Demu Notes

INDEX
Sl Page
Description
No No.
1 Introduction of DEMU services 3
High Horse Power DEMU’s with Aerodynamic
2 5
Front end
3 Types of DEMUs working on Indian Railways 7
4 Working Principle of DEMUs 7
5 Diesel Engine and it’s Systems 8
6 Traction Alternator 11
7 LCC (Locomotive Control Console) 12
8 Rectifier blower motor 14
9 Dead-man Emergency 15
10 BHEL Model Throttle & Reverser 15
11 CGIL Model Throttle & Reverser 16
12 MU cables 16
13 Power Circuit of DEMU 16
14 Parts of DPC front end 18
15 Fuel Oil System 20
16 Lubricating Oil System 25
17 Cooling Water System 29
18 Air Intake and Exhaust System 33
19 Hydraulic Oil System 36
20 Driver’s Interlock Relay (DIR) 38
21 Features of CUMMINS Engine DEMUs 38
22 Cranking Procedure 40
23 Engine Control Panel 42
24 LCC PANEL 43
25 Procedure for Changing Cab (DEMU) 44
Procedure For Handing Over/Stabling Of DEMU
26 45
Trains
27 G&SR Rules Connected with DEMU Working 46
Air Brake System
28 Electro Pneumatic (EP) Braking System on 46
DEMUs
Training Material for Loco-Pilots on DEMUs by Diesel Loco Shed Moula-Ali Page 1 of 102
29 Safety Devices in DEMUs 55
30 Trouble Shooting on DEMUs 57
31 LED Indication Panel on Driver’s Control Desk 63
32 Engine Control Panel (ECP) in Engine Room 66
33 Parking Brake 68
34 Parking Brake Application/Release 69
35 Cut Out Cocks Location in DEMU 71
36 Relays 80
37 Working with leading DPC in SHUT DOWN 81
condition & By taking power from trailing DPC
38 Bell Code signals 85
39 Procedure to conduct Joint Brake Test (JBT)
Introduction on DEMU Services:
Diesel Electric Multiple units or DEMUs, a type of Diesel
Traction, most preferred mode of Rail Transport the world
over. The Railway’s are slowly switching over from the
unprofitable coaching stock headed by main line Diesel
engine to the more lucrative light weight power cars (i.e.,
DEMUs).
The DEMU’s run over South Central Railway have made a

dent in the public transport scenario in Andhra Pradesh &
Karnataka. The DEMU’s are more versatile with their
remarkable pick up, shorter breaking distance and trouble
free operation are faster, cheaper and comfortable than the
traditional bus service. Today in South Central Railway
more than 70 trains are run covering 500 Kms everyday.
The DEMU’s are being manufactured by integral coach
factory, Chennai & Haldia workshop, Kharagpur.
The DEMU services were introduced in 2010 in HYB division

of South Central Railway. There are 19 DEMU cars
maintained by the shed. The shed is headed by the Sr.DME
who is assisted by 350 numbers of men to run the shed.
The shed is under the over all administration control of the
DRM/HYB.
HHP DEMU consists of 2 driving power cars (DPC), 6 trailer

cars (TC)
DEMU Unit (8 cars) : DPC+TC+TC+TC+TC+TC+TC+DPC

(Seating capacity : In DPC-54, in TC-96 and in Vendor
coach-85)
The DPC is powered by 1400hp, CIL diesel engines and

AC/DC transmission of BHEL, 18kw KEL Brushless Auxiliary
Alternator with voltage regulator is provided to supply
power for lighting and fans. Governing of the engine speed
as well as alternator excitation and load control is achieved
through the locomotive control console (LCC).
1400 hp CIL (DEMU) engine
The Power Car has been provided with the 20T axle load
bogie similar to existing EMU motor coach bogies. DEMU
has been designed for a maximum speed of 100 Kmph.
1400HP DEMU bogies of the power car/trailer car are fitted

with air springs to give better riding comfort.
ICF has introduced HHP DEMU’s in the year 1999-2000.

Subsequently ICF was improved the interior of the coaches
with Aerodynamic profile during the year 2004.
HHP DEMU’s are capable of achieving higher acceleration of
0.54m/g2 using a higher capacity diesel engine coupled with
matching traction equipment.
High Horse Power DEMU’s with Aerodynamic Front
end:
The Railway systems world over have adopted aerodynamic
profile for the Railways, ICF have indigenously developed
and manufactured a prototype HHP with aerodynamically
designed front end along with the driver’s cab. This would
enhance aesthetic appearance of the coach and enable ICF
to complete in the global market.
Aerodynamic front end (DPC)
The FRP laminates used in the front end are of glass epoxy
construction using pre-peg material which has got better
structural properties and can withstand higher impact
loads, compared to conventional glass polyester laminates.
The additional features of Aerodynamic HHP DEMU are:
The driver’s cab is with a shatter proof laminated

single look out glass of the front to provide a wider
view.
Improved driver’s desk and driver’s cab with
ergonomically designed features for operational ease
and improving the aesthetics.
Improved seating arrangements for the passengers
with ergonomically designed seals using molded PU
foam cushions.
Stainless steel partitions in place of existing semi
bulk head partitions at the doorways
Stainless steel grab rails at convenient height in
place of existing painted MS handrails
Stainless steel luggage racks in place of MS luggage
racks with compare slats.
Half open able wider (3’x3’3”) windows with lift up
glass shutters for better view for passengers in place
of 2’x2’ windows
Bogies with pneumatic suspension for better riding
comfort
Central duct with central lighting & speakers for PA
system
Exterior painting with unique color scheme using
postal red, oxford blue and white color in a steam
lined manner with aerodynamic front end using
polyurethane paints.
Types of DEMUs working on Indian Railways
Traction Loco Primary

DEMU Engine Alternator Brake MU
Control Suspen- System
Capacity Make Cables
Console sion
Make Model
Cater- 7005 113 B1
BHEL
pillar 7006 & B2
Model 111 B1
3412 KEC 8TAB & B2 Twin
DITA Pipe
Coil
700 HP 7005 pure
BHEL Springs compatible
CIL 7006 Air
107 B1 with each
Model KEC 8TAB Brake
& B2 other
VTA
1710L NGEF --
NGEF -- 107 B
CIL
Not
(HHP) Air
1400 Aero 107 B1 EP compatible
Model BHEL 7003 Suspen-
HP Dynamic & B2 Brake with other
KTA sion
types
50L
Working Principle of DEMUs:

In High Horse Power DEMU’s the engine capacity is
1400 HP. Engine is a prime mover and it is started initially
using starter motor. Engine speed is controlled between
700-1800 RPM. To control the engine speed the Actuator is
provided in the engine which is electro magnetically
operated. Water pump which is used for cooling system is
driven by main engine. Hydraulic pump is also run by the
main power pack which is used for running the radiator fan
motor and ventilation fan motor. Ventilation fan and
radiator fan are run by the hydraulic system.
3 phase AC output obtained from the alternator is

rectified by 3 phase bridge rectifier get DC output. This
main rectifier is modular in construction and under frame
mounted feeding DC supply to the traction motors.
Four axles mounted, self ventilated traction motors

are mounted on 2 bogies of the power car. The motors are
permanently connected in 4 parallel combination change
and field weakening operation.
There exists the provision of isolation up to two
traction motors, in the event of traction motor becoming
faulty.
An 18 KW auxiliary brushless alternator, self cooled,

belt driven from traction alternator shaft with its rectifier
and regulator is provided to supply over the entire speed
range of the engine speed from no load to full load.
However, 110 V batteries are also provided to supply
lighting, fan and control loads during emergency when
diesel engine is not in operation.
A compressor of type TRC 2507 of ELGI make belt

driven from the non traction alternator end of the engine is
provided to supply compressed air at a minimum rate of
2600 lpM at 7 kg/cm2 at idling speed of the diesel engine
for the brake system.
Diesel Engine and it’s Systems:

The DPC (Driving Power Car) has a single power pack
consisting of a diesel engine, model KTA-50-L ( Cummins
Ltd).
Specification:
01 Exact description and Model of the engine : Cummins KTA-50-L
02 Rated output : 1400 BHP
03 Maximum intermittent traction rating : 1600 BHP @ 2100 RPM
04 Site conditions
Ambiant température : 55Deg. C
Altitude above mean Sea level : 1000M
Relative Humidity : Above 40%
05 Rated speed at continuous rating : 1800 RPM
06 Type of cycle : Four stroke
07 Method of pressure charging : Turbo charging
♦ Pressure ratio of the compressor
at the rated output : 2.4
♦ Single stage/ Two stage : Single stage
♦ No. of Turbochargers used : Two
♦ Make and model of Turbocharger : Cummins
08 Type of exhaust system : Pulse type
09 Cooling method of the charge air : By engine coolant.
10 Type of combustion chamber : Direct injection chamber
11 Fuel Injection equipment : Unit type FIP and injector
12 Fuel pump : PT-fuel pump
13 Number of cylinders : 16 Cylinder (8 cyl. per
bank)
14 Arrangement : “V”-Type 60 degree
15 Cylinder bore : 159mm
16 Piston Stroke : 159 mm
17 Total displacement : 50 Lts
18 Cubic capacity/ Cylinder : 3.13 Lts./ Cyl.
19 Compression Ratio: : 13.8: 1
20 Firing Order : 1R-1L-3R-3L-7R-7L-5R-5L-
8R-8L-6R-6L-2R-2L-4R-4L
21 Mean piston speed at the rated speed : 9.5 m/s.
22 Brake mean effective pressure : 12.58 Kg/Cm2
23 Maximum combustion pressure at the
rated output : 141 Kg/Cm2 (2000 PSI)
24 Compression pressure at No load at
Minimum idling sped : 350 PSI
25 Minimum No-load idling speed : 700 RPM
(A low idle features is provided on the Engine)
26 Max. no load RPM under steady conditions : 2070 RPM
27 Minimum firing speed : 150 RPM.
28 Piston
♦ Type of piston used : Single piece (Al alloy)
♦ No. of Piston Rings used : Four Nos.
♦ Configuration of the Rings : 3 compression, 1oil control
(All the rings are located above the Gudgeon Pin)
♦ Piston cooling method : By engine Lube oil.
29 Cooling System
♦ Cooling Circuit : Closed loop cooling circuit.
♦ Cooling system type : Pressurized
♦ Water pump type(Make) : Mannesman Rexroth
AZFO 28/QR
♦ Coolant temperature at the outlet from
the Engine( Normal operating range) : 72 Deg. C to 95 Deg. C.
♦ Heat absorbed by the cooling water
at the rated output : 17500 BTU/Min.
♦ Rate of flow of water : 40 lpm @ 1500 rpm
♦ Water tank capacity : 153 Litre
♦ Treatment recommended for water : Borate base compound
30 Lube Oil System
♦ Temp. of lube(Normal operating range) : 82 Deg. C to 107 Deg. C.
♦ Max. permissible temperature of lube oil: 121 Deg. C for short time
♦ Heat absorbed by the cooling oil at the rated : This heat is the
part of heat output rejected to
cooling water.
♦ Sump Capacity : 151 Liters
♦ Brand of oil recommended : Multi grade CF4 15-W-40
31 Lube oil Consumption at the rated output : 0.14 Lit / Hr
32 LOC % of fuel consumption : 0.14% of fuel consumption
(Max. is 0.25% of fuel
consumption)
33 Lubricating oil pressure at the rated speed
at the normal operating temperature : 3.4 to 6.16 Kg/cm2
34 Maximum pressure of charge air in the intake
manifold at the rated output : 1.278 Kg/Cm2 ( 37” of Hg.)
35 Maximum pressure of gases in the exhaust
manifold at the rated out put(At output of TSC) : 3” of Hg.
36 Maximum RPM of turbocharger at the
rated output : 63600 RPM.
37 Maximum permissible RPM of the
turbocharger : 100000 RPM.
38 Temperature of exhaust gases at Turbo
inlet at the rated output : 600 to 630 Deg. C.
39 Maximum permissible temperature for
which the turbo charger components have
been designed : 735 Deg. C.
40 Heat balance of the Engine:
Useful output : 38.6%
Exhaust : 35.3%
Coolant : 24.4%
Ambient : 1.7%
41 Weight of the engine complete with all items
excluding water and lubricating oil : 4858 Kg.
42 Weight of the water contained in the engine : 155 Kg. approx.
43 Weight of the oil contained in the engine : 150 Kg. approx.
44 Specific fuel consumption.
♦ Indicate the lower heating value of the
fuel used in arriving at the specific fuel : 10000Kcal/Kg.
consumption figures (154.17gm/BHP/Hr)
45 Fuel oil consumption at idle in L/H : 4.16 Lit/ Hr.

