Class 170 October 2006

Class 170/4 Diesel Multiple Unit

Fault Finding & Diagnosis

First ScotRail Learning & Development

October 2006

Class 170/4 Diesel Multiple Unit

Fault Finding & Diagnosis

First ScotRail Learning & Development

October 2006

Contents:

Page no.

Contents.................................................. Contents.......................... ............................................... .............................................. ...........................1 ....1 170 Techn ical Data ............................................... ....................................................................... ....................................2 ............2 Introduction to Class 170 Turbostar .............................................. ..........................................................3 ............3 TPWS.......................................... TPWS................................................................. ............................................... .......................................5 ...............5 Fault Level 1 ........................................... .................................................................. .............................................. ...........................6 ....6 Fault Level 2 ........................................... .................................................................. .............................................. ...........................7 ....7 Brake Fault Appreciation................................... Appreciation........................................................... ........................................8 ................8 Brake Cycle.......................... Cycle................................................. .............................................. ..............................................10 .......................10 Equipment & Fu nction Overview .............................................. ...............................................................12 .................12 Fault Finding Overview .............................................. ...................................................................... ...............................14 .......14 Class 1 70 MCB (Top)................................................. (Top)........................................................................ ...............................16 ........16 Class 170 MCB (Bottom) ............................................... ....................................................................... ...........................18 ...18 Class 170 Body End No 2 .............................................. ...................................................................... ...........................19 ...19 Loss of Speedometer............................................ Speedometer.................................................................... ....................................21 ............21 Hazard Illuminated or Pass Comm. alarm flashes/sounds........................22 Engine will not turn................................. turn........................................................ .............................................. ............................23 .....23 Engine turns but will not fire & engine fires, falters then stops..................24 Brakes will not release ........................................... .................................................................. ...................................25 ............25 Loss or partial loss of power ............................................. .................................................................... ........................2 .2 7 Loss of Engine ............................................... ...................................................................... ...........................................28 ....................28 Loss of main reservoir air (Below 5.75 Bar) ............................................ ..............................................29 ..29 External door fails to open or close & door isolation .................................30 .................................30 Continuous buzzer, brakes do or don’t apply ............................................31 ............................................31 Engine wont shut down & Master energised, no AWS sounds .................32 Emergency brake fault & Safety Safety systems isolations inoperative............... 33 Class 170 Full Preparation Guide .............................................. .............................................................34 ...............34 PIS System ............................................. ..................................................................... ................................................ ..........................35 ..35 Assistance 1..................................................... 1............................................................................ .........................................36 ..................36 Main Air (Braking System) ............................................. .................................................................... ...........................41 ....41 Main Air Schematic ............................................. .................................................................... ......................................43 ...............43 Main Air Flow Chart................................................ Chart....................................................................... ..................................44 ...........44 Main Air (Air Suspension) ............................................. .................................................................... ............................45 .....45 Notes............................................... Notes....................................................................... ............................................... ..................................46 ...........46 Disclaimer ............................................ ................................................................... .............................................. ..............................54 .......54

Disclaimer This Pocket Guide does not supersede any other First ScotRail Publication. Care should therefore be taken to ensure that any traction amendments are adhered to by he Driver and updated using “Notes Pages” provided provided within this booklet if using the same. If any driver encounters a fault which has not been listed in the booklet; could you please contact a member of the Driver Training Team on: Mobile Number: 07747877919

1

Contents:

54

Page no.

Contents.................................................. Contents.......................... ............................................... .............................................. ...........................1 ....1 170 Techn ical Data ............................................... ....................................................................... ....................................2 ............2 Introduction to Class 170 Turbostar .............................................. ..........................................................3 ............3 TPWS.......................................... TPWS................................................................. ............................................... .......................................5 ...............5 Fault Level 1 ........................................... .................................................................. .............................................. ...........................6 ....6 Fault Level 2 ........................................... .................................................................. .............................................. ...........................7 ....7 Brake Fault Appreciation................................... Appreciation........................................................... ........................................8 ................8 Brake Cycle.......................... Cycle................................................. .............................................. ..............................................10 .......................10 Equipment & Fu nction Overview .............................................. ...............................................................12 .................12 Fault Finding Overview .............................................. ...................................................................... ...............................14 .......14 Class 1 70 MCB (Top)................................................. (Top)........................................................................ ...............................16 ........16 Class 170 MCB (Bottom) ............................................... ....................................................................... ...........................18 ...18 Class 170 Body End No 2 .............................................. ...................................................................... ...........................19 ...19 Loss of Speedometer............................................ Speedometer.................................................................... ....................................21 ............21 Hazard Illuminated or Pass Comm. alarm flashes/sounds........................22 Engine will not turn................................. turn........................................................ .............................................. ............................23 .....23 Engine turns but will not fire & engine fires, falters then stops..................24 Brakes will not release ........................................... .................................................................. ...................................25 ............25 Loss or partial loss of power ............................................. .................................................................... ........................2 .2 7 Loss of Engine ............................................... ...................................................................... ...........................................28 ....................28 Loss of main reservoir air (Below 5.75 Bar) ............................................ ..............................................29 ..29 External door fails to open or close & door isolation .................................30 .................................30 Continuous buzzer, brakes do or don’t apply ............................................31 ............................................31 Engine wont shut down & Master energised, no AWS sounds .................32 Emergency brake fault & Safety Safety systems isolations inoperative............... 33 Class 170 Full Preparation Guide .............................................. .............................................................34 ...............34 PIS System ............................................. ..................................................................... ................................................ ..........................35 ..35 Assistance 1..................................................... 1............................................................................ .........................................36 ..................36 Main Air (Braking System) ............................................. .................................................................... ...........................41 ....41 Main Air Schematic ............................................. .................................................................... ......................................43 ...............43 Main Air Flow Chart................................................ Chart....................................................................... ..................................44 ...........44 Main Air (Air Suspension) ............................................. .................................................................... ............................45 .....45 Notes............................................... Notes....................................................................... ............................................... ..................................46 ...........46 Disclaimer ............................................ ................................................................... .............................................. ..............................54 .......54

1

Disclaimer This Pocket Guide does not supersede any other First ScotRail Publication. Care should therefore be taken to ensure that any traction amendments are adhered to by he Driver and updated using “Notes Pages” provided provided within this booklet if using the same. If any driver encounters a fault which has not been listed in the booklet; could you please contact a member of the Driver Training Team on: Mobile Number: 07747877919

54

Class 170 Notes

Class 170 Technical Data Traction Type

Diesel Multiple unit

Engine Transmission Final Drive

6R 183 TD 13H

Turbo & Air/Air Cooled

Voith

Electronically managed

Vehicles

DMOCL MOS D M O C L (W)

79 56 50 Wheelchair facility

Hydrostatic

Alternator

2 Cooler Group Fans

Cooler Group

Coolant, Charge Air

Hydrostatic Oil

Voltage

AC 440Volts

DC Maximum 29.5Volts

Maximum Vehicles

12

Maximum Speed

100 mph

Engine Cylinders

6

Straight

Engine Power

Approx. 420 Hp

315,000 Watts

Max Engine RPM

1900 RPM

Fuel Capacity

Approx. 383 Gallons

Brake Res. pressure

5.1Bar Falling

Parking Brake Pressure

4.5Bar Falling 6.0Bar Rising

Brake Cylinder Pressures

Step 1 – 1.3Bar Step 2 – 2.5Bar Step 3 – 4.5Bar Emergency – 5.7Bar

Brake Type

Electro Pneumatic

ZF Hurth

53

Class 170 Notes

5.8Bar Rising

Approximate pressures may vary depending on class 170/4 phase

2

Class 170 Technical Data

53

Traction Type

Diesel Multiple unit

Engine Transmission Final Drive

6R 183 TD 13H

Turbo & Air/Air Cooled

Voith

Electronically managed

Vehicles

DMOCL MOS D M O C L (W)

79 56 50 Wheelchair facility

Hydrostatic

Alternator

2 Cooler Group Fans

Cooler Group

Coolant, Charge Air

Hydrostatic Oil

Voltage

AC 440Volts

DC Maximum 29.5Volts

Maximum Vehicles

12

Maximum Speed

100 mph

Engine Cylinders

6

Straight

Engine Power

Approx. 420 Hp

315,000 Watts

Max Engine RPM

1900 RPM

Fuel Capacity

Approx. 383 Gallons

Brake Res. pressure

5.1Bar Falling

Parking Brake Pressure

4.5Bar Falling 6.0Bar Rising

Brake Cylinder Pressures

Step 1 – 1.3Bar Step 2 – 2.5Bar Step 3 – 4.5Bar Emergency – 5.7Bar

Brake Type

Electro Pneumatic

ZF Hurth

2

5.8Bar Rising

Approximate pressures may vary depending on class 170/4 phase

Introduction to 170

Class 170 Notes

The 170 Turbostar is formed of 3 vehicles, which are 2 motor open composite Lavatory vehicles, of which one has a wheel chair facility and the intermediate motor open standard vehicle. When coupled together the maximum length of a 170 should not exceed 12 vehicles. These 3 car set ups can vary slightly with only 1 vehicle with first class accommodation. The present fleet are currently fitted with 420 Hp Mercedes engines. These are Diesel Turbo charged, air to air cooled, straight 6 cylinder engines, which have maximum RPM and speed of 1900 and 100mph respectively. The 170 has 2 starting sequences, depending on the temperature. If the temperature is above 5º, the engine will start and maintain idle speed. If the temperature is below 5º, the engine will select full power once it has started and maintain this until engine speed reaches 1500 RPM. If the engines are being started from the cab, the start button should not be pressed for more than 10 seconds, once the engines have started the engine stop light will extinguish. The electrical sytem is self contained, with the alternator being Hydrostatically driven from the engine. The output from the alternator, which is generating electricity feeds the air conditioning as well as other auxiliary loads. The a/c voltage generated by the alternator is approximately 400 volts/50 Hertz, this a/c voltage is also rectified and reduced to 29.5 volts d/c, and feeds low voltage systems. A defective hand dryer can be an indication of battery charging problems! The low voltage circuits on a 170, which are fed once the current has been rectified are battery charging, brake control, engine control, door control and audio communications. These circuit with the exeption of engine starting will cross feed from another battery supply if battery charging is lost . The auxiliary battery mainly feeds lighting, heating and venting, if battery charging is lost, non essential loads will be disconnected immediately, on newer phases of these units a cross feed to supply these systems will be provided. Emergency loads will then be supported on older phases for up to 90 minutes, with a low voltage protection system interveing to ensure batteries do not become fully drained. (This times scale can be considerably shorter) The 170 braking system uses a brake continuity wire., which in general is number 4. The release of this brake will depend on train wire 4 being energised, hence a brake application when the wire is de-energised, this ensures that the braking system is fail safe. Continuity does not mean that the brake is working! As a train can have continuity with a brake isolated. DSD, DVD, TIS, Passenger Communication etc safety systems are on independent circuits therefore failure of the same will not afffect train wire 4!

3

Introduction to 170

52

Class 170 Notes

The 170 Turbostar is formed of 3 vehicles, which are 2 motor open composite Lavatory vehicles, of which one has a wheel chair facility and the intermediate motor open standard vehicle. When coupled together the maximum length of a 170 should not exceed 12 vehicles. These 3 car set ups can vary slightly with only 1 vehicle with first class accommodation. The present fleet are currently fitted with 420 Hp Mercedes engines. These are Diesel Turbo charged, air to air cooled, straight 6 cylinder engines, which have maximum RPM and speed of 1900 and 100mph respectively. The 170 has 2 starting sequences, depending on the temperature. If the temperature is above 5º, the engine will start and maintain idle speed. If the temperature is below 5º, the engine will select full power once it has started and maintain this until engine speed reaches 1500 RPM. If the engines are being started from the cab, the start button should not be pressed for more than 10 seconds, once the engines have started the engine stop light will extinguish. The electrical sytem is self contained, with the alternator being Hydrostatically driven from the engine. The output from the alternator, which is generating electricity feeds the air conditioning as well as other auxiliary loads. The a/c voltage generated by the alternator is approximately 400 volts/50 Hertz, this a/c voltage is also rectified and reduced to 29.5 volts d/c, and feeds low voltage systems. A defective hand dryer can be an indication of battery charging problems! The low voltage circuits on a 170, which are fed once the current has been rectified are battery charging, brake control, engine control, door control and audio communications. These circuit with the exeption of engine starting will cross feed from another battery supply if battery charging is lost . The auxiliary battery mainly feeds lighting, heating and venting, if battery charging is lost, non essential loads will be disconnected immediately, on newer phases of these units a cross feed to supply these systems will be provided. Emergency loads will then be supported on older phases for up to 90 minutes, with a low voltage protection system interveing to ensure batteries do not become fully drained. (This times scale can be considerably shorter) The 170 braking system uses a brake continuity wire., which in general is number 4. The release of this brake will depend on train wire 4 being energised, hence a brake application when the wire is de-energised, this ensures that the braking system is fail safe. Continuity does not mean that the brake is working! As a train can have continuity with a brake isolated. DSD, DVD, TIS, Passenger Communication etc safety systems are on independent circuits therefore failure of the same will not afffect train wire 4!

