -). !

"

~anY emergency to the driver In case the tele2 ! .... ~ :communication is not workinq or not provided the guar: d

~applY brakes through Guard"s van valve.

* Indicates that the requirement is mandatory)

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'L 7

I NSTRUCT IONS TO I SOLATE

If the brakes of any

f a I I O\-IS :

This should be done under trained sta·ff.or

Operate isolating cock :~:_~ .

."

ANNE XURE - I ',J-'.

THE BRAKE SYSTE!'1 OF COi=;CH

particular coach are not releasing of

to isolate the brake system of

the supervision of TXR on the

, with filter between brake pipe~ ,,~. ~ 2 I :~'~IC~<d distributor valve and put it in the closed position. _If!dt~". t :ff.<,v-:'~f:-:· l~t,:f~.3 Release braY,e cyl inders manually by pull ing ~{~~:Co'ntinuousIY the release device provided in the coach on the ~~Jtributor valve till the brake blocks are fully released.

!fi::J-1':'4 Individual brake cylinders can also be isolated byfi;:'] Dsing the cut out cock provided between brake cylinder and ~~istributor valve .

I., .

$1:~ The angle,cocks of the feed pipe and brake pipe of this ~coach should remaln In the open posltlon and should not be ~isturbed/closed under any circumstances.

"

.~ .. --~---------~--~-.-. I

8

, , r.-. 9408

.: ';~ ..~::~~;::':.

ii ·),

· .. ~

'," ~' 'f PROCEDURE FOR G~TACHMENT OF SICK COACH ENROIJTE

Detachment of a coach should be done under s~pe,vision of TXR or trained staff. ~.f

Uncouple the electric and telephone couplers coach from the adjacent coaches, if provided.

Uncouple the vestibule of the sick coach Li....f--J::11::.o.~4~

. m..t hs..~.Q..i~r.- po t .c....Q-aE+Te'S-;·--~---~._._---:

\

, Uncouple the screw coupling of the sick coach from the coaches and place them on the support brackets.

Close the angle cocks of the feed pipe and brake pipe c sick coach and the two adjacent coaches. ,

Uncouple the hose coupling of the feed pipe and brakE of the sick coach from the two adjacent coaches and plaCE

on the support brackets.

Release the brake cylinder manually by pulling thE device provided on the distributor valve of each coach.

Now detach the sick coach from the train formation.

After detaching the sick coach, re-couple all thE t~ings i.e.screw couplings, electrical and telephone coupl:?rs, \tibule, hose couplings of feed pipe and brake pipe. ); .

~ to· .

O~\ Place the handle of the angle cGCk~

.bra~e pipe and f~rl lPi.~ 01' but:, the CDa'.Cth....=s to be cO'Jpled i posi t:.i.on_

Charge the brake pipe and feed pipe from the locomotiv ensure that the BP/FP pressure in the gauges of the Guard'

are as stipulated in para 2.3 of Annexure II.

i ..

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... r

· ,

•

ACTION TO BE TAKEN l.f::! CASE OF LOCO FAILURE CFor:·.~)~)Co crew and control staff}

cas~ of train coming to a halt on account of loc driv~r should apply brakes through a positive ae any further action.

In case of failure of diesel and electric locos suitable•or hauling twin pipe graduated release type air brake stock, in {ngle headed operation or both locos in double headed operation, ~ of the following alternatives may be adopted:­

Diesel electric locomotive like WDM2, WDM4 fitted with VI brake system can be used. The brake pipe of the loco be coupled with the brake pipe of the train and respective

"rake pipe angle cock between the loco ar,d the 1st .c02ch should e opened. The speed of the train should not exceed 30 km/h. ¥iver should control the train by the locomotive independent b'~akes on 1 y . I n case of emergency 1 the d river can app 1y brakes k\the train also, by moving his automatic brake valve handle to ~~rgency position. For restarting after emergency application "':.cshould \.-Iait for about ten minutes to allow the brakes to be ~leased fully. This measure should be resorted to in emergen~y )uation for clearing the block section only.

72' On electrifi~d section, an another electric locomotiv~

~\ted with dual brakes/pure air brake can be ~sed for hauling d~h trains. The max. speed of the tr2in will, however, be i~ited to the max. speed permitted ior such locos on the section h~re used.

Single or double headed diesel locomotives equipped dual brake or pure air brake system should be used ior

:auling such train upto m2X. speed permitted for such locos on section where used.

Any ac electric locomotive suitable for hauling only braked trailing stock can be used for hauling air braked

but at a speed not exceeding 30 Kmph. The train speed '%'f",should be controlled by the independent brake only v-lith maximum f~f!.?rake cyl inder pressure setting of '3.5 Kg/sq cm '\ of the ~~~f::locomotive only. No brake pipe .between loco and the traln should .{" ,,­:.~;~_:,~be coupled. This ,mEasure should be resorted ·to ,~n emerg2ncy S~Situ2tion Tor clearing the block section only. i~~,::' , -'~"~:'"

..........-.­

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2.