46 Type of governor : LCC CGA Make
47 Safety devices provided on the engine.
♦ Over speed trip safety device
♦ Low lubricating oil pressure safety device
♦ High water temperature safety device
♦ Low water level safety device
48 Transmission System
♦ Alternator type : BHEL TA 7003 BX
C. Greaves C1012 TA
♦ Maximum speed : 1800 rpm
♦ Maximum voltage : 900 V
♦ Maximum current : 2145 A
♦ Continuous rating low voltage : 550 V, 1660 A, 1800 rpm
♦ Continuous rating high voltage : 900 V, 990 A, 1800 rpm
♦ Weight with accessories (Approx.) : 4400 Kg
♦ Traction motor type : BHEL TM 4303 AZ
C. Greaves C1005 TM
♦ Maximum speed : 2772 rpm
♦ Number of TM per DPC : Four
♦ Continuous voltage : 550 V
♦ Continuous current : 415 A
♦ One hour rating : 455 V, 550 A,
♦ Weight per unit (Approx.) : 2200 Kg
♦ Gear ratio : 20: 91
♦ Suspension : Axle hung, nose suspended
♦ Auxiliary generator : KEL A 18122 FM
♦ Rating : 110A DC, 135V DC, 18.5KW
♦ Unit weight : 445 Kg.
Traction Alternator:
The brush less Traction Alternator is provided to supply
power to the Traction motor. Traction Alternator is driven
by diesel engine. The brush less exciter provides the
excitation current to the rotating filed. The exciter has
stationary field and exciter rotor and diode wheel mounted
on the main rotor shaft itself.
The exciter filed is supplied by the excitation control system
there by three phase A.C is produced on the exciter rotor
and rectified to D.C by rotating diode wheel and fed to main
rotor there by three phase A.C is produced in the
stationary main stator. The exciter out put is controlled by
regulator by taking the feed back from the traction
alternator out put in terms of voltage and current feed
back.
Traction
Alternator
(Main)
Located in
Engine
room
LCC (Locomotive Control Console):

The function of LCC is to control the engine RPM, Traction
Alternator out put and maintain the horse power of the
engine constant at idle to 8th notch, It also protects the

Diesel engine from over speed.
The LCC gets the voltage feed back from potential
transformer (PT) and current feed back from current
transformer (CT). The out put power of TA is kept constant
at each notch by compressing the CT, PT & opened signals
correspondingly to that notch.
Working parameters of LCC
1. Input voltage to operate LCC is 24V D.C and 110V
D.C
2. Actuator is Electrical
3. Voltage feed back is A.C i.e. 10V A.C to 65V A.C
from potential transformer
4. Over load protection provided
5. Only one CT is used for current feed back
6. CT ratio is 2500/5
7. Acceleration is fast
Location of LCC : Driver’s cab in Control
compartment.
Control Module Power

Module
Locomotive Control Console (LCC)
Rectifier blower motor:

The function of Rectifier blower motor is to suck the air
from atmosphere through air filter and passes through main
diodes provided in the rectifier which cools the diodes.
Manually diodes get heated up when they work on load.
The rectifier blower motor is 1KW D.C differential
compound motor which works on 110V/D.C supplied by
Auxiliary alternator provided on the DPC.
Dead-man Emergency:
Dead-man emergency is a safety device which brings the
engine speed to idle and brake pressure also drops and
brakes comes automatically to application.
In DEMU’s master controller contacts are operated when
dead-man handle (throttle handle) is pressed and moved in
forward or reverse direction. This operation makes engine
RPM to rise and power from Traction Alternator gets
produced from 1st to 8th notch. In case operator releases
throttle handle while in working the contacts in the master
controls gets open and control supply to engine RPM circuit
gets disconnected and engine comes to idle and at the
same time dead man valve provided in master controller
operates and pilot air is supplied to emergency valve and
BP drops resulting brakes to apply until the operator brings
the throttle to idle. The dead-man does not get
automatically reset for next operation.
BHEL MODEL THROTTLE & REVERSER
ECS
SELETOR
switch for DMH incorporated in
traction Throttle
ammeter
Reverser key inserted

condition (BHEL model)
CGIL MODEL THROTTLE & REVERSER
Reverser Key
Reverser Handle
DMH incorporated in
Throttle (CGIL)
MU cables:
There are 4 MU cables used in DEMU. These are A,B,C & D.
A cable carries the notch signals, excitation control and
forward reverse of DPC movement controls. ‘B’ cable carries
common negative signal and allow bell control circuit
signals. C cable carries all DPC indication controls like
Traction Motor over load, engine on 1,2 & 3rd excitation on
1,2 & 3rd etc and common annunciation indication. ‘D’ cable
carries all fans and lights of +ve and –ve of 110V DC supply
of auxiliary alternator from DPC and emergency supply
cables to trailing DPCs.
Power Circuit of DEMU:

The power circuit of DEMU power car are shown in power
circuit (Fig.1) D.C Power is supplied to 4 traction motors
from diesel engine driven brush-less alternator and under-
frame mounted main rectifier. The four traction motors are
connected across the traction alternator in fixed 4-P full
field combination utilizing the full capability of the traction
alternator and thus eliminating combination change and
field shunting operation from rectifier the supply is taken to
the motors via line breakers (L1-L4). A reverser (REV1 or
REV2) to change the polarity of the series field of traction
motors is provided in the circuit. Motor overload relay coil is
also provided in series with each motor to detect the
overload if any.
One ground relay is provided on the negative side of the

power circuit to detect traction motor earth-fault during
motoring. In case of earth-fault the line contactor in power
circuit will get open out in order to isolate traction motors
and simultaneously alternator excitation is also cut off. The
isolating switch which is provided along with ground relay is
opened out to isolate earth-fault initially. After detection of
particular defective traction motor, circuit operating motor
cut out switch in positive position isolates the same. Ground
relay isolating switch shall be closed to run the DEMU with
other healthy traction motor.
Parts of DPC front end:
1
2 3
FRONT SIDE
1. Head light
2. Flasher light.
3. Head code.
4. Fault indication lights (Red)- both sides.
5. Tail lamp / Classification lamps
6. Shacku coupling with IRS provision.
7. Cattle guard.
8. BP/FP pipes with COC.
LEFT SIDE
1. Pulse generator (for ESM).
2. Aux. Alternator Rectifier Unit.
3. Main Reservoir (MR) with it’s drain COC.
4. Two Aux. reservoirs with its ABD COCs.
5. One battery boxes of 110V (54 cells).
6. Fuel tank with glow rod gauge.
7. EP Unit with EPIC & AIC COCs.
8. Un-loader valves
RIGHT SIDE
1. Rectifier unit box.
2. Power Contactor & Reverser unit box.
3. Traction Motor Over Load Relay unit box.
4. 24V Battery Box.
The various types of schedules attended on DEMU are

as under:
At end of each trip

Trip
(max. 7 days)
Monthly 1 month ± 3days
Quarterly 3 months± 3days
Half-yearly 6 months± 5days
IOH 9 months + 30days
18 months 18 months ± 7days
POH/Yearly After 18000 hours
Fuel Oil System:
DEMU Fuel Tank Capacity: 3000 Ltrs.,
Minimum balance: 500 Ltrs.+Trip ration+10% allowance.
CIL engine (KTA-50-L) is designed to deliver 1400hp at

1800 rpm. The main components of the fuel system:-
1) Gear pump: Fuel enters the rear side of gear pump

housing. Gear pump has two spur gears. One of the
gear shafts is a drive shaft, which is driven by the
accessory drive gear shaft and rotates at engine speed.
It creates a vacuum to draw fuel, but adds no pressure
to the flowing fuel.
2) Cooling kit: In PT fuel pumps a drilling runs up along the
back of all shafts bores to a fitting on top of the gear
pump housing. Fuels from the shafts bores passes out
through the valve in the fitting and through the drain
line to the fuel tank.
3) Pulsation damper: As the gear pump teeth mesh and
un-mesh, considerable turbulence is created in the fuel.
To eliminate this roughness a pulsation damper is
connected through a drilling, to the gear pump cavity.
4) Filter screen: Pressurized fuels flows into the center of
the filter screen, which is located at the top of the fuel
pump. Dirt and other materials are removed at by this
filter.
5) Governor: The pressure in the fuel as it reaches the
governor plunger is hydraulic pressure. The restriction
to fuel flow which creates most of this pressure is built
into the PT pump by placing the surface of the idler
plunger against the end of the governor plunger. In this
manner fuel is being held in the governor plunger by the
surface of the idler plunger. These are two outlets for
governor plunger fuel
a) The idle port which allows fuel to escape during low
speeds
b) The throttle port through which fuel escapes during
time of higher speeds or loads.
The governor plunger is acted upon by the two
forces. One of the forces is by the governor weight
forces which depend on the engine speed. As the
accessory drive shaft rotates, it revolves the PT pump
shaft which in turn rotates the governor weight carrier.
And thus the weight force governor plunger towards the
governor barrel. Another force which is acting upon
governor plunger is from idle spring, Torque spring and
High speed spring.
During cranking, the idle spring and weight assist
spring will hold the governor plunger and idler plunger
together, but fuel pressure is not high. As engine fires
and speed increases, gear pump delivery also increases.
But governor weight force also increases. Fuel pressure
continues to rise and increase fuel flow to the engine. As
engine speed reaches 800 to 1000 RPM approximately,
resistance to governor weight force increases, as idle
spring and torque spring start getting compressed. The
high resistance presented by these two springs keeps
the plunger surfaces very close together and continually
increases fuel to engine- raising engine speed or
torque.
6) Weight Assist Plunger: At low speeds, governor weight
force is not strong enough to move the plunger back
very far. So a force is built into the pump with a short
plunger known as weight assist plunger, which is held
against the governor plunger by its spring and shim
pressure while engine speed is slow and remains in
contact so long as low speed prevents the weight feet
from pushing back on the governor plunger.
PT Pump (Fuel) and Actuator
SD valve Screw
Actuator Unit
PT pump
. (Location: Engine left side free end bottom side)
Fuel oil filters
FUEL FILTERS
WTER
SEPERATORS
(Location: engine left side bottom)
7) Weight Assist Plunger: At low speeds, governor weight

force is not strong enough to move the plunger back
very far. So a force is built into the pump with a short
plunger known as weight assist plunger, which is held
against the governor plunger by its spring and shim
pressure while engine speed is slow and remains in
contact so long as low speed prevents the weight feet
from pushing back on the governor plunger.
8) Throttle shaft: From the governor plunger fuel passes to
the throttle shaft which has a restriction plunger. Under
this plunger there are a few shims. This restriction
plunger controls the fuel passage in the throttle shaft.
When shims are removed from the plunger, it reduces
the fuel passage in the shaft and reduces fuel flow to the
injector by reducing the fuel pressure. If shims are
added, it increases the fuel passage and increases the
fuel flow by increasing the fuel pressure.
9) Shut down valve: The shut down valve has final control
of the flow from the pump to the injector. Fuel flow can
be controlled by mechanically or electrically operated
solenoid. The valve is activated by closed electrical
contacts when ignition switch is moved to ‘ON’ position.
10) PTD injector: The PTD injectors consist of a short
rigid plunger barrel and adapter. The injector cup is a
separate piece. The adaptor, barrel and cup are
attached by a long threads sleeve. The injector plunger
is a steel plunger fitted into the barrel with very close
tolerance.
Lubricating Oil System:
KT A 50 L diesel engines have force-feed lubricating oil

system with low lube oil protection device. The lube oil
system is four fold.
• To lubricate all the moving parts in an engine.
• To help in seal combustion chamber from the
crankcase.
• To clean the engine by picking up foreign particles.
• To cool the parts that it contacts.
• The main components of the lube oil system are
described below:
1. Lubricating Pump
The lubricating pump used in engine is gear type positive

displacement pump. This has two gears meshing with each
other. When rotated it, the pump draws oil from engine
sump and delivers it at a pressure for lubrication.
2. Lube oil Full Flow Filters
Lube oil filters play a very important role in protecting

engines. When the lube oil passes through the filter
element, most of the larger foreign particles suspended in
the oil are trapped in the element. The purpose of lube oil
filters is to remove this foreign matter before it can harm
the engine.
Lube oil filling neck
LUBE OIL FILTERS

