Class 170 October 2006

Class 170/4
Diesel Multiple Unit
Fault Finding
First ScotRail
Learning & Development &
Diagnosis
October 2006
Class 170/4
Diesel Multiple Unit
Fault Finding
First ScotRail
Learning & Development &
Diagnosis
October 2006
Contents: Page no. Disclaimer
Contents.................................................................................................... 1
170 Technical Data ................................................................................... 2 This Pocket Guide does not supersede any other First ScotRail Publication.
Introduction to Class 170 Turbostar .......................................................... 3
TPWS........................................................................................................ 5 Care should therefore be taken to ensure that any traction amendments are
Fault Level 1 ............................................................................................. 6 adhered to by he Driver and updated using “Notes Pages” provided within
Fault Level 2 ............................................................................................. 7 this booklet if using the same.
Brake Fault Appreciation........................................................................... 8
Brake Cycle............................................................................................... 10 If any driver encounters a fault which has not been listed in the booklet;
Equipment & Function Overview............................................................... 12 could you please contact a member of the Driver
Fault Finding Overview ............................................................................. 14 Training Team on:
Class 170 MCB (Top)................................................................................ 16
Class 170 MCB (Bottom) .......................................................................... 18 Mobile Number: 07747877919
Class 170 Body End No 2 ......................................................................... 19
Loss of Speedometer ................................................................................ 21
Hazard Illuminated or Pass Comm. alarm flashes/sounds........................ 22
Engine will not turn.................................................................................... 23
Engine turns but will not fire & engine fires, falters then stops .................. 24
Brakes will not release .............................................................................. 25
Loss or partial loss of power ..................................................................... 27
Loss of Engine .......................................................................................... 28
Loss of main reservoir air (Below 5.75 Bar) .............................................. 29
External door fails to open or close & door isolation ................................. 30
Continuous buzzer, brakes do or don’t apply ............................................ 31
Engine wont shut down & Master energised, no AWS sounds ................. 32
Emergency brake fault & Safety systems isolations inoperative ............... 33
Class 170 Full Preparation Guide ............................................................. 34
PIS System ............................................................................................... 35
Assistance 1.............................................................................................. 36
Main Air (Braking System) ........................................................................ 41
Main Air Schematic ................................................................................... 43
Main Air Flow Chart.................................................................................. 44
Main Air (Air Suspension) ......................................................................... 45
Notes......................................................................................................... 46
Disclaimer ................................................................................................. 54
1 54
Contents: Page no. Disclaimer

Contents.................................................................................................... 1
170 Technical Data ................................................................................... 2 This Pocket Guide does not supersede any other First ScotRail Publication.
Introduction to Class 170 Turbostar .......................................................... 3
TPWS........................................................................................................ 5 Care should therefore be taken to ensure that any traction amendments are
Fault Level 1 ............................................................................................. 6 adhered to by he Driver and updated using “Notes Pages” provided within
Fault Level 2 ............................................................................................. 7 this booklet if using the same.
Brake Fault Appreciation........................................................................... 8
Brake Cycle............................................................................................... 10 If any driver encounters a fault which has not been listed in the booklet;
Equipment & Function Overview............................................................... 12 could you please contact a member of the Driver
Fault Finding Overview ............................................................................. 14 Training Team on:
Class 170 MCB (Top)................................................................................ 16
Class 170 MCB (Bottom) .......................................................................... 18 Mobile Number: 07747877919
Class 170 Body End No 2 ......................................................................... 19
Loss of Speedometer ................................................................................ 21
Hazard Illuminated or Pass Comm. alarm flashes/sounds........................ 22
Engine will not turn.................................................................................... 23
Engine turns but will not fire & engine fires, falters then stops .................. 24
Brakes will not release .............................................................................. 25
Loss or partial loss of power ..................................................................... 27
Loss of Engine .......................................................................................... 28
Loss of main reservoir air (Below 5.75 Bar) .............................................. 29
External door fails to open or close & door isolation ................................. 30
Continuous buzzer, brakes do or don’t apply ............................................ 31
Engine wont shut down & Master energised, no AWS sounds ................. 32
Emergency brake fault & Safety systems isolations inoperative ............... 33
Class 170 Full Preparation Guide ............................................................. 34
PIS System ............................................................................................... 35
Assistance 1.............................................................................................. 36
Main Air (Braking System) ........................................................................ 41
Main Air Schematic ................................................................................... 43
Main Air Flow Chart.................................................................................. 44
Main Air (Air Suspension) ......................................................................... 45
Notes......................................................................................................... 46
Disclaimer ................................................................................................. 54
1 54
Class 170 Notes Class 170 Technical Data
Traction Type Diesel Multiple unit
Engine 6R 183 TD 13H Turbo & Air/Air Cooled

Transmission Voith Electronically managed
Final Drive ZF Hurth
Vehicles DMOCL 79
MOS 56
D M O C L (W) 50 Wheelchair facility
Hydrostatic Alternator 2 Cooler Group Fans
Cooler Group Coolant, Charge Air Hydrostatic Oil
Voltage AC 440Volts DC Maximum 29.5Volts
Maximum Vehicles 12
Maximum Speed 100 mph
Engine Cylinders 6 Straight
Engine Power Approx. 420 Hp 315,000 Watts
Max Engine RPM 1900 RPM
Fuel Capacity Approx. 383 Gallons
Brake Res. pressure 5.1Bar Falling 5.8Bar Rising
Parking Brake 4.5Bar Falling

Pressure 6.0Bar Rising
Brake Cylinder Step 1 – 1.3Bar Approximate pressures

Pressures Step 2 – 2.5Bar may vary depending on
Step 3 – 4.5Bar class 170/4 phase
Emergency – 5.7Bar
Brake Type Electro Pneumatic
53 2
Class 170 Notes Class 170 Technical Data
Traction Type Diesel Multiple unit
Engine 6R 183 TD 13H Turbo & Air/Air Cooled

Transmission Voith Electronically managed
Final Drive ZF Hurth
Vehicles DMOCL 79
MOS 56
D M O C L (W) 50 Wheelchair facility
Hydrostatic Alternator 2 Cooler Group Fans
Cooler Group Coolant, Charge Air Hydrostatic Oil
Voltage AC 440Volts DC Maximum 29.5Volts
Maximum Vehicles 12
Maximum Speed 100 mph
Engine Cylinders 6 Straight
Engine Power Approx. 420 Hp 315,000 Watts
Max Engine RPM 1900 RPM
Fuel Capacity Approx. 383 Gallons
Brake Res. pressure 5.1Bar Falling 5.8Bar Rising
Parking Brake 4.5Bar Falling

Pressure 6.0Bar Rising
Brake Cylinder Step 1 – 1.3Bar Approximate pressures

Pressures Step 2 – 2.5Bar may vary depending on
Step 3 – 4.5Bar class 170/4 phase
Emergency – 5.7Bar
Brake Type Electro Pneumatic
53 2
Introduction to 170 Class 170 Notes
The 170 Turbostar is formed of 3 vehicles, which are 2 motor open composite
Lavatory vehicles, of which one has a wheel chair facility and the intermediate
motor open standard vehicle. When coupled together the maximum length of a 170
should not exceed 12 vehicles. These 3 car set ups can vary slightly with only 1 vehicle
with first class accommodation.
The present fleet are currently fitted with 420 Hp Mercedes engines. These are
Diesel Turbo charged, air to air cooled, straight 6 cylinder engines, which have
maximum RPM and speed of 1900 and 100mph respectively.
The 170 has 2 starting sequences, depending on the temperature. If the
temperature is above 5º, the engine will start and maintain idle speed. If the
temperature is below 5º, the engine will select full power once it has started and
maintain this until engine speed reaches 1500 RPM.
If the engines are being started from the cab, the start button should not be pressed for
more than 10 seconds, once the engines have started the engine stop light will
extinguish.
The electrical sytem is self contained, with the alternator being Hydrostatically driven
from the engine. The output from the alternator, which is generating electricity feeds the
air conditioning as well as other auxiliary loads.
The a/c voltage generated by the alternator is approximately 400 volts/50 Hertz, this a/c
voltage is also rectified and reduced to 29.5 volts d/c, and feeds low voltage systems.
A defective hand dryer can be an indication of battery charging problems!
The low voltage circuits on a 170, which are fed once the current has been rectified are
battery charging, brake control, engine control, door control and audio communications.
These circuit with the exeption of engine starting will cross feed from another battery
supply if battery charging is lost .
The auxiliary battery mainly feeds lighting, heating and venting, if battery charging is
lost, non essential loads will be disconnected immediately, on newer phases of these
units a cross feed to supply these systems will be provided.
Emergency loads will then be supported on older phases for up to 90 minutes, with a
low voltage protection system interveing to ensure batteries do not become fully
drained. (This times scale can be considerably shorter)
The 170 braking system uses a brake continuity wire., which in general is number 4.
The release of this brake will depend on train wire 4 being energised, hence a brake
application when the wire is de-energised, this ensures that the braking system is fail
safe. Continuity does not mean that the brake is working! As a train can have continuity
with a brake isolated.
DSD, DVD, TIS, Passenger Communication etc safety systems are on independent
circuits therefore failure of the same will not afffect train wire 4!
3 52
Introduction to 170 Class 170 Notes

The 170 Turbostar is formed of 3 vehicles, which are 2 motor open composite
Lavatory vehicles, of which one has a wheel chair facility and the intermediate
motor open standard vehicle. When coupled together the maximum length of a 170
should not exceed 12 vehicles. These 3 car set ups can vary slightly with only 1 vehicle
with first class accommodation.
The present fleet are currently fitted with 420 Hp Mercedes engines. These are
Diesel Turbo charged, air to air cooled, straight 6 cylinder engines, which have
maximum RPM and speed of 1900 and 100mph respectively.
The 170 has 2 starting sequences, depending on the temperature. If the
temperature is above 5º, the engine will start and maintain idle speed. If the
temperature is below 5º, the engine will select full power once it has started and
maintain this until engine speed reaches 1500 RPM.
If the engines are being started from the cab, the start button should not be pressed for
more than 10 seconds, once the engines have started the engine stop light will
extinguish.
The electrical sytem is self contained, with the alternator being Hydrostatically driven
from the engine. The output from the alternator, which is generating electricity feeds the
air conditioning as well as other auxiliary loads.
The a/c voltage generated by the alternator is approximately 400 volts/50 Hertz, this a/c
voltage is also rectified and reduced to 29.5 volts d/c, and feeds low voltage systems.
A defective hand dryer can be an indication of battery charging problems!
The low voltage circuits on a 170, which are fed once the current has been rectified are
battery charging, brake control, engine control, door control and audio communications.
These circuit with the exeption of engine starting will cross feed from another battery
supply if battery charging is lost .
The auxiliary battery mainly feeds lighting, heating and venting, if battery charging is
lost, non essential loads will be disconnected immediately, on newer phases of these
units a cross feed to supply these systems will be provided.
Emergency loads will then be supported on older phases for up to 90 minutes, with a
low voltage protection system interveing to ensure batteries do not become fully
drained. (This times scale can be considerably shorter)
The 170 braking system uses a brake continuity wire., which in general is number 4.
The release of this brake will depend on train wire 4 being energised, hence a brake
application when the wire is de-energised, this ensures that the braking system is fail
safe. Continuity does not mean that the brake is working! As a train can have continuity
with a brake isolated.
DSD, DVD, TIS, Passenger Communication etc safety systems are on independent
circuits therefore failure of the same will not afffect train wire 4!
3 52
Class 170 Notes Introduction to 170 cont.
Train wire 4 will be energised form the rear to the front of the train providing that there is
no continuity fault when the master switch is energised, this in turn will result in a brake
release being obtained as necessary.
If a brake related fault is experienced and cannot be overcome, the emergency by pass
facility or any other safety system by-pass facility should be used.
This system as the name suggests by passes train wire 4, allowing the brakes to
release, however if this emergency safety system has been isolated, the only operative
brake available on the train is from the cab in which the system has been isolated.
All other brakes and passenger communication systems in the train will have no affect
when operated.
The power and brake on the 170 are on the same controller situated on the drivers left
hand side. The power controller has 7 settings, notch 7 being full power with the braking
portion of the controller having 3 excluding the emergency position.
Between the power & brake settings on the controller is a gate, this position can be used
for coasting. To enable power to be taken the controller must be moved through the
gate, however when moving from power to the off or coasting position, the controller is
assisted by a spring.
This equipment also incorporates a hill start function, which maintains a step 1 brake
application when the controller is being moved through the gate.
There is also a wheel slip protection system incorporated on the 170 unit, which in the
event of any imbalance of the wheel sets being detected, will cause the system to
activate. Brakes will then be applied and released to ensure that maximum rail head
adhesion is maintained during these
circumstances.
Important Note
On a class 170 the TIS can override a brake fault related to door faults. This would be
noticed from a driving cab with the indication of the Red interlock light lost with all doors
closed. Pressing the mushroom should provide a brake release and confirm the need for
TIS isolation!
If the TIS is subsequently isolated drivers will receive absolutely NO indication of
Passenger EGRES therefore doors may release at speed with no brake application.
The set should therefore be removed from service for safety reasons alone.
51 4
Class 170 Notes Introduction to 170 cont.