3

52

Class 170 Notes

Introduction to 170 cont. Train wire 4 will be energised form the rear to the front of the train providing that there is no continuity fault when the master switch is energised, this in turn will result in a brake release being obtained as necessary. If a brake related fault is experienced and cannot be overcome, the emergency by pass facility or any other safety system by-pass facility should be used. This system as the name suggests by passes train wire 4, allowing the brakes to release, however if this emergency safety system has been isolated, the only operative brake available on the train is from the cab in which the system has been isolated. All other brakes and passenger communication systems in the train will have no affect when operated. The power and brake on the 170 are on the same controller situated on the drivers left hand side. The power controller has 7 settings, notch 7 being full power with the braking portion of the controller having 3 excluding the emergency position. Between the power & brake settings on the controller is a gate, this position can be used for coasting. To enable power to be taken the controller must be moved through the gate, however when moving from power to the off or coasting position, the controller is assisted by a spring. This equipment also incorporates a hill start function, which maintains a step 1 brake application when the controller is being moved through the gate. There is also a wheel slip protection system incorporated on the 170 unit, which in the event of any imbalance of the wheel sets being detected, will cause the system to activate. Brakes will then be applied and released to ensure that maximum rail head adhesion is maintained during these circumstances.

Important Note On a class 170 the TIS can override a brake fault related to door faults. This would be noticed from a driving cab with the indication of the Red interlock light lost with all doors closed. Pressing the mushroom should provide a brake release and confirm the need for TIS isolation! If the TIS is subsequently isolated drivers will receive absolutely NO indication of Passenger EGRES therefore doors may release at speed with no brake application. The set should therefore be removed from service for safety reasons alone.

51

Class 170 Notes

4

Introduction to 170 cont. Train wire 4 will be energised form the rear to the front of the train providing that there is no continuity fault when the master switch is energised, this in turn will result in a brake release being obtained as necessary. If a brake related fault is experienced and cannot be overcome, the emergency by pass facility or any other safety system by-pass facility should be used. This system as the name suggests by passes train wire 4, allowing the brakes to release, however if this emergency safety system has been isolated, the only operative brake available on the train is from the cab in which the system has been isolated. All other brakes and passenger communication systems in the train will have no affect when operated. The power and brake on the 170 are on the same controller situated on the drivers left hand side. The power controller has 7 settings, notch 7 being full power with the braking portion of the controller having 3 excluding the emergency position. Between the power & brake settings on the controller is a gate, this position can be used for coasting. To enable power to be taken the controller must be moved through the gate, however when moving from power to the off or coasting position, the controller is assisted by a spring. This equipment also incorporates a hill start function, which maintains a step 1 brake application when the controller is being moved through the gate. There is also a wheel slip protection system incorporated on the 170 unit, which in the event of any imbalance of the wheel sets being detected, will cause the system to activate. Brakes will then be applied and released to ensure that maximum rail head adhesion is maintained during these circumstances.

Important Note On a class 170 the TIS can override a brake fault related to door faults. This would be noticed from a driving cab with the indication of the Red interlock light lost with all doors closed. Pressing the mushroom should provide a brake release and confirm the need for TIS isolation! If the TIS is subsequently isolated drivers will receive absolutely NO indication of Passenger EGRES therefore doors may release at speed with no brake application. The set should therefore be removed from service for safety reasons alone.

51

4

TPWS Fault Codes & Driver Action Signal

Required

Actual

Class 170 Notes Code

Driver Action

Green

Bell

Bell & Horn

1

Report at 1st suitable location

Green

Bell

Horn

2


Green

Bell

No Warning

3


Restrictive

Horn

Bell & Horn

4


Restrictive

Horn

Bell

5

Report immediately Completing RT3185

Restrictive

Horn

Brakes Apply

6

Report immediately as cab equipment is at fault

Restrictive

Horn

No Warning

7

Report immediately complete RT3185

Restrictive

Horn

Indicator stays All Black

7a


None

None

Horn

8


None

None

Bell

9


Restrictive

Horn

Will not cancel

10

Report immediately due to brake application

Green

Bell

Indicator stays Yellow/Black

11


Red

Intervention

TPWS failed to activate

16

Report immediately complete RT3185 on contact

Clear

No warning

TPWS intervention

17


5

50

TPWS Fault Codes & Driver Action Signal

Required

Actual

Class 170 Notes Code

Driver Action

Green

Bell

Bell & Horn

1


Green

Bell

Horn

2


Green

Bell

No Warning

3


Restrictive

Horn

Bell & Horn

4


Restrictive

Horn

Bell

5

Report immediately Completing RT3185

Restrictive

Horn

Brakes Apply

6

Report immediately as cab equipment is at fault

Restrictive

Horn

No Warning

7

Report immediately complete RT3185

Restrictive

Horn

Indicator stays All Black

7a


None

None

Horn

8


None

None

Bell

9


Restrictive

Horn

Will not cancel

10

Report immediately due to brake application

Green

Bell

Indicator stays Yellow/Black

11


Red

Intervention

TPWS failed to activate

16


Clear

No warning

TPWS intervention

17


5

50

Class 170 Notes

Fault Level 1 inc Driver Action The most serious of faults is a level 1, this can be identified by a flashing Red train fault light with the master switched in. If the train is in motion when this fault occurs drivers must stop immediately, identify and rectify where possible the fault. The signaller must also be advised when stopped out of course. Fault

Action

Remedy

Dragging Brakes

Carry out a rotation check to ensure brake is binding and it is not a defective pressure switch.

If brake is binding: Locate defective wheel set Isolate BIC Re-instate BIC Rotational check

If pressure switch fault log details in repair book.

Parking Brake

If brake still binding isolate completely

Carry out rotational check to ensure parking brake has fully Applied and that pressure switch is not defective.

If retardation is felt ensure wheel move freely. If they do maximum speed 10mph for a maximum of 10miles.

If pressure switch defective log fault in repair book.

If wheels do not rotate; request an RST to examine

Transmission

Move direction controller to opposite direction then reselect desired position. Alternatively switch off then back on.

If fault does not clear; isolate affected engine.

TCA

Check body hazard light to identify defective vehicle.

Try switching out desk or tripping MCB. If fault does not clear isolate cab safety system and move on authority of the signaller

49

Class 170 Notes

6

Fault Level 1 inc Driver Action The most serious of faults is a level 1, this can be identified by a flashing Red train fault light with the master switched in. If the train is in motion when this fault occurs drivers must stop immediately, identify and rectify where possible the fault. The signaller must also be advised when stopped out of course. Fault

Action

Remedy

Dragging Brakes

Carry out a rotation check to ensure brake is binding and it is not a defective pressure switch.

If brake is binding: Locate defective wheel set Isolate BIC Re-instate BIC Rotational check

If pressure switch fault log details in repair book.

Parking Brake

If brake still binding isolate completely

Carry out rotational check to ensure parking brake has fully Applied and that pressure switch is not defective.

If retardation is felt ensure wheel move freely. If they do maximum speed 10mph for a maximum of 10miles.

If pressure switch defective log fault in repair book.

If wheels do not rotate; request an RST to examine

Transmission

Move direction controller to opposite direction then reselect desired position. Alternatively switch off then back on.

If fault does not clear; isolate affected engine.

TCA

Check body hazard light to identify defective vehicle.

Try switching out desk or tripping MCB. If fault does not clear isolate cab safety system and move on authority of the signaller

49

6

Fault Level 2 inc Driver Action

Class 170 Notes

This fault l level is not so serious and can be dealt with at the 1st suitable opportunity. These faults can be identified by a steady Red fault indication with the master controller energised. Fault

Action

Remedy

Battery Charge Fault

Check Hydrostatic Level as this drives the alternator.

On older units proceed with regards to lighting as low voltage will intervene at approximately 22.5Volts

Check engine stop light, if illuminated with engine running alternator is at fault Check hand dryer in disabled toilet if inoperative alternator has failed. WSP MCB Tripped brakes apply. Train and Local lights illuminate

Reset MCB

If Hydrostatic is low isolate engine. On new phases a back feed will supply lighting. If leading No2 and wont reset isolate EBS. Brakes will release once direction has been selected. If in the MOS and will not reset, speedo and door control will be lost. Doors will have to be worked using EGRES.

Fire System Fault

Integrity lost

Isolate engine

Serious Door Fault

De-energise doors before reenergising and opening

If fault persists check No2 end cupboards and LED lights on individual doors on affected vehicle. Also ensure there is power to door control unit. If fault cannot be rectified isolate door out of use.

Major engine fault

Check No2 for fault light

Try pressing F4 to see if fault clears, if it does not isolate fault light so that other faults can be viewed

7

48

Fault Level 2 inc Driver Action

Class 170 Notes

This fault l level is not so serious and can be dealt with at the 1st suitable opportunity. These faults can be identified by a steady Red fault indication with the master controller energised. Fault

Action

Remedy

Battery Charge Fault

Check Hydrostatic Level as this drives the alternator.

On older units proceed with regards to lighting as low voltage will intervene at approximately 22.5Volts

Check engine stop light, if illuminated with engine running alternator is at fault Check hand dryer in disabled toilet if inoperative alternator has failed. WSP MCB Tripped brakes apply. Train and Local lights illuminate

Reset MCB

If Hydrostatic is low isolate engine. On new phases a back feed will supply lighting. If leading No2 and wont reset isolate EBS. Brakes will release once direction has been selected. If in the MOS and will not reset, speedo and door control will be lost. Doors will have to be worked using EGRES.

Fire System Fault

Integrity lost

Isolate engine

Serious Door Fault

De-energise doors before reenergising and opening

If fault persists check No2 end cupboards and LED lights on individual doors on affected vehicle. Also ensure there is power to door control unit. If fault cannot be rectified isolate door out of use.

Major engine fault

Check No2 for fault light

7

Try pressing F4 to see if fault clears, if it does not isolate fault light so that other faults can be viewed 48

Class 170 Notes

Brake Fault Appreciation This section is to educate and refresh with regards to brake faults which can either be through an air leak, electrical fault or combination of both. To gain a quick appreciation of any such fault; think: •

What was the last thing that I done? e.g. Have I changed ends? Did I leave the brake in step 3?

•

What was the last thing that occurred? e.g. Have the doors been opened? Have they correctly closed?

•

Are there any obvious tell tale signs? e.g. Is there a DOL illuminated?

By thinking about the above more obvious faults may be detected more quickly. Consider the following if you are unable to release a brake whilst also considering the above. Initial Approach Carry out a quick cab check from behind the driver in a clockwise manner; check or consider! • • • • • • • •

MCB’s Position of PBC Main Air Gauge TPWS indications Position of Direction Selector Door Interlock Light Is there a buzzer sounding? Is there an alarm flashing?

Then place the direction selector into a direction and release the DSD; did the vigilance sound? Now consider the following! • • • •

Brake in the emergency position in another cab Couple Relay has been set Low Main Air Vigilance is Isolated

47

Class 170 Notes

8

Brake Fault Appreciation This section is to educate and refresh with regards to brake faults which can either be through an air leak, electrical fault or combination of both. To gain a quick appreciation of any such fault; think: •

What was the last thing that I done? e.g. Have I changed ends? Did I leave the brake in step 3?