Lube oil dip stick
LUBE OIL FILTERS (Location : Engine left bottom side)
3. Bypass Filter
The function of bypass filter is to assist the full flow filter by
trapping the finer dirt particles that get through the full flow
filter. Lubricating oil bypass filter plumbed, parallel to full
flow filter, into the engine, has much finer filtering media
with less porous passages than the full flow filter element.
BYE PASS
FILTERS
BYE PASS FILTERS (Location : Engine right bottom side)
4.Lube Oil Cooler

In lube oil cooler, the coolant passages through tubes. The
lubricating oil circulates around outside all these tubes.
Water passage through tubes and absorbs heat from oil
when its temperature is higher than it but heats oil when its
temperature is lower than that of water.
5. Piston Cooling Nozzle/Jets

The piston cooling nozzle/jets make up another important
part of the engine lubricating system. Combustion heat
generated by supercharging the engine, the piston cooling
jets is used on the engine to cool the pistons.
Working:
The lubricating oil circulating pump, mounted on the free
end side of the engine sump, draws the lubricating oil from
the engine sump and feed it into the system. A relief valve
at the discharge side of the pump protects the pump from
high pressure and controls the discharge pressure by
passing a portion of the oil back to the sump. The
remainder of the oil flows on through the regulating valve
set at 70 psi and then passes through full flow filter, which
is equipped with a differential pressure by-pass valve to
hold a relatively constant pressure across the filter. From
the filter the oil flows on through the lube oil cooler and
then into the main lubricating oil header of the engine to
provide pressure lubrication to the bearing surfaces.
A pipe connection from lube oil cooler goes to the both
turbo super charger for cooling and lubricating the parts of
the TSC and drain in the sump. A branch line of the lube oil
goes for by pass filter for filtration of lubricating oil.
Branch lines leading from the main header supply
lubricating oil to the main bearings, connecting rods,
cylinder heads, piston cooling jets and return to the sump.
Another branch feeds the oil to camshaft bearings & cam
follower. Sub header supplies oil to accessory drive like PT
fuel pump & water pump etc.
A small line leads to the pressure gauge and the low Lube
oil pressure switch for engine safety. The normal lube oil
pressure of the engine is 3.4 Kg/ cm2 to 6.2-kg/ cm2 at the
rated speed and normal temp.
Checking of Lube Oil level by dipstick:

Oil gauge dipstick is located on the engine. For accurate
readings, after engine shutdown oil level should be checked
after 15 minutes.
Keep dipstick with the pan with which it was originally
fitted. Keep oil level as near "H" (high) mark as possible.
Cooling Water System:
The cooling system is with side-mounted radiators.
Cooling system is pressurized by 7PSI pressure cap and
vacuum valve. A schematic of the cooling water system of
DEMU is shown in schematic diagram of the cooling water
system.
Major components in the cooling system:
Expansion tank:
The capacity of expansion tank is 85 liters. It collects vent
out air from engine and radiators. Venting from engine &
radiators are directly connected to the expansion tank. A
filler neck is provided on the expansion tank for filling the
coolant. Pressure relief valve is mounted separately to
maintain system pressure 7 PSI during operation
WATER WATER
WATER FILLING NECK
EXPANSION TANK
LEVEL WITH CAP
INDICATOR
WATER EXPANSION TANK

(Location: In radiator compartment loco left top side)
Radiators:
Four radiators (two on each side) are supplied in case of
side-mounted radiators. Radiators can be cleaned easily by
air / water jet from inside to out of radiator compartment.
Radiators are supported with anti-vibration mountings to
guard against rail vibrations.
RADIATOR
RADIATOR (Location: Both sides of radiator compartment)
Hydraulic oil coolers:

Hydraulic oil cooler is located in the radiator compartment.
It is situated at the right bank (RB) side of the engine,
before the RB radiator, so that it receives cold air first for
cooling. Hydraulic oil cooler is double pass type of radiator.
This cooler maintains the hydraulic oil temperature below
70 Deg. C.
Radiator Fans:
Radiator fans are located on top at the center of the
radiator compartment. The fans are driven by hydraulic
motors. Radiator fan sucks air through the radiators and
throws out the hot air to the atmosphere.
RADIATOR FAN
Hydraulic
Motor
Radiator Fan
Two Radiator Fans are available in Radiator Room
SCHEMATIC DIAGRAM OF COOLING WATER SYSTEM
WATER PUMP
7-PSI Water pressure

AFTER
OIL COOLER (75%)
COOLER 25%
ENGINE BLOCK
CYLINDER LINERS
CYLINDER HEADS
Opens At 750C THERMOSTAT
RADIATOR
Air Intake and Exhaust System:
Air is drawn through the supercharger portion of the
turbo supercharger which compresses and feeds the
compressed air to the cylinders via an after cooler which
cools the air.
Turbo Super
charger
Location: Top of the engine block free end

The air filter is provided to remove harmful dust,
abrasive particles from the air. If these particles are
permitted to enter the engine, the particles mix with the
lubricating oil to form an abrasive paste which will quickly
wear out piston rings, cylinder liners, pistons, valve guides
etc. causing high lubricating oil consumption and blow by.
Air intake filters
Air Intake
Filters
(Location: Radiator room)
AFTER COOLER
After Cooler
The cooling of air helps in increasing the density. A

vacuum indicator is available in the air filter that indicates a
red band when the accumulated dust is beyond the
permitted level and it is necessary to service the air cleaner
element. Air cleaner element can be cleaned with the use of
pressurized air at not more then 30 PSI.
The exhaust air from the cylinder drives the turbine
portion of the turbo super charger, which helps in utilization
of residual heat of exhaust gases.
The exhaust gases are exhausted through a silencer
kept on the dished rooftop of the DEMU. Flexible stainless
steel connection between the turbo supercharger and
silencer allows for expansion due to heat of the exhaust
gases.
A schematic of air intake and exhaust system of
DEMU is shown in figure.
Hydraulic Oil System:
Hydraulic
Oil Sump
Hydraulic
Oil level
indicator COC with
micro
switch pipe
leads. Pipe
COC with to main
micro hyd. pump
switch,
pipe leads
to Aux.
hyd. pump HYDDRAULIC TANK IN RADIATOR ROOM
The hydraulic oil system consists of Two pumps as follows:

CUMMINS- One bent axis fixed displacement pump driven
by belts for engine room vent fan and one reciprocating
type variable displacement thematically controlled pump
driven by gear for radiator fan.
The pumps suck oil from hydraulic tank through a
suction strainer of 150 micron rating and deliver it through
high pressure line to hydrostatic motors of engine room
vent fan and radiator fan through relief valves. The return
line from hydrostatic motors merge to carry the hydrostatic
oil to hydraulic oil coolers mounted in front of the radiator.
The oil gets cooled and returns to the hydraulic tank
through a return line strainer of 25 micron rating. There are
also leak off lines which drain excess oil directly to the
hydraulic tank.
The oil delivered by the pump is proportional to the
engine speed.
Driver’s Interlock Relay (DIR):
• DIR is a safety relay provided in DEMU.
• DIR will restrict engine rpm to IDLE when BP pressure
drops below 3.0 kg/cm².
• DIR should be in energised condition for working the
DPC.
• If DIR de-energises, Throttle will not respond.
• Condition for DIR picking up is as follows:
1. DIR circuit breaker closed.
2. BL/DCS key unlocked.
3. Guard is available in cab , GCS is operated to ON
position.*
4. Governor Switch BPCG is closed when sufficient BP
pressure is available. (above 4.0 kg/cm²)
5. Governor Switch PBG is closed when parking brake is
released. *
• Energizing of DIR can be observed through ‘DRIVE
FUNCTION RELEASED’ indication on Driver’s indication
panel.
• If DIR not getting energized even though sufficient BP
pressure is available put on the DIR BYPASS SWITCH
provided on the control panel in Driver’s cab and work
further duly observing safety precautions.
Features of CUMMINS Engine DEMUs:
CUMMINS
1. Cranking switch is provided in control panel itself in
engine room.
2. RESET button is provided on control panel in engine
room.
3. Emergency shut down Switch is provided on control
panel in Driver’s cab for emergency shut down.
4. Two Starter motors provided on right side of engine
block at power take off end.
5. Actuator and PT pump provided on left bottom side of
engine (Radiator room end)
6. Air lock removing pump provided at engine left side
power take off end on primary side with one main COC
and two aux. COCs.
7. Mech/elect. Cranking provided through SD valve. (At PT
pump)
8. Fuel tank capacity – 3000 ltrs (1400 HP). Minimum
balance 500 Ltrs.
9. Fuel oil pressure gauge not available.
10. Two after coolers are provided on top of engine block.
11. Lube oil sump capacity – 240 ltrs (1400 HP)
12. Lube oil level to be checked in shut down condition for
correct level.
13. Lube oil filters - 6 Nos (including bypass filters).
14. Water capacity – 400 ltrs. (Including expansion tank
85lts)
15. Water pump gear driven.
16. Only one expansion tank (with one filling neck)
provided.
17. Gear driven hydraulic pump is provided for two radiator
fans.
18. Belt driven pump is provided at engine free end top side
for two vent fans
19. Hydraulic oil capacity – 400 ltrs (1400 HP).
20. Only one hydraulic cooling coil provided in radiator
compartment on right side.
21. Buzzer is provided in place of Signal bell in some of new
DEMUs.
Cranking Procedure:
1. Loco pilot will be provided with three operating keys
(BL/DCS, BIV & REV). Insert the BL/DCS key in BL box,
BIV key to be inserted in brake controller unit slot and
turn it ON. Insert the REV handle in Master controller
and keep it in Neutral.
2. Ensure ECS in Idle.
3. Check the Lube oil level, Water level and Hydraulic oil
level.
4. Switch ON 24V battery isolating switch in the engine
room.
24 V Battery
Rotary switch
24 V Battery
circuit breaker
5. Switch ON 110V battery isolating switch in Driver’s cab.
110 V Battery
Rotary Switch
GR resetting
button
6. Check both the battery voltages by switching on