Train wire 4 will be energised form the rear to the front of the train providing that there is
no continuity fault when the master switch is energised, this in turn will result in a brake
release being obtained as necessary.
If a brake related fault is experienced and cannot be overcome, the emergency by pass
facility or any other safety system by-pass facility should be used.
This system as the name suggests by passes train wire 4, allowing the brakes to
release, however if this emergency safety system has been isolated, the only operative
brake available on the train is from the cab in which the system has been isolated.
All other brakes and passenger communication systems in the train will have no affect
when operated.
The power and brake on the 170 are on the same controller situated on the drivers left
hand side. The power controller has 7 settings, notch 7 being full power with the braking
portion of the controller having 3 excluding the emergency position.
Between the power & brake settings on the controller is a gate, this position can be used
for coasting. To enable power to be taken the controller must be moved through the
gate, however when moving from power to the off or coasting position, the controller is
assisted by a spring.
This equipment also incorporates a hill start function, which maintains a step 1 brake
application when the controller is being moved through the gate.
There is also a wheel slip protection system incorporated on the 170 unit, which in the
event of any imbalance of the wheel sets being detected, will cause the system to
activate. Brakes will then be applied and released to ensure that maximum rail head
adhesion is maintained during these
circumstances.
Important Note
On a class 170 the TIS can override a brake fault related to door faults. This would be
noticed from a driving cab with the indication of the Red interlock light lost with all doors
closed. Pressing the mushroom should provide a brake release and confirm the need for
TIS isolation!
If the TIS is subsequently isolated drivers will receive absolutely NO indication of
Passenger EGRES therefore doors may release at speed with no brake application.
The set should therefore be removed from service for safety reasons alone.
51 4
TPWS Fault Codes & Driver Action Class 170 Notes
Signal Required Actual Code Driver Action
Green Bell Bell & Horn 1 Report at 1st suitable location
Green Bell Horn 2 Report at 1st suitable location
Green Bell No Warning 3 Report at 1st suitable location
Restrictive Horn Bell & Horn 4 Report at 1st suitable location
Restrictive Horn Bell 5 Report immediately

Completing RT3185
Restrictive Horn Brakes Apply 6 Report immediately as cab

equipment is at fault
Restrictive Horn No Warning 7 Report immediately

complete RT3185
Restrictive Horn Indicator stays 7a Report at 1st suitable location

All Black
None None Horn 8 Report at 1st suitable location
None None Bell 9 Report at 1st suitable location
Restrictive Horn Will not cancel 10 Report immediately due to

brake application
Green Bell Indicator stays 11 Report at 1st suitable location

Yellow/Black
Red Intervention TPWS failed to 16 Report immediately

activate complete RT3185 on contact
Clear No warning TPWS 17 Report immediately

intervention complete RT3185 on contact
5 50
TPWS Fault Codes & Driver Action Class 170 Notes
Signal Required Actual Code Driver Action
Green Bell Bell & Horn 1 Report at 1st suitable location
Green Bell Horn 2 Report at 1st suitable location
Green Bell No Warning 3 Report at 1st suitable location
Restrictive Horn Bell & Horn 4 Report at 1st suitable location
Restrictive Horn Bell 5 Report immediately

Completing RT3185
Restrictive Horn Brakes Apply 6 Report immediately as cab

equipment is at fault
Restrictive Horn No Warning 7 Report immediately

complete RT3185
Restrictive Horn Indicator stays 7a Report at 1st suitable location

All Black
None None Horn 8 Report at 1st suitable location
None None Bell 9 Report at 1st suitable location
Restrictive Horn Will not cancel 10 Report immediately due to

brake application
Green Bell Indicator stays 11 Report at 1st suitable location

Yellow/Black
Red Intervention TPWS failed to 16 Report immediately

activate complete RT3185 on contact
Clear No warning TPWS 17 Report immediately

intervention complete RT3185 on contact
5 50
Class 170 Notes Fault Level 1 inc Driver Action
The most serious of faults is a level 1, this can be identified by a flashing Red train fault
light with the master switched in. If the train is in motion when this fault occurs drivers
must stop immediately, identify and rectify where possible the fault.
The signaller must also be advised when stopped out of course.
Fault Action Remedy
Dragging Brakes Carry out a rotation check to If brake is binding:

ensure brake is binding and it Locate defective wheel set
is not a defective pressure Isolate BIC
switch. Re-instate BIC
Rotational check
If pressure switch fault log
details in repair book. If brake still binding isolate
completely
Parking Brake Carry out rotational check to If retardation is felt ensure

ensure parking brake has fully wheel move freely. If they do
Applied and that pressure maximum speed 10mph for a
switch is not defective. maximum of 10miles.
If pressure switch defective log If wheels do not rotate;
fault in repair book. request an RST to
examine
Transmission Move direction controller to If fault does not clear; isolate

opposite direction then reselect affected engine.
desired position. Alternatively
switch off then back on.
TCA Check body hazard light to Try switching out desk or

identify defective vehicle. tripping MCB.
If fault does not clear isolate
cab safety system and move
on authority of the signaller
49 6
Class 170 Notes Fault Level 1 inc Driver Action

The most serious of faults is a level 1, this can be identified by a flashing Red train fault
light with the master switched in. If the train is in motion when this fault occurs drivers
must stop immediately, identify and rectify where possible the fault.
The signaller must also be advised when stopped out of course.
Fault Action Remedy
Dragging Brakes Carry out a rotation check to If brake is binding:

ensure brake is binding and it Locate defective wheel set
is not a defective pressure Isolate BIC
switch. Re-instate BIC
Rotational check
If pressure switch fault log
details in repair book. If brake still binding isolate
completely
Parking Brake Carry out rotational check to If retardation is felt ensure

ensure parking brake has fully wheel move freely. If they do
Applied and that pressure maximum speed 10mph for a
switch is not defective. maximum of 10miles.
If pressure switch defective log If wheels do not rotate;
fault in repair book. request an RST to
examine
Transmission Move direction controller to If fault does not clear; isolate

opposite direction then reselect affected engine.
desired position. Alternatively
switch off then back on.
TCA Check body hazard light to Try switching out desk or

identify defective vehicle. tripping MCB.
If fault does not clear isolate
cab safety system and move
on authority of the signaller
49 6
Fault Level 2 inc Driver Action Class 170 Notes
This fault l level is not so serious and can be dealt with at the 1st suitable opportunity.
These faults can be identified by a steady Red fault indication with the master controller
energised.
Fault Action Remedy
Battery Charge Fault Check Hydrostatic Level as this On older units proceed with
drives the alternator. regards to lighting as low
voltage will intervene at
Check engine stop light, if
approximately 22.5Volts
illuminated with engine running
alternator is at fault If Hydrostatic is low isolate
engine.
Check hand dryer in
disabled toilet if inoperative On new phases a back feed
alternator has failed. will supply lighting.
WSP MCB Tripped Reset MCB If leading No2 and wont reset
brakes apply. isolate EBS. Brakes will
Train and Local lights release once direction has
illuminate been selected.
If in the MOS and will not
reset, speedo and door control
will be lost. Doors will have to
be worked using EGRES.
Fire System Fault Integrity lost Isolate engine
Serious Door Fault De-energise doors before re- If fault persists check No2 end
energising and opening cupboards and LED lights on
individual doors on affected
vehicle. Also ensure there is
power to door control unit.
If fault cannot be rectified
isolate door out of use.
Major engine fault Check No2 for fault light Try pressing F4 to see if fault
clears, if it does not isolate
fault light so that other faults
can be viewed
7 48
Fault Level 2 inc Driver Action Class 170 Notes

This fault l level is not so serious and can be dealt with at the 1st suitable opportunity.
These faults can be identified by a steady Red fault indication with the master controller
energised.
Fault Action Remedy
Battery Charge Fault Check Hydrostatic Level as this On older units proceed with
drives the alternator. regards to lighting as low
voltage will intervene at
Check engine stop light, if
approximately 22.5Volts
illuminated with engine running
alternator is at fault If Hydrostatic is low isolate
engine.
Check hand dryer in
disabled toilet if inoperative On new phases a back feed
alternator has failed. will supply lighting.
WSP MCB Tripped Reset MCB If leading No2 and wont reset
brakes apply. isolate EBS. Brakes will
Train and Local lights release once direction has
illuminate been selected.
If in the MOS and will not
reset, speedo and door control
will be lost. Doors will have to
be worked using EGRES.
Fire System Fault Integrity lost Isolate engine
Serious Door Fault De-energise doors before re- If fault persists check No2 end
energising and opening cupboards and LED lights on
individual doors on affected
vehicle. Also ensure there is
power to door control unit.
If fault cannot be rectified
isolate door out of use.
Major engine fault Check No2 for fault light Try pressing F4 to see if fault
clears, if it does not isolate
fault light so that other faults
can be viewed
7 48
Class 170 Notes Brake Fault Appreciation
This section is to educate and refresh with regards to brake faults which can either be
through an air leak, electrical fault or combination of both. To gain a quick appreciation
of any such fault; think:
• What was the last thing that I done?

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

e.g. Have the doors been opened? Have they correctly closed?
• Are there any obvious tell tale signs?

e.g. Is there a DOL illuminated?
By thinking about the above more obvious faults may be detected more quickly. Con-
sider the following if you are unable to release a brake whilst also considering the above.
Initial Approach
Carry out a quick cab check from behind the driver in a clockwise manner; check or
consider!
• MCB’s
• Position of PBC
• Main Air Gauge
• TPWS indications
• Position of Direction Selector
• Door Interlock Light
• Is there a buzzer sounding?
• Is there an alarm flashing?
Then place the direction selector into a direction and release the DSD; did the vigilance
sound? Now consider the following!
• Brake in the emergency position in another cab

• Couple Relay has been set
• Low Main Air
• Vigilance is Isolated
47 8
Class 170 Notes Brake Fault Appreciation

This section is to educate and refresh with regards to brake faults which can either be
through an air leak, electrical fault or combination of both. To gain a quick appreciation
of any such fault; think:
• What was the last thing that I done?

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

e.g. Have the doors been opened? Have they correctly closed?
• Are there any obvious tell tale signs?

e.g. Is there a DOL illuminated?
By thinking about the above more obvious faults may be detected more quickly. Con-
sider the following if you are unable to release a brake whilst also considering the above.
Initial Approach
Carry out a quick cab check from behind the driver in a clockwise manner; check or
consider!
• MCB’s
• Position of PBC
• Main Air Gauge
• TPWS indications
• Position of Direction Selector
• Door Interlock Light
• Is there a buzzer sounding?
• Is there an alarm flashing?
Then place the direction selector into a direction and release the DSD; did the vigilance
sound? Now consider the following!
• Brake in the emergency position in another cab

• Couple Relay has been set
• Low Main Air
• Vigilance is Isolated
47 8
Brake Fault Appreciation Cont. Class 170 Notes
Secondly
On selecting a direction if the vigilance sounds reset the DSD and place the brake to step
1. Press the mushroom under the driving desk; if the pressure drops to a corresponding
step 1 pressure before reapplying after a few seconds the fault is on the door system.
Release all doors then re-close, check the LED lights above the door ensuring at least 2
Green lights are illuminated.
If faulty door can be located, isolate out of use. If it cannot isolate TIS; the train should
now be removed from service as drivers will have no indication in the cab if a door has
been subject to EGRES.
Lastly
If on pressing the mushroom the brake does not release refer to the brake cycle instruc-
tions for further help.
The Vigilance equipment can also cause a brake fault in one direction if the logic equip-
ment is at fault, if this occurs it will be necessary to either drive from another cab in the
opposing direction or isolate both the DSD and DVD to regain full control.
Brake Cycle
Fault Indication Action
EIS in Prime Position No Vigilance Switch to normal
Brake in Emergency No Vigilance Locate & Rectify
Master not in Direction No Vigilance Select a Direction
Low Main Air Main Res. Pressure Low Use Compressor Speed
No Vigilance up where fitted or refer to
flow chart and schematic
on page 43
TPWS Intervention Brake Demand Light flash- Press TPWS reset and
ing with no audible warning wait 1 minute
Couple Relay Set No Vigilance Press Uncouple Button
Emergency Plunger Set Buzzer Sounds Locate and Reset
9 46
Brake Fault Appreciation Cont. Class 170 Notes