1. e;;-,ergeilcy

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?RD-J='~E FUR D-ECKIN'G CAPABILITY a= L{){:;Ut".oTIVES FOR CHARGING/RELEASING OF TRAH.i BRAKES

This test should be carried out on single locomotive iT only one locomotive is used for hauling the train .or on foremost loco of consist of 10cpmotives unless otherwise stated.

Place the driver's automatic brake <-a 1 'Ie handle in positicn.

In CBse of WDM2 diesel locomotives start the engine of WAGS electric locomotive start the compressors

up of main reservoir pressure.

~•. ,It~::::r st~~~~:;;~;~::~~;c ;;~~~~~~ r ~;~~~;:~~ ~:~;;~ :~~~~l ~::. ~~;; ~ ~ ··:~..oesigl-\ S'r. DP-2691 v-li t h the brak e pi pe c au pI i ng of the 1 oc ornot i 'IE?

if;,-:.~"In C2:=,e of MU consist test coupling should be fitted on the rear-

brake~hffI;rt 1Dcomo:::: o:h:h:r::::~:t ~u tomatic va 1VP hand 1 e from f':I<~~Xi~m2~gen~y "posltlon to release position to charge the brake pipe

i the angle cock for the brake plpe. The brake pipe "f fall from 5 kg/cm2.

I. Check the brake pipe pressure with the help of gauge

In the locomotive which should not fall below 4 kg/cm2 60 secor.ds.

The test shall be carried out with the number of considered adequate by the driver for operating the

~;! .'

the locomotive to the train and 20uple brake pipes. Ensure correct coupling with brake and

ff1;;;rsr,er that there is no leakaq2 of th~ 2ir from

I I I,':',tt2ch

feed irs a

arid

I angle"cocks clc:se{J 2. The coupling should be done

~ Pa s i : i. CJ it .. 1

Op",rl olll,l}e CDC ks o·f locq ait~r COLlpling feed pipe -3nd I ·1

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o en the anqle cocks of the brake pipes and the fee "'/~_;;ll Pthe coa~hes. Check for cont·inuity of brake pipE' all

'~jpe by reduc1ng and rebuilding brake pipe pressure an 'rpe pr-essure . The verific=:tion should invariably b ''''<::;:'out througr, thE' pressure gauge provided in Guard'

.r­ment .

After the brake pipe pressure has stablised in th and rEar most vehicle move the driver's automatic

. 1 e handle towards application. position to reduce the'-va v f~ preGsure 1rom 5 kg/cm2 to 4 kg/cm2.p:Lpe ~

..,.'...: . ;..;..~~ ... ~. After the brake pipe pressure has stabilised. close the

'::;,' ipe isolating cocks provided bet".Jeen additiol.al C2 relaY" e.-Pt'~nd brake pipe of the locomo lve.

Wait for 60 seconds for temperature and gauge and then note the drop in pressure in the brake pipe

locomotive for five minutes.

The drop in brake pipe pressure gauge shall not be more kg/cm2/min.

Couple the locomotive feed pipe with the first vehicle tr-ain.

''':2t~1 :"ii~; Open all the angle coc~s o~ the feed pipe at the

end of the locomotive as well as 1n all the coaches.,;~;~ i;~i Check for continuity of the feed pipe by checking the

~~ .·.f..;.t.;::.~:....:.:.~ntt"",ePiPe :::::U::ei~?:~a::e: :~:::~::e::~ge needle has st abl ised ~J ~_~~ locomotive and rear-~Qst vehicle close the isolating cockI

f/;:!~tin thE' locomotive provid2d t:'.?tween feed valve and the feed pip2. .....~.:. ,(

~, \~i~\;r5. ~. ·t~ ~.. ' !;Ja it for 60 sec0,-js and note the drop in pressurE in

feed pipe for 5 minutES ..

in f~~d ~~~e pressure 5.hOLl I d not\ be more­\

kg/cm2!min l..:te ind~=~ted by feed pipe pressure gauge in the locomotive. ----_-.-.'-....... -.-.....--,-------_.--------._._--- ---..-- ~--.~. -.-­

:::t:::::..~ __-~-------'e.:...---

. ~.

f: F8!9206R

." -,..~..

II 1 .2

It I ITsrP:."CCT I GHS F C.R. 0PEE Al' I c:r OF AII'~ E2P.KED HAlli Ln~E PA3S:2l;G~~ '.i::tUINS (EG) OE D:52 ~"13 s..-={ "1 994 n

?e"':J12-c2 p;.':'2. -i ~~2 by tbe follo,,.;ing '\ \.

. Close the f~11ow:ingisol2.t ir~ cc::1-~ s

~

(b) Feed )ice isoJ:::..f,i:-.1 '; cock .. rl

/

__ ,.:.- __­~ ~ .s-~------~

._--_.----,,---~~I---,. ~.,.......--- ----- ......------­r t

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