voltmeter switches in Driver’s cab and ensure
• Starting battery voltage reads 24V.
• Control battery voltage reads above 90 V.
7. Switch ON all the MCBs in Driver’s cab.
8. Switch on 110V MCB and 24V MCB in the Engine room,
on control panel.
ENGINE CONTROL PANEL (Located in Engine room)
LED DIGITAL rpm
INDICATION GAUGE
LAMPS
ENGINE
HOUR METER
LOCAL/REMOTE
SWITCH
PUSH BUTTONS
RESET, TEST, START &
STOP 110v CIRCUIT
BREAKER
24v CIRCUIT
BREAKER
9. Ensure Local/Remote switch in Control panel is in Local

position.
10.Press the lamp test switch and see that all LED
indications are glowing.
11.Press the Reset switch in control panel for any shut
down safety devices.
12.Ensure ‘24V DC’ indication of control panel and 1st notch
indication glowing on LCC.
1st notch LED
indication
LCC PANEL
13. Press the Start button in the Engine control panel and
release after cranking.
14.Engine ON indication will come and Engine OFF
indication will go off.
15.Once Engine is ON, Auxiliary alternator rectifier set will
generate supply and Aux. alternator failure indication
will go off on Driver’s desk.
Procedure for Changing Cab (DEMU):
Working cab to Non-working cab:
1. Bring the Throttle/Dead man handle to ‘Idle’ position.
2. Move REV Handle to Neutral position and take it out.
3. Bring BCH handle to ‘Auto’ position, drop BP to 3.5
kg/cm² and keep BCH handle in Lap position. Ensure
formation brakes are applied.
4. Apply parking brakes.
5. Switch off all BL switches. (Control, Excitation and EP
Brake)
6. Turn off the driver key (BL Key) and remove it from
the BL box.
7. Turn the BIV handle to off (horizontal position) and
take it out.
8. Keep BCH handle in release position.
9. Keep ECS in Idle position.
Non-working cab to Working cab:
1. Insert and turn on the DCS/BL key in BL box.
2. Insert the REV handle in Neutral position.
3. Insert the BIV handle in horizontal position and turn
it up and ensure BP pressure rises to 5.0 kg/cm²
4. Switch ON the required BL switches (Control,
Excitation and EP Brake)
5. Apply BCH handle to ‘EP Full’ position and ensure BC
pressure increases to
1.6 kg/cm².
6. Release parking brakes.
7. Keep ECS in Run position
8. Check the Brake continuity test as per the procedure.
Note: Loco pilot should not leave the cab without applying
and securing DEMU.
Procedure For Handing Over/Stabling Of DEMU
Trains:
A) At Crew changing point:
After arrival to the destination the loco pilot shall wait for
the reliever to come and will not leave the rake till the
reliever comes.
The changing of cab (if required) should be done by the
incoming loco pilot.
The incoming loco pilot shall handover the BL (DCS) key,
BIV key, Reverser key and log book with BPC to the out
going loco pilot.
B) Stabling a rake in night/day due to termination of
service:
1. Ensure the rake is standing clear of fouling mark.
2. Switch off fan and lights.
3. Switch off excitation and control switches in BL box
and keep ECS switch in idle.
4. Apply parking brake.
5. Apply BCH to emergency and ensure that brake
cylinder pressure builds up to
1.6 Kg. /Cm².
6. Before shutting down, ensure 24V Battery ‘Charging
failure’ indication is not glowing and Voltmeter shows
24V.
7. Shut down engine by pressing engine off switch.
8. Remove BL/DCS key, BIV key and Reverser handle.
9. Switch off all MCBs
10. Switch off control battery (110V.) and starting
battery (24V) isolation switches
11. Keep the Tail lamps in working on both end DPCs.
12. Close the doors and windows and lock cabs.
13. Secure the formation by keeping wooden wedges.
14. Handover operating keys, pad lock keys and log
book to the authorized person (on duty CC/Dy.SS).
G&SR Rules Connected with DEMU Working:
S.R.4.42. Exchange of ‘all-right’ signals

7.4 Loco Pilots/Motormen of DEMUs, DHMUs, EMUs and
MEMUs are exempted from exchanging ‘All right’ signals.
SR.3.75.7. The Loco Pilot/Motorman of MEMU /EMU is

permitted to leave the engine to speak to Station Master of
the rear station through IB signal post telephone when IB
signal is at ‘on’ after taking the following precautions:
7.1. Apply auto brakes from leading motor coach and
physically ensure that train brakes are applied.
7.2 Advise Guard on Walkie-talkie to place wooden wedges
under the wheels according to the direction of falling
gradient to avoid rolling down and get confirmation from
the Guard.
7.3 Extract brake isolation valve (BIV) key, reverser key
and BL (DCS) key
7.4. The Guard should not leave cab and he should be
allowed to apply brakes if required. When Loco
Pilot/Motorman returns to cab after speaking to the Station
Master of rear station through IB signal post telephone, he
shall insert BL key, BIV key and REVERSOR key and inform
Guard on walkie-talkie to remove wooden wedges and after
getting confirmation about removal of wooden wedges, will
release auto brakes.
Air Brake System:

Electro Pneumatic Braking System in DEMUs :
Aerodynamic HHP DPC's are provided with Electro

Pneumatic type brake system. In which two brake systems
(Electrically controlled air brake and pneumatically
controlled air brakes) are combined and work independent
of each other.
The two major components in this Electro Pneumatic

system are:-
1. Modular brake controller (Located in cab)
2. Electro Pneumatic brake unit (Located under the
chassis)
The Modular Brake controller in conjunction with Electro

Pneumatic brake unit constitute an air brake in which two
brakes are combined and work independent of each other.
The service brake is the electrically controlled air brake.
Features of Electrically controlled Air brake:
This brake allows very finely adjusted, simultaneous

application of brakes in all the coaches of the train.
Both application and release can be graduated and steps
can be achieved in application as well as in release.
Required brake cylinder pressure can be achieved by
moving the handle in EP zone.
The second independent brake system is pneumatic air

brake which can be used independently in case of power
supply failure. This system is similar to our normal
conventional air brake system, where in B.P pressure will
be dropped for application of brakes.
I. COMPONENTS IN EP BRAKE UNIT:
a) Application magnet valve

b) Holding magnet valve
c) Safety valve
d) Triple valve
e) Pressure limiting valve
f) Stabilizing valve
g) Check valves.
EP UNIT
EP UNIT
110V
Battery box
(Location: Under truck left side of DPC between EP air

reservoir and 110V battery box)
Inside EP unit box components
Inside EP unit Application & Holding Magnet valves,

Triple valve, Pressure limiting valve, Stabilizing valve &
check valve
A) APPLICATION MAGNET VALVE:
1. It is a normally closed magnet valve
2. On receiving electrical supply, it becomes
normally open and MR waiting is sent to brake
cylinder for brake application through a limiting
valve.
B) HOLDING MAGNET VALVE:
1. It is a normally open magnet valve

2. On receiving electrical supply, it becomes
normally closed and then brake cylinders are
isolated from the atmosphere.
C) SAFETY VALVE:
1. During purely pneumatic application, safety valve

limits the brake cylinder pressure.
D) TRIPPLE VALVE:
1. Triple valve serves for application and release on

operation of the automatic air brake according to
changes in brake pipe.
2. Release of electrically controlled air brake is also
effected via the triple valve in release position.
E) PRESSURE LIMITING VALVE:
1. During electrically controlled application the
pressure limiting valve limits the brake cylinder
pressure.
f) STABILIZING VALVE:
1. It is controlled by brake cylinder pipe

2. In release position, stabilizing valve connects to
auxiliary reservoir with a bulb.
3. The application position, the bulb is exhausted
through the stabilizing valve.
G) CHECK VALVE:
1. During purely pneumatic application, the check

valve prevents the escape of air from the brake
cylinder through the open holding magnet valve.
II. Advantages Over Conventional Pure Air Brake

System:
1. Two brakes i.e., Electro-Pneumatic and pneumatic

brakes are available and both can be used
independently.
2. Braking more effective. Both application and
release can be graduated and steps can be
achieved in application and release also.
3. All the valves are mounted on a single bracket.
4. Maintenance and trouble shooting is easy.
5. On application of EP brakes, no BP pressure will
be drop hence loading on compressor will be less.
SELF LAPPING MECHANISM OF BRAKE CONTROLLER
UNIT
Safety Devices in DEMUs:
1. Low lube oil pressure switch:

This is provided to protect the diesel engine when
lube oil pressure drops below minimum as well as
lube oil level in the sump falls below minimum level.
This is set at a pick up pressure of 1.2kg/cm2 and
drop at 0.9kg/cm2 and electrically connected to fuel
shutoff solenoid to cut of the fuel to the system and
shut down the engine when lube oil pressure falls
below 0.9kg/cm2
2. Low coolant water switch:
This is provided to protect the diesel engine from low
coolant water level falls below minimum level. It is
located on the expansion tank. Whenever water level
falls below minimum level switch operates and
disconnect the electrical supply to the fuel shutoff
solenoid through low water monitoring relay and
engine gets shutdown.
3. High water temperature switch:
These are provided in the cooling water system to
protect the engine from high temperature. Two
switches are provided one will operate at 98°C and
cut off the load from the engine and only engine
works with out load and driver gets indication and do
the fast pumping by raising the engine to cool. If the
temperature rises further to 102°C temperature
switch engine gets shutdown through fuel shutoff
solenoid.
4. Low hydraulic oil level switch:
This is provided on the hydraulic oil tank to protect
the engine from high water temperature due to
nonworking of Radiator fan and protect the hydraulic
motor and pump from leak of lubrication. Whenever
oil level falls below minimum level switch operates
and cut off the electrical supply to fuel shutoff
solenoid and shut down the engine.
5. Over speed trip device:
This is provided to protect the engine from damages
due to over speed than set value. The switch is set at
2200RPM. Whenever RPM rises above this OST
operates by sending engine speed signal through
electronic circuit and cut of the supply to fuel shutoff
solenoid and shut down the engine.
OVER SPEED
TRIP
INDIOCATION
LED LAMP
OVER SPEED TRIP