Secondly
On selecting a direction if the vigilance sounds reset the DSD and place the brake to step
1. Press the mushroom under the driving desk; if the pressure drops to a corresponding
step 1 pressure before reapplying after a few seconds the fault is on the door system.
Release all doors then re-close, check the LED lights above the door ensuring at least 2
Green lights are illuminated.
If faulty door can be located, isolate out of use. If it cannot isolate TIS; the train should
now be removed from service as drivers will have no indication in the cab if a door has
been subject to EGRES.
Lastly
If on pressing the mushroom the brake does not release refer to the brake cycle instruc-
tions for further help.
The Vigilance equipment can also cause a brake fault in one direction if the logic equip-
ment is at fault, if this occurs it will be necessary to either drive from another cab in the
opposing direction or isolate both the DSD and DVD to regain full control.
Brake Cycle
Fault Indication Action
EIS in Prime Position No Vigilance Switch to normal
Brake in Emergency No Vigilance Locate & Rectify
Master not in Direction No Vigilance Select a Direction
Low Main Air Main Res. Pressure Low Use Compressor Speed
No Vigilance up where fitted or refer to
flow chart and schematic
on page 43
TPWS Intervention Brake Demand Light flash- Press TPWS reset and
ing with no audible warning wait 1 minute
Couple Relay Set No Vigilance Press Uncouple Button
Emergency Plunger Set Buzzer Sounds Locate and Reset
9 46
Main Air System (Air Suspension) Brake Cycle
The main air for the class 170 is created by an engine driven compressor Fault Indication Action
and regulated between 6.6 and 7.6Bar via the
compressor governor with a safety relief valve set at 10Bar. Door Control MCB Tripped Brakes apply - slight delay Reset MCB, if it will not
MOS - No Interlock Light reset isolate TIS and
This air is cooled, cleaned and dried before it is stored in a 250Litre main Rear - No Interlock Light remove passengers
reservoir tank, positioned after the reservoir tank is the main reservoir I/C.
Main air then supplies systems such as the suspension, doors, DSD Defective Brakes release from another Isolate DSD system
sanders, horn, wipers, main reservoir pipe and brake control unit. cab
There are also numerous pressure switches such as brake
Reservoir, LMAPU. Compressor, parking brake and dragging brake which DVD Defective Will not cancel Isolate DVD system
rely on air to work efficiently.
TPWS MCB Tripped MCB trips in lead cab Reset, TPWS will self test.
If it does not reset isolate
Air Suspension TPWS system
Air from the main reservoir feeds the air suspension reservoir, from here
air can be isolated by means of 2 I/C’s which feed both bogies No1 and Brake Control MCB Brakes apply, buzzer sounds Lead Cab - Trip Fault
No2. and alarm flashes Protect to silence alarm
No 1 bogie which is the non driven bogie has only one surge tank, this is Regain Control from
another cab. Isolate EBS
also the bogie that sends a signal to the brake control unit to allow brake and Pass. Comm.
force to be adjusted accordingly with regards to train loads.
No 2 end has 2 smaller surge tanks, however has no input with regards to MOS - Trip Fault
brake force adjustment. Protect No 2 to silence
When isolating the air suspension drivers should isolate both No2 and No3 alarm in lead cab
isolating cocks from the left located on the brake raft on the non driving
Rear - Trip Fault protect in
side of vehicles. rear. Isolate Pass Comm.
Both bogies must be isolated with speed reduced to 45mph when carrying and EBS
passenger loads.
Train Control MCB Lead - Brakes apply, cab Trip Fault Protect in
indications lost no buzzer opposing cab to silence
alarm.
Regain control from
another cab by isolating
EBS and Pass Comm.
Rear - Brakes apply alarm Trip Fault Protect in rear to
flashes buzzer sounds silence alarm before
isolating both EBS and
Pass Comm. In leading
cab
45 10
Main Air System (Air Suspension) Brake Cycle
The main air for the class 170 is created by an engine driven compressor Fault Indication Action
and regulated between 6.6 and 7.6Bar via the
compressor governor with a safety relief valve set at 10Bar. Door Control MCB Tripped Brakes apply - slight delay Reset MCB, if it will not
MOS - No Interlock Light reset isolate TIS and
This air is cooled, cleaned and dried before it is stored in a 250Litre main Rear - No Interlock Light remove passengers
reservoir tank, positioned after the reservoir tank is the main reservoir I/C.
Main air then supplies systems such as the suspension, doors, DSD Defective Brakes release from another Isolate DSD system
sanders, horn, wipers, main reservoir pipe and brake control unit. cab
There are also numerous pressure switches such as brake
Reservoir, LMAPU. Compressor, parking brake and dragging brake which DVD Defective Will not cancel Isolate DVD system
rely on air to work efficiently.
TPWS MCB Tripped MCB trips in lead cab Reset, TPWS will self test.
If it does not reset isolate
Air Suspension TPWS system
Air from the main reservoir feeds the air suspension reservoir, from here
air can be isolated by means of 2 I/C’s which feed both bogies No1 and Brake Control MCB Brakes apply, buzzer sounds Lead Cab - Trip Fault
No2. and alarm flashes Protect to silence alarm
No 1 bogie which is the non driven bogie has only one surge tank, this is Regain Control from
another cab. Isolate EBS
also the bogie that sends a signal to the brake control unit to allow brake and Pass. Comm.
force to be adjusted accordingly with regards to train loads.
No 2 end has 2 smaller surge tanks, however has no input with regards to MOS - Trip Fault
brake force adjustment. Protect No 2 to silence
When isolating the air suspension drivers should isolate both No2 and No3 alarm in lead cab
isolating cocks from the left located on the brake raft on the non driving
Rear - Trip Fault protect in
side of vehicles. rear. Isolate Pass Comm.
Both bogies must be isolated with speed reduced to 45mph when carrying and EBS
passenger loads.
Train Control MCB Lead - Brakes apply, cab Trip Fault Protect in
indications lost no buzzer opposing cab to silence
alarm.
Regain control from
another cab by isolating
EBS and Pass Comm.
Rear - Brakes apply alarm Trip Fault Protect in rear to
flashes buzzer sounds silence alarm before
isolating both EBS and
Pass Comm. In leading
cab
45 10
Brake Cycle Use Compressor Speed Up
Fault Indication Action Yes Does Main Air Rise & Hold? No
Door Open or Door Fault Steady Red Train fault with Locate problem door, close Isolate Compressor Gov. on Brake Raft
master switch in. or isolate as necessary. If
necessary isolate TIS.
DOL Illuminated. Yes Does Main Air Rise & Hold? No
Pass Comm. Activated DOL Illuminated Locate and Reset Re-instate CG I/C
Brake Application If defective isolate Pass
Comm. system
Isolate Main Res. I/C on Brake Raft
Shore Supply & Engine stop light lit. Locate external Micro
Catering Socket Micro If engines are running they Switches ensuring they are
Yes Does Main Air Rise & Hold? No
Switch not made will all shut down. Air will correctly seated and free
dissipate from system. from dirt.
Brakes will not release.
Re-instate Main Res. & Isolate Local Main Res.
EBS isolated in another Brakes will not release Check repair book and
Yes Does Main Air Rise & Hold? No Isolate MRPIC at vehicle ends
cab consult fitter or control.
As necessary isolate in
leading set movement.
Does Main Air Rise & Hold?
WSP MCB Tripped in No2 Lead - Local Train Light Lit Isolate EBS in leading cab,
end cupboard WSP light lit in No2 end brakes will release once Yes Was problem identified as Re-instate MRPIC’s & Local Main No
Speedo/Sand equip lost direction has been se- a system leak? Res. & Check systems
lected.
MOS - Door Control Lost Isolate EBS in lead cab
Fault Protect MCB tripped MCB tripped no fault lights Reset MCB
Yes Can system leak be No Leak evident on the RED
brakes apply once direction If MCB will not reset isolate
contained? ZONE
has been selected. DSD and DVD in leading Last Resort
cab Isolate Internal BIC, if Air
rises isolate EBS/DVD
Yes Ensure all engines are running
Defective Low Main Air No obvious Indication All Isolate EBS in a cab other Close MRPIC on either end of vehicle (x4)
Governor other brake faults checked than that of which Isolate both BIC on Brake Raft
Isolate EBS in lead cab to by pass LMAPU & poss. DVD
If air drops below 5.1Bar regain control from another cab
Divided Train or Jumper Brakes apply with intermedi- Request RST if divided. If air drops below 4.5Bar; rotation test (Parking Brake)
Cable Adrift ate jumper cable adrift and Take no action until set If wheels rotate; max speed 10mph for 10miles
perhaps damaged has been examined. If wheel do not rotate; request a fitter (Do not move set)
Assistance
If jumper fault and not Retract electrical boxes, couple up mechanically only!
Proceed normally with regards to Do not press “Couple Button!”
damaged replace Rules & Regulations Isolate all brakes on failure & carry out rotational test
Competent person in front & rear to use EBAC as necessary
11 44
Brake Cycle Use Compressor Speed Up
Fault Indication Action Yes Does Main Air Rise & Hold? No
Door Open or Door Fault Steady Red Train fault with Locate problem door, close Isolate Compressor Gov. on Brake Raft
master switch in. or isolate as necessary. If
necessary isolate TIS.
DOL Illuminated. Yes Does Main Air Rise & Hold? No
Pass Comm. Activated DOL Illuminated Locate and Reset Re-instate CG I/C
Brake Application If defective isolate Pass
Comm. system
Isolate Main Res. I/C on Brake Raft
Shore Supply & Engine stop light lit. Locate external Micro
Catering Socket Micro If engines are running they Switches ensuring they are
Yes Does Main Air Rise & Hold? No
Switch not made will all shut down. Air will correctly seated and free
dissipate from system. from dirt.
Brakes will not release.
Re-instate Main Res. & Isolate Local Main Res.
EBS isolated in another Brakes will not release Check repair book and
Yes Does Main Air Rise & Hold? No Isolate MRPIC at vehicle ends
cab consult fitter or control.
As necessary isolate in
leading set movement.
Does Main Air Rise & Hold?
WSP MCB Tripped in No2 Lead - Local Train Light Lit Isolate EBS in leading cab,
end cupboard WSP light lit in No2 end brakes will release once Yes Was problem identified as Re-instate MRPIC’s & Local Main No
Speedo/Sand equip lost direction has been se- a system leak? Res. & Check systems
lected.
MOS - Door Control Lost Isolate EBS in lead cab
Fault Protect MCB tripped MCB tripped no fault lights Reset MCB
Yes Can system leak be No Leak evident on the RED
brakes apply once direction If MCB will not reset isolate
contained? ZONE
has been selected. DSD and DVD in leading Last Resort
cab Isolate Internal BIC, if Air
rises isolate EBS/DVD
Yes Ensure all engines are running
Defective Low Main Air No obvious Indication All Isolate EBS in a cab other Close MRPIC on either end of vehicle (x4)
Governor other brake faults checked than that of which Isolate both BIC on Brake Raft
Isolate EBS in lead cab to by pass LMAPU & poss. DVD
If air drops below 5.1Bar regain control from another cab
Divided Train or Jumper Brakes apply with intermedi- Request RST if divided. If air drops below 4.5Bar; rotation test (Parking Brake)
Cable Adrift ate jumper cable adrift and Take no action until set If wheels rotate; max speed 10mph for 10miles
perhaps damaged has been examined. If wheel do not rotate; request a fitter (Do not move set)
Assistance
If jumper fault and not Retract electrical boxes, couple up mechanically only!
Proceed normally with regards to Do not press “Couple Button!”
damaged replace Rules & Regulations Isolate all brakes on failure & carry out rotational test
Competent person in front & rear to use EBAC as necessary
11 44
Equipment & Function Overview
Equipment Location Purpose
Safety Systems Upper flat panel on non To isolate a safety system

AWS driving side of cab in the event of a fault or
DSD positioned to the right hand inability to release train
DVD side brakes through un-
TIS repairable train faults.
EBS Note!
Pass Comm. If cupboard will not close a
DRA switch is in an isolated
Fire Alarm position.
TPWS Temp Isolation Back of drivers seat behind Permits drivers through a
locked panel temporary isolation to
pass 1 or more signals at
danger.
Also by passes a fault
EBAC Cab desk Level on non No engineering function

driving side behind hinged When activated main
door reservoir will vent. Once
air drops to 5.1Bar and
providing there is electrical
continuity; brakes will
apply through the LMAPU
If there is no electrical
continuity the parking
brake will apply at approxi-
mately 4.5Bar
Cab Isolating Cocks Lower panel on non driving SPB - Vents air from
SPB side cylinder applies SPB
Horn Horn - Cut s air supply
Wash & Wiper Wiper - Cuts air supply
Uncoupler
Cab Door Uncoupler - Removes air
Trip (Not Used) supply to piston which
releases BSI
Cab Door - Removes air
operated door facility
43 12
Equipment Location Purpose
Safety Systems Upper flat panel on non To isolate a safety system

AWS driving side of cab in the event of a fault or
DSD positioned to the right hand inability to release train
DVD side brakes through un-
TIS repairable train faults.
EBS Note!
Pass Comm. If cupboard will not close a
DRA switch is in an isolated
Fire Alarm position.
TPWS Temp Isolation Back of drivers seat behind Permits drivers through a
locked panel temporary isolation to
pass 1 or more signals at
danger.
Also by passes a fault
EBAC Cab desk Level on non No engineering function

driving side behind hinged When activated main
door reservoir will vent. Once
air drops to 5.1Bar and
providing there is electrical
continuity; brakes will
apply through the LMAPU
If there is no electrical
continuity the parking
brake will apply at approxi-
mately 4.5Bar
Cab Isolating Cocks Lower panel on non driving SPB - Vents air from
SPB side cylinder applies SPB
Horn Horn - Cut s air supply
Wash & Wiper Wiper - Cuts air supply
Uncoupler
Cab Door Uncoupler - Removes air
Trip (Not Used) supply to piston which
releases BSI
Cab Door - Removes air
operated door facility
43 12
Brake System
Equipment Location Purpose The main reservoir also supplies the brake control reservoir, this equipment
also incorporates a reservoir pressure switch which only permits a brake re-
Brake Raft Centrally located on the non Brake I/C x 2 - Isolates
driving side of brakes on that bogie.
lease if pressure reaches 5.8Bar rising or
Brake I/C 2 remains above 5.1Bar falling.
Air Suspension I/C 2 Vehicles.
Air Suspension I/C 1 Suspension x 2 - Isolates There is an internal brake isolating cock on the approach side of the brake
Brake I/C 1 Non driven bogie to the right air supply from reservoir, if this isolating cock which can be located
Main Reservoir I/C with reference to the MOS Suspension Reservoir to
vehicle. Surge tanks.
underneath passenger seating has been isolated, it will be
Compressor Gov. I/C necessary to isolate the EBS in the cab in which the train has been driven
Local Main Res. I/C
Main Reservoir I/C before proceeding. The reason for this is that air pressure on falling below
Isolates air supply from 5.1Bar in the reservoir will cause an electrical brake application throughout
Compressor to systems the train through a brake in train wire 4.
Compressor Gov. I/C From the brake reservoir air flows to the brake control unit, which also re-
In isolated position quires an electrical feed, this unit is protected by the brake control MCB (See
Unloader will be page 15). From here air is supplied to the brake cylinders on bogie No2 and
bypassed with excess bogie No1 as calculated by the air suspension system on bogie No1.
pressure being vented via
a safety valve Theses isolating cocks are also located on the brake raft (Non
driving side), from the left these are No1 and No4 isolating cocks. In the iso-
Local Main Res I/C lated position air from the brake reservoir via the control unit is suspended,
In the isolated position
will prevent a back feed
any air remaining in the brake cylinders at this stage will be vented to atmos-
and stem any leak from phere.
delicate air equipment.
Brake Isolation (Internal)
Locate and isolate internal BIC, from No1 end this isolating cock can be found
Internal BIC Proceeding from No1 end. Isolates air supply to the
passed the 1st set of doors underneath the 1st seat to the left. Once this has
Pass through 1st pas- brake reservoir. As air been isolated, isolate EBS, if no
senger door area I/C is flow drops the brake vigilance sounds, isolate vigilance safety system to obtain release
under 1st seat on the LHS pressure switch will apply
the brakes at Brake Isolation (External)
approximately 5.1Bar. As
a result the EBS must be
Proceed to brake raft on non driving side of vehicles.
isolated. Isolate No1 or No 4 or both BIC’s as necessary
If by chance no vigilance sounds and brakes will not release,
isolate vigilance safety system then proceed reducing speed as per rules and
Main Res Pipe I/C Located at vehicle ends In the open position
permits air to flow regulations and with regards to any contingency plan.
between vehicles.
ECIC Two isolating cocks one at Permits air to flow via an