•

What was the last thing that occurred? e.g. Have the doors been opened? Have they correctly closed?

•

Are there any obvious tell tale signs? e.g. Is there a DOL illuminated?

By thinking about the above more obvious faults may be detected more quickly. Consider the following if you are unable to release a brake whilst also considering the above. Initial Approach Carry out a quick cab check from behind the driver in a clockwise manner; check or consider! • • • • • • • •

MCB’s Position of PBC Main Air Gauge TPWS indications Position of Direction Selector Door Interlock Light Is there a buzzer sounding? Is there an alarm flashing?

Then place the direction selector into a direction and release the DSD; did the vigilance sound? Now consider the following! • • • •

47

Brake in the emergency position in another cab Couple Relay has been set Low Main Air Vigilance is Isolated

8

Brake Fault Appreciation Cont.

Class 170 Notes

Secondly On selecting a direction if the vigilance sounds reset the DSD and place the brake to step 1. Press the mushroom under the driving desk; if the pressure drops to a corresponding step 1 pressure before reapplying after a few seconds the fault is on the door system. Release all doors then re-close, check the LED lights above the door ensuring at least 2 Green lights are illuminated. If faulty door can be located, isolate out of use. If it cannot isolate TIS; the train should now be removed from service as drivers will have no indication in the cab if a door has been subject to EGRES. Lastly If on pressing the mushroom the brake does not release refer to the brake cycle instructions for further help. The Vigilance equipment can also cause a brake fault in one direction if the logic equipment is at fault, if this occurs it will be necessary to either drive from another cab in the opposing direction or isolate both the DSD and DVD to regain full control. Brake Cycle Fault

Indication

Action

EIS in Prime Position

No Vigilance

Switch to normal

Brake in Emergency

No Vigilance

Locate & Rectify

Master not in Direction

No Vigilance

Select a Direction

Low Main Air

Main Res. Pressure Low No Vigilance

Use Compressor Speed up where fitted or refer to flow chart and schematic on page 43

TPWS Intervention

Brake Demand Light flashing with no audible warning

Press TPWS reset and wait 1 minute

Couple Relay Set

No Vigilance

Press Uncouple Button

Emergency Plunger Set

Buzzer Sounds

Locate and Reset

9

46

Brake Fault Appreciation Cont.

Class 170 Notes

Secondly On selecting a direction if the vigilance sounds reset the DSD and place the brake to step 1. Press the mushroom under the driving desk; if the pressure drops to a corresponding step 1 pressure before reapplying after a few seconds the fault is on the door system. Release all doors then re-close, check the LED lights above the door ensuring at least 2 Green lights are illuminated. If faulty door can be located, isolate out of use. If it cannot isolate TIS; the train should now be removed from service as drivers will have no indication in the cab if a door has been subject to EGRES. Lastly If on pressing the mushroom the brake does not release refer to the brake cycle instructions for further help. The Vigilance equipment can also cause a brake fault in one direction if the logic equipment is at fault, if this occurs it will be necessary to either drive from another cab in the opposing direction or isolate both the DSD and DVD to regain full control. Brake Cycle Fault

Indication

Action

EIS in Prime Position

No Vigilance

Switch to normal

Brake in Emergency

No Vigilance

Locate & Rectify

Master not in Direction

No Vigilance

Select a Direction

Low Main Air

Main Res. Pressure Low No Vigilance

Use Compressor Speed up where fitted or refer to flow chart and schematic on page 43

TPWS Intervention

Brake Demand Light flashing with no audible warning

Press TPWS reset and wait 1 minute

Couple Relay Set

No Vigilance

Press Uncouple Button

Emergency Plunger Set

Buzzer Sounds

Locate and Reset

9

46

Main Air System (Air Suspension)

Brake Cycle

The main air for the class 170 is created by an engine driven compressor and regulated between 6.6 and 7.6Bar via the compressor governor with a safety relief valve set at 10Bar. This air is cooled, cleaned and dried before it is stored in a 250Litre main reservoir tank, positioned after the reservoir tank is the main reservoir I/C.

Fault

Indication

Action

Door Control MCB Tripped

Brakes apply - slight delay MOS - No Interlock Light Rear - No Interlock Light

Reset MCB, if it will not reset isolate TIS and remove passengers

Main air then supplies systems such as the suspension, doors, sanders, horn, wipers, main reservoir pipe and brake control unit. There are also numerous pressure switches such as brake Reservoir, LMAPU. Compressor, parking brake and dragging brake which rely on air to work efficiently.

DSD Defective

Brakes release from another cab

Isolate DSD system

DVD Defective

Will not cancel

Isolate DVD system

TPWS MCB Tripped

MCB trips in lead cab

Reset, TPWS will self test. If it does not reset isolate TPWS system

Brake Control MCB

Brakes apply, buzzer sounds and alarm flashes

Lead Cab - Trip Fault Protect to silence alarm Regain Control from another cab. Isolate EBS and Pass. Comm.

Air Suspension Air from the main reservoir feeds the air suspension reservoir, from here air can be isolated by means of 2 I/C’s which feed both bogies No1 and No2. No 1 bogie which is the non driven bogie has only one surge tank, this is also the bogie that sends a signal to the brake control unit to allow brake force to be adjusted accordingly with regards to train loads. No 2 end has 2 smaller surge tanks, however has no input with regards to brake force adjustment. When isolating the air suspension drivers should isolate both No2 and No3 isolating cocks from the left located on the brake raft on the non driving side of vehicles. Both bogies must be isolated with speed reduced to 45mph when carrying passenger loads.

MOS - Trip Fault Protect No 2 to silence alarm in lead cab Rear - Trip Fault protect in rear. Isolate Pass Comm. and EBS

Train Control MCB

Lead - Brakes apply, cab indications lost no buzzer

Trip Fault Protect in opposing cab to silence alarm. Regain control from another cab by isolating EBS and Pass Comm.

Rear - Brakes apply alarm flashes buzzer sounds

45

Trip Fault Protect in rear to silence alarm before isolating both EBS and Pass Comm. In leading cab

10

Main Air System (Air Suspension)

Brake Cycle

The main air for the class 170 is created by an engine driven compressor and regulated between 6.6 and 7.6Bar via the compressor governor with a safety relief valve set at 10Bar. This air is cooled, cleaned and dried before it is stored in a 250Litre main reservoir tank, positioned after the reservoir tank is the main reservoir I/C.

Fault

Indication

Action

Door Control MCB Tripped

Brakes apply - slight delay MOS - No Interlock Light Rear - No Interlock Light

Reset MCB, if it will not reset isolate TIS and remove passengers

Main air then supplies systems such as the suspension, doors, sanders, horn, wipers, main reservoir pipe and brake control unit. There are also numerous pressure switches such as brake Reservoir, LMAPU. Compressor, parking brake and dragging brake which rely on air to work efficiently.

DSD Defective

Brakes release from another cab

Isolate DSD system

DVD Defective

Will not cancel

Isolate DVD system

TPWS MCB Tripped

MCB trips in lead cab

Reset, TPWS will self test. If it does not reset isolate TPWS system

Brake Control MCB

Brakes apply, buzzer sounds and alarm flashes

Lead Cab - Trip Fault Protect to silence alarm Regain Control from another cab. Isolate EBS and Pass. Comm.

Air Suspension Air from the main reservoir feeds the air suspension reservoir, from here air can be isolated by means of 2 I/C’s which feed both bogies No1 and No2. No 1 bogie which is the non driven bogie has only one surge tank, this is also the bogie that sends a signal to the brake control unit to allow brake force to be adjusted accordingly with regards to train loads. No 2 end has 2 smaller surge tanks, however has no input with regards to brake force adjustment. When isolating the air suspension drivers should isolate both No2 and No3 isolating cocks from the left located on the brake raft on the non driving side of vehicles. Both bogies must be isolated with speed reduced to 45mph when carrying passenger loads.

MOS - Trip Fault Protect No 2 to silence alarm in lead cab Rear - Trip Fault protect in rear. Isolate Pass Comm. and EBS

Train Control MCB

Lead - Brakes apply, cab indications lost no buzzer

Trip Fault Protect in opposing cab to silence alarm. Regain control from another cab by isolating EBS and Pass Comm.

Rear - Brakes apply alarm flashes buzzer sounds

45

10

Trip Fault Protect in rear to silence alarm before isolating both EBS and Pass Comm. In leading cab

Equipment & Function Overview Equipment

Location

Purpose

Safety Systems

Upper flat panel on non driving side of cab positioned to the right hand side

To isolate a safety system in the event of a fault or inability to release train brakes through unrepairable train faults.

AWS DSD DVD TIS EBS Pass Comm. DRA Fire Alarm

Note! If cupboard will not close a switch is in an isolated position.

TPWS Temp Isolation

Back of drivers seat behind locked panel

Permits drivers through a temporary isolation to pass 1 or more signals at danger. Also by passes a fault

EBAC

Cab desk Level on non driving side behind hinged door

No engineering function When activated main reservoir will vent. Once air drops to 5.1Bar and providing there is electrical continuity; brakes will apply through the LMAPU If there is no electrical continuity the parking brake will apply at approximately 4.5Bar

Cab Isolating Cocks SPB Horn Wash & Wiper Uncoupler Cab Door Trip (Not Used)

Lower panel on non driving side

SPB - Vents air from cylinder applies SPB Horn - Cut s air supply Wiper - Cuts air supply Uncoupler - Removes air supply to piston which releases BSI Cab Door - Removes air operated door facility

43

12

Equipment & Function Overview Equipment

Location

Purpose

Safety Systems

Upper flat panel on non driving side of cab positioned to the right hand side

To isolate a safety system in the event of a fault or inability to release train brakes through unrepairable train faults.

AWS DSD DVD TIS EBS Pass Comm. DRA Fire Alarm

Note! If cupboard will not close a switch is in an isolated position.

TPWS Temp Isolation

Back of drivers seat behind locked panel

Permits drivers through a temporary isolation to pass 1 or more signals at danger. Also by passes a fault

EBAC

Cab desk Level on non driving side behind hinged door

No engineering function When activated main reservoir will vent. Once air drops to 5.1Bar and providing there is electrical continuity; brakes will apply through the LMAPU If there is no electrical continuity the parking brake will apply at approximately 4.5Bar

Cab Isolating Cocks SPB Horn Wash & Wiper Uncoupler Cab Door Trip (Not Used)

Lower panel on non driving side

SPB - Vents air from cylinder applies SPB Horn - Cut s air supply Wiper - Cuts air supply Uncoupler - Removes air supply to piston which releases BSI Cab Door - Removes air operated door facility

43

12

Equipment & Function Overview

Brake System

Equipment

Location

Purpose

Brake Raft

Centrally located on the non driving side of Vehicles.

Brake I/C x 2 - Isolates brakes on that bogie.

Brake I/C 2 Air Suspension I/C 2 Air Suspension I/C 1 Brake I/C 1 Main Reservoir I/C Compressor Gov. I/C Local Main Res. I/C

Non driven bogie to the right with reference to the MOS vehicle.

Suspension x 2 - Isolates air supply from Suspension Reservoir to Surge tanks. Main Reservoir I/C Isolates air supply from Compressor to systems Compressor Gov. I/C In isolated position Unloader will be bypassed with excess pressure being vented via a safety valve Local Main Res I/C In the isolated position will prevent a back feed and stem any leak from delicate air equipment.

Internal BIC

Proceeding from No1 end. Pass through 1st passenger door area I/C is under 1st seat on the LHS

Isolates air supply to the brake reservoir. As air flow drops the brake pressure switch will apply the brakes at approximately 5.1Bar. As a result the EBS must be isolated.

Main Res Pipe I/C

Located at vehicle ends

In the open position permits air to flow between vehicles.

ECIC

Two isolating cocks one at either end of the train.

Permits air to flow via an external connection

The main reservoir also supplies the brake control reservoir, this equipment also incorporates a reservoir pressure switch which only permits a brake release if pressure reaches 5.8Bar rising or remains above 5.1Bar falling. There is an internal brake isolating cock on the approach side of the brake reservoir, if this isolating cock which can be located underneath passenger seating has been isolated, it will be necessary to isolate the EBS in the cab in which the train has been driven before proceeding. The reason for this is that air pressure on falling below 5.1Bar in the reservoir will cause an electrical brake application throughout the train through a brake in train wire 4. From the brake reservoir air flows to the brake control unit, which also requires an electrical feed, this unit is protected by the brake control MCB (See page 15). From here air is supplied to the brake cylinders on bogie No2 and bogie No1 as calculated by the air suspension system on bogie No1. Theses isolating cocks are also located on the brake raft (Non driving side), from the left these are No1 and No4 isolating cocks. In the isolated position air from the brake reservoir via the control unit is suspended, any air remaining in the brake cylinders at this stage will be vented to atmosphere. Brake Isolation (Internal) Locate and isolate internal BIC, from No1 end this isolating cock can be found passed the 1st set of doors underneath the 1st seat to the left. Once this has been isolated, isolate EBS, if no vigilance sounds, isolate vigilance safety system to obtain release Brake Isolation (External) Proceed to brake raft on non driving side of vehicles. Isolate No1 or No 4 or both BIC’s as necessary If by chance no vigilance sounds and brakes will not release, isolate vigilance safety system then proceed reducing speed as per rules and regulations and with regards to any contingency plan.

13

42

Equipment & Function Overview

Brake System

Equipment

Location

Purpose

Brake Raft

Centrally located on the non driving side of Vehicles.

Brake I/C x 2 - Isolates brakes on that bogie.

Brake I/C 2 Air Suspension I/C 2 Air Suspension I/C 1 Brake I/C 1 Main Reservoir I/C Compressor Gov. I/C Local Main Res. I/C

Non driven bogie to the right with reference to the MOS vehicle.

Suspension x 2 - Isolates air supply from Suspension Reservoir to Surge tanks. Main Reservoir I/C Isolates air supply from Compressor to systems Compressor Gov. I/C In isolated position Unloader will be bypassed with excess pressure being vented via a safety valve Local Main Res I/C In the isolated position will prevent a back feed and stem any leak from delicate air equipment.

Internal BIC

Proceeding from No1 end. Pass through 1st passenger door area I/C is under 1st seat on the LHS

Isolates air supply to the brake reservoir. As air flow drops the brake pressure switch will apply the brakes at approximately 5.1Bar. As a result the EBS must be isolated.

Main Res Pipe I/C

Located at vehicle ends

In the open position permits air to flow between vehicles.

ECIC

Two isolating cocks one at either end of the train.

Permits air to flow via an external connection

13

The main reservoir also supplies the brake control reservoir, this equipment also incorporates a reservoir pressure switch which only permits a brake release if pressure reaches 5.8Bar rising or remains above 5.1Bar falling. There is an internal brake isolating cock on the approach side of the brake reservoir, if this isolating cock which can be located underneath passenger seating has been isolated, it will be necessary to isolate the EBS in the cab in which the train has been driven before proceeding. The reason for this is that air pressure on falling below 5.1Bar in the reservoir will cause an electrical brake application throughout the train through a brake in train wire 4. From the brake reservoir air flows to the brake control unit, which also requires an electrical feed, this unit is protected by the brake control MCB (See page 15). From here air is supplied to the brake cylinders on bogie No2 and bogie No1 as calculated by the air suspension system on bogie No1. Theses isolating cocks are also located on the brake raft (Non driving side), from the left these are No1 and No4 isolating cocks. In the isolated position air from the brake reservoir via the control unit is suspended, any air remaining in the brake cylinders at this stage will be vented to atmosphere. Brake Isolation (Internal) Locate and isolate internal BIC, from No1 end this isolating cock can be found passed the 1st set of doors underneath the 1st seat to the left. Once this has been isolated, isolate EBS, if no vigilance sounds, isolate vigilance safety system to obtain release Brake Isolation (External) Proceed to brake raft on non driving side of vehicles. Isolate No1 or No 4 or both BIC’s as necessary If by chance no vigilance sounds and brakes will not release, isolate vigilance safety system then proceed reducing speed as per rules and regulations and with regards to any contingency plan.

42

Fault Finding Overview

Brake System

Partial Loss of Power

The above schematic shows the air flow as created by the engine driven compressor through the main reservoir to the brake supply unit en-route to the brake control unit. From the brake control unit, air is regulated and fed to each bogies 4 brake cylinders shown at the right hand side of the above Schematic, isolating cocks for the afore mentioned can be located on the brake raft on non driving sides.

Coolant Temperature Check left hand radiator for blockage Check Hydrostatic Level • •

Check engine stop light if possible • • •

The internal BIC, which is located underneath vehicle seating stems the air supply to the brake reservoir, as described on page 35 this will result in air dissipating from the brake supply reservoir resulting in brakes being applied electrically at 5.1Bar through train wire 4 becoming de-energised.

•

To avoid this happening, the EBS and possibly the Vigilance safety systems must be isolated.

•

• •

Check Transmission Train Fault Light Reselect a direction or switch out master and retry. If in transit; stop train!

Complete Loss of Power • • • • •

Internal

Check Local Control Check Engine MCB in No2 end Check Transmission Oil Level (Possibly low or temp. high) Check Fuel level (Engine will shut down) Check Lube oil (Possibly low or temp. high, engine will return to idle first) Check EIS during prep

Is the DRA still set? Have you released the brake to step 1? Have you selected a direction? Have you started the engines? Have you door interlocking?

It is possible to have a combination of partial loss of power faults although less likely, this aside this process of thought should not be dismissed!

BIC

Engine Wont Start • • • • • • • • • • •

Have you electricity i.e. is the BIS in circuit? Have you energised the master switch and are you in neutral? Is an engine isolated? Have you checked all engine control MCB’s in No 2 end including Local? Has the Train Control MCB tripped? Has an engine stop button latched in? Could the start button be faulty? Has the fire integrity system developed a fault or has it been isolated? Have we a shore connection still attached externally? Could the start battery be flat? Have you check all fluid levels including: Fuel Lube Oil Coolant

41

14

Fault Finding Overview

Brake System

Partial Loss of Power

The above schematic shows the air flow as created by the engine driven compressor through the main reservoir to the brake supply unit en-route to the brake control unit. From the brake control unit, air is regulated and fed to each bogies 4 brake cylinders shown at the right hand side of the above Schematic, isolating cocks for the afore mentioned can be located on the brake raft on non driving sides.

Coolant Temperature Check left hand radiator for blockage Check Hydrostatic Level • •

Check engine stop light if possible • • •

The internal BIC, which is located underneath vehicle seating stems the air supply to the brake reservoir, as described on page 35 this will result in air dissipating from the brake supply reservoir resulting in brakes being applied electrically at 5.1Bar through train wire 4 becoming de-energised.

•

To avoid this happening, the EBS and possibly the Vigilance safety systems must be isolated.

•

• •

Check Transmission Train Fault Light Reselect a direction or switch out master and retry. If in transit; stop train!

Complete Loss of Power • • • • •

Internal

Check Local Control Check Engine MCB in No2 end Check Transmission Oil Level (Possibly low or temp. high) Check Fuel level (Engine will shut down) Check Lube oil (Possibly low or temp. high, engine will return to idle first) Check EIS during prep

Is the DRA still set? Have you released the brake to step 1? Have you selected a direction? Have you started the engines? Have you door interlocking?

It is possible to have a combination of partial loss of power faults although less likely, this aside this process of thought should not be dismissed!

BIC

Engine Wont Start • • • • • • • • • • •

41

Have you electricity i.e. is the BIS in circuit? Have you energised the master switch and are you in neutral? Is an engine isolated? Have you checked all engine control MCB’s in No 2 end including Local? Has the Train Control MCB tripped? Has an engine stop button latched in? Could the start button be faulty? Has the fire integrity system developed a fault or has it been isolated? Have we a shore connection still attached externally? Could the start battery be flat? Have you check all fluid levels including: Fuel Lube Oil Coolant

14

170 Main circuit breakers (Top)

Conditions Of Assistance 5

1.

Assistance in rear, no brake continuity, driving control lost on failure

Brake control MCB (Leading cab) If this circuit breaker trips in the leading cab the brakes will apply, the passenger communication alarm will flash & may sound. DRA light lost. If the circuit breaker will not reset, the fault protect c/b should be tripped to stop the alarm from sounding in the opposite driving cab. Driver’s should then proceed to the opposite driving cab to take control, the signaller must be contacted as it may not be possible to control the train from the rear cab. In the rear cab, driver’s should isolate the EBS and Pass Comm. safety systems to allow brakes to release, the train must be driven from this cab. If assistance is afforded it will be necessary retract electrical boxes, the couple button must not be pressed. Brakes should be isolated on failure with driver and conductor to operate SPB or EBAC as necessary

1i.

1ii.

3&4.

Direction of travel

Guidance notes

If this circuit breaker trips in the MOS vehicle the brakes will apply after a slight time delay and the passenger communication alarm will flash. If the circuit breaker will not reset, drivers must isolate the Pass Comm. safety system to allow a brake release.

1.

Remove key from failed train

2.

Manually retract both electrical boxes before coupling up mechanically

3.

After coupling, do not press couple button

Brake control MCB (Rear cab)

4.

Apply SPB in lead cab of failure until ready to proceed

5.

Isolate and release brakes on failed unit see page 42

6.

Driver of assisting train to control movements

7.

Movements controlled from leading cab of assisting train

8.

Driver of failure, to remain in lead cab observing all signals

9.

Driver of failure to communicate with rear train using handsignals

Fault Protect MCB (Leading cab) Engine may shut down in 15mins If the fault protect trips in the leading cab, fault indications will be lost i.e. Interlock Lost, No Train Fault, OTDR and Duplex back light. Safety system isolation switches will become inoperative. When a direction is selected, brakes will apply on older phases, to obtain a release isolate DSD and Vigilance safety systems.

2i.

Failed Unit

Brake control MCB (MOS vehicle)

If this circuit breaker trips in the rear cab the brakes will apply, the passenger communication alarm will flash and may sound. If the c/b will not reset in the rear cab, drivers should proceed to the leading cab, then trip the fault protect c/b to silence alarm. The EBS and Pass Comm. safety systems must then be isolated to permit a brake release. 2.

Assisting Unit

10.

Driver of failure to apply the SPB in emergency

11.

Conductor of failure in rear cab to apply SPB in emergency

12.

Conductor of assisting train to ride in leading cab to aid driver

Fault Protect MCB (MOS vehicle) Engine may shut down in 15mins

13.

If possible passengers to be moved to braked portion

If the c/b trips in the MOS vehicle, all fault indications will be lost with respect to that particular vehicle. Train fault light will flash with dragging brake light illuminating on new phases.

14.

Restrictions Apply - Refer to Module TW2, sec 8.3

Radio MCB If this c/b trips and will not reset, the cab radio will become inoperative.

15

40

170 Main circuit breakers (Top)


1.

Assistance in rear, no brake continuity, driving control lost on failure

Brake control MCB (Leading cab) If this circuit breaker trips in the leading cab the brakes will apply, the passenger communication alarm will flash & may sound. DRA light lost. If the circuit breaker will not reset, the fault protect c/b should be tripped to stop the alarm from sounding in the opposite driving cab. Driver’s should then proceed to the opposite driving cab to take control, the signaller must be contacted as it may not be possible to control the train from the rear cab. In the rear cab, driver’s should isolate the EBS and Pass Comm. safety systems to allow brakes to release, the train must be driven from this cab. If assistance is afforded it will be necessary retract electrical boxes, the couple button must not be pressed. Brakes should be isolated on failure with driver and conductor to operate SPB or EBAC as necessary

1i.

1ii.

3&4.

Direction of travel

Guidance notes

If this circuit breaker trips in the MOS vehicle the brakes will apply after a slight time delay and the passenger communication alarm will flash. If the circuit breaker will not reset, drivers must isolate the Pass Comm. safety system to allow a brake release.

1.


2.

Manually retract both electrical boxes before coupling up mechanically

3.

After coupling, do not press couple button

Brake control MCB (Rear cab)

4.

Apply SPB in lead cab of failure until ready to proceed

5.

Isolate and release brakes on failed unit see page 42

6.

Driver of assisting train to control movements

7.

Movements controlled from leading cab of assisting train

8.

Driver of failure, to remain in lead cab observing all signals

9.

Driver of failure to communicate with rear train using handsignals

10.

Driver of failure to apply the SPB in emergency

11.

Conductor of failure in rear cab to apply SPB in emergency

12.

Conductor of assisting train to ride in leading cab to aid driver

Fault Protect MCB (MOS vehicle) Engine may shut down in 15mins

13.

If possible passengers to be moved to braked portion

If the c/b trips in the MOS vehicle, all fault indications will be lost with respect to that particular vehicle. Train fault light will flash with dragging brake light illuminating on new phases.

14.

Restrictions Apply - Refer to Module TW2, sec 8.3

Fault Protect MCB (Leading cab) Engine may shut down in 15mins If the fault protect trips in the leading cab, fault indications will be lost i.e. Interlock Lost, No Train Fault, OTDR and Duplex back light. Safety system isolation switches will become inoperative. When a direction is selected, brakes will apply on older phases, to obtain a release isolate DSD and Vigilance safety systems.

2i.

Failed Unit

Brake control MCB (MOS vehicle)

If this circuit breaker trips in the rear cab the brakes will apply, the passenger communication alarm will flash and may sound. If the c/b will not reset in the rear cab, drivers should proceed to the leading cab, then trip the fault protect c/b to silence alarm. The EBS and Pass Comm. safety systems must then be isolated to permit a brake release. 2.

Assisting Unit

Radio MCB If this c/b trips and will not reset, the cab radio will become inoperative.

15

40


170 Main circuit breakers (Top, cont.)

Assistance in rear, brake continuity available, No driving controls

5.

Assisting Unit

Failed Unit

P/A MCB If this c/b trips and will not reset all train communication systems will be lost

6.

Direction of travel

Door control MCB (Leading cab) If this c/b trips in the leading vehicle, the brakes will apply after a slight delay. Power, Traction Interlock and control of doors throughout the train will also be lost. Red interlock light lit lost, Blue Door Close and Door Power light Both extinguish. If the c/b will not reset, access to and from coaches can only be made using the emergency door release. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air.

Guidance notes

6i.

1.

Remove master key from failed train

2.

Driver of assisting unit to ride in leading cab of assisting train

3.

Assisting driver to control movements

4.

Driver of failed train to ride in leading cab of failure

5.

Driver of failure to observe all signals

6.

Driver of failure to communicate with driver of assisting train

7.

Driver of failed train to use brake in emergency

8.

Driver of assisting train to isolate TPWS before proceeding

9.

Restrictions apply - Refer to Sprinter Guide, Section 5.

Door Control MCB (MOS vehicle & rear cab) If this c/b trips on any of these vehicles, the brakes will apply after a slight delay. Power and traction interlock will be lost, with door control also being lost on the affected vehicles. When doors are released, the vehicle at fault will have no illuminated door hazard light. If the c/b will not reset, passengers should be moved to an unaffected vehicle. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air.

7.

TPWS MCB (Leading cab) If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any contingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver.

8.

DTS If this MCB trip MITRAC will be lost

9.

Destination Display If this MCB trips there will be no electronic display If a safety system has been isolated there will be no external Blue light

10.

Destination Display & PA No in cab PIS

39

16



Assistance in rear, brake continuity available, No driving controls

5.

P/A MCB

6.

Door control MCB (Leading cab)

Assisting Unit

Failed Unit

If this c/b trips and will not reset all train communication systems will be lost

Direction of travel

Guidance notes

If this c/b trips in the leading vehicle, the brakes will apply after a slight delay. Power, Traction Interlock and control of doors throughout the train will also be lost. Red interlock light lit lost, Blue Door Close and Door Power light Both extinguish. If the c/b will not reset, access to and from coaches can only be made using the emergency door release. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air. 6i.

1.

Remove master key from failed train

2.

Driver of assisting unit to ride in leading cab of assisting train

3.

Assisting driver to control movements

4.


5.

Driver of failure to observe all signals

6.

Driver of failure to communicate with driver of assisting train

7.

Driver of failed train to use brake in emergency

8.

Driver of assisting train to isolate TPWS before proceeding

9.

Restrictions apply - Refer to Sprinter Guide, Section 5.

Door Control MCB (MOS vehicle & rear cab) If this c/b trips on any of these vehicles, the brakes will apply after a slight delay. Power and traction interlock will be lost, with door control also being lost on the affected vehicles. When doors are released, the vehicle at fault will have no illuminated door hazard light. If the c/b will not reset, passengers should be moved to an unaffected vehicle. To proceed it will be necessary to isolate the traction interlock safety system to enable power to be gained. Before proceeding, a check should be made to ensure doors are being held in the closed position under there own air.

7.

TPWS MCB (Leading cab) If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any contingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver.

8.

DTS If this MCB trip MITRAC will be lost

9.

Destination Display If this MCB trips there will be no electronic display If a safety system has been isolated there will be no external Blue light

10.

Destination Display & PA No in cab PIS

39

16



8.

Assistance from rear, brake continuity & driving controls available

Train Control MCB (Leading cab) If the c/b trips in the leading cab the brakes will apply and the local fault light will illuminate. Train fault level 1, pass comm. Light may flash with door interlock lost (red)

Assisting Unit Direction of travel

Desk lights, speedometer and communication systems will be lost. The couple & uncouple relays and engine stop button will also be inoperative. If the c/b will not reset in the leading cab, the fault protect should be tripped, this will silence buzzer in the rear cab. It will then be necessary to proceed to the rear cab to take control of the train, therefore the signaller must 1st be contacted to ensure the train can proceed in that direction. The EBS and Pass Comm. safety systems should then be isolated in the rear cab to release the brakes. If assistance is requested, electrical boxes must be retracted with brakes isolated on failure. Driver and Guard to operate SPB as necessary on un-braked portion. 8i.

Train Control MCB (Rear cab) If the c/b trips in the rear cab, the brakes will apply. The Pass Comm. alarm will also flash may sound. DOL may flash! If the c/b will not reset, the EBS and Pass Comm. safety systems should be isolated in the leading cab.

8ii.

Train Control MCB (Any intermediate driving cab in multi) If a circuit breaker trips in any intermediate driving cab on a multiple 170 and will not reset, a brake release will not be possible on the affected vehicle, nor any in rear of it. The set, must then be deemed as a failure and assistance requested. Retract electrical boxes & isolate brakes on failure, guard & driver to operate SPB as necessary

9.

Failed Unit

Guidance notes 1.

Remove master key from the assisting train

2.

Driver of failed train to control movements

3.

Movements to be controlled from leading cab of failed train

4.

No restrictions apply

TCA MCB (Leading cab) If the TCA c/b trips in the leading cab, the train fault light will flash. The hazard warning light will illuminate on the affected vehicle with the track circuit fault light also illuminating red in the cab. The local fault light indication will also illuminate red. If the c/b will not reset, it will be necessary to isolate the TCA.

9i.

TCA MCB (MOS or rear cab) If the c/b trips on any of these vehicles, the train fault light will illuminate red in the leading cab. Local fault light and hazard warning lights will illuminate on the affected vehicle. If the c/b will not reset, the TCA equipment should be isolated

17

38



8.

Assistance from rear, brake continuity & driving controls available

Train Control MCB (Leading cab) If the c/b trips in the leading cab the brakes will apply and the local fault light will illuminate. Train fault level 1, pass comm. Light may flash with door interlock lost (red)


Desk lights, speedometer and communication systems will be lost. The couple & uncouple relays and engine stop button will also be inoperative. If the c/b will not reset in the leading cab, the fault protect should be tripped, this will silence buzzer in the rear cab. It will then be necessary to proceed to the rear cab to take control of the train, therefore the signaller must 1st be contacted to ensure the train can proceed in that direction. The EBS and Pass Comm. safety systems should then be isolated in the rear cab to release the brakes. If assistance is requested, electrical boxes must be retracted with brakes isolated on failure. Driver and Guard to operate SPB as necessary on un-braked portion. 8i.

Train Control MCB (Rear cab) If the c/b trips in the rear cab, the brakes will apply. The Pass Comm. alarm will also flash may sound. DOL may flash! If the c/b will not reset, the EBS and Pass Comm. safety systems should be isolated in the leading cab.

8ii.

Train Control MCB (Any intermediate driving cab in multi) If a circuit breaker trips in any intermediate driving cab on a multiple 170 and will not reset, a brake release will not be possible on the affected vehicle, nor any in rear of it. The set, must then be deemed as a failure and assistance requested. Retract electrical boxes & isolate brakes on failure, guard & driver to operate SPB as necessary

9.

Failed Unit

Guidance notes 1.

Remove master key from the assisting train

2.

Driver of failed train to control movements

3.

Movements to be controlled from leading cab of failed train

4.


TCA MCB (Leading cab) If the TCA c/b trips in the leading cab, the train fault light will flash. The hazard warning light will illuminate on the affected vehicle with the track circuit fault light also illuminating red in the cab. The local fault light indication will also illuminate red. If the c/b will not reset, it will be necessary to isolate the TCA.

9i.

TCA MCB (MOS or rear cab) If the c/b trips on any of these vehicles, the train fault light will illuminate red in the leading cab. Local fault light and hazard warning lights will illuminate on the affected vehicle. If the c/b will not reset, the TCA equipment should be isolated

17

38


170 Main circuit breakers (Bottom)

Assistance from front, brake continuity unavailable

10.

Failed Unit


Earthing MCB If this c/b trips there will be no fault indication shown. An attempt to reset the c/b should be made only once.

11.

Emergency Lighting MCB If this c/b trips and will not reset all saloon lighting will be lost

12.

End Lighting 1 MCB If this c/b trips and will not reset, the left hand cab light, left hand head light, right hand marker light and right hand tail light will all be lost, the hazard warning indication will also be inoperative.

13.

Guidance notes

End Lighting 2 MCB If this c/b trips and will not reset, the right hand cab light, right hand head light, left hand marker light and left hand tail light will all be lost, the clip board light will also be inoperative

1.


2.

manually retract both electrical boxes

3.

Couple up units as mechanically, however do not press couple button

4.

Apply SPB in lead cab of failed unit until ready to depart

5.

Isolate and release brakes on failed unit

6.

Assisting trains driver will control movement

7.


8.

Driver of failure to operate SPB as necessary or in emergency

9.

Conductor of failed train to ride in rear cab of failed train

10.

Passengers where possible must be transferred to assisting train

11.

Restrictions Apply—Refer to Module TW2, sec 8.3

15.

Cab Heating MCB If this c/b trips and will not reset, the cab heater and demister will be inoperative.

37

18


170 Main circuit breakers (Bottom)

Assistance from front, brake continuity unavailable

10.

Failed Unit


Earthing MCB If this c/b trips there will be no fault indication shown. An attempt to reset the c/b should be made only once.

11.

Emergency Lighting MCB

12.

End Lighting 1 MCB

If this c/b trips and will not reset all saloon lighting will be lost

If this c/b trips and will not reset, the left hand cab light, left hand head light, right hand marker light and right hand tail light will all be lost, the hazard warning indication will also be inoperative. 13.

Guidance notes 1.


2.

manually retract both electrical boxes

3.

Couple up units as mechanically, however do not press couple button

4.

Apply SPB in lead cab of failed unit until ready to depart

5.

Isolate and release brakes on failed unit

6.

Assisting trains driver will control movement

7.


8.

Driver of failure to operate SPB as necessary or in emergency

9.

Conductor of failed train to ride in rear cab of failed train

10.

Passengers where possible must be transferred to assisting train

11.

Restrictions Apply—Refer to Module TW2, sec 8.3

37

End Lighting 2 MCB If this c/b trips and will not reset, the right hand cab light, right hand head light, left hand marker light and left hand tail light will all be lost, the clip board light will also be inoperative

15.

Cab Heating MCB If this c/b trips and will not reset, the cab heater and demister will be inoperative.

18

170 Main circuit breakers (Also no 2 end cupboard)


1.