MICRO SWITCH
(Testing Purpose)
OVER SPEED RESET

MICRO SWITCH
Trouble Shooting on DEMUs
1. Engine Not Cranking:

a. Ensure that 24 V Battery knife switch is at “ON”
b. Check for glowing of Engine OFF indication lamp “ON”
local remote panel
c. “PUT ON” 24 V /110 V circuit breakers on control
panel.
d. Emergency stop switch on control panel should be in
“RUN” position.
e. Local remote switch to be at “LOCAL POSITION”.
2. Engine Cranking but Not Firing:

a. Ensure LCC circuit breakers to be at “ON”.
b. Check the actuator linkage movement while starting,
if not moving slightly push the linkage.
c. Check the condition of OSTA in side the engine room
on ECP panel, and on the LCC, and re set the same if
tripped.
Note: Even after checking above items if still the
engine is cranking but not firing check for air lock in
fuel oil system remove the same and try to re-crank
3. Engine Cranking, Firing but Not Holding:
a. Ensure availability of sufficient water in expansion
tank.
b. Ensure availability of sufficient lube oil in the sump
c. Press the reset button once on the ECP panel in
engine room.
4. Engine rpm is Not Raising:
a. Ensure proper setting of BL/DCS key in BL box, and
observe for glowing engine ON and drive function
released indication on LED panel, if not glowing
check the condition of control and DIR CB`s to be at
ON.
b. PUT ON reverser in desired direction properly
c. MR pressure should be above 3.5kg/cm2
d. Check for any loose connection of 12 pin connector
on LCC
e. Ensure that the DIR relay is in energized condition, if
not pack DIR in energized condition
f. Safety relay (SR) should be in de-energized
condition.
g. Temperature indication lamp glowing on ECP panel in
engine room, if so press reset button.
5. The reasons for no out put from the traction

alternator are:-
a. Over load protection device is tripped
condition.
b. Open circuit in exciter field.
c. Short circuited alternator out put leads.
d. Open circuit in rotating rectifier.
e. Open circuit in alternator field coils.
f. Shorted rotating diodes.
g. Shorted exciter armature.
h. Shorted surge protector.
i. Open circuit between excitation control system
and exciter stator.
j. Malfunctioning of excitation control system.
6. Load Meter Not Responding:

a. Ensure that the test sequence switch to be in run,
excitation switch in ON POSITION and ECS to be in
RUN POSITION
Note: Observe for excitation ON indication is glowing
on LCC power module
If not glowing check the above switches position
once again.
b. On taking 1st notch “EXCITATION ON INDICATION”
should appear on led panel, if not appearing check
the ECR relay for energized condition, if ECR relay
found in de-energized condition check traction motor
earth fault indication, traction motor overload
indication if found any re-set the same.
Note: 1. Whenever T.M over load overload
experienced bring the throttle to idle, put off
control switch, press and release the overload
reset switch.
2. In case of traction motor earth fault (GR)
indication appears bring the throttle to idle and
reset the GR manually (no bell indication for
T.M. earth fault trouble)
c. Ensure the cut out cock located on control air
pressure pipe line leading to power contactors /
reversers to be in open position
d. Check for proper fitment of sockets on the LCC power
module
7. If Engine Shutdown Automatically On Run, Check

the Following:
a. Check safety device indications i.e., low oil pressure
indication, low water indication, low hydraulic oil
indication, high water temperature indication on ECP
panel, if any one of them glowing press the RESET
BUTTON.
b. If OST indication is found on ECP panel, press the
reset button.
c. If OST indication found on LCC reset the same.
d. Observe 1st notch led lamp glowing on LCC control
module if not glowing check LCC circuit breaker for
proper closing.
Note: Even after checking all the above if unable to
overcome the problem Put OFF 24VOLTS KNIFE SWITCH
AND CLOSE and try for re-cranking
8. Procedure To be followed to Work the Train in the
Event of Leading DPC Shuts Down on Run or
Auxiliary Alternator Failure Indication Appears on
LED Panel:
a. Keep all breakers on in leading cab.

b. Work onwards duly taking the rear DPC power.
c. If time permits try to re-crank if not contact
PRC/SHED.
d. Remove the plug (socket) of LCC power module at
top side of LCC.
9. DEMU is Moving only in One Direction irrespective

of Reverser Position:
a. Remove the ‘A’cable from the leading DPC and try to
work further if succeeds. If not moving leave the ‘A’
cable in removed condition and go to trailing DPC
with B/L key and reverser. Remove the ‘A’ cable of
trailing DPC also and set the reverser handle and
move to required direction and move the train. If
succeeds take out the B/L key and reverser handle
connect the ‘A’ cable back to the trailing DPC and
leading DPC. In leading DPC keep all traction motors
in isolated position and work onwards.
10. Miscellaneous Troubles:

a. Rectifier fuse failure: Put on RFAR by pass switch
b. Rectifier blower motor failure: Put on loop by pass
switch
c. Battery discharge lamp glowing : Check Alternator
belt condition and inform to PRC/SHED
11. MR Pressure Not Building Up:

a. Check the condition of Compressor belts.
b. Check for air leakages at compressor delivery pipe,
after cooler joints and MR tank inlet elbow joint.
c. Check the un-loader/ABD if continuously blowing,
close the relevant COC.
d. Ensure proper closing of MR and auxiliary reservoir
drain cocks and guard emergency valve handle in
proper position.
e. Check for air leakages on BP & FP pipeline on
formation
f. Check any leakage near EP unit.
12. Brake Binding on DPC:

a. Check the BCH handle in released position.
b. Ensure the Throttle handle in Idle position
c. Check the BP in 5.0 kg/cm2 and sufficient MR
pressure
d. If parking brakes are available on DPC, ensure 5.0
kg/cm2 in Parking pressure gauge
e. Check the air leaks at EP Unit, if found any leakage
pull the release cock and reset the same. If not
successful isolate EP Unit, close auxiliary reservoirs
COC, drain the pressure, release EP Unit and open
the auxiliary reservoirs COC and work onwards.
f. Even then brake binding is observed isolate the
particular truck COC and work onwards
Note: Incase of Brake binding trouble on TC Check
BP pressure in the gauge if found OK, close COC on
FP/MR pipe line leading to auxiliary reservoir and
isolate EP Unit, drain out the pressure from auxiliary
reservoirs and release EP Unit by pulling the release
cock, ensure physically the brakes are released.
13. BP Pressure Not Building Up:

a. BCH should be in release
b. MR pressure to be more than 5.0 kg/cm2
c. Guards emergency brake valve handles in closed
condition in both cabs
d. In working DPC the BIV should be opened properly.
e. Ensure proper closing of angle cut out cocks of BP
pipe on either ends of the formation.
14. Removing Air Lock in Fuel Oil System:
a. Keep the SD valve screw in Mechanical position on PT
pump.
b. Cummins engines: Close the COC on pipeline
connected from fuel tank to primary filter. Then
open auxiliary cocs (two numbers) and disconnect
the pipe line connection on to actuator. Then
operate the priming pump plunger till such time the
oil flows out through the disconnected pipeline.
Reconnect the pipe at actuator and close two
auxiliary cut out cocks and open the main COC and
crank the loco.
15. Radiator Fan is Not Working:

a. Check the hydraulic oil level in hydraulic tank in
radiator room.
b. Check the condition of hydraulic pump
c. Check the hydraulic oil in the tank
d. Check the condition of the COC connected from tank
to pump
e. Check for the leakages in the system.
LED INDICATION PANEL
ON DRIVER’S CONTROL DESK
INDIACATION PANEL IN DRIVER’S DESK.
S.No Indication. Colour Conditions. Restrictions Action by

Loco
Pilot.
1. Traction GREEN 1. Main System
Control control breaker
Supply ON put on.
2. Driver’s control
switch (BL key)
unlocked
3. Control switch
switched on.
2. Drive GREEN 1. BL key unlocked.
function 2. DIR circuit
released. breaker closed.
3. DIR relay
energised. These indications are
(Energizes when normally required
guard is in to work the train.
position, GCS is
operated and
parking brake is
released.)
3. ENGINE-1 GREEN When Engine 1
or 2 ON. or 2 cranked.
4. Alt.Exct-1 or GREEN 1. Alt.Exc. circuit
2 ON breaker ON.
2. ECS in RUN
3. Alt.Exc. switch
ON.
4. TSS in OFF
5. Excitation
contactor
picked up.
6. Excitation
indication on
LCC.
5. Traction AMBER When load meter Load 1. Keep TH in idle.

Motor exceeds 600 Amps. meter 2. Put off control switch.
Overload drops 3. Reset the fault with
to TMO/L Reset switch.
zero.
6. Traction AMBER Any Earth fault in Load 1. Check the power

Motor Earth Power circuit meter circuit for any
fault. drops to earth fault.
zero. 2. Isolate the
defective TM, if
any.
3. Reset GR relay
in the Dr’s cab.
7. Common AMBER Energizes when LP has to go to the
Annunciation unit faults relays rear DPC where unit
operates to fault indication lamp
indicate unit faults, is glowing and
which are not train identify the fault &
lined. reset.
8. Parking Brake RED 1. PB switch in 1. Put on PB
applied. OFF position. switch. (or)
2. PB pressure less 2. Close PB coc
than 5.0 and work.
kg/cm².
3. PB relay not
picking up.
9. LCC failure RED 1. 24V supply not Engine 1. Check the 24V
available. Shuts circuit breaker.
2. LCC socket (10 down. 2. Check the 10
pin) slack. pin socket on
LCC for
slackness and
fix it properly.
10. Engine Trip RED When any of the Engine 1. Go to the
engine shuts down Shuts particular
due to operation of down engine which is
shut down safety tripped.
devices (OS, LLOP, 2. From the
LCWL, HWT, LHOL) control panel
find out which
safety device
operated.
3. Trouble shoot
for the fault
and reset the
fault on control
panel.
11. Rect. Fuse RED When fuses blown 1.Only 1. Inform PRC/Shed
failure out on Rectifier indication and work
panel. if one onwards.
fuse 2. If load meter not
blown out responding, fail
in each the DPC and
phase. work with other
2.LM will DPC.
not
respond if
more
than one
fuse
blown out
in each
phase.
12. Rect. Blower RED 1. RAFR miniature Inform PRC and
motor failure. circuit breaker work onwards, duly
tripped. putting on AFR
2. RAFR relay bypass switch.
defective
3. Blower motor
seized.
13.
Aux.Alt RED BHEL (driven by 6 1.110 V BHEL: Check the
failure. belts): battery will belts condition
1. Belts cut not be inform shed.
2. Bearing charged. KEC: Reset the Ckt.
seized. 2.Lights Breaker after 5
KEC (inbuilt) and Fans minutes.
Circuit breaker will not KEC with Altex:
tripped. work in Reset with push
that button.
particular If not successful,
consist. keep BESS to EM-1
or EM-2 position.
(110V supply will be
fed from other DPC,
Fans will not work,
only emergency
lights will work.
ENGINE CONTROL PANEL (ECP) IN ENGINE ROOM
INDICATIONS ON ENGINE CONTROL PANEL (ECP)

S Indicat- Conditions. Restrictions Action by Loco Pilot.
No ion.
1 24V DC 1.24V isolation switch kept in ON position
in engine room.
2.24V Circuit breaker put ON in control
panel and put on near 24V battery rotary
switch.
2 LLOP When Lube Oil pressure Engine shuts 1. Check the lube oil level in
drops below 0.9Kg/cm². down. engine sump.
2. Check for any leakages of
lube oil.
3. Press the Reset button in
Control Panel.
4. Crank the engine.
3 HWT-1 When water Load meter 1. Do fast pumping by
temperature rises above drops to zero. putting on TSS.
set value. Engine rpm 2. Press the Reset button in
comes to idle. Control Panel.
4 HWT-2 When water Engine shuts 1. Do fast pumping by
temperature rises above down. putting on TSS.
set value. 2. Press the Reset button in
Control Panel.
5 LCWL When water level in the Engine shuts 1. Check the water level in
expansion tank is less. down. expansion tank, if
necessary add water.
Control Panel.
6 LHOL If oil level in hydraulic Engine shuts 1. Check the hydraulic oil
tank is less. down. level in tank.
2. Check the position of COC
near the hydraulic oil
tank.
Control Panel.
7 HOFF If the coc near the Engine shuts Not in service.
hydraulic tank in closed down.
condition.
8 OS If Engine rpm exceeds Engine shuts Reset the fault in 2 locations
2100. down. 1. Control Panel
2. LCC
9 ENGINE When engine is in
RUN running condition
10 ENGINE When engine stopped Troubleshoot as per the
STOP due to any reason. indication.
11 BUZZER Glows along with buzzer
during operation of any
safety devices.
PARKING BRAKE : -
When parking brake (PB) switch in DCS panel is

switched ON (switch moved to downwards) and the PB
application push button on Driver’s control desk is pressed,
the PB cylinder air is discharged to apply the PB. And when
the Release push button is pressed, the PB brake cylinder is
charged to release parking brake.
A pressure-operated brake is provided to park the
vehicle at gradient when standing for signal or at
destination.
Note: In some DPCs the PB switch is not available on BL
box. In such DPCs when DCS/BL key moved to ON position,
the PB application/release push buttons will get power
supply.
PARKING BRAKE CYLINDERS ON THE TRUCK
WORKING SYSTEM OF PARKING BRAKE IN DEMUs
• The PB is located & application of brakes is in DPC

only, but it can be applied from both cabs (DPCs).
• While DEMU is in motion the Parking Brake should
be in released condition. And the parking brake
should not be used to stop the train while on run.
• While stabling the unit, ensure the Parking Brake is
in applied condition.
• There are 4 PB cylinders located on the frame, 2 on
each truck. First cylinder operates the L1 wheel
brake blocks, Second cylinder operates R2 wheel
brake blocks, third cylinder operates L3 wheel brake
blocks and fourth cylinder operates R4 wheel brake
blocks.
• The Parking Brake pressure gauge shows 5.0
kg/cm2 when the Parking Brakes are in released
condition. And ‘0’ kg/cm2 when the brakes are in
applied condition.
• The PB switch location is 6th, in bottom row of the BL
box (SS panel) on Driver’s control desk.
• The front truck PB COC is located in under truck
above the R2 wheel and Rear truck PB COC is
located in under truck above R3 wheel.
APPLICATION / RELEASE
• By pressing the PB application push button on