either end of the train. external connection
13 42

Brake System
Equipment Location Purpose The main reservoir also supplies the brake control reservoir, this equipment
also incorporates a reservoir pressure switch which only permits a brake re-
Brake Raft Centrally located on the non Brake I/C x 2 - Isolates
driving side of brakes on that bogie.
lease if pressure reaches 5.8Bar rising or
Brake I/C 2 remains above 5.1Bar falling.
Air Suspension I/C 2 Vehicles.
Air Suspension I/C 1 Suspension x 2 - Isolates There is an internal brake isolating cock on the approach side of the brake
Brake I/C 1 Non driven bogie to the right air supply from reservoir, if this isolating cock which can be located
Main Reservoir I/C with reference to the MOS Suspension Reservoir to
vehicle. Surge tanks.
underneath passenger seating has been isolated, it will be
Compressor Gov. I/C necessary to isolate the EBS in the cab in which the train has been driven
Local Main Res. I/C
Main Reservoir I/C before proceeding. The reason for this is that air pressure on falling below
Isolates air supply from 5.1Bar in the reservoir will cause an electrical brake application throughout
Compressor to systems the train through a brake in train wire 4.
Compressor Gov. I/C From the brake reservoir air flows to the brake control unit, which also re-
In isolated position quires an electrical feed, this unit is protected by the brake control MCB (See
Unloader will be page 15). From here air is supplied to the brake cylinders on bogie No2 and
bypassed with excess bogie No1 as calculated by the air suspension system on bogie No1.
pressure being vented via
a safety valve Theses isolating cocks are also located on the brake raft (Non
driving side), from the left these are No1 and No4 isolating cocks. In the iso-
Local Main Res I/C lated position air from the brake reservoir via the control unit is suspended,
In the isolated position
will prevent a back feed
any air remaining in the brake cylinders at this stage will be vented to atmos-
and stem any leak from phere.
delicate air equipment.
Brake Isolation (Internal)
Locate and isolate internal BIC, from No1 end this isolating cock can be found
Internal BIC Proceeding from No1 end. Isolates air supply to the
passed the 1st set of doors underneath the 1st seat to the left. Once this has
Pass through 1st pas- brake reservoir. As air been isolated, isolate EBS, if no
senger door area I/C is flow drops the brake vigilance sounds, isolate vigilance safety system to obtain release
under 1st seat on the LHS pressure switch will apply
the brakes at Brake Isolation (External)
approximately 5.1Bar. As
a result the EBS must be
Proceed to brake raft on non driving side of vehicles.
isolated. Isolate No1 or No 4 or both BIC’s as necessary
If by chance no vigilance sounds and brakes will not release,
isolate vigilance safety system then proceed reducing speed as per rules and
Main Res Pipe I/C Located at vehicle ends In the open position
permits air to flow regulations and with regards to any contingency plan.
between vehicles.
ECIC Two isolating cocks one at Permits air to flow via an

either end of the train. external connection
13 42
Fault Finding Overview
Brake System
Partial Loss of Power
The above schematic shows the air flow as created by the engine driven Coolant Temperature
compressor through the main reservoir to the brake supply unit en-route to • Check left hand radiator for blockage
the brake control unit. • Check Hydrostatic Level
From the brake control unit, air is regulated and fed to each bogies 4 brake Check engine stop light if possible
cylinders shown at the right hand side of the above • Check Local Control
Schematic, isolating cocks for the afore mentioned can be located on the • Check Engine MCB in No2 end
brake raft on non driving sides. • Check Transmission Oil Level (Possibly low or temp. high)
• Check Fuel level (Engine will shut down)
The internal BIC, which is located underneath vehicle seating stems the air • Check Lube oil (Possibly low or temp. high, engine will return to idle first)
supply to the brake reservoir, as described on page 35 this will result in air • Check EIS during prep
dissipating from the brake supply reservoir resulting in brakes being applied
electrically at 5.1Bar through train wire 4 becoming de-energised. Check Transmission Train Fault Light
• Reselect a direction or switch out master and retry. If in transit; stop train!
To avoid this happening, the EBS and possibly the Vigilance safety systems
must be isolated.
Complete Loss of Power
• Is the DRA still set?
• Have you released the brake to step 1?
• Have you selected a direction?
• Have you started the engines?
• Have you door interlocking?
Internal
It is possible to have a combination of partial loss of power faults although less likely,
this aside this process of thought should not be dismissed!
BIC
Engine Wont Start

• Have you electricity i.e. is the BIS in circuit?
• Have you energised the master switch and are you in neutral?
• Is an engine isolated?
• Have you checked all engine control MCB’s in No 2 end including Local?
• Has the Train Control MCB tripped?
• Has an engine stop button latched in?
• Could the start button be faulty?
• Has the fire integrity system developed a fault or has it been isolated?
• Have we a shore connection still attached externally?
• Could the start battery be flat?
• Have you check all fluid levels including:
Fuel
Lube Oil
Coolant
41 14
Fault Finding Overview

Brake System
Partial Loss of Power
The above schematic shows the air flow as created by the engine driven Coolant Temperature
compressor through the main reservoir to the brake supply unit en-route to • Check left hand radiator for blockage
the brake control unit. • Check Hydrostatic Level
From the brake control unit, air is regulated and fed to each bogies 4 brake Check engine stop light if possible
cylinders shown at the right hand side of the above • Check Local Control
Schematic, isolating cocks for the afore mentioned can be located on the • Check Engine MCB in No2 end
brake raft on non driving sides. • Check Transmission Oil Level (Possibly low or temp. high)
• Check Fuel level (Engine will shut down)
The internal BIC, which is located underneath vehicle seating stems the air • Check Lube oil (Possibly low or temp. high, engine will return to idle first)
supply to the brake reservoir, as described on page 35 this will result in air • Check EIS during prep
dissipating from the brake supply reservoir resulting in brakes being applied
electrically at 5.1Bar through train wire 4 becoming de-energised. Check Transmission Train Fault Light
• Reselect a direction or switch out master and retry. If in transit; stop train!
To avoid this happening, the EBS and possibly the Vigilance safety systems
must be isolated.
Complete Loss of Power
• Is the DRA still set?
• Have you released the brake to step 1?
• Have you selected a direction?
• Have you started the engines?
• Have you door interlocking?
Internal
It is possible to have a combination of partial loss of power faults although less likely,
this aside this process of thought should not be dismissed!
BIC
Engine Wont Start

• Have you electricity i.e. is the BIS in circuit?
• Have you energised the master switch and are you in neutral?
• Is an engine isolated?
• Have you checked all engine control MCB’s in No 2 end including Local?
• Has the Train Control MCB tripped?
• Has an engine stop button latched in?
• Could the start button be faulty?
• Has the fire integrity system developed a fault or has it been isolated?
• Have we a shore connection still attached externally?
• Could the start battery be flat?
• Have you check all fluid levels including:
Fuel
Lube Oil
Coolant
41 14
170 Main circuit breakers (Top) Conditions Of Assistance 5
1. Brake control MCB (Leading cab) Assistance in rear, no brake continuity, driving control lost on failure
If this circuit breaker trips in the leading cab the brakes will apply, the
Assisting Unit Failed Unit
passenger communication alarm will flash & may sound. DRA light lost.
If the circuit breaker will not reset, the fault protect c/b should be tripped to
Direction of travel
stop the alarm from sounding in the opposite driving cab.
Driver’s should then proceed to the opposite driving cab to take control, the
signaller must be contacted as it may not be possible to control the train from
the rear cab.
In the rear cab, driver’s should isolate the EBS and Pass Comm. safety
systems to allow brakes to release, the train must be driven from this cab.
If assistance is afforded it will be necessary retract electrical boxes, the
couple button must not be pressed. Brakes should be isolated on failure with
driver and conductor to operate SPB or EBAC as necessary
1i. Brake control MCB (MOS vehicle) Guidance notes
If this circuit breaker trips in the MOS vehicle the brakes will apply after a 1. Remove key from failed train
slight time delay and the passenger communication alarm will flash.
If the circuit breaker will not reset, drivers must isolate the Pass Comm. 2. Manually retract both electrical boxes before coupling up mechanically
safety system to allow a brake release. 3. After coupling, do not press couple button
1ii. Brake control MCB (Rear cab) 4. Apply SPB in lead cab of failure until ready to proceed
If this circuit breaker trips in the rear cab the brakes will apply, the
passenger communication alarm will flash and may sound. 5. Isolate and release brakes on failed unit see page 42
If the c/b will not reset in the rear cab, drivers should proceed to the leading 6. Driver of assisting train to control movements
cab, then trip the fault protect c/b to silence alarm.
The EBS and Pass Comm. safety systems must then be isolated to permit a 7. Movements controlled from leading cab of assisting train
brake release.
8. Driver of failure, to remain in lead cab observing all signals
2. Fault Protect MCB (Leading cab) Engine may shut down in 15mins
9. Driver of failure to communicate with rear train using handsignals
If the fault protect trips in the leading cab, fault indications will be lost i.e.
Interlock Lost, No Train Fault, OTDR and Duplex back light. Safety system 10. Driver of failure to apply the SPB in emergency
isolation switches will become inoperative. 11. Conductor of failure in rear cab to apply SPB in emergency
When a direction is selected, brakes will apply on older phases, to obtain a
release isolate DSD and Vigilance safety systems. 12. Conductor of assisting train to ride in leading cab to aid driver
2i. Fault Protect MCB (MOS vehicle) Engine may shut down in 15mins 13. If possible passengers to be moved to braked portion
If the c/b trips in the MOS vehicle, all fault indications will be lost with respect 14. Restrictions Apply - Refer to Module TW2, sec 8.3
to that particular vehicle. Train fault light will flash with dragging brake light
illuminating on new phases.
3&4. Radio MCB
If this c/b trips and will not reset, the cab radio will become inoperative.
15 40
170 Main circuit breakers (Top) Conditions Of Assistance 5

1. Brake control MCB (Leading cab) Assistance in rear, no brake continuity, driving control lost on failure
If this circuit breaker trips in the leading cab the brakes will apply, the
passenger communication alarm will flash & may sound. DRA light lost.
If the circuit breaker will not reset, the fault protect c/b should be tripped to
Direction of travel
stop the alarm from sounding in the opposite driving cab.
Driver’s should then proceed to the opposite driving cab to take control, the
signaller must be contacted as it may not be possible to control the train from
the rear cab.
In the rear cab, driver’s should isolate the EBS and Pass Comm. safety
systems to allow brakes to release, the train must be driven from this cab.
If assistance is afforded it will be necessary retract electrical boxes, the
couple button must not be pressed. Brakes should be isolated on failure with
driver and conductor to operate SPB or EBAC as necessary
1i. Brake control MCB (MOS vehicle) Guidance notes
If this circuit breaker trips in the MOS vehicle the brakes will apply after a 1. Remove key from failed train
slight time delay and the passenger communication alarm will flash.
If the circuit breaker will not reset, drivers must isolate the Pass Comm. 2. Manually retract both electrical boxes before coupling up mechanically
safety system to allow a brake release. 3. After coupling, do not press couple button
1ii. Brake control MCB (Rear cab) 4. Apply SPB in lead cab of failure until ready to proceed
If this circuit breaker trips in the rear cab the brakes will apply, the
passenger communication alarm will flash and may sound. 5. Isolate and release brakes on failed unit see page 42
If the c/b will not reset in the rear cab, drivers should proceed to the leading 6. Driver of assisting train to control movements
cab, then trip the fault protect c/b to silence alarm.
The EBS and Pass Comm. safety systems must then be isolated to permit a 7. Movements controlled from leading cab of assisting train
brake release.
8. Driver of failure, to remain in lead cab observing all signals
2. Fault Protect MCB (Leading cab) Engine may shut down in 15mins
9. Driver of failure to communicate with rear train using handsignals
If the fault protect trips in the leading cab, fault indications will be lost i.e.
Interlock Lost, No Train Fault, OTDR and Duplex back light. Safety system 10. Driver of failure to apply the SPB in emergency
isolation switches will become inoperative. 11. Conductor of failure in rear cab to apply SPB in emergency
When a direction is selected, brakes will apply on older phases, to obtain a
release isolate DSD and Vigilance safety systems. 12. Conductor of assisting train to ride in leading cab to aid driver
2i. Fault Protect MCB (MOS vehicle) Engine may shut down in 15mins 13. If possible passengers to be moved to braked portion
If the c/b trips in the MOS vehicle, all fault indications will be lost with respect 14. Restrictions Apply - Refer to Module TW2, sec 8.3
to that particular vehicle. Train fault light will flash with dragging brake light
illuminating on new phases.
3&4. Radio MCB
If this c/b trips and will not reset, the cab radio will become inoperative.
15 40
Conditions Of Assistance 4 170 Main circuit breakers (Top, cont.)
5. P/A MCB
Assistance in rear, brake continuity available, No driving controls
If this c/b trips and will not reset all train communication systems will be lost
6. Door control MCB (Leading cab)
Direction of travel
If this c/b trips in the leading vehicle, the brakes will apply after a slight delay.
Power, Traction Interlock and control of doors throughout the train will also be
lost. Red interlock light lit lost, Blue Door Close and Door Power light
Both extinguish.
If the c/b will not reset, access to and from coaches can only be made using
the emergency door release.
To proceed it will be necessary to isolate the traction interlock safety system
to enable power to be gained. Before proceeding, a check should be made to
ensure doors are being held in the closed position under there own air.
Guidance notes 6i. Door Control MCB (MOS vehicle & rear cab)
1. Remove master key from failed train If this c/b trips on any of these vehicles, the brakes will apply after a slight
delay. Power and traction interlock will be lost, with door control also being
lost on the affected vehicles.
2. Driver of assisting unit to ride in leading cab of assisting train When doors are released, the vehicle at fault will have no illuminated door
hazard light.
3. Assisting driver to control movements If the c/b will not reset, passengers should be moved to an unaffected vehicle.
4. Driver of failed train to ride in leading cab of failure to enable power to be gained. Before proceeding, a check should be made to
5. Driver of failure to observe all signals 7. TPWS MCB (Leading cab)
If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines
6. Driver of failure to communicate with driver of assisting train will then revert to idle.
If the c/b will not reset, the AWS safety system should be isolated.
7. Driver of failed train to use brake in emergency Subsequent movements should be made on the authority of the signaller and
any contingency plan laid down.
Speed should not then exceed 40 mph, if there is no available competent
8. Driver of assisting train to isolate TPWS before proceeding
person to accompany the driver.
9. Restrictions apply - Refer to Sprinter Guide, Section 5. 8. DTS

If this MCB trip MITRAC will be lost
9. Destination Display
If this MCB trips there will be no electronic display
If a safety system has been isolated there will be no external Blue light
10. Destination Display & PA

No in cab PIS
39 16
Conditions Of Assistance 4 170 Main circuit breakers (Top, cont.)

5. P/A MCB
Assistance in rear, brake continuity available, No driving controls
If this c/b trips and will not reset all train communication systems will be lost
6. Door control MCB (Leading cab)
Direction of travel
If this c/b trips in the leading vehicle, the brakes will apply after a slight delay.
Power, Traction Interlock and control of doors throughout the train will also be
lost. Red interlock light lit lost, Blue Door Close and Door Power light
Both extinguish.
If the c/b will not reset, access to and from coaches can only be made using
the emergency door release.
to enable power to be gained. Before proceeding, a check should be made to
Guidance notes 6i. Door Control MCB (MOS vehicle & rear cab)
1. Remove master key from failed train If this c/b trips on any of these vehicles, the brakes will apply after a slight
delay. Power and traction interlock will be lost, with door control also being
lost on the affected vehicles.
2. Driver of assisting unit to ride in leading cab of assisting train When doors are released, the vehicle at fault will have no illuminated door
hazard light.
3. Assisting driver to control movements If the c/b will not reset, passengers should be moved to an unaffected vehicle.
4. Driver of failed train to ride in leading cab of failure to enable power to be gained. Before proceeding, a check should be made to
5. Driver of failure to observe all signals 7. TPWS MCB (Leading cab)
If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines
6. Driver of failure to communicate with driver of assisting train will then revert to idle.
If the c/b will not reset, the AWS safety system should be isolated.
7. Driver of failed train to use brake in emergency Subsequent movements should be made on the authority of the signaller and
any contingency plan laid down.
Speed should not then exceed 40 mph, if there is no available competent
8. Driver of assisting train to isolate TPWS before proceeding
person to accompany the driver.
9. Restrictions apply - Refer to Sprinter Guide, Section 5. 8. DTS

If this MCB trip MITRAC will be lost
9. Destination Display
If this MCB trips there will be no electronic display
If a safety system has been isolated there will be no external Blue light
10. Destination Display & PA

No in cab PIS
39 16
170 Main circuit breakers (Top, cont.) Conditions Of Assistance 3
8. Train Control MCB (Leading cab) Assistance from rear, brake continuity & driving controls available
If the c/b trips in the leading cab the brakes will apply and the local fault
light will illuminate. Train fault level 1, pass comm. Light may flash with door Assisting Unit Failed Unit
interlock lost (red)
Desk lights, speedometer and communication systems will be lost. The Direction of travel
couple & uncouple relays and engine stop button will also be inoperative.
If the c/b will not reset in the leading cab, the fault protect should be tripped,
this will silence buzzer in the rear cab.
It will then be necessary to proceed to the rear cab to take control
of the train, therefore the signaller must 1st be contacted to ensure the train
can proceed in that direction. The EBS and Pass Comm. safety systems
should then be isolated in the rear cab to release the brakes. If assistance
is requested, electrical boxes must be retracted with brakes isolated on
failure. Driver and Guard to operate SPB as necessary on un-braked Guidance notes
portion.
8i. Train Control MCB (Rear cab) 1. Remove master key from the assisting train
If the c/b trips in the rear cab, the brakes will apply. The Pass Comm. alarm
2. Driver of failed train to control movements
will also flash may sound. DOL may flash!
If the c/b will not reset, the EBS and Pass Comm. safety systems
should be isolated in the leading cab. 3. Movements to be controlled from leading cab of failed train
8ii. Train Control MCB (Any intermediate driving cab in multi)
4. No restrictions apply
If a circuit breaker trips in any intermediate driving cab on a multiple 170
and will not reset, a brake release will not be
possible on the affected vehicle, nor any in rear of it.
The set, must then be deemed as a failure and assistance
requested. Retract electrical boxes & isolate brakes on failure, guard &
driver to operate SPB as necessary
9. TCA MCB (Leading cab)
If the TCA c/b trips in the leading cab, the train fault light will flash.
The hazard warning light will illuminate on the affected vehicle with the
track circuit fault light also illuminating red in the cab.
The local fault light indication will also illuminate red.
If the c/b will not reset, it will be necessary to isolate the TCA.
9i. TCA MCB (MOS or rear cab)
If the c/b trips on any of these vehicles, the train fault light will illuminate red
in the leading cab. Local fault light and hazard warning lights will illuminate
on the affected vehicle.
If the c/b will not reset, the TCA equipment should be isolated
17 38
170 Main circuit breakers (Top, cont.) Conditions Of Assistance 3

8. Train Control MCB (Leading cab) Assistance from rear, brake continuity & driving controls available
If the c/b trips in the leading cab the brakes will apply and the local fault
light will illuminate. Train fault level 1, pass comm. Light may flash with door Assisting Unit Failed Unit
interlock lost (red)
Desk lights, speedometer and communication systems will be lost. The Direction of travel
couple & uncouple relays and engine stop button will also be inoperative.
If the c/b will not reset in the leading cab, the fault protect should be tripped,
this will silence buzzer in the rear cab.
It will then be necessary to proceed to the rear cab to take control
of the train, therefore the signaller must 1st be contacted to ensure the train
can proceed in that direction. The EBS and Pass Comm. safety systems
should then be isolated in the rear cab to release the brakes. If assistance
is requested, electrical boxes must be retracted with brakes isolated on
failure. Driver and Guard to operate SPB as necessary on un-braked Guidance notes
portion.
8i. Train Control MCB (Rear cab) 1. Remove master key from the assisting train
If the c/b trips in the rear cab, the brakes will apply. The Pass Comm. alarm
2. Driver of failed train to control movements
will also flash may sound. DOL may flash!
If the c/b will not reset, the EBS and Pass Comm. safety systems
should be isolated in the leading cab. 3. Movements to be controlled from leading cab of failed train
8ii. Train Control MCB (Any intermediate driving cab in multi)
4. No restrictions apply
If a circuit breaker trips in any intermediate driving cab on a multiple 170
and will not reset, a brake release will not be
possible on the affected vehicle, nor any in rear of it.
The set, must then be deemed as a failure and assistance
requested. Retract electrical boxes & isolate brakes on failure, guard &
driver to operate SPB as necessary
9. TCA MCB (Leading cab)
If the TCA c/b trips in the leading cab, the train fault light will flash.
The hazard warning light will illuminate on the affected vehicle with the
track circuit fault light also illuminating red in the cab.
The local fault light indication will also illuminate red.
If the c/b will not reset, it will be necessary to isolate the TCA.
9i. TCA MCB (MOS or rear cab)
If the c/b trips on any of these vehicles, the train fault light will illuminate red
in the leading cab. Local fault light and hazard warning lights will illuminate
on the affected vehicle.
If the c/b will not reset, the TCA equipment should be isolated
17 38
Conditions Of Assistance 2 170 Main circuit breakers (Bottom)
Assistance from front, brake continuity unavailable 10. Earthing MCB

If this c/b trips there will be no fault indication shown. An attempt
Failed Unit Assisting Unit
to reset the c/b should be made only once.
Direction of travel 11. Emergency Lighting MCB

If this c/b trips and will not reset all saloon lighting will be lost
12. End Lighting 1 MCB
If this c/b trips and will not reset, the left hand cab light, left hand
head light, right hand marker light and right hand tail light will all
be lost, the hazard warning indication will also be inoperative.
Guidance notes 13. End Lighting 2 MCB

If this c/b trips and will not reset, the right hand cab light, right hand head
1. Remove key from failed train
light, left hand marker light and left hand tail light will all be lost, the clip
2. manually retract both electrical boxes board light will also be inoperative
15. Cab Heating MCB
3. Couple up units as mechanically, however do not press couple
button If this c/b trips and will not reset, the cab heater and demister will
be inoperative.
4. Apply SPB in lead cab of failed unit until ready to depart
5. Isolate and release brakes on failed unit

6. Assisting trains driver will control movement
7. Driver of failed train to ride in leading cab of failure
8. Driver of failure to operate SPB as necessary or in
emergency
9. Conductor of failed train to ride in rear cab of failed train
10. Passengers where possible must be transferred to assisting train
11. Restrictions Apply—Refer to Module TW2, sec 8.3
37 18
Conditions Of Assistance 2 170 Main circuit breakers (Bottom)
Assistance from front, brake continuity unavailable 10. Earthing MCB

If this c/b trips there will be no fault indication shown. An attempt
Failed Unit Assisting Unit
to reset the c/b should be made only once.
Direction of travel 11. Emergency Lighting MCB

If this c/b trips and will not reset all saloon lighting will be lost
12. End Lighting 1 MCB
If this c/b trips and will not reset, the left hand cab light, left hand
head light, right hand marker light and right hand tail light will all
be lost, the hazard warning indication will also be inoperative.
Guidance notes 13. End Lighting 2 MCB

If this c/b trips and will not reset, the right hand cab light, right hand head
1. Remove key from failed train
light, left hand marker light and left hand tail light will all be lost, the clip
2. manually retract both electrical boxes board light will also be inoperative
15. Cab Heating MCB
3. Couple up units as mechanically, however do not press couple
button If this c/b trips and will not reset, the cab heater and demister will
be inoperative.
4. Apply SPB in lead cab of failed unit until ready to depart
5. Isolate and release brakes on failed unit

6. Assisting trains driver will control movement
7. Driver of failed train to ride in leading cab of failure
8. Driver of failure to operate SPB as necessary or in
emergency
9. Conductor of failed train to ride in rear cab of failed train
10. Passengers where possible must be transferred to assisting train
11. Restrictions Apply—Refer to Module TW2, sec 8.3
37 18
170 Main circuit breakers (Also no 2 end cupboard) Conditions Of Assistance 1
1. WSP MCB Lead cab No2 end) Assistance from front, brake continuity available
If this c/b trips, engine power will be limited on the affected vehicle Failed Unit Assisting Unit
and door control lost on affected vehicle. The speedometer will also be
inoperative with a level 2 train fault and local fault light being lit.
Direction of travel
If a fire is detected after the c/b has tripped, fire bottles will
discharge without delay.
The train can proceed at a reduced speed provided doors are not released,
neutral has not been selected and the emergency brake position is not
selected.
If the c/b will not reset, it will be necessary for drivers to isolate the
engine on the affected vehicle, isolate the EBS; brakes will
release when a direction has been selected.
Note! Any door release thereafter must be carried out by
the external emergency door release facility.
Guidance notes
WSP MCB (MOS) No2 end
Train Fault level 2, WSP Fault, Local fault, Door Control lost on affected 1. Remove master key from the failed unit
vehicle and no brake fault on releasing doors
2. OTMR MCB 2. Couple up vehicles normally
If the on train monitoring recording c/b trips, the OTMR fault indication will
illuminate and speedometer will be lost. Check MCB in cupboard behind 3. Take control of train from leading cab of assisting unit
driver and reset as necessary. If MCB will not reset inform Signaller and act
on instructions given. 4. No restrictions apply
3. Door Supply 1 &2 MCB
If this c/b trips in no 2 end cupboard, doors will not release on that vehicle
although indications will be normal. Access to the affected vehicle can only
be made by external emergency door release.
The affected vehicle should be locked out of use.
4. Engine 1 & 2 MCB
If this c/b trips, the engine will shut down on the affected vehicle. If the c/b
will not reset, the engine should be isolated.
5. Engine Start MCB
If this c/b trips and will not reset, it will not be possible to start the engine.
However if it trips whilst the engine is already running it will continue to do so
6. Local Control MCB
If this c/b trips, the engine will shut down on the affected vehicle, and the
train fault light will illuminate, however there will be no illuminated engine
19 36
170 Main circuit breakers (Also no 2 end cupboard) Conditions Of Assistance 1