Assistance from front, brake continuity available

WSP MCB Lead cab No2 end) If this c/b trips, engine power will be limited on the affected vehicle and door control lost on affected vehicle. The speedometer will also be inoperative with a level 2 train fault and local fault light being lit.

Failed Unit


If a fire is detected after the c/b has tripped, fire bottles will discharge without delay. The train can proceed at a reduced speed provided doors are not released, neutral has not been selected and the emergency brake position is not selected. If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS; brakes will release when a direction has been selected. Note!

Any door release thereafter must be carried out by the external emergency door release facility.

WSP MCB (MOS) No2 end Train Fault level 2, WSP Fault, Local fault, Door Control lost on affected vehicle and no brake fault on releasing doors 2.

OTMR MCB If the on train monitoring recording c/b trips, the OTMR fault indication will illuminate and speedometer will be lost. Check MCB in cupboard behind driver and reset as necessary. If MCB will not reset inform Signaller and act on instructions given.

3.

Guidance notes 1.

Remove master key from the failed unit

2.

Couple up vehicles normally

3.

Take control of train from leading cab of assisting unit

4.


Door Supply 1 &2 MCB If this c/b trips in no 2 end cupboard, doors will not release on that vehicle although indications will be normal. Access to the affected vehicle can only be made by external emergency door release. The affected vehicle should be locked out of use.

4.

Engine 1 & 2 MCB If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated.

5.

Engine Start MCB If this c/b trips and will not reset, it will not be possible to start the engine. However if it trips whilst the engine is already running it will continue to do so

6.

Local Control MCB If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine 19

36



1.

Assistance from front, brake continuity available

WSP MCB Lead cab No2 end) If this c/b trips, engine power will be limited on the affected vehicle and door control lost on affected vehicle. The speedometer will also be inoperative with a level 2 train fault and local fault light being lit.

Failed Unit


If a fire is detected after the c/b has tripped, fire bottles will discharge without delay. The train can proceed at a reduced speed provided doors are not released, neutral has not been selected and the emergency brake position is not selected. If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS; brakes will release when a direction has been selected. Note!


WSP MCB (MOS) No2 end Train Fault level 2, WSP Fault, Local fault, Door Control lost on affected vehicle and no brake fault on releasing doors 2.

OTMR MCB If the on train monitoring recording c/b trips, the OTMR fault indication will illuminate and speedometer will be lost. Check MCB in cupboard behind driver and reset as necessary. If MCB will not reset inform Signaller and act on instructions given.

3.

Guidance notes 1.

Remove master key from the failed unit

2.

Couple up vehicles normally

3.

Take control of train from leading cab of assisting unit

4.


Door Supply 1 &2 MCB If this c/b trips in no 2 end cupboard, doors will not release on that vehicle although indications will be normal. Access to the affected vehicle can only be made by external emergency door release. The affected vehicle should be locked out of use.

4.

Engine 1 & 2 MCB If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated.

5.

Engine Start MCB If this c/b trips and will not reset, it will not be possible to start the engine. However if it trips whilst the engine is already running it will continue to do so

6.

Local Control MCB If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine 19

36

Passenger Information System


Normal set up

6.

1. 2. 3. 4. 5. 6. 7.

7.

The destination screen or passenger information screen should now be checked. If at any time a wrong code is input , the Cancel button should be selected. Pressing 2 outside CACU display buttons will reset system.

Select Mode Station name should flash, select Skip Now select Send This process should be repeated if more than 1 station has to be

8.

10.

Stabling MCB (Leading Cab) If MCB trips train fault light flashes, local fault light and HVAC indications illuminate; emergency brake also applies. On resetting MCB door interlock may be lost, pass comm. Alarm and train fault light may flash with buzzer comms sounding continuously. To rectify switch out desk; fault resets to normal

Select Cancel twice Select any numerical key Announcement prompt: Enter relevant announcement Text message should now flash, select Send within 5 seconds

The passenger information system also incorporates a pager system, which enables control to send messages directly to the driver or to the passengers. If a message is sent to the train, the driver will receive an audible warning in the cab. The CACU will then display the sent pager message. This message once read can be cleared by selecting the cancel button. If the sent message is for passengers, the audible tone will be heard in the passenger saloons. This message will remain on the display unit, until it has been over written by another message. The pager system can also trigger a manual message

11.

Passenger announcements, using arrows on CACU Cab to cab communication Passenger Communication Select must be pressed before NRN radio can be used.

Air Conditioning 12 & 13 (cab 1 & cab 2) If this circuit breaker trips and will not reset, there will be a loss of electric re-heating of the cab air supply

12.

Passenger Information c/b If this circuit breaker trips and will not reset, the destination indicator and passenger information display in the saloon will be lost.

13.

CACU display buttons PA – (Yellow) CC – (Blue) PC – (Red) NRN – (Grey) -

Air Conditioning 6 & 10 If this circuit breaker trips and will not reset, there will be a loss of air cooling in the air conditioning units

Clearing Passenger Information System to display manual message 1. 2. 3. 4.

Air Conditioning 4, 5, 8 & 9 If this circuit breaker trips and will not reset, there will be a partial loss of air cooling in one air conditioning unit.

9.

skipped

Air Conditioning 3 If this circuit breaker trips and will not reset, the saloon extractor fans will be inoperative.

Station skip 1. 2. 3. 4.

Air conditioning 1 & 2 If either of these circuit breakers trip and will not reset the air supply fan will be inoperative on the affected vehicle, which will result in a reduction of saloon air being supplied. If both trip, air conditioning will be lost.

Energise master switch and move from off position Train ID prompt: Enter train headcode, then select Send Driver ID prompt: Enter pay number, then select Send Manual message prompt: Select, Cancel Route code prompt: Enter route code, then select Send Last destination should now flash, if correct, select Send This location should now flash, if correct, select Send

Gangway Door c/b If this circuit breaker trips and will not reset, the doors will be inoperative between vehicles.

14.

Main Lighting 1 & 2 If either circuit breaker trips and will not reset, there will be a partial loss of saloon lighting

15.

Saloon Heat 1 & 2 If either of these circuit breakers trip and will not reset, there will be a loss of the right or left hand under seat heating.

35

20

Passenger Information System


Normal set up

6.

1. 2. 3. 4. 5. 6. 7.

If either of these circuit breakers trip and will not reset the air supply fan will be inoperative on the affected vehicle, which will result in a reduction of saloon air being supplied. If both trip, air conditioning will be lost.

Energise master switch and move from off position Train ID prompt: Enter train headcode, then select Send Driver ID prompt: Enter pay number, then select Send Manual message prompt: Select, Cancel Route code prompt: Enter route code, then select Send Last destination should now flash, if correct, select Send This location should now flash, if correct, select Send

7.

The destination screen or passenger information screen should now be checked. If at any time a wrong code is input , the Cancel button should be selected. Pressing 2 outside CACU display buttons will reset system.

Select Mode Station name should flash, select Skip Now select Send This process should be repeated if more than 1 station has to be

8.

10.

PA – (Yellow) CC – (Blue) PC – (Red) NRN – (Grey) -

11.

Passenger announcements, using arrows on CACU Cab to cab communication Passenger Communication Select must be pressed before NRN radio can be used.

Air Conditioning 12 & 13 (cab 1 & cab 2) If this circuit breaker trips and will not reset, there will be a loss of electric re-heating of the cab air supply

12.

Passenger Information c/b If this circuit breaker trips and will not reset, the destination indicator and passenger information display in the saloon will be lost.

13.

CACU display buttons

Stabling MCB (Leading Cab) If MCB trips train fault light flashes, local fault light and HVAC indications illuminate; emergency brake also applies. On resetting MCB door interlock may be lost, pass comm. Alarm and train fault light may flash with buzzer comms sounding continuously. To rectify switch out desk; fault resets to normal

Select Cancel twice Select any numerical key Announcement prompt: Enter relevant announcement Text message should now flash, select Send within 5 seconds

The passenger information system also incorporates a pager system, which enables control to send messages directly to the driver or to the passengers. If a message is sent to the train, the driver will receive an audible warning in the cab. The CACU will then display the sent pager message. This message once read can be cleared by selecting the cancel button. If the sent message is for passengers, the audible tone will be heard in the passenger saloons. This message will remain on the display unit, until it has been over written by another message. The pager system can also trigger a manual message

Air Conditioning 6 & 10 If this circuit breaker trips and will not reset, there will be a loss of air cooling in the air conditioning units

Clearing Passenger Information System to display manual message 1. 2. 3. 4.

Air Conditioning 4, 5, 8 & 9 If this circuit breaker trips and will not reset, there will be a partial loss of air cooling in one air conditioning unit.

9.

skipped

Air Conditioning 3 If this circuit breaker trips and will not reset, the saloon extractor fans will be inoperative.

Station skip 1. 2. 3. 4.

Air conditioning 1 & 2

Gangway Door c/b If this circuit breaker trips and will not reset, the doors will be inoperative between vehicles.

14.

Main Lighting 1 & 2 If either circuit breaker trips and will not reset, there will be a partial loss of saloon lighting

15.

Saloon Heat 1 & 2 If either of these circuit breakers trip and will not reset, there will be a loss of the right or left hand under seat heating.

35

20

Loss of Speedometer

Preparation (Guide)

Train control c/b tripped Refer to train control instructions on page 17

WSP c/b tripped No 2 end vehicle Refer to WSP instructions on page 19

OTMR (OTDR) failure Trip and reset MCB, if fault does not clear inform fitter. If in service inform signaller and move only on authority.

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.

Approach cab in which will be driven, check for all fixed equipment Enter cab, check defect book and carry out cursory check of all equipment Insert key and energise direction selector (ensure DVD sounds) place to neutral Check MCB’s, brake in step 3 and that DRA is set, switch on train lighting Check all front light indications, (Check pre heat, air con & demister as necessary) Check safety system isolation switches and all cab I/C’s including EBAC Check emergency equipment, uncouple rod and hammer Open cupboard behind driver; test TCA, Fire bell and ensure MCB’s are set Energise doors on both sides of train to enable DOL indications to be checked Leave cab & proceed to No2 end cupboard, check all MCB’s and fault indications Proceed to MOS vehicle, test fire bell, ensure MCB’s are set & no obvious faults Return to original cab and leave via driving side door (External clockwise checks) Check lifeguards, BSI, Lighting, MRPIC, ECIC and for any signs of damage Check suspension, WSP, speedo cable, fuel level, BIS, micro switch & brake raft Check EIS, EFSIC, lube oil level, transmission oil before carrying out a local start Check sand contents and sander, earth straps and CET indications Check MRPIC and intermediate connections and gangway door Carry out same checks for MOS vehicle including local start On 2nd driving vehicle check CET, earth straps, sander, contents & radiator group Check coolant, hydrostatic, local stop & fire bottles (Left hand pin out!) Check HFSIC, WHICH, micro switches, fuel and speedo cable on No1 bogie Enter rear cab and carry out cursory checks as per leading cab inc. fire bell test Proceed to No2 cupboard, check MCB’s and fault indications; then return to cab Leave via door entered carry out same procedure down opposite side of train Re-enter lead cab, check main air, if low use speed up where fitted & remove key Proceed through vehicle checking function of all doors, door well and hustle alarm Check for damage, window seals, lights, pass comms, EGRES & graffiti Check toilet is clean, has water, is in working order and hand dryer is functional Ensure fire bottles are sealed and emergency cupboard is intact Carry out similar checks through next 2 vehicles Enter rear cab in preparation for rear checks De-energise doors closing both sides, ensure DOL’s extinguish & interlock Blue Insert key, direction to neutral, check TPWS, CACU, NRN, ensure phone is seated Test horn, wipers and wash and buzzer communication Select direction then place brake to emergency (Ensure pressure rises and holds) Select step 3 and release DSD; ensure DVD sounds and applies emergency brake Reset DSD then check pressures for steps 3, 2 and 1 are as expected In step 1, press hill start then release PBC to gate; ensure pressure holds Brake to step 1; DRA set select power to test then power off Release DSD to test; ensure pressure rises to emergency within a few seconds Carry out same test for DSD holdover facility; reset DSD; brake to step 3 Test emergency plunger sounds and brake pressure rises to emergency Reset plunger, rectify lighting, close all windows, remove key and secure cab Proceed to leading cab for movement and carry out safety checks as per rear cab Set up PIS and ensure lights and destination are correct for movement

21

Loss of Speedometer

34

Preparation (Guide)

Train control c/b tripped Refer to train control instructions on page 17

WSP c/b tripped No 2 end vehicle Refer to WSP instructions on page 19

OTMR (OTDR) failure Trip and reset MCB, if fault does not clear inform fitter. If in service inform signaller and move only on authority.

21

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.

Approach cab in which will be driven, check for all fixed equipment Enter cab, check defect book and carry out cursory check of all equipment Insert key and energise direction selector (ensure DVD sounds) place to neutral Check MCB’s, brake in step 3 and that DRA is set, switch on train lighting Check all front light indications, (Check pre heat, air con & demister as necessary) Check safety system isolation switches and all cab I/C’s including EBAC Check emergency equipment, uncouple rod and hammer Open cupboard behind driver; test TCA, Fire bell and ensure MCB’s are set Energise doors on both sides of train to enable DOL indications to be checked Leave cab & proceed to No2 end cupboard, check all MCB’s and fault indications Proceed to MOS vehicle, test fire bell, ensure MCB’s are set & no obvious faults Return to original cab and leave via driving side door (External clockwise checks) Check lifeguards, BSI, Lighting, MRPIC, ECIC and for any signs of damage Check suspension, WSP, speedo cable, fuel level, BIS, micro switch & brake raft Check EIS, EFSIC, lube oil level, transmission oil before carrying out a local start Check sand contents and sander, earth straps and CET indications Check MRPIC and intermediate connections and gangway door Carry out same checks for MOS vehicle including local start On 2nd driving vehicle check CET, earth straps, sander, contents & radiator group Check coolant, hydrostatic, local stop & fire bottles (Left hand pin out!) Check HFSIC, WHICH, micro switches, fuel and speedo cable on No1 bogie Enter rear cab and carry out cursory checks as per leading cab inc. fire bell test Proceed to No2 cupboard, check MCB’s and fault indications; then return to cab Leave via door entered carry out same procedure down opposite side of train Re-enter lead cab, check main air, if low use speed up where fitted & remove key Proceed through vehicle checking function of all doors, door well and hustle alarm Check for damage, window seals, lights, pass comms, EGRES & graffiti Check toilet is clean, has water, is in working order and hand dryer is functional Ensure fire bottles are sealed and emergency cupboard is intact Carry out similar checks through next 2 vehicles Enter rear cab in preparation for rear checks De-energise doors closing both sides, ensure DOL’s extinguish & interlock Blue Insert key, direction to neutral, check TPWS, CACU, NRN, ensure phone is seated Test horn, wipers and wash and buzzer communication Select direction then place brake to emergency (Ensure pressure rises and holds) Select step 3 and release DSD; ensure DVD sounds and applies emergency brake Reset DSD then check pressures for steps 3, 2 and 1 are as expected In step 1, press hill start then release PBC to gate; ensure pressure holds Brake to step 1; DRA set select power to test then power off Release DSD to test; ensure pressure rises to emergency within a few seconds Carry out same test for DSD holdover facility; reset DSD; brake to step 3 Test emergency plunger sounds and brake pressure rises to emergency Reset plunger, rectify lighting, close all windows, remove key and secure cab Proceed to leading cab for movement and carry out safety checks as per rear cab Set up PIS and ensure lights and destination are correct for movement 34

Emergency brake off, brakes don’t release in 2mins

Hazard light is illuminated

WSP c/b tripped in No 2 end cupboard

Door open

If this c/b trips, engine power will be limited on the affected vehicle and door control lost in affected vehicle. Train fault light flashes, local fault light lit with door power light lost.

Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate as necessary

The speedometer will also be inoperative. If a fire is detected after the c/b has tripped, fire bottles will discharge without delay. The train can proceed provided doors are not released and the emergency brake position is not selected or direction has not been placed to neutral. If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS and select the WSP isolation switch in no 2 body end cupboard. Note!


Pass Comm activated Locate activated Pass Comm and reset. If Pass Comm will not reset, isolate Pass Comm safety system in driving cab

Fire system activated Check repair book and inform control, isolate engine if in service and isolate fire bell

TCA fault Contact signaller immediately. If MCB reset. If fault clears trip TCA MCB, trip local control, wait 5secs, reset TCA, reset local control and restart engines. Fault light should clear. If fault does not clear isolate safety system and act on instructions given.

Brake control c/b tripped Refer to brake control c/b instruction on page 15

Pass Comm alarm flashes/sounds Pass Comm activated

Safety system isolated with no effect

Locate activated Pass Comm and reset. If Pass Comm will not reset, isolate Pass Comm safety system in driving cab

Fault protect c/b tripped

Brake control c/b tripped

If this trip on the leading vehicle, and will not reset, brakes will apply once direction has been selected on older phases.

Reset c/b if it will not reset refer to brake control c/b instructions on page 15

To obtain a full brake release in the event of the MCB not resetting it will be necessary to isolate both the vigilance and DSD safety systems. Engine will shut down within 15minutes on new phases.

Train control c/b tripped Reset c/b if it will not reset refer to Train control c/b instructions on page 17

Couple/uncouple button has been pressed in error Ensure master is in neutral and press uncouple button

33

22

Emergency brake off, brakes don’t release in 2mins

Hazard light is illuminated

WSP c/b tripped in No 2 end cupboard

Door open

If this c/b trips, engine power will be limited on the affected vehicle and door control lost in affected vehicle. Train fault light flashes, local fault light lit with door power light lost.

Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate as necessary

The speedometer will also be inoperative. If a fire is detected after the c/b has tripped, fire bottles will discharge without delay. The train can proceed provided doors are not released and the emergency brake position is not selected or direction has not been placed to neutral. If the c/b will not reset, it will be necessary for drivers to isolate the engine on the affected vehicle, isolate the EBS and select the WSP isolation switch in no 2 body end cupboard. Note!


Pass Comm activated Locate activated Pass Comm and reset. If Pass Comm will not reset, isolate Pass Comm safety system in driving cab

Fire system activated Check repair book and inform control, isolate engine if in service and isolate fire bell

TCA fault Contact signaller immediately. If MCB reset. If fault clears trip TCA MCB, trip local control, wait 5secs, reset TCA, reset local control and restart engines. Fault light should clear. If fault does not clear isolate safety system and act on instructions given.

Brake control c/b tripped Refer to brake control c/b instruction on page 15

Pass Comm alarm flashes/sounds Pass Comm activated

Safety system isolated with no effect


Fault protect c/b tripped

Brake control c/b tripped

If this trip on the leading vehicle, and will not reset, brakes will apply once direction has been selected on older phases.

Reset c/b if it will not reset refer to brake control c/b instructions on page 15

To obtain a full brake release in the event of the MCB not resetting it will be necessary to isolate both the vigilance and DSD safety systems. Engine will shut down within 15minutes on new phases.

Train control c/b tripped Reset c/b if it will not reset refer to Train control c/b instructions on page 17

Couple/uncouple button has been pressed in error Ensure master is in neutral and press uncouple button

33

22

Engine will not turn

Engine will not shut down when stop button pressed

BIS open

Faulty stop button

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles.

Engine isolated Check repair book, then de-isolate as necessary. Engine isolation switch located centrally on non driving side of vehicles

Engine start c/b tripped No 2 end cupboard Reset c/b, if it will not reset, isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Shut engine down from another cab or locally Engine stop button can located centrally on non driving sides of vehicles. If no stop button works isolate EFSIC to the right of the front of the engine

Train control c/b has tripped If the train control c/b will not reset, it will be necessary to isolate the fuel supply from the engine. This can be achieved by isolating the engine fuel supply isolating cock, which can be located to the right of the front of the engine.

Train control c/b tripped See Train control circuit breaker instructions on page 17

Fire system isolated Check repair book, inform Control. If there is an entry in repair book ensure engine has been isolated.

Master switch energised, No AWS warning

Micro switch open Locate micro switch and close. 2 either side, centrally located on each vehicle, also on jumper between vehicles.

AWS c/b tripped

Defective starter motor

If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any contingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver.

See maintenance staff, endorse repair book, isolate engine. Engine isolation switch is located centrally on non driving side of vehicles.

BIS open

Faulty start button

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles

Local control c/b tripped in No 2 end cupboard Reset c/b, if it will not reset, isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Attempt local start or from another cab. Engine start located centrally on non driving side

Master not in E.O Move master switch to Engine only, then try to restart.

Defective AWS If AWS is defective, isolate AWS safety system and comply with any other relevant rules or signallers instructions. Adhere to restrictions with regards to availability of a competent person or during fog or falling snow

23

32

Engine will not turn

Engine will not shut down when stop button pressed

BIS open

Faulty stop button

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles.

Shut engine down from another cab or locally Engine stop button can located centrally on non driving sides of vehicles. If no stop button works isolate EFSIC to the right of the front of the engine

Engine isolated Check repair book, then de-isolate as necessary. Engine isolation switch located centrally on non driving side of vehicles

Engine start c/b tripped No 2 end cupboard Reset c/b, if it will not reset, isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Train control c/b has tripped If the train control c/b will not reset, it will be necessary to isolate the fuel supply from the engine. This can be achieved by isolating the engine fuel supply isolating cock, which can be located to the right of the front of the engine.

Train control c/b tripped See Train control circuit breaker instructions on page 17

Fire system isolated Check repair book, inform Control. If there is an entry in repair book ensure engine has been isolated.

Master switch energised, No AWS warning

Micro switch open Locate micro switch and close. 2 either side, centrally located on each vehicle, also on jumper between vehicles.

AWS c/b tripped

Defective starter motor

If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then revert to idle. If the c/b will not reset, the AWS safety system should be isolated. Subsequent movements should be made on the authority of the signaller and any contingency plan laid down. Speed should not then exceed 40 mph, if there is no available competent person to accompany the driver.

See maintenance staff, endorse repair book, isolate engine. Engine isolation switch is located centrally on non driving side of vehicles.

BIS open

Faulty start button

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on non driving side of vehicles

Local control c/b tripped in No 2 end cupboard Reset c/b, if it will not reset, isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Attempt local start or from another cab. Engine start located centrally on non driving side

Master not in E.O Move master switch to Engine only, then try to restart.

23

Defective AWS If AWS is defective, isolate AWS safety system and comply with any other relevant rules or signallers instructions. Adhere to restrictions with regards to availability of a competent person or during fog or falling snow

32

Continuous buzzer sound, brakes apply

Engine turns, but will not fire

Pass Comm activated

Low coolant


Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Brake control c/b has tripped Reset c/b, if it will not reset refer to brake c/b instructions on page 15

Engine fuel supply

Train control c/b has tripped

Check engine fuel supply isolating cock is in the open position. Located on the right hand side of the front of the engine

Refer to train control instructions on page 17

Low fuel

Emergency Plunger has been activated Reset emergency Plunger.

Check fuel level indicator, located on non driving side, underneath doors nearest driving cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Phase 4 buzzer will also sound.

Engine Stop Button Latched Check stop button and reset

Engine Temp below required temp for starting Use Pre-heat

Continuous buzzer sounds

Engine turns, fires, falters then stops

2 Driving cab master switches are energised

Low oil pressure

Locate other energised driving compartment and remove drivers key

If possible check oil level.

2 Door key stations are energised

If oil is above maximum safe level, isolate engine as there maybe water contamination.

Locate energised door control station and switch out

If oil is below minimum safe level isolate engine.

Stabling MCB reset Switch out desk; re-instate direction selector to neutral. Fault should clear

Enter details into the repair book. Engine isolation switch located centrally on non driving side of vehicles

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Continuous buzzer sound, brakes apply

Engine turns, but will not fire

Pass Comm activated

Low coolant


Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Brake control c/b has tripped Reset c/b, if it will not reset refer to brake c/b instructions on page 15

Engine fuel supply

Train control c/b has tripped

Check engine fuel supply isolating cock is in the open position. Located on the right hand side of the front of the engine

Refer to train control instructions on page 17

Low fuel

Emergency Plunger has been activated Reset emergency Plunger.

Check fuel level indicator, located on non driving side, underneath doors nearest driving cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles

Phase 4 buzzer will also sound.

Engine Stop Button Latched Check stop button and reset

Engine Temp below required temp for starting Use Pre-heat

Continuous buzzer sounds

Engine turns, fires, falters then stops

2 Driving cab master switches are energised

Low oil pressure

Locate other energised driving compartment and remove drivers key

2 Door key stations are energised Locate energised door control station and switch out

If possible check oil level. If oil is above maximum safe level, isolate engine as there maybe water contamination. If oil is below minimum safe level isolate engine.

Stabling MCB reset Switch out desk; re-instate direction selector to neutral. Fault should clear

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Enter details into the repair book. Engine isolation switch located centrally on non driving side of vehicles

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Brakes will not release

External door (s) fail to open or close

Brake handle in emergency

No door control station has been energised

To confirm energise desk; if there no vigilance sounds locate suspect brake and place to step 3.

Energise door station, then attempt to open or close doors as necessary

WSP c/b has tripped in No 2 end cupboard

Emergency Plunger activated To confirm energise desk; if there is no vigilance locate suspect emergency setter and reset. Phase 4 sets buzzer will also sound.

Low main air below 5.25 Bar

Refer to WSP instructions on page 19

Door control c/b 1 or 2 tripped See page 19

Allow adequate time for air to build, if system leak is suspected carry out check. If LMAPU is suspected and there is adequate air isolate EBS in opposite cab to regain control, driving in the opposite direction or from other than the leading cab with a competent person in leading cab controlling movement.

Fault on the door control station facility Try to open or close doors from another door station

Couple/Uncouple relay (Door interlock lost, No Vigilance)

Door obstruction

Place master to neutral and select uncouple

Carry out visual examination of door to check and remove any obstruction. If there is no obstruction evident it will be necessary to isolate the doors to enable them to close. To isolate doors, see note at bottom of this page.

Door interlock light red Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate defective door as necessary

Brake control c/b tripped Reset c/b, if it will not reset refer to brake c/b instructions on page 10 &15

TPWS c/b tripped Reset c/b if it will not reset refer to AWS c/b instructions on page 9 & 10

Door control c/b tripped Reset; if it will not, refer to Door control c/b instructions on page 10 & 16

Train control c/b tripped Reset; if it will not, refer to Train control c/b instructions on page 10 & 17

Door fails to open If a door fails to open, it will be necessary to ascertain the cause, if the problem persists, the door should be locked pout of use. To gain access immediately, use passenger access handle on bodyside of vehicle. To carry out a door isolation, see not at bottom of this page.

Door Isolation procedure 1. 2. 3. 4. 5. 6. 7.

Using carriage key, unlock & drop access panel above door Move door isolation switch S10 to the position marked 0 Close doors manually, ensuring they are firmly held together Then, using the carriage key, rotate “out of service” lock clockwise The door isolation switch should now be returned to position marked1 The “out of service” should now be illuminated Lastly, the repair book should be endorsed accordingly.

DSD has failed Isolate DSD safety system in driving cab, and act on the instructions given by the signaller.

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Brakes will not release

External door (s) fail to open or close

Brake handle in emergency

No door control station has been energised

To confirm energise desk; if there no vigilance sounds locate suspect brake and place to step 3.

Energise door station, then attempt to open or close doors as necessary

Emergency Plunger activated

WSP c/b has tripped in No 2 end cupboard

To confirm energise desk; if there is no vigilance locate suspect emergency setter and reset. Phase 4 sets buzzer will also sound.

Refer to WSP instructions on page 19

Low main air below 5.25 Bar

Door control c/b 1 or 2 tripped See page 19

Allow adequate time for air to build, if system leak is suspected carry out check. If LMAPU is suspected and there is adequate air isolate EBS in opposite cab to regain control, driving in the opposite direction or from other than the leading cab with a competent person in leading cab controlling movement.

Couple/Uncouple relay (Door interlock lost, No Vigilance) Place master to neutral and select uncouple

Door interlock light red Close doors or carry out check to ensure that there are no obstructions. If there is a faulty door isolate defective door as necessary

Brake control c/b tripped Reset c/b, if it will not reset refer to brake c/b instructions on page 10 &15

TPWS c/b tripped Reset c/b if it will not reset refer to AWS c/b instructions on page 9 & 10

Door control c/b tripped Reset; if it will not, refer to Door control c/b instructions on page 10 & 16

Train control c/b tripped Reset; if it will not, refer to Train control c/b instructions on page 10 & 17

Fault on the door control station facility Try to open or close doors from another door station

Door obstruction Carry out visual examination of door to check and remove any obstruction. If there is no obstruction evident it will be necessary to isolate the doors to enable them to close. To isolate doors, see note at bottom of this page.

Door fails to open If a door fails to open, it will be necessary to ascertain the cause, if the problem persists, the door should be locked pout of use. To gain access immediately, use passenger access handle on bodyside of vehicle. To carry out a door isolation, see not at bottom of this page.

Door Isolation procedure 1. 2. 3. 4. 5. 6. 7.

Using carriage key, unlock & drop access panel above door Move door isolation switch S10 to the position marked 0 Close doors manually, ensuring they are firmly held together Then, using the carriage key, rotate “out of service” lock clockwise The door isolation switch should now be returned to position marked1 The “out of service” should now be illuminated Lastly, the repair book should be endorsed accordingly.

DSD has failed Isolate DSD safety system in driving cab, and act on the instructions given by the signaller.

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Low main reservoir air (Below 5.75 Bar)

Brakes will not release cont.

Defective Unloader

Defective vigilance

Isolate compressor governor on the brake raft. This can be located centrally on the non drivers side of vehicles.

Main reservoir pipe cock not in the correct position Check front, rear and intermediate connections for possible leakage. Close or open cocks as necessary

Isolate Vigilance safety system in driving cab

Passenger Communication apparatus activated Locate activated Pass Comm and reset. If Pass Comm will not reset, isolate Pass Comm safety system in driving cab

Shore supply micro switch open

Fractured pipe

Contact Yard Supervisor

If a particular system leakage cannot be contained, isolate the MRP I/C on either side of defective unit. Then isolate both BIC (1 & 4) on affected vehicle. Then isolate EBS to bypass train wire 4 because of LMAPU on brake reservoir which would normally apply the brakes electrically once pressure fell below 5.1Bar. If no vigilance sounds, isolate Vigilance safety system and proceed on authority.

Intermediate jumper cable has come loose

Air suspension leak Check all air suspensions to locate leak. Once leak has been found it will be Necessary to isolate that vehicles secondary suspension completely. Proceed to brake raft, located centrally on non drivers side and isolate air Suspension cocks 3 & 4 It will then be necessary to drain all air suspension bellows, to level defective coach.

Brake supply reservoir drain cock ruptured Carry out full brake isolation on affected vehicle (BIC 1 & 4) Isolate MRPIC’s on either side of defective unit to contain air leak. Then isolate EBS to by-pass train wire 4 through low brake reservoir pressure switch. If no vigilance sounds isolate vigilance safety system.

Other air supplied equipment leakage Carry out check on other on train equipment, which requires an air supply to operate correctly. Examine Horn, Wipers, Sanding equipment and parking brake etc Isolate equipment as necessary.

See maintenance, if en-route reposition jumper in socket.


Fault protect c/b tripped with brakes applied Reset Fault protect c/b If the circuit breaker will not reset and the brakes were applied before the circuit breaker tripped out, they will not release. Isolate DSD and Vigilance safety systems

Selecting Direction with Fault Protect tripped (Old Phase) Isolate DSD and Vigilance

EIS in prime position (No DVD) Switch to normal position If switch broken; isolate EBS for full brake release

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Low main reservoir air (Below 5.75 Bar)

Brakes will not release cont.

Defective Unloader

Defective vigilance

Isolate compressor governor on the brake raft. This can be located centrally on the non drivers side of vehicles.

Isolate Vigilance safety system in driving cab

Main reservoir pipe cock not in the correct position


Check front, rear and intermediate connections for possible leakage. Close or open cocks as necessary

Passenger Communication apparatus activated

Shore supply micro switch open

Fractured pipe

Contact Yard Supervisor

If a particular system leakage cannot be contained, isolate the MRP I/C on either side of defective unit. Then isolate both BIC (1 & 4) on affected vehicle. Then isolate EBS to bypass train wire 4 because of LMAPU on brake reservoir which would normally apply the brakes electrically once pressure fell below 5.1Bar. If no vigilance sounds, isolate Vigilance safety system and proceed on authority.

Intermediate jumper cable has come loose

Air suspension leak Check all air suspensions to locate leak. Once leak has been found it will be Necessary to isolate that vehicles secondary suspension completely. Proceed to brake raft, located centrally on non drivers side and isolate air Suspension cocks 3 & 4 It will then be necessary to drain all air suspension bellows, to level defective coach.


Other air supplied equipment leakage Carry out check on other on train equipment, which requires an air supply to operate correctly. Examine Horn, Wipers, Sanding equipment and parking brake etc Isolate equipment as necessary.

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See maintenance, if en-route reposition jumper in socket.


Fault protect c/b tripped with brakes applied Reset Fault protect c/b If the circuit breaker will not reset and the brakes were applied before the circuit breaker tripped out, they will not release. Isolate DSD and Vigilance safety systems

Selecting Direction with Fault Protect tripped (Old Phase) Isolate DSD and Vigilance

EIS in prime position (No DVD) Switch to normal position If switch broken; isolate EBS for full brake release

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Loss of power

Loss of engine

DRA is activated

Low coolant (Stop light red)

Reset DRA and try for power

DRA system fault Isolate DRA safety system and comply with relevant instructions concerning same

Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

No fuel (Stop light red) Check fuel level indicator, located on non driving side, underneath doors nearest driving cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

EFSIC in isolated position

Partial loss of power

Check isolating cock on right hand side facing engine is in the open position

High water temperature

Low oil (Stop light red)

Power should reinstate when water temperature cools, check Hydrostatic levels and cooler group radiators for blockage. If Hydrostatic is low; isolate engine.

If possible check oil level. If oil is below minimum safe level isolate engine.

High transmission oil temperature

Engine isolation switch located centrally on non driving side of vehicles Enter details into the repair book, if possible see maintenance.

Power should reinstate when oil temperature cools

Local control c/b tripped in No 2 end cupboard

Low Transmission Oil Level

If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine stop light. If the c/b will not reset, the affected engine should be isolated

Pressure reduction may cause reduced power to No2 bogie

Loss of engine Refer to loss of engine faults on adjacent page 20

Engine 1 & 2 c/b tripped in No 2 end cupboard If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated

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Loss of power

Loss of engine

DRA is activated

Low coolant (Stop light red)

Reset DRA and try for power

Check coolant level on bodyside of train, located centrally on driving side. If coolant is low isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

DRA system fault Isolate DRA safety system and comply with relevant instructions concerning same

No fuel (Stop light red) Check fuel level indicator, located on non driving side, underneath doors nearest driving cab. If there is no fuel isolate engine. Engine isolation switch located centrally on non driving side of vehicles See maintenance, enter details in repair book.

EFSIC in isolated position

Partial loss of power

Check isolating cock on right hand side facing engine is in the open position

High water temperature

Low oil (Stop light red)

Power should reinstate when water temperature cools, check Hydrostatic levels and cooler group radiators for blockage. If Hydrostatic is low; isolate engine.

If possible check oil level. If oil is below minimum safe level isolate engine.

High transmission oil temperature

Engine isolation switch located centrally on non driving side of vehicles Enter details into the repair book, if possible see maintenance.

Power should reinstate when oil temperature cools

Local control c/b tripped in No 2 end cupboard

Low Transmission Oil Level

If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light will illuminate, however there will be no illuminated engine stop light. If the c/b will not reset, the affected engine should be isolated

Pressure reduction may cause reduced power to No2 bogie

Loss of engine Refer to loss of engine faults on adjacent page 20

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Engine 1 & 2 c/b tripped in No 2 end cupboard If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset, the engine should be isolated

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Class 170 October 2006

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