Driver’s control desk the PB will be applied and by
pressing the PB release push button on Driver’s
control desk the PB will be released.
• In PB applied condition the PB gauge needle shows
‘0’ kg/cm2 and shows 5 kg/cm2 in PB released
condition.
• In PB applied condition, indication panel shows
“PARKING BRAKE APPLIED”. Whereas there is no
such indication available in release condition.
CUT OUT COCKS LOCATION IN DEMU
RIGHT SIDE OF DPC IN UNDER TRUCK
S.No Name of COC Location

Front truck parking
1 Near & Above R2 wheel
brake cut out cock
Front truck air spring cut Between 110V battery box &
2
out cock R2wheel
Near back portion of 110V
Control air presser cut
3 battery box.(Back side of 24V
out cock
battery box)
Rear truck parking brake
4 Near & Above R3 wheel
cut out cock
Rear truck air spring cut Between Fuel tank & Rectifier
5
out cock box.
LEFT SIDE OF DPC IN UNDER TRUCK

Between cattle guard &
1 DMH cut out cock
L1 wheel.
Front Truck Brake Cylinder Between L2 wheel &
2
Cut out cock 110V Regulator Box
3 MR cut out cock for airsprings Near to MR (main) tank
Between MR tank &
4 Brake system cut out cock
Auxiliary air reservoirs
Between MR tank &
5 EPG cut out cock
Auxiliary air reservoirs
Above s.no. 3,4 & 5 COCs are nearer to each other
Un loader cut out cock of Bottom side of the MR
6
Aux. Reservoir-1 Auxiliary Reservoir-1
Un loader cut out cock of Bottom side of the MR
7
Aux. Reservoir-2 Auxiliary Reservoir-2
Nearer to EP reservoir
(between air drier & EP
8 EPIC cut out cock
reservoir) which is out
side
Nearer to EP reservoir
9 AIC cut out cock (between air drier & EP
reservoir) which is inside
EPIC & AIC cut out cocks are nearer to each other.
Front Truck Brake Cylinder Between Fuel tank & L3
10
Cut out cock wheel.
Horns & Wiper Cut out cock Inside the Driver’s
11 control desk in Driver’s
cab.
COCs location on DPC RIGHT SIDE
(Near to front truck portion)
Front Truck
Air spring
COC Front Truck PB
COC (inside)
Front Truck
110V Battery Control Air Front Truck

box pressure COC right air spring
COCs location on DPC RIGHT SIDE

(Near rear truck portion)
Rear Truck PB
COC (inside) Rear Truck air
spring COC
Rear Truck
Fuel Tank
Rear Truck
right air spring
CONTROL AIR PRESSURE GAUGE
Control air
Pressure Gauge
Location: Between 110v battery box & R2 wheel
COCs location on DPC LEFT SIDE

DMH COC
Front Truck
Cattle guard
DMH VALVE
110v Auxiliary
Front truck Regulator reservoir
BC COC box (MR)
Front truck
L2 wheel
MR tank MR COC for Brake

(main) system COC EPG COC
Air springs
MR tank Aux. (MR)

(main) reservoir-1
un-loader COC
Aux. (MR)
reservoir -2
un-loader COC
MR safety valve & AIR drier (location on DPC LEFT SIDE)
MR safety
valve
Air drier
EP reservoir
Aux. reservoir-2
EPIC & AIC (COCs location on DPC LEFT SIDE)
AIC
EPIC (COC
(COC
EP
reservoir
(Near to rear truck portion)
Rear truck
L3 wheel
Fuel tank Rear truck

BC COC
CONTROL PANEL in Driver’s cab
BL box with DCS (BL key)
BL SWITCHES DCS
RELAYS
INDICATION RELAY No DESCRIPTION
24 v DC Relays
R1 For REMOTE
R2 For LOCAL
R3 For Stop button
R4 Spare Relay
R5 Cranking Relay
LLOP R6 Low lube oil
HWT 1 R7 High water temperature
HWT 2 R9 High water temperature
LCWL R8 Low cooling water
LHOL R8 Low hydraulic oil
HOFF R8 Hydraulic oil flow fault
HWT R9 High water temperature
R10 Magnetic pick up unit relay
110 v DC Relays
R11 Local/Remote in Remote
position for stopping
R12 110v Proving Relay
R13 Local/Remote in Local
position for starting
The location of LED indication for LLOP, HWT 1, HWT 2,

LCWL, LHOL, HOFF & HWT available in ECP panel in engine
room.
WORKING WITH LEADING DPC IN SHUT DOWN
CONDITION & BY TAKING POWER FROM TRAILING
DPC
If any problem experienced in leading DPC, unable to

rectify the problem, then follow the below steps in leading
DPC to work the train by taking power from trailing DPC.
Driving from leading DPC which is in dead condition.
In Leading DPC :-
1. Shut down leading DPC with shut down push button on
ECP in engine room.
2. Keep LCC-1 & LCC-2 (Governor supply circuit breaker)
in OFF position.
3. Keep 24v & 110v battery rotary switches in ON position.
4. Keep DCS (BL) KEY – ON, ECS- RUN, BIV- ON
5. Remove (unplug) power module socket form LCC panel
in control compartment in Driver’s cab.
In Trailing DPC :-
All normal.
WORKING WITH LEADING DPC IN IDLE CONDITION
& BY TAKING POWER FROM TRAILING DPC
If any problem experienced in leading DPC, unable to

rectify the problem, then follow the below steps in leading
DPC to work the train by taking power from trailing DPC.
Driving from leading DPC which is in IDLE condition.
In Leading DPC :-
1. Keep the TM (Traction Motor) isolation both switches in
isolation position to isolate all 4 TMs isolation.
Move TM isolation switch – 1 to 1&3 TM isolation position.

In Trailing DPC :-
All normal.
WORKING WITH LEADING DPC IN WORKING
CONDITION & TRAILING DPC IN SHUT DOWN (DEAD)
CONDITION.
If any problem experienced in Trailing DPC, unable to

rectify the problem, then follow the below steps in trailing
DPC to work the train by taking power from leading DPC.
Driving from leading DPC which is in good working

condition.
In Trailing DPC :-
1. Shut down rear DPC.
WORKING WITH LEADING DPC IN WORKING

CONDITION & TRAILING DPC IN IDLE CONDITION.
If any problem experienced in Trailing DPC, unable to

rectify the problem, then follow the below steps in trailing
DPC to work the train by taking power from leading DPC.
Driving from leading DPC which is in good working

condition.
In Trailing DPC :-
1. Keep the TM (Traction Motor) isolation both switches in
isolation position to isolate all 4 TMs isolation
2. Now all the 4 TMs are in isolated position.
in control compartment in Driver’s cab
WORKING WITH BOTH DPCs IN SHUT DOWN
CONDITION & WORKING WITH RELEIF LOCO.
If any problem experienced in both DPCs, unable to rectify

the problem, then follow the below steps in both DPC to
work the train by relief loco.
Keep the both DPCs in shut down condition
1. If leading DPC is in Idle, Insert BL key and after

attaching relief loco release Parking Brakes.
2. Keep BIV in OFF and remove the BIV key.
3. If both DPCs are in shut down:-

After charging BP from relief locomotive insert BL key in
leading DPC, then release parking brakes by pressing push
button on control desk. For this operation keep the 110V
battery rotary switch in ON position.
4. If the parking brakes not releasing, then release

manually by pulling all 4 PB release handles.
DMU’s / DEMU’s
DMU’s / DEMUs are with quick acceleration/deceleration

and higher carrying capacity. The new Aero-dynamic
DEMUs are equipped with electro pneumatic brakes which
are positively acting with fast/high braking effort whereas
the older DEMUs are fitted with conventional brakes. The
Motive power is distributed over the rake and consequent
higher acceleration / deceleration. The DEMU is vestibule
from one end to the other.
1. Bell Signals
1.1 The following bell signals are prescribed for use
between the Loco Pilot / Motorman and Guard of DMU’s /
DEMUs
Code of
S Acknowledge-
Bell Indication
No ment
signals
1 0 Stop train 0
2 00 Start Train 00
Guard required by
3 000 the Loco Pilot / 000
Motorman
4 0000 Protect train in rear 0000
Joint Brake Test is
5 00000 00000
completed
Zone of speed
restriction over.
6 0 Pause 0 0 Pause 0
Resume prescribed
speed
Passing Automatic
signal at ‘on’
Loco Pilot /
000 Pause Motorman not to
8 000 Pause 000
000 exceed prescribed
speed
Note: The signals above are illustrated by ‘0’ for a bell.
1.2. DMU’s/DEMU’s have been provided with electric bell
signals between Loco Pilot / Motorman and Guard and also
flasher lights. In case DMU’s/DEMU’s come to a stop on
account of an accident or any other cause which is not
immediately obvious and the train cannot proceed, the Loco
Pilot / Motorman shall immediately switch on the flasher
light and also apprise the Guard of his inability to proceed
by sounding 4 bell signals which shall be acknowledged by
the Guard. The Guard shall switch on the flasher light and
protect the train as per G.R. 6.03/9.10. In case of failure of
the bell signals, the horn and also the hand signals should
be used. When the Loco Pilot /Motorman of an approaching
train see the flasher light, he shall act as under:
If the flasher light is observed on the same line on which he
is travelling, he will stop short of the train and arrange to
protect the train as per G.R. 6.03/ 9.10. If the flasher light
is not on the line in which he is proceeding, he shall
exercise greater vigilance and be guided by the hand
signals ahead if any.
2. Maximum number of persons permitted in the cab

Only two persons other than the Loco Pilot / Motorman or
the Guard are authorized to travel in the cab with special
permits issued by the competent authority.
3. Guards applying the brake.

If it is necessary for Guard to stop the train in an
emergency as provided in GR 4.45 and SR there under, he
should apply emergency brakes and simultaneously give
one bell signal to the Loco Pilot/ Motorman.
4. Changing destination indicators.
It is the duty of Guard to change the destination indicators
and exhibit tail board/tail lamp in the rear of DMU’s/DEMU’s
5. Testing of Brake power.