1. WSP MCB Lead cab No2 end) Assistance from front, brake continuity available
If this c/b trips, engine power will be limited on the affected vehicle Failed Unit Assisting Unit
and door control lost on affected vehicle. The speedometer will also be
inoperative with a level 2 train fault and local fault light being lit.
Direction of travel
If a fire is detected after the c/b has tripped, fire bottles will
discharge without delay.
The train can proceed at a reduced speed provided doors are not released,
neutral has not been selected and the emergency brake position is not
selected.
If the c/b will not reset, it will be necessary for drivers to isolate the
engine on the affected vehicle, isolate the EBS; brakes will
release when a direction has been selected.
Note! Any door release thereafter must be carried out by
the external emergency door release facility.
Guidance notes
WSP MCB (MOS) No2 end
Train Fault level 2, WSP Fault, Local fault, Door Control lost on affected 1. Remove master key from the failed unit
vehicle and no brake fault on releasing doors
2. OTMR MCB 2. Couple up vehicles normally
If the on train monitoring recording c/b trips, the OTMR fault indication will
illuminate and speedometer will be lost. Check MCB in cupboard behind 3. Take control of train from leading cab of assisting unit
driver and reset as necessary. If MCB will not reset inform Signaller and act
on instructions given. 4. No restrictions apply
3. Door Supply 1 &2 MCB
If this c/b trips in no 2 end cupboard, doors will not release on that vehicle
although indications will be normal. Access to the affected vehicle can only
be made by external emergency door release.
The affected vehicle should be locked out of use.
4. Engine 1 & 2 MCB
If this c/b trips, the engine will shut down on the affected vehicle. If the c/b
will not reset, the engine should be isolated.
5. Engine Start MCB
If this c/b trips and will not reset, it will not be possible to start the engine.
However if it trips whilst the engine is already running it will continue to do so
6. Local Control MCB
If this c/b trips, the engine will shut down on the affected vehicle, and the
train fault light will illuminate, however there will be no illuminated engine
19 36
Passenger Information System 170 Main circuit breakers (Also no 2 end cupboard)
Normal set up 6. Air conditioning 1 & 2
1. Energise master switch and move from off position If either of these circuit breakers trip and will not reset the air supply fan will
2. Train ID prompt: Enter train headcode, then select Send be inoperative on the affected vehicle, which will result in a reduction of
3. Driver ID prompt: Enter pay number, then select Send saloon air being supplied.
4. Manual message prompt: Select, Cancel If both trip, air conditioning will be lost.
5. Route code prompt: Enter route code, then select Send 7. Air Conditioning 3
6. Last destination should now flash, if correct, select Send
7. This location should now flash, if correct, select Send If this circuit breaker trips and will not reset, the saloon extractor
fans will be inoperative.
The destination screen or passenger information screen should now be checked. If at
any time a wrong code is input , the Cancel button should be selected. Pressing 2 8. Air Conditioning 4, 5, 8 & 9
outside CACU display buttons will reset system. If this circuit breaker trips and will not reset, there will be a partial
loss of air cooling in one air conditioning unit.
Station skip
1. Select Mode 9. Air Conditioning 6 & 10
2. Station name should flash, select Skip If this circuit breaker trips and will not reset, there will be a loss of
3. Now select Send air cooling in the air conditioning units
4. This process should be repeated if more than 1 station has to be skipped
10. Stabling MCB (Leading Cab)
Clearing Passenger Information System to display manual message
If MCB trips train fault light flashes, local fault light and HVAC indications
1. Select Cancel twice illuminate; emergency brake also applies. On resetting MCB door interlock
2. Select any numerical key may be lost, pass comm. Alarm and train fault light may flash with buzzer
3. Announcement prompt: Enter relevant announcement comms sounding continuously.
4. Text message should now flash, select Send within 5 seconds To rectify switch out desk; fault resets to normal
The passenger information system also incorporates a pager system, which enables 11. Air Conditioning 12 & 13 (cab 1 & cab 2)
control to send messages directly to the driver or to the passengers.
If this circuit breaker trips and will not reset, there will be a loss of
If a message is sent to the train, the driver will receive an audible warning in the cab.
electric re-heating of the cab air supply
The CACU will then display the sent pager message. This message once read can be
cleared by selecting the cancel button. 12. Passenger Information c/b
If the sent message is for passengers, the audible tone will be heard in the passenger
If this circuit breaker trips and will not reset, the destination indicator and
saloons. This message will remain on the display unit, until it has been over written by
passenger information display in the saloon will be lost.
another message. The pager system can also trigger a manual message
13. Gangway Door c/b
CACU display buttons
If this circuit breaker trips and will not reset, the doors will be
PA – (Yellow) - Passenger announcements, using arrows on CACU
inoperative between vehicles.
CC – (Blue) - Cab to cab communication
PC – (Red) - Passenger Communication 14. Main Lighting 1 & 2
NRN – (Grey) - Select must be pressed before NRN radio can be used.
If either circuit breaker trips and will not reset, there will be a
partial loss of saloon lighting
15. Saloon Heat 1 & 2
If either of these circuit breakers trip and will not reset, there will
be a loss of the right or left hand under seat heating.
35 20
Passenger Information System 170 Main circuit breakers (Also no 2 end cupboard)
Normal set up 6. Air conditioning 1 & 2
1. Energise master switch and move from off position If either of these circuit breakers trip and will not reset the air supply fan will
2. Train ID prompt: Enter train headcode, then select Send be inoperative on the affected vehicle, which will result in a reduction of
3. Driver ID prompt: Enter pay number, then select Send saloon air being supplied.
4. Manual message prompt: Select, Cancel If both trip, air conditioning will be lost.
5. Route code prompt: Enter route code, then select Send 7. Air Conditioning 3
6. Last destination should now flash, if correct, select Send
7. This location should now flash, if correct, select Send If this circuit breaker trips and will not reset, the saloon extractor
fans will be inoperative.
The destination screen or passenger information screen should now be checked. If at
any time a wrong code is input , the Cancel button should be selected. Pressing 2 8. Air Conditioning 4, 5, 8 & 9
outside CACU display buttons will reset system. If this circuit breaker trips and will not reset, there will be a partial
loss of air cooling in one air conditioning unit.
Station skip
1. Select Mode 9. Air Conditioning 6 & 10
2. Station name should flash, select Skip If this circuit breaker trips and will not reset, there will be a loss of
3. Now select Send air cooling in the air conditioning units
4. This process should be repeated if more than 1 station has to be skipped
10. Stabling MCB (Leading Cab)
Clearing Passenger Information System to display manual message
If MCB trips train fault light flashes, local fault light and HVAC indications
1. Select Cancel twice illuminate; emergency brake also applies. On resetting MCB door interlock
2. Select any numerical key may be lost, pass comm. Alarm and train fault light may flash with buzzer
3. Announcement prompt: Enter relevant announcement comms sounding continuously.
4. Text message should now flash, select Send within 5 seconds To rectify switch out desk; fault resets to normal
The passenger information system also incorporates a pager system, which enables 11. Air Conditioning 12 & 13 (cab 1 & cab 2)
control to send messages directly to the driver or to the passengers.
If this circuit breaker trips and will not reset, there will be a loss of
If a message is sent to the train, the driver will receive an audible warning in the cab.
electric re-heating of the cab air supply
The CACU will then display the sent pager message. This message once read can be
cleared by selecting the cancel button. 12. Passenger Information c/b
If the sent message is for passengers, the audible tone will be heard in the passenger
If this circuit breaker trips and will not reset, the destination indicator and
saloons. This message will remain on the display unit, until it has been over written by
passenger information display in the saloon will be lost.
another message. The pager system can also trigger a manual message
13. Gangway Door c/b
CACU display buttons
If this circuit breaker trips and will not reset, the doors will be
PA – (Yellow) - Passenger announcements, using arrows on CACU
inoperative between vehicles.
CC – (Blue) - Cab to cab communication
PC – (Red) - Passenger Communication 14. Main Lighting 1 & 2
NRN – (Grey) - Select must be pressed before NRN radio can be used.
If either circuit breaker trips and will not reset, there will be a
partial loss of saloon lighting
15. Saloon Heat 1 & 2
If either of these circuit breakers trip and will not reset, there will
be a loss of the right or left hand under seat heating.
35 20
Loss of Speedometer Preparation (Guide)
1. Approach cab in which will be driven, check for all fixed equipment
Train control c/b tripped 2. Enter cab, check defect book and carry out cursory check of all equipment
3. Insert key and energise direction selector (ensure DVD sounds) place to neutral
Refer to train control instructions on page 17 4. Check MCB’s, brake in step 3 and that DRA is set, switch on train lighting
5. Check all front light indications, (Check pre heat, air con & demister as necessary)
WSP c/b tripped No 2 end vehicle 6. Check safety system isolation switches and all cab I/C’s including EBAC
Refer to WSP instructions on page 19 7. Check emergency equipment, uncouple rod and hammer
8. Open cupboard behind driver; test TCA, Fire bell and ensure MCB’s are set
OTMR (OTDR) failure 9. Energise doors on both sides of train to enable DOL indications to be checked
10. Leave cab & proceed to No2 end cupboard, check all MCB’s and fault indications
Trip and reset MCB, if fault does not clear inform fitter. If in service inform signaller and 11. Proceed to MOS vehicle, test fire bell, ensure MCB’s are set & no obvious faults
move only on authority. 12. Return to original cab and leave via driving side door (External clockwise checks)
13. Check lifeguards, BSI, Lighting, MRPIC, ECIC and for any signs of damage
14. Check suspension, WSP, speedo cable, fuel level, BIS, micro switch & brake raft
15. Check EIS, EFSIC, lube oil level, transmission oil before carrying out a local start
16. Check sand contents and sander, earth straps and CET indications
17. Check MRPIC and intermediate connections and gangway door
18. Carry out same checks for MOS vehicle including local start
19. On 2nd driving vehicle check CET, earth straps, sander, contents & radiator group
20. Check coolant, hydrostatic, local stop & fire bottles (Left hand pin out!)
21. Check HFSIC, WHICH, micro switches, fuel and speedo cable on No1 bogie
22. Enter rear cab and carry out cursory checks as per leading cab inc. fire bell test
23. Proceed to No2 cupboard, check MCB’s and fault indications; then return to cab
24. Leave via door entered carry out same procedure down opposite side of train
25. Re-enter lead cab, check main air, if low use speed up where fitted & remove key
26. Proceed through vehicle checking function of all doors, door well and hustle alarm
27. Check for damage, window seals, lights, pass comms, EGRES & graffiti
28. Check toilet is clean, has water, is in working order and hand dryer is functional
29. Ensure fire bottles are sealed and emergency cupboard is intact
30. Carry out similar checks through next 2 vehicles
31. Enter rear cab in preparation for rear checks
32. De-energise doors closing both sides, ensure DOL’s extinguish & interlock Blue
33. Insert key, direction to neutral, check TPWS, CACU, NRN, ensure phone is seated
34. Test horn, wipers and wash and buzzer communication
35. Select direction then place brake to emergency (Ensure pressure rises and holds)
36. Select step 3 and release DSD; ensure DVD sounds and applies emergency brake
37. Reset DSD then check pressures for steps 3, 2 and 1 are as expected
38. In step 1, press hill start then release PBC to gate; ensure pressure holds
39. Brake to step 1; DRA set select power to test then power off
40. Release DSD to test; ensure pressure rises to emergency within a few seconds
41. Carry out same test for DSD holdover facility; reset DSD; brake to step 3
42. Test emergency plunger sounds and brake pressure rises to emergency
43. Reset plunger, rectify lighting, close all windows, remove key and secure cab
44. Proceed to leading cab for movement and carry out safety checks as per rear cab
45. Set up PIS and ensure lights and destination are correct for movement
21 34
Loss of Speedometer Preparation (Guide)

1. Approach cab in which will be driven, check for all fixed equipment
Train control c/b tripped 2. Enter cab, check defect book and carry out cursory check of all equipment
3. Insert key and energise direction selector (ensure DVD sounds) place to neutral
Refer to train control instructions on page 17 4. Check MCB’s, brake in step 3 and that DRA is set, switch on train lighting
5. Check all front light indications, (Check pre heat, air con & demister as necessary)
WSP c/b tripped No 2 end vehicle 6. Check safety system isolation switches and all cab I/C’s including EBAC
Refer to WSP instructions on page 19 7. Check emergency equipment, uncouple rod and hammer
8. Open cupboard behind driver; test TCA, Fire bell and ensure MCB’s are set
OTMR (OTDR) failure 9. Energise doors on both sides of train to enable DOL indications to be checked
10. Leave cab & proceed to No2 end cupboard, check all MCB’s and fault indications
Trip and reset MCB, if fault does not clear inform fitter. If in service inform signaller and 11. Proceed to MOS vehicle, test fire bell, ensure MCB’s are set & no obvious faults
move only on authority. 12. Return to original cab and leave via driving side door (External clockwise checks)
13. Check lifeguards, BSI, Lighting, MRPIC, ECIC and for any signs of damage
14. Check suspension, WSP, speedo cable, fuel level, BIS, micro switch & brake raft
15. Check EIS, EFSIC, lube oil level, transmission oil before carrying out a local start
16. Check sand contents and sander, earth straps and CET indications
17. Check MRPIC and intermediate connections and gangway door
18. Carry out same checks for MOS vehicle including local start
19. On 2nd driving vehicle check CET, earth straps, sander, contents & radiator group
20. Check coolant, hydrostatic, local stop & fire bottles (Left hand pin out!)
21. Check HFSIC, WHICH, micro switches, fuel and speedo cable on No1 bogie
22. Enter rear cab and carry out cursory checks as per leading cab inc. fire bell test
23. Proceed to No2 cupboard, check MCB’s and fault indications; then return to cab
24. Leave via door entered carry out same procedure down opposite side of train
25. Re-enter lead cab, check main air, if low use speed up where fitted & remove key
26. Proceed through vehicle checking function of all doors, door well and hustle alarm
27. Check for damage, window seals, lights, pass comms, EGRES & graffiti
28. Check toilet is clean, has water, is in working order and hand dryer is functional
29. Ensure fire bottles are sealed and emergency cupboard is intact
30. Carry out similar checks through next 2 vehicles
31. Enter rear cab in preparation for rear checks
32. De-energise doors closing both sides, ensure DOL’s extinguish & interlock Blue
33. Insert key, direction to neutral, check TPWS, CACU, NRN, ensure phone is seated
34. Test horn, wipers and wash and buzzer communication
35. Select direction then place brake to emergency (Ensure pressure rises and holds)
36. Select step 3 and release DSD; ensure DVD sounds and applies emergency brake
37. Reset DSD then check pressures for steps 3, 2 and 1 are as expected
38. In step 1, press hill start then release PBC to gate; ensure pressure holds
39. Brake to step 1; DRA set select power to test then power off
40. Release DSD to test; ensure pressure rises to emergency within a few seconds
41. Carry out same test for DSD holdover facility; reset DSD; brake to step 3
42. Test emergency plunger sounds and brake pressure rises to emergency
43. Reset plunger, rectify lighting, close all windows, remove key and secure cab
44. Proceed to leading cab for movement and carry out safety checks as per rear cab
45. Set up PIS and ensure lights and destination are correct for movement
21 34
Emergency brake off, brakes don’t release in 2mins Hazard light is illuminated
WSP c/b tripped in No 2 end cupboard Door open

If this c/b trips, engine power will be limited on the affected vehicle and door Close doors or carry out check to ensure that there are no obstructions. If there is a
control lost in affected vehicle. Train fault light flashes, local fault light lit with door faulty door isolate as necessary
power light lost.
Pass Comm activated
The speedometer will also be inoperative.
Locate activated Pass Comm and reset.
If a fire is detected after the c/b has tripped, fire bottles will discharge without
If Pass Comm will not reset, isolate Pass Comm safety system in driving cab
delay.
The train can proceed provided doors are not released and the emergency brake Fire system activated
position is not selected or direction has not been placed to neutral. Check repair book and inform control, isolate engine if in service and isolate fire bell
If the c/b will not reset, it will be necessary for drivers to isolate the engine on the
affected vehicle, isolate the EBS and select the WSP isolation switch in no 2 body end TCA fault
cupboard. Contact signaller immediately. If MCB reset.
Note! Any door release thereafter must be carried out by the If fault clears trip TCA MCB, trip local control, wait 5secs, reset TCA, reset local control
external emergency door release facility. and restart engines. Fault light should clear.
If fault does not clear isolate safety system and act on instructions given.
Brake control c/b tripped

Refer to brake control c/b instruction on page 15
Pass Comm alarm flashes/sounds
Pass Comm activated

Safety system isolated with no effect Locate activated Pass Comm and reset.
Fault protect c/b tripped Brake control c/b tripped

If this trip on the leading vehicle, and will not reset, brakes will apply once direction Reset c/b if it will not reset refer to brake control c/b instructions on page 15
has been selected on older phases.
Train control c/b tripped
To obtain a full brake release in the event of the MCB not resetting it will be necessary
to isolate both the vigilance and DSD safety systems. Reset c/b if it will not reset refer to Train control c/b instructions on page 17
Engine will shut down within 15minutes on new phases. Couple/uncouple button has been pressed in error
Ensure master is in neutral and press uncouple button
33 22
Emergency brake off, brakes don’t release in 2mins Hazard light is illuminated
WSP c/b tripped in No 2 end cupboard Door open

If this c/b trips, engine power will be limited on the affected vehicle and door Close doors or carry out check to ensure that there are no obstructions. If there is a
control lost in affected vehicle. Train fault light flashes, local fault light lit with door faulty door isolate as necessary
power light lost.
Pass Comm activated
The speedometer will also be inoperative.
Locate activated Pass Comm and reset.
If a fire is detected after the c/b has tripped, fire bottles will discharge without
delay.
The train can proceed provided doors are not released and the emergency brake Fire system activated
position is not selected or direction has not been placed to neutral. Check repair book and inform control, isolate engine if in service and isolate fire bell
If the c/b will not reset, it will be necessary for drivers to isolate the engine on the
affected vehicle, isolate the EBS and select the WSP isolation switch in no 2 body end TCA fault
cupboard. Contact signaller immediately. If MCB reset.
Note! Any door release thereafter must be carried out by the If fault clears trip TCA MCB, trip local control, wait 5secs, reset TCA, reset local control
external emergency door release facility. and restart engines. Fault light should clear.
If fault does not clear isolate safety system and act on instructions given.
Brake control c/b tripped

Refer to brake control c/b instruction on page 15
Pass Comm alarm flashes/sounds
Pass Comm activated

Safety system isolated with no effect Locate activated Pass Comm and reset.
Fault protect c/b tripped Brake control c/b tripped

If this trip on the leading vehicle, and will not reset, brakes will apply once direction Reset c/b if it will not reset refer to brake control c/b instructions on page 15
has been selected on older phases.
To obtain a full brake release in the event of the MCB not resetting it will be necessary
to isolate both the vigilance and DSD safety systems. Reset c/b if it will not reset refer to Train control c/b instructions on page 17
Engine will shut down within 15minutes on new phases. Couple/uncouple button has been pressed in error
Ensure master is in neutral and press uncouple button
33 22
Engine will not turn Engine will not shut down when stop button pressed
BIS open Faulty stop button

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on Shut engine down from another cab or locally
non driving side of vehicles. Engine stop button can located centrally on non driving sides of vehicles.
If no stop button works isolate EFSIC to the right of the front of the engine
Engine isolated
Train control c/b has tripped
Check repair book, then de-isolate as necessary. Engine isolation switch located cen-
trally on non driving side of vehicles If the train control c/b will not reset, it will be necessary to isolate the fuel supply from
the engine.
Engine start c/b tripped No 2 end cupboard This can be achieved by isolating the engine fuel supply isolating cock, which can be
Reset c/b, if it will not reset, isolate engine. Engine isolation switch located located to the right of the front of the engine.
centrally on non driving side of vehicles

See Train control circuit breaker instructions on page 17
Fire system isolated

Check repair book, inform Control. If there is an entry in repair book ensure engine has
been isolated.
Master switch energised, No AWS warning
Micro switch open
Locate micro switch and close. 2 either side, centrally located on each vehicle, also on AWS c/b tripped
jumper between vehicles. If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then
revert to idle.
Local control c/b tripped in No 2 end cupboard If the c/b will not reset, the AWS safety system should be isolated.
Reset c/b, if it will not reset, isolate engine. Engine isolation switch located Subsequent movements should be made on the authority of the signaller and any con-
centrally on non driving side of vehicles tingency plan laid down.
Speed should not then exceed 40 mph, if there is no available competent person to
Defective starter motor accompany the driver.
See maintenance staff, endorse repair book, isolate engine. Engine isolation switch is
located centrally on non driving side of vehicles. BIS open
Faulty start button Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on
non driving side of vehicles
Attempt local start or from another cab.
Engine start located centrally on non driving side Defective AWS
Master not in E.O If AWS is defective, isolate AWS safety system and comply with any other relevant
Move master switch to Engine only, then try to restart. rules or signallers instructions.
Adhere to restrictions with regards to availability of a competent person or during fog or
falling snow
23 32
Engine will not turn Engine will not shut down when stop button pressed
BIS open Faulty stop button

Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on Shut engine down from another cab or locally
non driving side of vehicles. Engine stop button can located centrally on non driving sides of vehicles.
If no stop button works isolate EFSIC to the right of the front of the engine
Engine isolated
Train control c/b has tripped
Check repair book, then de-isolate as necessary. Engine isolation switch located cen-
trally on non driving side of vehicles If the train control c/b will not reset, it will be necessary to isolate the fuel supply from
the engine.
Engine start c/b tripped No 2 end cupboard This can be achieved by isolating the engine fuel supply isolating cock, which can be
Reset c/b, if it will not reset, isolate engine. Engine isolation switch located located to the right of the front of the engine.

See Train control circuit breaker instructions on page 17
Fire system isolated

Check repair book, inform Control. If there is an entry in repair book ensure engine has
been isolated.
Master switch energised, No AWS warning
Micro switch open
Locate micro switch and close. 2 either side, centrally located on each vehicle, also on AWS c/b tripped
jumper between vehicles. If the AWS c/b trips in the leading vehicle, the brakes will apply, all engines will then
revert to idle.
Local control c/b tripped in No 2 end cupboard If the c/b will not reset, the AWS safety system should be isolated.
Reset c/b, if it will not reset, isolate engine. Engine isolation switch located Subsequent movements should be made on the authority of the signaller and any con-
centrally on non driving side of vehicles tingency plan laid down.
Speed should not then exceed 40 mph, if there is no available competent person to
Defective starter motor accompany the driver.
See maintenance staff, endorse repair book, isolate engine. Engine isolation switch is
located centrally on non driving side of vehicles. BIS open
Faulty start button Close BIS, ensuring auxiliary and engine start is selected. BIS is located centrally on
non driving side of vehicles
Attempt local start or from another cab.
Engine start located centrally on non driving side Defective AWS
Master not in E.O If AWS is defective, isolate AWS safety system and comply with any other relevant
Move master switch to Engine only, then try to restart. rules or signallers instructions.
Adhere to restrictions with regards to availability of a competent person or during fog or
falling snow
23 32
Continuous buzzer sound, brakes apply Engine turns, but will not fire
Pass Comm activated Low coolant

Locate activated Pass Comm and reset. Check coolant level on bodyside of train, located centrally on driving side. If coolant is
If Pass Comm will not reset, isolate Pass Comm safety system in driving cab low isolate engine.
Engine isolation switch located centrally on non driving side of vehicles
Brake control c/b has tripped
Engine fuel supply
Reset c/b, if it will not reset refer to brake c/b instructions on page 15
Check engine fuel supply isolating cock is in the open position. Located on the right
Train control c/b has tripped hand side of the front of the engine
Refer to train control instructions on page 17 Low fuel
Check fuel level indicator, located on non driving side, underneath doors nearest driv-
Emergency Plunger has been activated
ing cab. If there is no fuel isolate engine. Engine isolation switch located
Reset emergency Plunger. centrally on non driving side of vehicles
Phase 4 buzzer will also sound. Engine Stop Button Latched
Check stop button and reset
Engine Temp below required temp for starting

Use Pre-heat
Continuous buzzer sounds Engine turns, fires, falters then stops

2 Driving cab master switches are energised Low oil pressure
Locate other energised driving compartment and remove drivers key If possible check oil level.
2 Door key stations are energised If oil is above maximum safe level, isolate engine as there maybe water
contamination.
Locate energised door control station and switch out
If oil is below minimum safe level isolate engine.
Stabling MCB reset
Enter details into the repair book.
Switch out desk; re-instate direction selector to neutral. Fault should clear Engine isolation switch located centrally on non driving side of vehicles
31 24
Continuous buzzer sound, brakes apply Engine turns, but will not fire
Pass Comm activated Low coolant

Locate activated Pass Comm and reset. Check coolant level on bodyside of train, located centrally on driving side. If coolant is
If Pass Comm will not reset, isolate Pass Comm safety system in driving cab low isolate engine.
Brake control c/b has tripped
Engine fuel supply
Reset c/b, if it will not reset refer to brake c/b instructions on page 15
Check engine fuel supply isolating cock is in the open position. Located on the right
Train control c/b has tripped hand side of the front of the engine
Refer to train control instructions on page 17 Low fuel
Check fuel level indicator, located on non driving side, underneath doors nearest driv-
Emergency Plunger has been activated
ing cab. If there is no fuel isolate engine. Engine isolation switch located
Reset emergency Plunger. centrally on non driving side of vehicles
Phase 4 buzzer will also sound. Engine Stop Button Latched
Check stop button and reset
Engine Temp below required temp for starting

Use Pre-heat
Continuous buzzer sounds Engine turns, fires, falters then stops

2 Driving cab master switches are energised Low oil pressure
Locate other energised driving compartment and remove drivers key If possible check oil level.
2 Door key stations are energised If oil is above maximum safe level, isolate engine as there maybe water
contamination.
Locate energised door control station and switch out
Stabling MCB reset
Enter details into the repair book.
Switch out desk; re-instate direction selector to neutral. Fault should clear Engine isolation switch located centrally on non driving side of vehicles
31 24
Brakes will not release External door (s) fail to open or close
Brake handle in emergency No door control station has been energised

To confirm energise desk; if there no vigilance sounds locate suspect brake and place to
step 3. Energise door station, then attempt to open or close doors as necessary
Emergency Plunger activated WSP c/b has tripped in No 2 end cupboard

To confirm energise desk; if there is no vigilance locate suspect emergency setter and Refer to WSP instructions on page 19
reset. Phase 4 sets buzzer will also sound.
Door control c/b 1 or 2 tripped
Low main air below 5.25 Bar See page 19
Allow adequate time for air to build, if system leak is suspected carry out check.
If LMAPU is suspected and there is adequate air isolate EBS in opposite cab to regain Fault on the door control station facility
control, driving in the opposite direction or from other than the leading cab with a compe-
tent person in leading cab controlling movement. Try to open or close doors from another door station
Couple/Uncouple relay (Door interlock lost, No Vigilance) Door obstruction

Place master to neutral and select uncouple Carry out visual examination of door to check and remove any obstruction. If there is no
obstruction evident it will be necessary to isolate the doors to enable them to close. To
Door interlock light red isolate doors, see note at bottom of this page.
Close doors or carry out check to ensure that there are no obstructions. If there is a Door fails to open
faulty door isolate defective door as necessary
If a door fails to open, it will be necessary to ascertain the cause, if the
Brake control c/b tripped problem persists, the door should be locked pout of use.
Reset c/b, if it will not reset refer to brake c/b instructions on page 10 &15 To gain access immediately, use passenger access handle on bodyside of vehicle.
To carry out a door isolation, see not at bottom of this page.
TPWS c/b tripped
Reset c/b if it will not reset refer to AWS c/b instructions on page 9 & 10
Door Isolation procedure
1. Using carriage key, unlock & drop access panel above door
Door control c/b tripped 2. Move door isolation switch S10 to the position marked 0
Reset; if it will not, refer to Door control c/b instructions on page 10 & 16 3. Close doors manually, ensuring they are firmly held together
4. Then, using the carriage key, rotate “out of service” lock clockwise
Train control c/b tripped 5. The door isolation switch should now be returned to position marked 1
Reset; if it will not, refer to Train control c/b instructions on page 10 & 17 6. The “out of service” should now be illuminated
7. Lastly, the repair book should be endorsed accordingly.
DSD has failed
Isolate DSD safety system in driving cab, and act on the instructions given by the signal-
ler.
25 30
Brakes will not release External door (s) fail to open or close
Brake handle in emergency No door control station has been energised

To confirm energise desk; if there no vigilance sounds locate suspect brake and place to
step 3. Energise door station, then attempt to open or close doors as necessary
Emergency Plunger activated WSP c/b has tripped in No 2 end cupboard

To confirm energise desk; if there is no vigilance locate suspect emergency setter and Refer to WSP instructions on page 19
reset. Phase 4 sets buzzer will also sound.
Door control c/b 1 or 2 tripped
Low main air below 5.25 Bar See page 19
Allow adequate time for air to build, if system leak is suspected carry out check.
If LMAPU is suspected and there is adequate air isolate EBS in opposite cab to regain Fault on the door control station facility
control, driving in the opposite direction or from other than the leading cab with a compe-
tent person in leading cab controlling movement. Try to open or close doors from another door station
Couple/Uncouple relay (Door interlock lost, No Vigilance) Door obstruction

Place master to neutral and select uncouple Carry out visual examination of door to check and remove any obstruction. If there is no
obstruction evident it will be necessary to isolate the doors to enable them to close. To
Door interlock light red isolate doors, see note at bottom of this page.
Close doors or carry out check to ensure that there are no obstructions. If there is a Door fails to open
faulty door isolate defective door as necessary
If a door fails to open, it will be necessary to ascertain the cause, if the
Brake control c/b tripped problem persists, the door should be locked pout of use.
Reset c/b, if it will not reset refer to brake c/b instructions on page 10 &15 To gain access immediately, use passenger access handle on bodyside of vehicle.
To carry out a door isolation, see not at bottom of this page.
TPWS c/b tripped
Reset c/b if it will not reset refer to AWS c/b instructions on page 9 & 10
Door Isolation procedure
1. Using carriage key, unlock & drop access panel above door
Door control c/b tripped 2. Move door isolation switch S10 to the position marked 0
Reset; if it will not, refer to Door control c/b instructions on page 10 & 16 3. Close doors manually, ensuring they are firmly held together
4. Then, using the carriage key, rotate “out of service” lock clockwise
Train control c/b tripped 5. The door isolation switch should now be returned to position marked 1
Reset; if it will not, refer to Train control c/b instructions on page 10 & 17 6. The “out of service” should now be illuminated
7. Lastly, the repair book should be endorsed accordingly.
DSD has failed
Isolate DSD safety system in driving cab, and act on the instructions given by the signal-
ler.
25 30
Low main reservoir air (Below 5.75 Bar) Brakes will not release cont.
Defective Unloader Defective vigilance

Isolate compressor governor on the brake raft. This can be located centrally on the non Isolate Vigilance safety system in driving cab
drivers side of vehicles. Passenger Communication apparatus activated
Main reservoir pipe cock not in the correct position Locate activated Pass Comm and reset.
Check front, rear and intermediate connections for possible leakage. Close or open If Pass Comm will not reset, isolate Pass Comm safety system in driving cab
cocks as necessary Shore supply micro switch open
Fractured pipe Contact Yard Supervisor
If a particular system leakage cannot be contained, isolate the MRP I/C on either side Intermediate jumper cable has come loose
of defective unit.
Then isolate both BIC (1 & 4) on affected vehicle. See maintenance, if en-route reposition jumper in socket.
Then isolate EBS to bypass train wire 4 because of LMAPU on brake reservoir which
would normally apply the brakes electrically once pressure fell below 5.1Bar.
Brake supply reservoir drain cock ruptured
If no vigilance sounds, isolate Vigilance safety system and proceed on authority. Carry out full brake isolation on affected vehicle (BIC 1 & 4)
Isolate MRPIC’s on either side of defective unit to contain air leak.
Air suspension leak Then isolate EBS to by-pass train wire 4 through low brake reservoir pressure switch.
Check all air suspensions to locate leak. Once leak has been found it will be If no vigilance sounds isolate vigilance safety system.
Necessary to isolate that vehicles secondary suspension completely.
Proceed to brake raft, located centrally on non drivers side and isolate air
Fault protect c/b tripped with brakes applied
Suspension cocks 3 & 4 Reset Fault protect c/b
It will then be necessary to drain all air suspension bellows, to level defective coach. If the circuit breaker will not reset and the brakes were applied before the circuit
breaker tripped out, they will not release.
Isolate DSD and Vigilance safety systems
Carry out full brake isolation on affected vehicle (BIC 1 & 4)
Isolate MRPIC’s on either side of defective unit to contain air leak. Selecting Direction with Fault Protect tripped (Old Phase)
Then isolate EBS to by-pass train wire 4 through low brake reservoir
pressure switch. Isolate DSD and Vigilance
If no vigilance sounds isolate vigilance safety system.
EIS in prime position (No DVD)
Other air supplied equipment leakage Switch to normal position
Carry out check on other on train equipment, which requires an air supply to operate If switch broken; isolate EBS for full brake release
correctly. Examine Horn, Wipers, Sanding equipment and parking brake etc Isolate
equipment as necessary.
29 26
Low main reservoir air (Below 5.75 Bar) Brakes will not release cont.
Defective Unloader Defective vigilance

Isolate compressor governor on the brake raft. This can be located centrally on the non Isolate Vigilance safety system in driving cab
drivers side of vehicles. Passenger Communication apparatus activated
Main reservoir pipe cock not in the correct position Locate activated Pass Comm and reset.
Check front, rear and intermediate connections for possible leakage. Close or open If Pass Comm will not reset, isolate Pass Comm safety system in driving cab
cocks as necessary Shore supply micro switch open
Fractured pipe Contact Yard Supervisor
If a particular system leakage cannot be contained, isolate the MRP I/C on either side Intermediate jumper cable has come loose
of defective unit.
Then isolate both BIC (1 & 4) on affected vehicle. See maintenance, if en-route reposition jumper in socket.
Then isolate EBS to bypass train wire 4 because of LMAPU on brake reservoir which
would normally apply the brakes electrically once pressure fell below 5.1Bar.
If no vigilance sounds, isolate Vigilance safety system and proceed on authority. Carry out full brake isolation on affected vehicle (BIC 1 & 4)
Isolate MRPIC’s on either side of defective unit to contain air leak.
Air suspension leak Then isolate EBS to by-pass train wire 4 through low brake reservoir pressure switch.
Check all air suspensions to locate leak. Once leak has been found it will be If no vigilance sounds isolate vigilance safety system.
Necessary to isolate that vehicles secondary suspension completely.
Proceed to brake raft, located centrally on non drivers side and isolate air
Fault protect c/b tripped with brakes applied
Suspension cocks 3 & 4 Reset Fault protect c/b
It will then be necessary to drain all air suspension bellows, to level defective coach. If the circuit breaker will not reset and the brakes were applied before the circuit
breaker tripped out, they will not release.
Isolate DSD and Vigilance safety systems
Carry out full brake isolation on affected vehicle (BIC 1 & 4)
Isolate MRPIC’s on either side of defective unit to contain air leak. Selecting Direction with Fault Protect tripped (Old Phase)
Then isolate EBS to by-pass train wire 4 through low brake reservoir
pressure switch. Isolate DSD and Vigilance
If no vigilance sounds isolate vigilance safety system.
EIS in prime position (No DVD)
Other air supplied equipment leakage Switch to normal position
Carry out check on other on train equipment, which requires an air supply to operate If switch broken; isolate EBS for full brake release
correctly. Examine Horn, Wipers, Sanding equipment and parking brake etc Isolate
equipment as necessary.
29 26
Loss of power Loss of engine
DRA is activated Low coolant (Stop light red)

Reset DRA and try for power Check coolant level on bodyside of train, located centrally on driving side. If coolant is
low isolate engine.
DRA system fault Engine isolation switch located centrally on non driving side of vehicles
See maintenance, enter details in repair book.
Isolate DRA safety system and comply with relevant instructions concerning same
No fuel (Stop light red)
Check fuel level indicator, located on non driving side, underneath doors nearest driving
cab. If there is no fuel isolate engine. Engine isolation switch located
EFSIC in isolated position

Partial loss of power
Check isolating cock on right hand side facing engine is in the open position
High water temperature Low oil (Stop light red)

Power should reinstate when water temperature cools, check Hydrostatic levels and If possible check oil level.
cooler group radiators for blockage.
If Hydrostatic is low; isolate engine.
High transmission oil temperature Enter details into the repair book, if possible see maintenance.
Power should reinstate when oil temperature cools
Local control c/b tripped in No 2 end cupboard
Low Transmission Oil Level If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light
Pressure reduction may cause reduced power to No2 bogie will illuminate, however there will be no illuminated engine stop light. If the c/b will not
reset, the affected engine should be isolated
Loss of engine
Engine 1 & 2 c/b tripped in No 2 end cupboard
Refer to loss of engine faults on adjacent page 20
If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset,
the engine should be isolated
27 28
Loss of power Loss of engine
DRA is activated Low coolant (Stop light red)

Reset DRA and try for power Check coolant level on bodyside of train, located centrally on driving side. If coolant is
low isolate engine.
DRA system fault Engine isolation switch located centrally on non driving side of vehicles
Isolate DRA safety system and comply with relevant instructions concerning same
No fuel (Stop light red)
Check fuel level indicator, located on non driving side, underneath doors nearest driving
cab. If there is no fuel isolate engine. Engine isolation switch located
EFSIC in isolated position

Partial loss of power
Check isolating cock on right hand side facing engine is in the open position
High water temperature Low oil (Stop light red)

Power should reinstate when water temperature cools, check Hydrostatic levels and If possible check oil level.
cooler group radiators for blockage.
If Hydrostatic is low; isolate engine.
High transmission oil temperature Enter details into the repair book, if possible see maintenance.
Power should reinstate when oil temperature cools
Local control c/b tripped in No 2 end cupboard
Low Transmission Oil Level If this c/b trips, the engine will shut down on the affected vehicle, and the train fault light
Pressure reduction may cause reduced power to No2 bogie will illuminate, however there will be no illuminated engine stop light. If the c/b will not
reset, the affected engine should be isolated
Loss of engine
Engine 1 & 2 c/b tripped in No 2 end cupboard
Refer to loss of engine faults on adjacent page 20
If this c/b trips, the engine will shut down on the affected vehicle. If the c/b will not reset,
the engine should be isolated
27 28

Class 170 October 2006

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Class 170 October 2006

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Class 170/4

Diesel Multiple Unit

Contents: Page no. Disclaimer

Traction Type Diesel Multiple unit

Engine 6R 183 TD 13H Turbo & Air/Air Cooled

Hydrostatic Alternator 2 Cooler Group Fans

Cooler Group Coolant, Charge Air Hydrostatic Oil

Voltage AC 440Volts DC Maximum 29.5Volts

Maximum Speed 100 mph

Engine Cylinders 6 Straight

Engine Power Approx. 420 Hp 315,000 Watts

Max Engine RPM 1900 RPM

Fuel Capacity Approx. 383 Gallons

Brake Res. pressure 5.1Bar Falling 5.8Bar Rising

Parking Brake 4.5Bar Falling

Brake Cylinder Step 1 – 1.3Bar Approximate pressures

Brake Type Electro Pneumatic

Class 170 Notes Class 170 Technical Data

Traction Type Diesel Multiple unit

Engine 6R 183 TD 13H Turbo & Air/Air Cooled

Hydrostatic Alternator 2 Cooler Group Fans

Cooler Group Coolant, Charge Air Hydrostatic Oil

Voltage AC 440Volts DC Maximum 29.5Volts

Maximum Speed 100 mph

Engine Cylinders 6 Straight

Engine Power Approx. 420 Hp 315,000 Watts

Max Engine RPM 1900 RPM

Fuel Capacity Approx. 383 Gallons

Brake Res. pressure 5.1Bar Falling 5.8Bar Rising

Parking Brake 4.5Bar Falling

Brake Cylinder Step 1 – 1.3Bar Approximate pressures

Brake Type Electro Pneumatic

Introduction to 170 Class 170 Notes

Class 170 Notes Introduction to 170 cont.

Signal Required Actual Code Driver Action

Green Bell Bell & Horn 1 Report at 1st suitable location

Green Bell Horn 2 Report at 1st suitable location

Green Bell No Warning 3 Report at 1st suitable location

Restrictive Horn Bell & Horn 4 Report at 1st suitable location

Restrictive Horn Bell 5 Report immediately

Restrictive Horn Brakes Apply 6 Report immediately as cab

Restrictive Horn No Warning 7 Report immediately

Restrictive Horn Indicator stays 7a Report at 1st suitable location

None None Horn 8 Report at 1st suitable location

None None Bell 9 Report at 1st suitable location

Restrictive Horn Will not cancel 10 Report immediately due to

Green Bell Indicator stays 11 Report at 1st suitable location

Red Intervention TPWS failed to 16 Report immediately

Clear No warning TPWS 17 Report immediately

TPWS Fault Codes & Driver Action Class 170 Notes

Signal Required Actual Code Driver Action

Green Bell Bell & Horn 1 Report at 1st suitable location

Green Bell Horn 2 Report at 1st suitable location

Green Bell No Warning 3 Report at 1st suitable location

Restrictive Horn Bell & Horn 4 Report at 1st suitable location

Restrictive Horn Bell 5 Report immediately

Restrictive Horn Brakes Apply 6 Report immediately as cab

Restrictive Horn No Warning 7 Report immediately

Restrictive Horn Indicator stays 7a Report at 1st suitable location

None None Horn 8 Report at 1st suitable location

None None Bell 9 Report at 1st suitable location

Restrictive Horn Will not cancel 10 Report immediately due to

Green Bell Indicator stays 11 Report at 1st suitable location