Guard and Loco Pilot /Motorman would take over charge of
DMU’s/DEMU’s at least 30 minutes before the actual
departure.
DEMU’s/DMU’s are fitted with two types of Brake systems.
1. EP brake system (1400/1600 HP Aerodynamic).
2. Conventional brake system (700/1400 HP
Conventional).
In EP brake system one Brake controller is available with

single handle with five positions.
• Running
• Full EP
• Lap
• Auto
• Emergency
In conventional brake system, there are two valves A9 and

SA9 which are for formation brakes and independent brakes
(only for the DPC) respectively.
The detailed instructions of conducting Joint Brake Test

(JBT) for both type of brake systems are given below:
Loco Pilot working on DMU’s/DEMU’s should conduct the

JBT after continuity of Brake pipe pressure has been
observed. This should be conducted before taking out
DMU’s/DEMU’s on the 1st daily service run from shed,
stabling siding and platform line.
Following procedure should be followed for Joint Brake Test of

conventional brake system (without EP brakes) to be
conducted by Loco Pilot/Motorman and Guard.
S.No Loco Pilot/Motorman Guard

1. Build M.R Pressure up Acknowledge by giving
to 7 kg/cm2and then 5 bells after ensuring
open both COCS in 4.9 kg/cm2 BP and
control stand (C2&A9) watch for Brake cylinder
and keep the A9 pressure gauge.
handle in release
position and charge
BP unto 5 kg/cm2.
Give 5 bells to
indicate Guard to be
ready for brake test
2. Move A9 handle from Guard will observe BP
release position to full pressure dropping to
service and ensure BP 3.5 kg/cm2 and
pressure is reduced to simultaneous building
3.5 kg/cm2 and up of Brake cylinder
ensure B.C pressure pressure to 1.6 kg/cm2.
build upto 1.6 kg/cm2 Same to be
acknowledged with one
bell.
3. Return the A9 handle Guard to observe BP
to release position increased to 5 kg/cm2
and observe BP and Brake cylinder
pressure build up to 5 pressure drop to ‘0’
kg/cm2 and Brake kg/cm2 and
cylinder pressure acknowledge with one
dropped to ‘0’ kg/cm2 bell.
4. Open the Guard
emergency cock by
means of moving the
Red handle to destroy
the BP pressure to ‘0’.
5. After observing that After observing the
Brake Pipe (BP) brake cylinder pressure
pressure dropped to gauge indicating
'O', close the BP 1.6kg/cm2, close the
isolating cock on the emergency cock and
control stand. acknowledge the same
Acknowledge the by giving one bell.
same with Guard by
giving one bell.
6. Open the BP isolating Acknowledge the same
cock and observe that by giving one bell.
BP is build up to
5kg/cm2 and brake
cylinder pressure
drops to 'O'.
Acknowledge the
same with Guard by
giving one bell.
7. After completion of After observing BP to 5
process indicate kg/cm2 acknowledge by
completion of Joint giving 5 bells thus
Brake Test by giving indicating completion of
5 Bells. Joint Brake Test
Note: During Joint Brake Test (JBT), Loco pilot and
Guard can Communicate to each other by giving One
Pause One (0 - 0) to Draw each other attention in case
of any lapse or abnormality.
Following procedure should be observed for Joint Brake Test

of EP Brake system to be conducted by Loco Pilot/Motorman
and Guard.
S. To be done by Loco To be done by

No Pilot/Motorman Guard
1 Build up 7Kg/cm2 MR Acknowledge by
pressure and turn ON the giving 5 bells
Brake Isolation Valve (BIV) after ensuring
key and charge BP pressure 4.9 kg/cm2 BP
to 5 Kg/cm2. Give 5 bells to pressure and
indicate the Guard to be watch for brake
ready for brake test. cylinder pressure
gauge.
2 Move brake controller Guard will note

handle between I & II the brake
position and hold the cylinder pressure
brake cylinder pressure to which will be
0.7 kg/cm2 about 0.7
kg/cm2 and
acknowledge by
giving one bell
3 Move the brake controller Note the Brake
handle to position - II and cylinder pressure
observe that brake cylinder 1.5kg/cm2 in
pressure gauge reads 1.5 gauge and
kg/cm2 acknowledge by
giving one bell
4 Return the brake controller Guard to observe
handle to release position - I brake cylinder
and observe that the brake pressure to 'O'
cylinder pressure returns to and acknowledge
'O' and give one bell. by giving one
bell.
5 Open the
emergency cock
by means of the
red brake handle
to destroy the
brake Pipe (BP)
pressure to 'O'
6 After observing that Brake After observing
Pipe (BP) pressure dropped the brake
to 'O', move the brake cylinder pressure
controller handle to gauge indicating
emergency position 1.5kg/cm2, close
the emergency
cock
7. Return the brake controller Acknowledge the
handle to position-I and the same by giving
brake cylinder pressure one bell.
drops to 'O'.
8 Wait till the Brake Pipe (BP) Acknowledge the
pressure is built up to 5 same by giving
kg/cm2 and then move the one bell.
brake controller handle
between III & IV position to
reduce the Brake pipe (BP)
pressure to 3.5 kg/cm2 and
acknowledge the same with
Guard by giving one bell.
9 Put the brake controller After observing
handle to release position the Brake Pipe
and Brake Pipe (BP) (BP) pressure is
pressure will raise to 5 restored to
kg/cm2. Indicate by giving 5 5 kg/cm2 and
bells that JBT is completed. acknowledge the
completion of the
JBT by giving 5
bells.
NOTE: (a) During brake tests Guard and Motorman/Loco Pilot may
use the bell code 'one pause one' (0 - 0) to draw each other
attention in case of any lapse or abnormality.
(b) In Escorts Knorr (EK) brake controller, there are three
positions only viz., (1). Release and Run, (2) Full Application and
(3) Emergency. For testing auto brakes, the Electro Pneumatic (EP)
/ Auto switch available on the side panel in Loco Pilots Cab should
be placed in Auto position.
6. Stabling - following precautions must be taken before

stabling:
Loco Pilot / Motorman must remove the reversing handle from
master control and the control switch (DCS/BL) key where provided.
Then he must destroy the brake pipe pressure to Zero, close the
isolating cock switch, shut the windows and doors of all the driving
compartments and put ON all Parking / Hand brakes.
a) Ensure the rake is standing clear of fouling mark.

b) Apply A9 to emergency and ensure that BP drops to ‘O’
kg/cm2, brake cylinder pressure builds up to 1.6 kg/cm2 (in
case of EP Brake system, drop BP to ‘O’ kg/cm2 by auto
application with Brake controller handle).
c) Switch off fans and lights of the entire unit from Cab.
d) Switch off excitation and control switches in BL box and keep
ECS switch in idle.
e) Apply parking brake.
f) Shut down the engine by pressing “engine off” switch.
g) Remove DCS/BL key and Reversor handle [Brake Isolation
Valve (BIV) key also in case of EP brake system].
h) Switch off all MCBs.
i) Switch off starting / Control battery (24V and 110V) isolating
switches.
j) Keep the Tail lamps in working on both end DPCs.
k) Loco pilots should close the doors and windows and lock
cabin in all the DPCs.
l) Secure the formation by keeping wooden wedges on non-
platform side. This should be done by the Loco pilot on
leading DPC and by the Guard on rear DPC.
m) Hand over operating keys (DCS/BL, BIV key and Reverser
handle), pad lock keys and log book to the “On Duty”
CC/Dy.SS
n) The above duty devolves on Loco Shunter, if the movement
is done by shunter.
NOTE:
1. The outgoing Loco pilot and Guard or Shunter should
remove the wooden wedges before starting. Ensure
releasing of Parking /Hand brakes.
2. The Guard of the train/ Station Master will take necessary
action to secure the DMU’s/DEMU’s formation as per extent
rule.
7. DPCs of DMU’s/DEMU’s getting shutdown - application of

hand brakes
If DPCs gets shutdown, while standing on a grade, the Loco Pilot
must immediately apply Brake Controller Handle (BCH) to
emergency, Parking/ Hand brakes in leading cab. Place the wedges
towards the falling gradient by Guard and Loco Pilot.
8. Protection of DEMUs stopped between block stations/

Automatic signaling territory:
If the detention exceeds or it is likely to exceed 10 minutes, the
DMU’s/DEMU’s shall be protected as per G.R.6.03 / 9.10
9. Fire
The following actions to be taken by Loco pilot/ Guard in case of fire
incidence.
Loco Pilots:
a) On observation of smoke from engine itself stop the train and
shut down the engine.
b) Use fire extinguishers immediately (available in the engine
room)
c) Pour water at the location of fire.
d) Inform shed immediately so that staff can be arranged
immediately.
e) Cause of fire can be identified like leakages of pipe lines,
generator or traction motor smoke if any.
f) Check other DPCs position and proceed onwards.
Guards:
a) Inform shed through PRC or any other phone number
available in DPC.
b) Rush to the DPC and help the Loco Pilot for application of
fire extinguisher and water.
c) Check any fire extending to other coaches etc.,
d) Check any smoke from the underneath coach or engine / fuel
tank etc.
Note: if the services of Fire Brigade are required, the brigade shall
not be allowed to commence operations until all electrical
equipments (including OHE) adjacent to the fire have been made
dead.
DMU’s / DEMU’s
DMU’s / DEMUs are with quick acceleration/deceleration

and higher carrying capacity. The new Aero-dynamic
DEMUs are equipped with electro pneumatic brakes which
are positively acting with fast/high braking effort whereas
the older DEMUs are fitted with conventional brakes. The
Motive power is distributed over the rake and consequent
higher acceleration / deceleration. The DEMU is vestibule
from one end to the other.
1. Bell Signals
1.1 The following bell signals are prescribed for use
between the Loco Pilot / Motorman and Guard of DMU’s /
DEMUs
Code of
S Acknowledg
Bell Indication
No. ement
signals
1 0 Stop train 0
2 00 Start Train 00
Guard required by the Loco
3 000 000
Pilot / Motorman
4 0000 Protect train in rear 0000
Joint Brake Test is
5 00000 00000
completed
Zone of speed restriction
6 0 Pause 0 over. Resume prescribed 0 Pause 0
speed
Passing Automatic signal at
‘on’
Loco Pilot / Motorman not
000 Pause 000 Pause
8 to
000 000
exceed prescribed speed
Note: The signals above are illustrated by ‘0’ for a bell.
1.2. DMU’s/DEMU’s have been provided with electric bell

signals between Loco Pilot / Motorman and Guard and also
flasher lights. In case DMU’s/DEMU’s come to a stop on
account of an accident or any other cause which is not
immediately obvious and the train cannot proceed, the Loco
Pilot / Motorman shall immediately switch on the flasher
light and also apprise the Guard of his inability to proceed
by sounding 4 bell signals which shall be acknowledged by
the Guard. The Guard shall switch on the flasher light and
protect the train as per G.R. 6.03/9.10. In case of failure of
the bell signals, the horn and also the hand signals should
be used. When the Loco Pilot /Motorman of an approaching
train see the flasher light, he shall act as under:
If the flasher light is observed on the same line on which he
is travelling, he will stop short of the train and arrange to
protect the train as per G.R. 6.03/ 9.10. If the flasher light
is not on the line in which he is proceeding, he shall
exercise greater vigilance and be guided by the hand
signals ahead if any.
2. Maximum number of persons permitted in the cab

Only two persons other than the Loco Pilot / Motorman or
the Guard are authorized to travel in the cab with special
permits issued by the competent authority.
3. Guards applying the brake.

If it is necessary for Guard to stop the train in an
emergency as provided in GR 4.45 and SR there under, he
should apply emergency brakes and simultaneously give
one bell signal to the Loco Pilot/ Motorman.
4. Changing destination indicators.
It is the duty of Guard to change the destination indicators
and exhibit tail board/tail lamp in the rear of DMU’s/DEMU’s
5. Testing of Brake power.

Guard and Loco Pilot /Motorman would take over charge of
DMU’s/DEMU’s at least 30 minutes before the actual
departure.
DEMU’s/DMU’s are fitted with two types of Brake systems.

3. EP brake system (1400/1600 HP Aerodynamic).
4. Conventional brake system (700/1400 HP
Conventional).
In EP brake system one Brake controller is available with

single handle with five positions.
• Running
• Full EP
• Lap
• Auto
• Emergency
In conventional brake system, there are two valves A9 and

SA9 which are for formation brakes and independent brakes
(only for the DPC) respectively.
The detailed instructions of conducting Joint Brake Test

(JBT) for both type of brake systems are given below:
Loco Pilot working on DMU’s/DEMU’s should conduct the

JBT after continuity of Brake pipe pressure has been
observed. This should be conducted before taking out
DMU’s/DEMU’s on the 1st daily service run from shed,
stabling siding and platform line.
Following procedure should be followed for Joint

Brake Test of conventional brake system (without EP
brakes) to be conducted by Loco Pilot/Motorman and
Guard.
S.No Loco Pilot/Motorman Guard

8. Build M.R Pressure up Acknowledge by giving
to 7 kg/cm2and then 5 bells after ensuring
open both COCs 4.9 kg/cm2 BP and
(C2&A9) in control watch for Brake cylinder
stand and keep the pressure gauge.
A9 handle in release
position and charge
BP to 5 kg/cm2. Give
5 bells to indicate
Guard to be ready for
brake test
9. Move A9 handle from Guard will observe BP
release position to full pressure dropping to
service and ensure BP 3.5 kg/cm2 and
pressure is reduced to simultaneous building
3.5 kg/cm2 and up of Brake cylinder
ensure B.C pressure pressure to 1.6 kg/cm2.
build upto 1.6 kg/cm2 Same to be
acknowledged with one
bell.
10. Return the A9 handle Guard to observe BP
to release position increased to 5 kg/cm2
and observe BP and Brake cylinder
pressure build up to 5 pressure drop to ‘0’
kg/cm2 and Brake kg/cm2 and
cylinder pressure acknowledge with one
dropped to ‘0’ kg/cm2 bell.
11. Open the Guard
emergency cock by
means of moving the
Red handle to destroy
the BP pressure to ‘0’.
12. After observing that After observing the
Brake Pipe (BP) brake cylinder pressure
pressure dropped to gauge indicating
'O', close the BP 1.6kg/cm2, close the
isolating cock on the emergency cock and
control stand. acknowledge the same
Acknowledge the by giving one bell.
same with Guard by
giving one bell.
13. Open the BP isolating Acknowledge the same
cock and observe that by giving one bell.
BP is build up to
5kg/cm2 and brake
cylinder pressure
drops to 'O'.
Acknowledge the
same with Guard by
giving one bell.
14. After completion of After observing BP to 5
process indicate kg/cm2 acknowledge by
completion of Joint giving 5 bells thus
Brake Test by giving indicating completion of
5 Bells. Joint Brake Test
Note: During Joint Brake Test (JBT), Loco pilot and
Guard can Communicate to each other by giving One
Pause One (0 - 0) to Draw each other attention in case
of any lapse or abnormality.
Following procedure should be observed for Joint

Brake Test of EP Brake system to be conducted by
Loco Pilot/Motorman and Guard.
S. To be done by Loco To be done by

No Pilot/Motorman Guard
1 Build up 7Kg/cm2 MR Acknowledge by
pressure and turn ON the giving 5 bells
Brake Isolation Valve (BIV) after ensuring
key and charge BP pressure 4.9 kg/cm2 BP
to 5 Kg/cm2. Give 5 bells to pressure and
indicate the Guard to be watch for brake
ready for brake test. cylinder pressure
gauge.
2 Move brake controller Guard will note

handle between I & II the brake
position and hold the cylinder pressure
brake cylinder pressure to which will be
0.7 kg/cm2 about 0.7
kg/cm2 and
acknowledge by
giving one bell
3 Move the brake controller Note the Brake
handle to position - II and cylinder pressure
observe that brake cylinder 1.5kg/cm2 in
pressure gauge reads 1.5 gauge and
kg/cm2 acknowledge by
giving one bell
4 Return the brake controller Guard to observe
handle to release position - I brake cylinder
and observe that the brake pressure to 'O'
cylinder pressure returns to and acknowledge
'O' and give one bell. by giving one
bell.
5 Open the
emergency cock
by means of the
red brake handle
to destroy the
brake Pipe (BP)
pressure to 'O'
6 After observing that Brake After observing
Pipe (BP) pressure dropped the brake
to 'O', move the brake cylinder pressure
controller handle to gauge indicating
emergency position 1.5kg/cm2, close
the emergency
cock
7. Return the brake controller Acknowledge the
handle to position-I and the same by giving
brake cylinder pressure one bell.
drops to 'O'.
8 Wait till the Brake Pipe (BP) Acknowledge the
pressure is built up to 5 same by giving
kg/cm2 and then move the one bell.
brake controller handle
between III & IV position to
reduce the Brake pipe (BP)
pressure to 3.5 kg/cm2 and
acknowledge the same with
Guard by giving one bell.
9 Put the brake controller After observing
handle to release position the Brake Pipe
and Brake Pipe (BP) (BP) pressure is
pressure will raise to 5 restored to
kg/cm2. Indicate by giving 5 5 kg/cm2 and
bells that JBT is completed. acknowledge the
completion of the
JBT by giving 5
bells.
NOTE: (a) During brake tests Guard and Motorman/Loco

Pilot may use the bell code 'one pause one' (0 - 0) to draw
each other attention in case of any lapse or abnormality.
(b) In Escorts Knorr (EK) brake controller, there are
three positions only viz., (1). Release and Run, (2) Full
Application and (3) Emergency. For testing auto brakes, the
Electro Pneumatic (EP) / Auto switch available on the side
panel in Loco Pilots Cab should be placed in Auto position.
6. Stabling - following precautions must be taken

before stabling:
Loco Pilot / Motorman must remove the reversing handle
from master control and the control switch (DCS/BL) key
where provided. Then he must destroy the brake pipe
pressure to Zero, close the isolating cock switch, shut the
windows and doors of all the driving compartments and put
ON all Parking / Hand brakes.
o) Ensure the rake is standing clear of fouling mark.

p) Apply A9 to emergency and ensure that BP drops to
‘O’ kg/cm2, brake cylinder pressure builds up to 1.6
kg/cm2 (in case of EP Brake system, drop BP to ‘O’
kg/cm2 by auto application with Brake controller
handle).
q) Switch off fans and lights of the entire unit from Cab.
r) Switch off excitation and control switches in BL box
and keep ECS switch in idle.
s) Apply parking brake.
t) Shut down the engine by pressing “engine off”
switch.
u) Remove DCS/BL key and Reversor handle [Brake
Isolation Valve (BIV) key also in case of EP brake
system].
v) Switch off all MCBs.
w) Switch off starting / Control battery (24V and 110V)
isolating switches.
x) Keep the Tail lamps in working on both end DPCs.
y) Loco pilots should close the doors and windows and
lock cabin in all the DPCs.
z) Secure the formation by keeping wooden wedges on
non-platform side. This should be done by the Loco
pilot on leading DPC and by the Guard on rear DPC.
aa) Hand over operating keys (DCS/BL, BIV key and
Reverser handle), pad lock keys and log book to the
“On Duty” CC/Dy.SS
bb) The above duty devolves on Loco Shunter, if the
movement is done by shunter.
NOTE:
3. The outgoing Loco pilot and Guard or Shunter should
remove the wooden wedges before starting. Ensure
releasing of Parking /Hand brakes.
4. The Guard of the train/ Station Master will take
necessary action to secure the DMU’s/DEMU’s
formation as per extent rule.
7. DPCs of DMU’s/DEMU’s getting shutdown -

application of hand brakes
If DPCs gets shutdown, while standing on a grade, the Loco
Pilot must immediately apply Brake Controller Handle (BCH)
to emergency, Parking/ Hand brakes in leading cab. Place
the wedges towards the falling gradient by Guard and Loco
Pilot.
8. Protection of DEMUs stopped between block
stations/ Automatic signaling territory:
If the detention exceeds or it is likely to exceed 10 minutes,
the DMU’s/DEMU’s shall be protected as per G.R.6.03 / 9.10
9. Fire
The following actions to be taken by Loco pilot/ Guard in
case of fire incidence.
Loco Pilots:
g) On observation of smoke from engine itself stop the
train and shut down the engine.
h) Use fire extinguishers immediately (available in the
engine room)
i) Pour water at the location of fire.
j) Inform shed immediately so that staff can be
arranged immediately.
k) Cause of fire can be identified like leakages of pipe
lines, generator or traction motor smoke if any.
l) Check other DPCs position and proceed onwards.
Guards:
e) Inform shed through PRC or any other phone number
available in DPC.
f) Rush to the DPC and help the Loco Pilot for
application of fire extinguisher and water.
g) Check any fire extending to other coaches etc.,
h) Check any smoke from the underneath coach or
engine / fuel tank etc.
Note: if the services of Fire Brigade are required, the

brigade shall not be allowed to commence operations until
all electrical equipments (including OHE) adjacent to the
fire have been made dead.

Demu Notes

Uploaded by

Copyright:

Available Formats

Demu Notes

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Demu Notes

Uploaded by

Copyright:

Available Formats

INDEX

The DEMU’s run over South Central Railway have made a

The DEMU services were introduced in 2010 in HYB division

HHP DEMU consists of 2 driving power cars (DPC), 6 trailer

DEMU Unit (8 cars) : DPC+TC+TC+TC+TC+TC+TC+DPC

The DPC is powered by 1400hp, CIL diesel engines and

1400HP DEMU bogies of the power car/trailer car are fitted

ICF has introduced HHP DEMU’s in the year 1999-2000.

Aerodynamic front end (DPC)

The driver’s cab is with a shatter proof laminated

Traction Loco Primary

Working Principle of DEMUs:

3 phase AC output obtained from the alternator is

Four axles mounted, self ventilated traction motors

An 18 KW auxiliary brushless alternator, self cooled,

A compressor of type TRC 2507 of ELGI make belt

Diesel Engine and it’s Systems:

45 Fuel oil consumption at idle in L/H : 4.16 Lit/ Hr.

LCC (Locomotive Control Console):

engine constant at idle to 8th notch, It also protects the

Control Module Power

Locomotive Control Console (LCC)

Rectifier blower motor:

BHEL MODEL THROTTLE & REVERSER

Reverser key inserted

Power Circuit of DEMU:

One ground relay is provided on the negative side of the

The various types of schedules attended on DEMU are

At end of each trip

DEMU Fuel Tank Capacity: 3000 Ltrs.,

Minimum balance: 500 Ltrs.+Trip ration+10% allowance.

CIL engine (KTA-50-L) is designed to deliver 1400hp at

1) Gear pump: Fuel enters the rear side of gear pump

. (Location: Engine left side free end bottom side)

(Location: engine left side bottom)

7) Weight Assist Plunger: At low speeds, governor weight

Lubricating Oil System:

KT A 50 L diesel engines have force-feed lubricating oil

The lubricating pump used in engine is gear type positive

Lube oil filters play a very important role in protecting

Lube oil filling neck

LUBE OIL FILTERS

LUBE OIL FILTERS (Location : Engine left bottom side)

BYE PASS FILTERS (Location : Engine right bottom side)

4.Lube Oil Cooler

5. Piston Cooling Nozzle/Jets

Checking of Lube Oil level by dipstick:

WATER EXPANSION TANK

RADIATOR (Location: Both sides of radiator compartment)

Hydraulic oil coolers:

Two Radiator Fans are available in Radiator Room

7-PSI Water pressure

Opens At 750C THERMOSTAT

Location: Top of the engine block free end

(Location: Radiator room)

The cooling of air helps in increasing the density. A

The hydraulic oil system consists of Two pumps as follows:

Features of CUMMINS Engine DEMUs: