CLASS 508 - OPERATING INSTRUCTIONS

southeastern
TRAINING CENTRE

DRIVERS TRACTION MANUAL

CLASS 508 MULTIPLE UNITS

20/05/03 Page 1 - 1 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

CLASS 508
ELECTRIC MULTIPLE UNITS

DRIVERS HANDOUT

20/05/03 Page 1 - 2 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

This booklet is divided into three parts:

Part 1 Operating Instructions

Part 2 Fault Guide

Part 3 Assistance Procedures

20/05/03 Page 1 - 3 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

CLASS 508

PART 1

OPERATING
INSTRUCTIONS

20/05/03 Page 1 - 4 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

INTRODUCTION

These units which originally worked on Mersey Rail have been

refurbished and leased for use on the Sheerness-on-Sea branch,
and between Strood, Maidstone Gatwick, and London Bridge.

Incorporated in the design of these units are the following special

features.

1. Pneumatically operated sliding doors electrically controlled by

the guard or driver.
2. Westcode 3 step automatic E.P. brake which also controls the
rheostatic brakes on the driving motor coaches. There is no
continuous brake pipe.
3. Gangway connections between coaches within each unit, but
not between units.
4. ‘Tightlock’ coupler, providing automatic coupling of all
functions between units.
5. Motor alternator set in place of the conventional M.G. set or
Aux. Converter. This provides an A.C. supply for fluorescent
coach lighting, also via a rectifier 110 volts d.c. for control
circuits and battery charging.
6. Spring applied, air released parking brake operating on each
motor coach.
7. Security video cameras in each passenger saloon.
8. On Train Monitoring and Recording (OTMR) equipment.

20/05/03 Page 1 - 5 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

These units are permitted to run in six car formations in

passenger service and up to 12 car formations when empty.

Their third rail index is 4.

20/05/03 Page 1 - 6 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

UNIT FORMATION

Each unit consists of 3 coaches comprising of:

Motor Coach ‘A’ With two collector shoes

4 x 110 h.p. Traction motors
1 Compressor.
Trailer Coach Auxiliary supply contactors
1 Compressor.
Motor Coach ‘B’ With two collector shoes
4 x 110 h.p. Traction motors
Motor alternator set.

The vehicles are semi-permanently coupled within the unit, using

freightliner type bolted bar connections.

TIGHTLOCK COUPLER

The unit ends are fitted with ‘TIGHTLOCK’ automatic couplers

which take all the buffering and traction forces. No side buffers
are provided. Incorporated beneath the ‘TIGHTLOCK’ coupler
is a connection box which automatically makes main reservoir air
and electrical connections between units when coupled.

The connections are normally controlled by push buttons in the

driving cab operating a 40 wire drum switch. The
‘TIGHTLOCK’ coupler can also be operated manually by an
uncoupler rod and the drumswitch by an external lever.

The lever for operating the drum switch has three positions:

20/05/03 Page 1 - 7 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Top position = Coupled

Middle position = Air connection only
Bottom Position = Uncoupled

These units can not be coupled to work in multiple with any other
stock but they can be coupled to Networkers and buckeye fitted
stock for emergency assistance purposes only.

20/05/03 Page 1 - 8 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DMS ‘A’

Key to illustration

EXTERNAL EQUIPMENT 15. Brake supply reservoir

16. Door reservoir
1. Automatic coupling
17. Air suspension reservoir
2. Drum switch
18. Air compressor
3. Motor bogie
4. Secondary air suspension
5. Shoe beam
6. Air suspension surge
reservoir
7. Shoe fuse
8. Main equipment case
9. Heating and ventilation
equipment
10. Wheelslip equipment
11. Westcode unit and
isolating cock
12. Main air reservoir
13. Not used.
14. Inter-car air and
electrical connections
and bar coupling

20/05/03 Page 1 - 9 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

19. Door emergency cock

20. External ‘door open’
push button
21. B.I.L. light
22. Not used.
INTERNAL EQUIPMENT
23. Guard’s desk - parking
brake cupboard
24. Guards seat
25. Vestibule
26. Not used.
27. Driving cab
28. M.C.B. panel
29. Emergency equipment
30. Air supply manifold
31. Vestibule M.C.B. panel

20/05/03 Page 1 - 10 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

D.M.S. ‘A’

Illustration

20/05/03 Page 1 - 11 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DMS ‘B’

Illustration

20/05/03 Page 1 - 12 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DMS ‘B’

Key to illustration

EXTERNAL EQUIPMENT 14. Inter-car air and

electrical connections
1. Automatic coupling and bar coupling
2. Drum switch 15. Brake supply reservoir
3. Motor bogie 16. Door reservoir
4. Secondary air suspension 17. Air suspension reservoir
5. Shoe beam 18. Motor alternator set
6. Air suspension surge 18C. Battery box
reservoir 18D. Battery charger
7. Shoe fuse 19. Door emergency cock
8. Main equipment case 20. External ‘door open’
9. Heating and ventilation push button
equipment 21. B.I.L. light
10. Wheelslip equipment 22. Not used.
11. Westcode unit and
INTERNAL EQUIPMENT
isolating cock
23. Guard’s desk - parking
12. Not used.
brake cupboard
13. Not used.
24. Guards seat
25. Vestibule

20/05/03 Page 1 - 13 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

26. Not used.

27. Driving cab
28. M.C.B. panel
29. Emergency equipment
30. Air supply manifold
31. Vestibule M.C.B. panel

20/05/03 Page 1 - 14 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DMS ‘A’

M.C.B. PANEL

Key to illustration

A1. AWS Isolating switch

A2. Switches, left to right Compressor contactor
Compressor synchronising
Control earth
A3. M.C.Bs., left to right Fan motor (Three ganged)
Cab heat fan
Head light (Two ganged)
Auxiliary lighting 1
Auxiliary lighting 2
A4. M.C.Bs., left to right Demist
Compressor control
Control supply
Dynamic brake control
E.P. Brake control
Cab heat control
AWS
Door gear
A5. Push buttons Auxiliaries set Lighting set
Auxiliaries trip Lighting trip
A6. Fault light
A7. Cab heating switch
A8. Door key switch

20/05/03 Page 1 - 1 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

A9. Equipment cut-out switch

A10. Traction Interlock Switch (TIS)

20/05/03 Page 1 - 2 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

D.M.S. ‘A’

Illustration

20/05/03 Page 1 - 3 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DMS ‘B’

Illustration

B10

20/05/03 Page 1 - 4 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

D.M.S. ‘B’

M.C.B. PANEL

Key to illustration

B1. AWS Isolating switch

B2. M.C.Bs., left to right Train control
Public Address
Auxiliary supply
Emergency train lighting
Train heat control
Auxiliary control
Battery pos
Control earth
B3. M.C.Bs., left to right Fan motor (Three ganged)
Cab heat fan
Head light (Two ganged)
Auxiliary lighting 1
Auxiliary lighting 2
B4. M.C.Bs., left to right Demist
MA control
Control supply
Dynamic brake control
E.P. Brake control
Cab heat control
AWS
Door gear
B5. Push buttons Auxiliaries set Lighting set

20/05/03 Page 1 - 5 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Auxiliaries trip Lighting trip

B6. Fault light
B7. Cab heating switch
B8. Door key switch
B9. Equipment cut-out switch
B10. Traction Interlock Switch (TIS)

20/05/03 Page 1 - 6 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

FRONTAL LIGHTS

The unit ends are fitted with:

2 White marker lights

2 Red tail lights

Headlight

Destination indicator

All the lights are switch operated from the driving cab.

The frontal lights and cab lighting circuits are protected by

miniature circuit breakers on the driving cab m.c.b. panel:

Auxiliary Lighting 1 protects:

1 Marker light

1 Tail light

Cab light

Auxiliary Lighting 2 protects:

1 Marker light

1 Tail light

20/05/03 Page 1 - 7 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Destination indicator

Fluorescent tubes are used in the destination indicators.

20/05/03 Page 1 - 8 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

750 VOLT D.C. TRAIN SUPPLY

COLLECTOR SHOES

The radial shoe gear arm is pivoted from the underside of the
bogie and is spring loaded to maintain contact with the conductor
rail. The location of the shoes is the same as on existing stock.
Each shoe has a ribbon type fuse situated above the shoe beam.

The construction and design of the shoe beam is similar to that on

the Networkers and Class 423 VEP units.

POWER UNIT LINE

The power unit line has a similar function to that of existing

units. It ensures a supply of current to the unit provided one of
the four collector shoes is in contact with the conductor rail.

TRACTION MOTOR SUPPLY

The power supply to the four 110 h.p. traction motors is taken
from the power unit line via a power junction box on each motor
coach

SUPPLY TO THE MAIN AUXILIARIES

The supply for the compressors, motor alternator and train

heating systems is taken from the power unit line on the trailer
coach via the Auxiliary Supply Contactors (A.S.C.) which are
remotely controlled from push buttons in the driving cab.

20/05/03 Page 1 - 9 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

There are two H.T. aux supply sockets, one each side of the
trailer coach. On one side only there is a H.T. aux supply
selector switch (Mickey mouse switch) with four positions -
Normal - 2 x Off - Shed. If an attempt is made to move the
unit with this switch in the ‘Shed’ position a warning will
sound in the driving cab.

SHED TROLLEY SUPPLY SOCKETS

Two of these are mounted one each end of the trailer coach.

20/05/03 Page 1 - 10 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

AUXILIARIES SET AND TRIP PUSH BUTTONS

The auxiliaries set and trip buttons energise train wires and
simultaneously control the auxiliaries on all units coupled in
multiple.

Provided that a battery supply and line volts are available, when
the ‘Auxiliaries Set’ push button is pressed for 10 seconds, the
following sequence of events takes place:

1. The battery isolating contactor closes and gives an 110

volt d.c. feed for:

(i) Driving control circuits

(ii) Door control circuits
(iii) Heat and light control
(iv) Demisters and cab foot warmers
2. The auxiliary supply contactors close on the trailer coach
to give 750 volt d.c. supply for:

(i) Line indicator in the driving cabs

(ii) Heating
(iii) Compressor motors
(iv) Motor alternator set
3. The motor alternator contactor closes to run the M.A. set
on motor coach ‘B’. The motor alternator takes
approximately 10 seconds to run up to full speed and

20/05/03 Page 1 - 11 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

give a full out put, that is why it is important to press the

‘Auxiliaries Set’ push button for 10 seconds when first
cutting units in.

20/05/03 Page 1 - 12 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

COMPRESSOR AND MAIN AIR SYSTEM

THE COMPRESSORS

There are two compressors per unit; one mounted on motor coach
‘A’ and one on the trailer coach.

The compressors will run after the ‘auxiliaries set’ button has
been pressed providing line volts are available. They do not rely
on the driver’s master-switch being away from the ‘Off’ position.

The line volt supply to the compressor motors is fed via the
auxiliary supply contactors on the trailer coach. The fuses that
protect the compressor motors are not accessible to the driver.

The compressors are controlled by a governor connected to the

main reservoir pipe of the trailer coach. It closes when the main
air pressure falls below 6.5 bar and opens to stop the compressors
when the air pressure reaches 7.6 bar. The compressors are
synchronised to run when any governor closes on any unit in
multiple.

THE MAIN AIR SYSTEM

Each compressor feeds its own main reservoir tank from where it
is fed via a Main Reservoir Isolating Cock (MRIC) to the main
reservoir pipe.

From the main reservoir pipe compressed air is fed to the

following equipment:

20/05/03 Page 1 - 13 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

(i) Westcode brake units via the brake supply reservoirs

on each coach.
(ii) Air suspension.
(iii) Air operated sliding doors
(iv) Control air for traction equipment
(v) Parking brake release
(vi) Horns and window wipers
(vii) Tightlock coupler
(viii)Coupler connection block and emergency supply
connector
The main isolating cocks for the westcode brake unit, air
suspension, air operated sliding doors and the control air for
traction equipment (motor coaches only) are grouped on the Air
Supply Manifold (A.S.M.) under one of the passenger seats on
each coach.

The isolating cocks for isolating the horn, wipers and parking
brake are mounted in the cab.

The isolating cocks for isolating main reservoir feed to the

coupler connection block and the emergency supply connector
are under the cab.

A main reservoir isolating cock to isolate each main reservoir

from the main reservoir pipe is located beneath motor coach ‘A’
and the trailer coach.

20/05/03 Page 1 - 14 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

There is a Main Reservoir Governor (M.R.G.) connected to the

main reservoir pipe of each vehicle which closes a contact in the
brake continuity wire when the air pressure reaches 6.5 bar. It
opens breaking the brake continuity wire applying the train
brakes if the air pressure falls below 5.0 bar. This ensures that
each vehicle has a supply of main reservoir air.

Unlike Networkers there are no governors fitted to monitor the

supply of air in the brake supply reservoirs.

20/05/03 Page 1 - 15 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

MOTOR ALTERNATOR SET

Mounted on the under frame of motor coach ‘B’, it consists of a

750 volt d.c. motor and a three phase brushless alternator giving a
415 volt a.c. output.

The alternator output is used for:

(i) Main fluorescent lighting

(ii) Resistance fan motors
(iii) Passenger compartment heater fans
(iv) Cab heat fans
(v) Control circuits and battery charging after being
transformed and rectified to 110 volts d.c.
(vi) Head lights

The M.A. set is started, as with the other auxiliaries, by pressing

the auxiliaries set button in any driving cab.

BATTERIES

There is a 110 volt d.c. battery mounted on the under frame of the
motor coach ‘B’. If for any reason the battery charge should be
lost, there is a Battery Voltage Relay (B.V.R.) which monitors the
battery voltage, should the battery voltage fall below 85 volts the
auxiliaries will shut down automatically cutting the unit out.

20/05/03 Page 1 - 16 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

TRACTION MOTOR CONTROL

Class 508 units have 4 x 110 h.p. d.c. traction motors on each
motor coach, the pair on each bogie being connect permanently in
‘Series’.

Control of the motors is by resistors, series/parallel grouping and

weak fielding. There is a 18 step sequence that is governed by an
air operated camshaft.

The control of power to the traction motors is by the driver’s

power controller which has five positions which are:

OFF All traction motors are disconnected

from the line supply.
1. SHUNT All the traction motors on a motor
coach are connected in series with
all the resistors held in circuit.
2. FULL SERIES All the traction motors on a motor
coach are connected in series, all the
resistors are gradually by-passed as
the train accelerates.
3. FULL PARALLEL The traction motors on a
motor coach are connected in two
parallel pairs, all the resistors are
reinstated in circuit and are
gradually by-passed as the train
accelerates.

20/05/03 Page 1 - 17 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

4. WEAK FIELD All the traction motors have their

fields weakened to allow further
acceleration.

ACCELERATION

During acceleration, the electronics (Static Notching Relay

‘S.N.R.’) of the motor coach monitor the current flowing through
traction motors and notches the camshaft at the correct rate,
limiting the current in the traction motor circuit.

If required the driver can take notches singly by momentarily

moving the controller to the next higher position. This method
should be used to prevent wheel slip when poor rail head
adhesion conditions are experienced.

The Class 508 units are intended for the short headway, high
density loading that occurs on suburban lines and are provided
with a high acceleration rate of 1.75 m.p.h. per second when
starting with the controller at NOTCH 4 (WEAK FIELD).

When starting with the controller at either NOTCH 2 or NOTCH

3 then a lower rate of acceleration rate of 1.25 m.p.h. per second
will be achieved.

SHUTTING OFF POWER

Traction current/power cannot be reduced by moving the power

controller on the next lower position. Power can only be shut off.

20/05/03 Page 1 - 18 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

If the power controller is moved to the off position when the train
speed is above 40 m.p.h. the camshaft will remain at, or will go to
the weak field position in preparation for dynamic braking. If
power is reapplied without braking having taken place, the
camshaft will have to run back to the shunt/start position
therefore there will be a short delay before the line switches close
and power is reapplied.

NO VOLT RELAY (N.V.R.)

If the unit passes through a gap with the controller on a power

position the N.V.R. will detect the gap and cause the line
contactors to open. The camshaft will then run back to the start
position.

TRACTION MOTOR OVERLOADS

These operate as a protection against excessive currents when

accelerating, or during rheostatic braking. Traction motor
overloads are reset by placing the power controller to the OFF
position and pressing the RESET push button for one second.

Rheostatic braking overloads can be only be reset by maintenance

staff.

20/05/03 Page 1 - 19 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

WHEELSLIP PROTECTION

To guard against WHEELSPIN or WHEELSLIDE the units are

equipped with electronic wheelslip protection. The speed of each
axle is measured and should any axle vary in speed by more than
a predetermined amount from the others on the same vehicle the
following protection is afforded:

WHEELSPIN during acceleration will cause the camshaft

to stop running up, and the notch reached will
be maintained until the wheelspin ceases.
Then the camshaft will start to run up again as
normal if no more wheelspin is experienced.
If this action does not stop the wheelspin, the
line switches will open, the camshaft will
return to the start position and then run up
again.

WHEELSLIDE If the wheels lock during braking

the air will automatically be exhausted form
the brake cylinders on that axle by a
blowdown valve (B.D.V.) placed in the airline
immediately before the cylinders. As soon as
the axle speed come back within limits the
B.D.V. is closed.

Should WHEELSLIDE occur during dynamic

braking, the dynamic brake on that vehicle is
terminated and replaced by the disc brakes and
the B.D.V. until traction power is taken again.

20/05/03 Page 1 - 20 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DRIVING TECHNIQUE DURING PERIODS OF POOR RAIL ADHESION

ACCELERATON

When it is not possible to accelerate in the normal manner due to leaf-fall or

other similar conditions, the following technique must be adopted.

1. Place the power controller to Position ‘1’, and release

the brake.
2. When the train has started to move, place the power
controller to Position ‘2’ AND LEAVE IT THERE
until the train has reached “Full Series”. During this
time if the wheels spin, the camshaft will stop running
up, and the notch reached will be maintained until
wheelspin ceases. If this does not stop the spinning, the
line switches will open, the camshaft will return to the
start position and then run up again. This is quite
normal, and allows the train to reach maximum speed in
the shortest time possible. DO NOT move the power
controller to Off during this process (unless a reduction
in speed is required), as you will “confuse” the
electronic equipment. It is quite normal for the line
switches to open and close a number of times during this
process.
3. When the train equipment has reached “Full Series” and
further acceleration is required, the power controller
should be placed to Position ‘3’. The same pattern of
behaviour will be experienced until the equipment has
reached “Full Parallel”. Again DO NOT move the
Power Controller to Off during this process.

20/05/03 Page 1 - 21 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

4. If further increase in speed is required, place the Power

Controller to Position ‘4’, and the equipment will repeat
the sequence until full power is obtained.
5. If, whilst carrying out this procedure prolonged wheel
spin is experienced without the line switches opening,
or repeated traction motor overloading is experienced,
hand notching should be resorted to.
6. Do use the traction sander to help prevent wheel spin
when the rail conditions are poor.

BRAKING

When rail conditions are poor, the following technique

must be applied.

7. Brake earlier and lighter. Select a braking point and

Brake Controller position (1 or 2) according to
prevailing conditions.
8. In the event of wheel slide, DO NOT release the brakes,
but let the Wheelslide Protection System (WSP) operate.
Remember that the audible WSP activity and erratic
speedometer movement is caused by the leading wheel
sets operating in a controlled slide condition. This is
beneficial because it cleans the rails for other wheels on
the train, giving them better grip so they are able to exert
their full braking effect.

20/05/03 Page 1 - 22 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

9. If early braking has not been attempted due to rapid or

unexpected deterioration of railhead condition OR
conditions are so bad that there is no additional braking
distance available to stop safely in the right position,
place the Brake Controller immediately to Emergency
and leave it there until the train has stopped. This action
will also cause the Automatic Sanding Device to work.
Please note that the WSP equipment will continue to
function when the Brake Controller is in the Emergency
position. Exhaustive tests have proved that this is the
most effective way to bring the train to a stand in the
shortest distance.

20/05/03 Page 1 - 23 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

BODY AND BOGIES

The body profile is based on that recommended by design

consultants and to simplify passengers access a low floor is
provided at the height of stepboards of older stock i.e. (1156 mm.
above rail level).

Each passenger saloon has two sets of air operated sliding doors
on each side. The seating is predominantly 3 by 2 back to back
with a total seating capacity of 219 on a three car unit.

In the passenger saloon of Driving Motor Standard ‘A’ there is

accommodation for two bicycles and in the saloon of the Trailer
Standard there is accommodation for disabled passengers.

Accommodation is provided for a guard in the vestibule adjacent

to the driving compartments.

A standard bogie frame has been used on both motored and trailer
bogies. There is no bolster, the body being suspended on the
bogie frame by two ‘doughnut’ shaped rubber air bags.

Under normal conditions the air bags maintain a constant coach

height under both tare and laden conditions. The air bag pressure
is monitored and used as a load weighting device to maintain
constant braking rates.

20/05/03 Page 1 - 24 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

SLIDING DOORS

INTRODUCTION

All doors on the Class 508 are of the air operated sliding type;
electrically controlled by either the guard from one of the motor
coach vestibules adjacent to the driving cab or the driver from the
driving compartment.

Each coach has two double leaf doors on each side. The motor
coaches have an additional single leaf door on each side of the
vestibule adjacent to the driving compartment for train crew use
only.

The doors are operated by double acting air cylinders mounted

above the bodyside opening and controlled by E.P. valves which
in turn are controlled by a combination of relays.

OPERATION

The electrical circuits are arranged so that after arrival at a station

the guard or driver can release the door control circuits, allowing
the passengers to initiate the opening sequence of a set of doors
by operation of local ‘Door Open’ push buttons. A passenger
may also close the door by pressing one of the local ‘Door Close’
push buttons.

The guard or driver pressing the ‘Doors Close’ push button on the
control panel will close and secure any passenger doors that are
open.

20/05/03 Page 1 - 25 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Should any door fail to close properly (perhaps due to an

obstruction) a door interlock relay will operate to prevent the
starting bell signal being given and to illuminate the BIL light on
the roof side of the offending coach.

In these circumstances the guard/driver should press the two

doors open push buttons, this will open the affected door only.
The close push button should then be pressed.

20/05/03 Page 1 - 26 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DOOR CONTROL PANELS

Door control panels are fitted one on each side of the motor coach
vestibule with additional door control buttons within the driving
compartment. The panels and the push buttons in the driving
compartment are only operative when the Door Key Switch in the
cab has been unlocked by a B.R.1. Key and placed to the ‘On’
position.

There must only be one Door Key Switch operative on a train at

any time.

The panels are equipped with:

TWO DOOR RELEASE PUSH BUTTONS

Both buttons musts be pressed simultaneously to release the

passenger doors on that side of the train.

Four door release push buttons (two for each side) are now
fitted on the drivers desk.

DOOR CLOSE PUSH BUTTON

When pressed the open passenger doors will close and all
doors (except the single leaf door at the control panel) will
be secured.

A door close push button is now fitted above the P.A./Cab

to Cab equipment in the driving compartment.

20/05/03 Page 1 - 27 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DOOR INTERLOCK LIGHT (Blue)

Illuminated after the CLOSE button has been operated and

all doors are fully closed.

SIGNAL (STARTING BELL) PUSH BUTTON

Operative only when all doors are closed and the circuit for
the CLOSED indication in the Door Interlock Light circuit
is complete.

BODYSIDE INTERLOCK LIGHT (B.I.L.)

The Bodyside Interlock Light is located above the centre

windows on each side of each coach and is illuminated
when the passenger doors are released. The lights on both
sides of each coach will be illuminated, irrespective of
which side the doors are released. The lights will be
extinguished when all doors on that vehicle are closed and
the Door Interlock circuit is complete.

This light also illuminates to indicate when a pass-comm

has been operated on a particular coach. They also
illuminates if certain m.c.bs. trip.

LOCAL DOOR SWITCH

In order to keep a lookout at a station the guard may

operate the single leaf door at his position by means of the
Local Door Switch on the door control panel.

20/05/03 Page 1 - 28 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

LOCKING OF SLIDING DOORS

In the event of a defect arising, e.g. loss of air, or loss of

electrical supply, each sliding door can be secured in the
closed position by means of a carriage key operated lock,
actuated from inside the coach.

Proposed modifications:

1. It is proposed to fit the locks of all external door with a switch which will
by-pass the traction interlock switch of the door. This will enable traction
power to be obtained in the event of a fault in the traction interlock circuits
associated with that door.

2. When the unit travels over 9 m.p.h., air bolts will secure
the passenger bi-parting doors preventing anybody
interfering with them. The bolts will be released when
the speed of the unit falls below 6 m.p.h.

ACCESS TO THE DRIVING CAB

Access to the driving cab is via the single leaf door which
can be operated, when air pressure is available, by the
external two-position valve. The valve can also be operated
from inside the driving cab. It is most important that, if the
two-position valve is used to operate a single leaf door, the
door must then be returned to its original position by
returning the valve to its ‘Normal’ position. Failure to do
so will put the door ‘out of phase’ with its electrical
controls.

20/05/03 Page 1 - 29 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

If no air pressure is available any of the sliding doors can

be opened or closed by hand.

The single leaf doors giving access to the driving cabs can
only be operated by the local panels when the Door Key
Switch in that cab is operative. But are included in the door
interlock circuit of the coach concerned and must, therefore
be closed to permit the Bodyside Interlock Light to be
extinguished and the door interlock light to be illuminated
on the control panels in the operative cab or vestibule.

EMERGENCY EGRESS

Internally:

Over two sets of passenger doors, one each side, behind

a breakable glass cover there is an emergency door
release valve for the operation of passengers.

If the valve is moved through 180° the air is removed

from the cylinder keeping the door closed. It is now
possible to open the door manually.

Note: Door interlock is not lost until the door is actually

opened.

Externally:

On the T.S. vehicle, adjacent to the DMS ‘A’, there is a

two position valve, one each side for opening the
adjacent passenger doors in an emergency.

20/05/03 Page 1 - 30 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

If this valve is moved to the ‘Open’ position, these doors

will be out of phase with the rest of the passenger doors.

On the D.M.S. vehicles the cab doors should be used for

the emergency evacuation of passengers where a similar
two position valve is provided.

If after an incident, a two position valve is operated and

the doors do not open automatically, there may not be
any air remaining in the vehicle to operate them. An
attempt should be made to slide the doors open
manually.

EMERGENCY END DOORS

The emergency end doors on the front of each D.M.S.

vehicle should normally be kept locked closed.
INTERNAL DOORS

It is not possible to lock the internal doors between

vehicles.

It is possible to lock the door between the cab vestibule and

passenger saloon with a carriage key.

In addition this door is secured by an air bolt when the cab

is occupied by a driver with the master switch in the
following positions:

Neutral.

20/05/03 Page 1 - 31 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Forward or reverse with the D.S.D. depressed.

AIR SUPPLY

The door system is supplied with compressed air from the

main reservoir pipe through the Air Supply Manifold and
Doorgear Isolating Cock on each vehicle. The air supply
passes through a check valve and a pressure regulator, set at
2.75 bar to the door system reservoir on the underframe.

On driving motor coaches, a separate supply is taken via

another pressure regulator set at 1.4 bar for the single leaf
doors. This is to avoid high operating speeds due to the
reduced weight of the door equipment.

20/05/03 Page 1 - 32 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

BRAKING SYSTEM

The Class 508 units are equipped with the Westcode 3 step
automatic electro-pneumatic braking system, operating disc
brakes and also controlling Dynamic (Rheostatic) brakes on the
motor coaches. There is no continuous air brake pipe.

BRAKE CONTINUITY WIRE

The electrical supply to the driver’s brake controller is taken from

the rear of the train and passes through the ‘Brake Continuity
Wire’. This wire must be energised in order to release the brakes.
If the continuity of the wire is broken for any reason the brakes
will be fully applied. This feature provides the Continuity circuit
which replaces the air brake pipe.

ELECTRICAL SUPPLY

The electrical feed is taken from train control wire 18 in the rear
cab via:

1. ‘E.P. Brake Control’ miniature circuit breaker.

2. Coupler drum switch in the ‘Uncoupled’ position.
3. Master switch in the ‘Off’ position.
4. Brake continuity ‘Emergency Bypass Switch’ in the
‘Normal’ position.
5. Driver’s brake controller away from the ‘Emergency’
position.
Thence via:

20/05/03 Page 1 - 33 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

6. Main reservoir governor on each coach.

At the leading cab the electrical feed continues via:
7. Driver’s brake controller away from the ‘Emergency’
position.
8. Brake continuity ‘Emergency Bypass Switch’ in the
‘Normal’ position.
The following local brake equipment has to be good in the front
cab,
an electrical feed is taken from train control wire 18 in the front
cab via:
9. ‘E.P. Brake Control’ miniature circuit breaker.
10. Coupler drum switch in the ‘Uncoupled’ position.
11. Master switch away from ‘Off’.
12. .D.S.D. set.
13. A.W.S. set.
14. Pass-comm not triggered.
15. Traction Interlock lost when the train is in motion.

In formations of more than one unit the Brake continuity wire is

also dependant upon the drivers brake controller being away from
‘Emergency’ and the master switches being at ‘Off’ in all
intermediate cabs.

EMERGENCY BYPASS SWITCH

20/05/03 Page 1 - 34 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

The brake continuity Emergency Bypass Switch (E.B.S.) is

located in the driving cab near the driving cab window.

The purpose of the switch is to provide an emergency electrical

supply to the driver’s brake controller, allowing the train to be
cleared from the running lines, in the event of the driver being
unable to rectify a fault on the brake continuity wire.

When the driver has operated the Emergency Bypass Switch, the
following must still be good on the front coach to release the
brakes:

1. ‘E.P. Brake Control’ miniature circuit breaker.

2. The drumswitch must be in the uncoupled position.
3. There must be the normal amount of main reservoir air
pressure
4. The D.S.D. and A.W.S. etc. must be set.
When the switch has been operated there will be no continuity of
brake supply throughout the train and it will no longer be
possible for the train brakes to be applied by the guard, in
some instances the brakes will not apply after an accidental
division of the train.

20/05/03 Page 1 - 35 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

BRAKE CONTROL UNIT

A brake control unit which includes a variable load valve and a 3-

step relay valve is fitted to each vehicle and is controlled by
electrical signals transmitted from the driver’s brake controller
via a code control unit and two train wires (10 & 11).

This system provides simultaneous operation of the brakes

throughout the train with three steps of brake cylinder pressure on
each vehicle between release and full application.

Both of the ‘Westcode’ train wires (10 & 11) and the brake
continuity wire (13) must be energised to release the brakes thus
the system is fail-safe, working on a de-energise to apply
principle.

VARIABLE LOAD VALVE

The function of this valve is to measure the pressure in the coach

suspension system and to thereby regulate the brake cylinder
pressure in proportion to the coach loading. For example a
‘STEP 1’ brake application can vary between 1.5 and 2.0 bar
according to the weight on the coach suspension system.

3 STEP RELAY VALVE

The 3 step relay valve is controlled by two solenoid valves which

are energised via train wires 10 and ll. When de-energised the
valves admit air from the variable load valve to the operating
diaphragms which in turn control the admission and exhaust of
air to the brake cylinders.

20/05/03 Page 1 - 36 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DRIVER’S BRAKE CONTROLLER

The driver’s brake controller, which is an electrical switch, has

three application steps plus ‘RELEASE’ and ‘EMERGENCY’. It
controls three train wires.

Two westcode brake unit train wires (10 & 11) and the brake
continuity wire (13).

BRAKING STEPS

Driver’s Train Train Brake

Brake Wires Wires Cylinder
Controller Energised De- Pressure
energised

RELEASE 10 11 13 0 bar

STEP 1 11 13 10 DMOS 1.0 – 1.5

bar
TOS 0.5 – 1.0
STEP 2 10 13 11 bar

DMOS 2.0 - 3.0

FULL 13 10 11 bar
SERVICE TOS 1.5 – 2.0
bar
10 11
EMERGENC 13 DMOS 3.5 – 4.5

20/05/03 Page 1 - 37 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Y bar
TOS 2.5 – 3.0
bar

DMOS 3.5 – 4.5

bar
TOS 2.5 – 3.0
bar

The ‘EMERGENCY’ position connects all the brake wires to

earth thus ensuring they are all de-energised.

The ‘EMERGENCY’ position can be used by the guard/shunter

etc., in the non-driving cab.

Power can be obtained with the brake controller in ‘Step 1’, this
allows power to be applied whist holding the train stationary on a
rising gradient.

When making a hill start, after the driver’s power controller is

moved to a power position, it is essential that time is allowed for
the cam-shaft to move to the start position and that power is
applied to the traction motors before the brakes are released.

If the brake controller is moved to ‘Step 2’ or beyond with the

power controller in a power position, power to the traction motors
will be cut off. The power controller will have to be returned to
the off position and the brake controller to ‘Step 1’ or the

20/05/03 Page 1 - 38 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

‘Release’ position before power can be reapplied to the traction

motors.

DYNAMIC (RHEOSTATIC) BRAKING

At speeds above 13 m.p.h. and below 65 m.p.h. the normal

service braking of motor coaches is provided by the dynamic
brake.

This is achieved by isolating the traction motors from the

conductor rail and connecting such as they act as generators. The
current generated is passed through Resistances and the retarding
torque is used for braking.

The heat produced in the resistances is dissipated to atmosphere

assisted by a resistance fan.

Brake cylinder pressure is used to determine the level of dynamic

braking. Once dynamic braking current of 60 amps is
established, brake cylinder pressure is reduced, by a restricted
application magnet valve to approximately 0.2 bar which
maintains the brake pads in contact with the wheel discs.

The restricted application magnet valve is a solenoid operated air

valve which is wired directly into the traction motor circuits.
When the train speed falls such that the dynamic brake becomes
ineffective, (13 m.p.h.) or in the event of dynamic brake failure,
air braking is restored automatically according to the position of
the driver’s brake controller.

DRIVER’S SAFETY DEVICE

20/05/03 Page 1 - 39 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

The Driver’s Safety Device (D.S.D.) is incorporated in the power

controller and a foot pedal. When the master switch is in
‘FORWARD’ or ‘REVERSE’ positions the power controller or
the foot pedal must be held down against a light spring pressure
before the brakes can be released.

If both the power controller and foot pedal are released for longer
than 5 seconds the brakes will be fully applied.

The power controller must be depressed to move the master

switch from one position to another.

NOTE

If the master switch is moved to the ‘NEUTRAL’ position

while the train is moving an emergency brake application
will be made.

It will not be possible to release any emergency brake

application made whilst the train is in motion until the
train has nearly at a stand.

It is not possible to isolate the D.S.D. on these units.

No vigilance system is fitted to these units.

PASS-COMM ALARM

20/05/03 Page 1 - 40 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Mounted over two doors in each passenger saloon and one in the
vestibule is a Pass-Comm alarm switch. When operated they
sound an alarm and illuminate a yellow push button in the cab.

Pressing and holding the push silences the alarm and prevents the
brakes being applied. If the button is not pressed, the brakes will
apply after 15 seconds. If the button is momentarily pressed and
released the brakes will not apply for 15 seconds.

20/05/03 Page 1 - 41 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

PARKING BRAKE

The parking brake is applied by springs contained within the

brake cylinders of the motor coaches only. These springs act to
apply the brake pads to the discs of all wheels of the motor
bogies.

To release the parking brake, air is applied to pistons which

oppose the action of the springs.

The parking brakes are released where there is at least 6.2 bar in
the main reservoir supply.

The parking brakes can be applied on individual motor coaches

by use of the right hand isolating cock in the parking brake
cupboard in the vestibule. Operating this cock vents the air from
the parking brake system on that vehicle only.

It is used when locating dragging brakes or when a unit is dead

electrically and when air only is available from an assisting unit.

TRAIN COMMUNICATION EQUIPMENT

A telephone type handset is provided in each driving

compartment for communication between driver and
guard/shunter or alternatively, for the guard or driver to make
announcements on the Public Address (P.A.)

The telephone handset has a press to talk button which MUST be

kept depressed otherwise the message will not be transmitted.

20/05/03 Page 1 - 42 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

There is a three position switch:

Top P.A. Requires to be held against spring

pressure in this position to make
P.A. announcements, the yellow
light illuminates in all cabs whilst a
switch is in this position
Middle Cab to Cab Normal position for the switch, to
call another cab use the bottom
white call push button.
Bottom Cab to Control This position is not used.

20/05/03 Page 1 - 43 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

There are two indicator lights above the switch:

Top Indicates a power supply is available to operate the

equipment.
Bottom Indicates the P.A. system is in use.

There are two push buttons below the switch:

Top Not used.

Bottom Used for calling the guard/shunter, MUST NOT be
used for starting the train.

HEATING

With the exception of the driving cabs, a system of forced air

heating and ventilation is provided on each vehicle of the train.

Resistances fed off the 750 volt d.c. provide the heating and the
air is propelled by fan through under floor ducting into the
saloon.

The equipment which is designed to maintain passenger saloons

at an approximately constant temperature, is thermostatically
controlled and operates automatically at all times when the train
is in operation.

The heater unit control thermostat provides for:

20/05/03 Page 1 - 44 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

1. Up to 21°c full heat.

2. Above 21°c heat and fan off.
3. At 28°c only the fan operates to provide air circulation.

20/05/03 Page 1 - 45 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

CAB AND VESTIBULE HEATING

The driving cab/vestibule heating is controlled by a High/Low

rotary switch on the panel behind the driving position.

The heating elements operate form the line 750 volt supply and
the heat is distributed by a single A.C. fan.

A separate ‘Foot warmer’ switch is mounted on the driving

console.

Note: M.A. failures:

If a unit suffers an M.A. failure the heater fans will not

work. This could cause the heating elements to overheat.
Whilst a cab is occupied it will be up to the member of train
crew to regulate the temperature. The cab heater must be
turned off in unoccupied cabs.

20/05/03 Page 1 - 46 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

TRAIN PREPARATION AND DISPOSAL

ON TRAIN EMERGENCY EQUIPMENT

1. In each driving cab:

Sealed detonator container with at least 10 detonators and a
red flag.
Two track circuit operating.
AFFF fire extinguisher (sealed).
Manual uncoupling device.

2. In the vestibule:
Two AFFF fire extinguishers (sealed).

Short circuiting bar.

Hook switch pole.
Three shoe paddles.
Shoe fuse key.
Two shoe fuses.

Ladder.

3. Motor Coach ‘B’ Emergency Tool Cupboard:

Brake pipe dummy coupler.
Mushroom and adjustable pin.
Emergency main reservoir plug-in hose.

4. Motor Coach ‘B’ vestibule:

First aid box.

20/05/03 Page 1 - 47 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

FULL PREPARATION OF A SINGLE UNIT

1. Go to selected driving compartment

En route check, so far as can be seen:
No ‘Not to be moved’ boards displayed
No red flags displayed
No cables or hoses attached

2. Enter leading driving cab on assistant’s side

Check or carry out the following:
Press Aux. On button and hold for 10 seconds
Emergency equipment in place
Line indicator and train lights on
Mcbs are normal
AWS and TIS are normal
The following switches are set correctly:
Guard’s key switch off and key removed
Equipment cut-out switch.
Cab heat on if required
Isolating cocks all normal
Master switch at off and key removed
Brake controller in step 3
Fault indicator out

3. Carry out the following actions/checks

Insert master key, turn on, select ‘Neutral’ and reset the
AWS.
Check the main reservoir pressure is rising or above 6.5
bar
Turn head/marker and tail lights on.
Set destination indicator.

20/05/03 Page 1 - 48 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Insert the key and turn the guard’s key switch to on.
Release the all doors on both sides of the train.
Check door interlock light goes out.

4. Leave the driving compartment from the driver’s side and

carry out an external inspection in a clockwise direction
round the train.

5. On the front end check:

Emergency air hose connection cover closed and isolating
cock normal.
Drumswitch in normal position.
Coupling box cover closed.
Main reservoir pipe isolating cock (MRPIC) is open.
Tightlock coupler appears undamaged.
Head/marker and tail lights are illuminated.

6. En-route, check on each vehicle so far as can be seen:

No obvious signs of damage.
Shoe gear and fuses are in order.
No leaks in the air suspension units and bogies appear in
order.
Equipment covers are complete and secure.
Cab door release handles are at normal.
Saloon door emergency valves are at normal.
BIL lights are illuminated.
Main reservoir isolating cocks are normal.
Brake isolating cocks are normal.
No scotches are in position and no shore leads connected.

20/05/03 Page 1 - 49 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

7. Between all vehicles check:

Main reservoir hoses correctly coupled and isolating cocks
open.
Control and other jumper cables correctly coupled.

8. Enter rear driving compartment:

Check or carry out the following:
Emergency equipment in place
Mcbs are normal
AWS and TIS are normal
The following switches are set correctly:
Guard’s key switch off and key removed
Equipment cut-out switch.
Cab heat on if required
Isolating cocks all normal
Master switch at off and key removed
Brake controller in step 3
Fault indicator out
Turn head/marker and tail lights on.
Check the main reservoir pressure is rising or above 6.5
bar
Set destination indicator.
Lock the door between the vestibules and the passenger
saloons.

9. On rear end check:

Emergency air hose connection cover closed and isolating
cock normal.
Drumswitch in normal position.
Coupling box cover closed.

20/05/03 Page 1 - 50 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Main reservoir pipe isolating cock (MRPIC) is open.

Tightlock coupler appears undamaged.
Head/marker and tail lights are illuminated.

10. In the rear cab:

Switch off the head and marker lights.

11. Repeat clauses 6 and 7 on the other side of the train.

12. In the leading driving compartment:

Carry out the following tests:
Press a door close button and check the door interlock
light illuminates.
Test the following braking systems.
∗ Steps 1,2,3 and emergency using the brake controller.
∗ D.S.D.
Test windscreen wipers and washers.
Test P.A. system.
Set up the radio.
Lock the door between the vestibules and the passenger
saloons.

20/05/03 Page 1 - 51 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

FULL PREPARATION DUTIES

FOR MORE THAN ONE UNIT

1. Carry out the same checks as those for one unit completing
the circuit in a clockwise direction with the addition of the
following checks:

Between units in multiple check the auto couplers are

correctly coupled.

2. Enter all intermediate driving compartments. Check the

following:
Emergency equipment in place
Mcbs are normal
AWS and TIS are normal
The following switches are set correctly:
Guard’s key switch off and key removed
Equipment cut-out switch.
Cab heat on if required
Isolating cocks all normal
Master switch at off and key removed
Brake controller in step 3
Fault indicator out
Head/marker and tail lights switched off.
Check the main reservoir pressure is rising or above 6.5
bar
Set destination indicator.
Internal cab door is locked.
The door between the vestibule and the passenger saloon
is locked.

20/05/03 Page 1 - 52 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

SERVICE PREPARATION

Check or carry out the following:

Press Aux. On button and hold for 10 seconds
Emergency equipment in place
Line indicator and train lights on
Check the brake controller is at step 3.
Insert master key, select forward and reset A.W.S.
Select brake step 1, note brake cylinder pressure reduces to
the minimum
Test the following braking systems.
∗ Steps 1,2,3 and emergency using the brake controller.
∗ D.S.D.
Set and check the head and marker lights.
Test windscreen wipers and washers.
Test P.A. system.
Set up the radio.
Set destination indicator.
If necessary - when not accompanied by a guard, insert the
key and turn the guard key switch to on and check the door
interlock light is illuminated.

CHANGE END PROCEDURE

Select brake step 3 - note brake cylinder pressure is at step 3.

Turn master switch off and remove master key.
Note brake cylinder pressure holding.
Switch headlight and marker lights off and tail lights on.
Leave driving compartment with doors locked, windows closed
and lights out.
Go to the other end of the train.

20/05/03 Page 1 - 53 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Enter the vestibule, unlock the cab door.

Check brake controller is in step 3 before inserting master key
and turning master switch to forward.
With D.S.D. pedal depressed cancel A.W.S., then move the
master switch to neutral.
Select brake step 1 and check the brake cylinder pressure reduces
to step 1.
If first time in that driving compartment, test D.S.D.
Switch tail lights off, switch head and marker lights on.
Set destination indicator.
Set up radio and test P.A.

20/05/03 Page 1 - 54 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

DISPOSAL INSTRUCTIONS

Important: On terminating services, announcements must be

made on arrival to ensure all passengers detrain prior to
pressing the auxiliary off button.
Select brake step 3, note the brake cylinder pressure established.
Turn master switch to off and remove the master key.
Note brake cylinder pressure holding.
Switch head and marker lights off and tail lights on.
Press auxiliary off button.
Leave driving compartment with doors locked, windows closed
and lights out.

BERTHING IN SERVICE

Select brake step 3, note the brake cylinder pressure is at step 3.

Turn master switch to off and remove the master key.
Note brake cylinder pressure holding.
Switch head and marker lights off and tail lights on.
Press auxiliary off button.
Leave driving compartment with doors locked, windows closed
and lights out.

20/05/03 Page 1 - 55 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

CLASS 508

PART 2

FAULT GUIDE

20/05/03 Page 1 - 56 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

PART 2 INDEX

Something Is Wrong. Page 2-1

Unable To Cut Unit In 2-2

Unit Cuts In But No Auxiliaries Operate` 2-2

Motor Alternator Failure 2-3

Compressors Fail To Run 2-4

Unable To Charge Main Reservoir 2-5

Door Interlock Light Fails To Illuminate 2-6

Train On Fire (Major)` 2-7

Train On Fire (Minor)` 2-7

Procedure For Paddling Up And Renewing 2-8

Or Changing Ribbon Fuses

Loss Of Line Volts When Running 2-9

Repeated Tripping Of Sub Station Breakers – 2-10

Power Handle At Off

Damage To A Collector Shoe, Shoe Beam 2-12

Or Shoe Lead

Fire On Power Unit Line – Power Junction Box 2-13

Or Line Switches

Failure Of Train To Start 2-14

20/05/03 Page 1 - 57 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

Unable To Develop Full Power 2-15

Brakes Fail To Release To Step 1 2-16

20/05/03 Page 1 - 58 508 MANUAL

 CLASS 508 - OPERATING INSTRUCTIONS

INDEX (Continued)

Brakes Fail To Release On One Coach Page 2-17

Pass-Comm Sounding And Unable To Release The 2-18

Brakes With The Over-Ride Button Depressed

Brake Isolation (Regulations) – Failure Of Brake Equipment 2-19

Air Leaks And Bursts - General Instructions 2-21

Air Leak in Main Reservoir System 2-22

Air Leaks On Individual Systems 2-24

Main Reservoir Leak Between Units (6, 9 or 12 cars) 2-25

Main Reservoir Leak On Flexible Hoses Between Coaches 2-26

(Motor Coach ‘A’ Leading)

Main Reservoir Leak On Flexible Hoses Between Coaches 2-29

(Motor Coach ‘B’ Leading)

Main Reservoir Leak - Escape Of Air Under A Coach 2-31

Main Reservoir Leak - Burst On A Metal Pipe 2-33

(Motor Coach ‘A’ Leading)

Main Reservoir Leak - Burst On A Metal Pipe 2-37

(Motor Coach ‘B’ Leading)

Miniature Circuit Breakers 2-41

20/05/03 Page 1 - 59 508 MANUAL

 CLASS 508 – FAULT GUIDE

SOMETHING IS WRONG !!!!

Pursue your fault finding in the following sequence:

First Can I release the brake to step 1?

Second Is the door interlock light illuminated?

Third Will the train move?

05/04/06 Page 2 - 1 508 MANUAL

 CLASS 508 – FAULT GUIDE

Unable To Cut Unit In

• Has the Auxiliaries Set button been depressed for at least 10 seconds
• Check Battery Positive MCB in DMS ‘B’ cab
• Try Auxiliaries Set button in another cab
• If no success with any of the above, suspect flat batteries

Unit Cuts In But No Auxiliaries Operate

i.e. Compressors
Motor Alternator (M.A.)
Line Light

• Check Auxiliary Change-Over switch on the TS is in the NORMAL position

05/04/06 Page 2 - 2 508 MANUAL

 CLASS 508 – FAULT GUIDE

Motor Alternator Failure

• Check:
Line light illuminated
M.A. Control MCB in DMS ‘B’ cab
• Suspect M.A. fuse, (Can not change)
• Switch off all unnecessary lighting

Single Unit
• Controls available for a short time, endeavour to clear main line or obtain
assistance from another Class 508 (see below)

Units In Multiple

• Move passengers to the good unit

• Defective unit’s control feed will automatically select back.
• When the battery voltage on the defective unit drops to a predetermined
level the unit will cut-out
• Operate the Traction Interlock Switch (TIS), ensure lights are illuminated on
front and rear.
• Continue driving from leading cab and work unit out of traffic.

05/04/06 Page 2 - 3 508 MANUAL

 CLASS 508 – FAULT GUIDE

Compressors Fail To Run

• Check:
Line light illuminated
Compressor Contactor Switch, Compressor Control and
Compressor Synchronising MCBs in the TS control cupboard and
DMS ‘A’ cab
• Operate the Compressor Governor Toggle in the TS control cupboard
• If no success with the above, suspect compressor fuses (Cannot change)
• Assistance required.

05/04/06 Page 2 - 4 508 MANUAL

 CLASS 508 – FAULT GUIDE

Unable To Charge Main Reservoir

Check if compressors are running (listen)

│
┌─────────────┴─────────────┐
│ │
Compressors not running Compressors are running
│ │
│ │
Check line light Suspect the MRICs cocks between
Compressor Contactor Switch, coaches closed a leak/ burst or.
Control and Synchronising MCBs
in the TS control cupboard and
DMS ‘A’ cab (See pages 1-21 to 1-36 )
│
│
Operate the Compressor Governor
Toggle in the TS control cupboard

05/04/06 Page 2 - 5 508 MANUAL

 CLASS 508 – FAULT GUIDE
Door Interlock Light Fails To Illuminate

• If passenger doors have previously been released - if safe to do so, release

doors again and attempt to reclose
• Check along train to see if any BIL lights are illuminated
All BIL lights illuminated:
Check Door Gear MCB in the cab where the Door Key Switch is
in use
If unable to reset MCB, transfer Door Key Switch operation to
another cab (if non D.O.O. not the cab from where the train is
being driven from).
If a single unit or one unit affected in a multiple unit train - check
the Train Control MCB in the DMS ‘B’ cab of the affected unit
Single BIL light illuminated, on the affected vehicle check:
All external doors are physically closed, check for:
Obstructions
Operation of internal and external egresses
Door isolating cock on the Air System Manifold (ASM)
The Control Supply MCB in the cabs of a DMS or the control
cupboards of the TS
If no BIL lights illuminated, check:
The DCB1 MCBs in the environment cupboards
If unable to rectify, operate Traction Interlock Switch (TIS) to move train
and work out of traffic obeying the relevant Rule Book instructions.

05/04/06 Page 2 - 6 508 MANUAL

 CLASS 508 – FAULT GUIDE
Train On Fire (Major)

• Stop train in a suitable place

• Inform signaller immediately (use ‘EM’ facility on radio) request attendance
of Emergency Services and Fleet staff if required
• Obtain current isolation and apply short circuiting bar
• Apply TC clips if necessary
• Attend to safety of passengers
• Protect train if necessary
• Assist Emergency services and Fleet staff as required

Train On Fire (Minor)

• Stop train in a suitable place

• Inform signaller immediately (use ‘EM’ facility on radio)
• Attend to safety of passengers
• Attend to fire (using extinguishers
• Obtain advice from Fleet staff (using radio - via signaller)
• Trip Battery Positive MCB in cab of DMS ‘B’

Note: The last action will cause radio contact to be lost, and should only be
carried out if it is an electrical fire, rather than one caused by accident or
vandalism.

With other units in multiple or if assisted by another Class 508 - Drive

from whichever unit is leading and operate the Traction Interlock
isolation switch.

On the defective unit there will be no - frontal or passenger lights, or

control of doors or heating

05/04/06 Page 2 - 7 508 MANUAL

 CLASS 508 – FAULT GUIDE
Procedure For Paddling Up
And Renewing Or Changing Ribbon Fuses

Note: Line indicator will be extinguished if the blown ribbon shoe fuse is
connected to the ONLY shoe in contact with the conductor rail.

• Inform passengers that the lighting will be affected.

• Using the radio inform signaller of circumstances and request a current
isolation and lines blocked.
• When line indicator is extinguished
• Apply short circuiting bar.
• Lift all shoes on the unit that are in contact with the conductor rail and Insert
paddles between the shoes and the conductor rail.
• Renew defective fuse.
• Remove all paddles, remove the short circuiting bar and then request a
current restoration and lines unblocked.
• Proceed when current restored.

05/04/06 Page 2 - 8 508 MANUAL

 CLASS 508 – FAULT GUIDE
Damage To A Collector Shoe, Shoe Beam Or
Shoe Lead

• It will be necessary to paddle up the defective unit to isolate it from the

conductor rail supply in the following way.
• Inform passengers that the lighting will be affected.
• Using the radio inform signaller of circumstances and request a current
isolation and lines blocked.
• When line indicator is extinguished
• Apply short circuiting bar.
• Lift all shoes on the unit that are in contact with the conductor rail and Insert
paddles between the shoes and the conductor rail.
• Saw off and remove broken parts, or tie up as necessary (tools in
emergency cupboard).
• Ensure that all electrical connections are secure and safe.
• Remove shoe fuse adjacent to the defective shoe gear.
• Remove all paddles, remove the short circuiting bar and then request a
current restoration and lines unblocked.

Should a short circuit occur again, carry out paddling-up procedure and
remove remaining shoe fuses on the unit (single unit, assistance required
and treat as for a Motor Alternator (M.A.) failure).

Note: A careful examination should be made at this point to ascertain whether

any electrical leads are wound round the axle.

05/04/06 Page 2 - 9 508 MANUAL

 CLASS 508 – FAULT GUIDE
Fire On Power Unit Line - Power Junction
Box Or Line Switches

• Stop train in a suitable place

• Inform signaller immediately of circumstances (use ‘EM’ facility on radio)
request attendance of Emergency Services and Fleet staff if required
• Using the radio inform signaller of circumstances and request a current
isolation and lines blocked.
• Apply short circuiting bar.
• Apply TC clips if necessary
• Attend to safety of passengers
• Extinguish fire
• Paddle up the defective unit to isolate it from the conductor rail supply, refer
to instructions for paddling up (See Page 2-8).
• Remove all shoe fuses from defective unit
• Remove all paddles, remove the short circuiting bar and then request a
current restoration and lines unblocked.

Single unit - assistance required

Units in multiple - drive from leading cab
Note:

On a defective unit with four shoe fuses removed there will be no

traction power, compressors, passenger lights, heating or door control. If
it is the leading or trailing unit there will be no frontal or tail lights.

With other units in multiple or if assisted by another Class 508 - Drive

from whichever unit is leading after operating the Traction Interlock
isolation Switch (TIS).

05/04/06 Page 2 - 10 508 MANUAL

 CLASS 508 – FAULT GUIDE
Loss Of Line Volts When Running

Move Power Handle To ‘Off’

│
┌───────────────┴───────────────┐
If Line Supply is restored If Line Supply is not restored or
│ Repeated Tripping
Wait 5 seconds before moving │
Power Handle away from OFF Coast to first Signal Telephone
│ (Do not stop across Sub. Stn. or
If Line Supply is only lost when T.P. Hut gap)
Power Handle is moved away │
from ‘Off’ Contact Electrical Control
│ Operator and ask for Current
Coast to first signal telephone Isolation
│ │
Isolate Equipment Cut-out Switch Apply Short Circuiting Bar
in leading cab │
│ Examine Shoes, Leads, Line
When Line Supply is restored, switch boxes (louvered) and
try to move train connections between coaches
│ │
* If fault persists, return Equipment If damage can be seen
Cut-out Switch to Normal, and │
repeat procedure in each cab Paddle up all shoes on defective
alternately until defective coach unit and isolate as indicated for:
is located │
│ Collector Shoe, Shoe Beam or
In defective cab, leave Equipment Shoe Lead - See Page 2 - 9
Cut-out Switch isolated or
Power Unit Line, Power Junction
Note:* Inform Electrical Control Box or Line Switch.-See Page 2-10
to enable Sub. Stn. Breakers │
to be reset. Remove Short Circuiting Bar and
ask for Current Restoration

If damage cannot be seen, seen,

see page 2-12 & 2-13

05/04/06 Page 2 - 11 508 MANUAL

 CLASS 508 – FAULT GUIDE
Repeated Tripping Of Sub Station Breakers
Power Handle At ‘Off
The following sequence of tests must be strictly observed when power circuit
defects cannot be seen from the visual examination as described on page 1-11
│
Obtain a Current Isolation and apply a Short Circuiting Bar
│
Paddle up all Shoes on train - Remove Short Circuiting Bar
│
Ask for Line Supply to be restored
│
If Line Supply Trips - Your train is not at fault (Await further Instructions)
│
If Line Supply holds - Ask for Current Isolation and apply Short Circuiting Bar
│
┌─────────────────┴─────────────────┐
Single unit Units in Multiple
│ │
Remove paddle from leading shoe Remove Paddle from one shoe of leading unit
└─────────────────┬─────────────────┘
│
Remove Short Circuiting Bar and ask for Line Supply to be restored
Watch for arcing or smoking
│
│
Continued below

05/04/2006 Pages 2 - 12 & 13 508 MANUAL

 CLASS 508 – FAULT GUIDE

Repeated Tripping Of Sub Station Breakers

Power Handle At ‘Off(Continued)
│
┌─────────────────────────────┴─────────────────────┐
Single unit Units in Multiple
┌───────────┴───────────┐ ┌───────────┴─────────────┐
If Line Supply holds If Line Supply Trips If Line Supply Trips If Line Supply holds
│ │ │ │
Your Unit not at fault Ask for Current Isolation and Ask for Current Isolation and Ask for Current Isolation and
│ apply Short Circuiting Bar apply Short Circuiting Bar apply Short Circuiting Bar
Remove remaining Paddles │ │ │
│ Replace paddle and remove Replace paddle and remove If two units -
Continue journey all Shoe Fuses all Shoe Fuses from leading unit Replace Paddle and remove all
│ │ four shoe fuses from rear unit
Remove all Paddles and Short Remove all Paddles and Short │
Circuiting Bar and arrange Circuiting Bar and arrange If more than two units-
to have current restored to have current restored Repeat test for other unit/s
│ │
Assistance required When defective unit located -
remove four shoe fuses from that
unit. Remove Paddles, Short
Circuiting Bar and have current
restored

Note: On a defective unit with four shoe fuses removed there will be no traction power, compressors, passenger lights, heating or
door control. If it is the leading or trailing unit there will be no frontal or tail lights.With other units in multiple or if assisted by another
Class 508 - Drive from whichever unit is leading after operating the Traction Interlock isolation Switch (TIS).
 CLASS 508 – FAULT GUIDE

Failure Of Train To Start

• Check if brakes are released to Step 1 - if not see Page 2 - 16

• Check door interlock is illuminated in appropriate cab - if not see Page 2 - 6
• Press reset button
• Check Line Indicator is On
• In both cabs check the Equipment Cut-out Switch is in the correct position
• Operate the Traction Interlock Switch (TIS) * in the driving cab
• If fault persists - replace TIS to Normal - try driving from other cab
• If not successful, assistance is required

*Notes: If when the T.I.S. has been operated, it is necessary to drive from a different cab,
the T.I.S. must be replaced to NORMAL upon leaving the cab and then must be
isolated in the new cab.
 CLASS 508 – FAULT GUIDE

Unable To Develop Full Power

• Shut off power and press reset button

• If line switches open due to W.S.P. operation caused by wheel slip - with the power
controller in the same position, wait for the Camshaft to complete its sequence and for
the traction motors to take power again
If line switches keep opening and closing, shut off power. Then reapply power, holding
the controller in each notch for a period of time
If line switches continue to keep opening - shut off power and apply power, notching up
between notches 1 & 2, then 2 &3 and then 3 & 4
If the line switches keep chattering, isolate the Equipment Cut-out Switch on that motor
coach
• Check if brakes are fully released - if not see Page 2-16
• If you suspect a dragging brake, see Page 2-17
• In both cabs check the Equipment Cut-out Switch is in the correct position
 CLASS 508 – FAULT GUIDE

Brakes Fail To Release To Step 1

• Check:
In front cab, with DSD depressed, place the master switch to Forward then
back to Neutral, check:
Main reservoir pipe pressure above 6.5 bar
E.P. Brake Control, A.W.S. and Control Supply MCBs
Press the Uncouple Button to ensure leading drum switch is in the
uncoupled position
Shutdown cab and proceed to the rear cab
Units in multiple:
Where units are coupled:
Check personally the position of the intermediate drum switches
In intermediate cabs, check:
Main reservoir pipe pressure above 6.5 bar
Master switch is at Off and the key removed
Brake Controller is in Step 3
In rear cab, with the Brake Controller in Step 1, depress the DSD, place the
master switch to Forward then to Neutral, check:
Main reservoir pipe pressure above 6.5 bar
E.P. Brake Control MCB
Press Uncouple Button to ensure leading drum switch is in the
uncoupled position
Shutdown cab
Return to the front cab
If still unable to release the brake to Step 1, operate the E.B.S.
 CLASS 508 – FAULT GUIDE

Brakes Fail To Release On One Coach

• Secure the train by operating the Parking Brake application cock ( behind front panel
non drivers side).
• Place Master Switch to Forward and then Neutral and drivers Brake Controller to the
Release position. ENSURE THAT THE TRAIN REMAINS STATIONARY.
• Locate defective coach by turning the B.I.C. on each coach.,
• If no air escapes return the B.I.C. to the normal position.
• If air escapes this indicates the coach with the defect - leave B.I.C. isolated.
• If no air escapes from any B.I.C. suspect the parking brake is applied on a Motor
Coach.
• Except on the front Motor Coach, on the other Motor Coaches check the Parking Brake
application cock (behind front panel non drivers side) is in the Normal position and that
at least 6.5 bar is registered on the Main Reservoir Gauge.
• Return to the leading driving cab and apply the service brake before returning the
Parking Brake application cock to its Normal position.
REPORT DEFECTS - NOTE BRAKE ISOLATION REGULATIONS ON PAGE 2-19
 CLASS 508 – FAULT GUIDE

Pass-Comm Sounding And Unable To Release

The Brakes With The Over-Ride Button Depressed

• Check:
Drum switches both ends of the train are in the correct positions
Two master keys inserted and the master switches away from Off
E.P. Brake Control MCB tripped in the rear cab.
 CLASS 508 – FAULT GUIDE

Brake Isolation (Regulations)

Failure Of Brake Equipment

Ability to maintain train under complete control

Should, as a result of any failure of brake equipment, the proportion of vehicles with
ineffective brakes be such as to cause the driver any doubt as to his ability to maintain the
train under complete control, having regard to the gradients en-route and other
circumstances, arrangements must be made to detrain passengers as soon as possible
and take the train out of service,

Isolation of brake
To isolate the brake on a Class 508 coach, the BIC must be operated beneath the sole bar.

It is also possible to isolate the brake by use of the “Westcode Unit” isolating cock and
brake release valve situated on the ASM below seat level, one per coach

Brake inoperative on any coach

The Rule Book instructions must be carried out.

 CLASS 508 – FAULT GUIDE

Air Leaks And Bursts

General Instructions
If you become aware of a leak or burst by

• The brakes applying.

• Losing main reservoir pressure.

• Hearing it.

• Being told.

Keep going to suitable location if you are able and it is safe to do so. Secure cab and
investigate. Confer with guard if necessary.

Locate leak by listening for an escape of air.

 CLASS 508 – FAULT GUIDE

Main Reservoir Leak Between Units (6,9 or 12 cars)

Close MRPIC cocks behind both tightlock couplings (Right Hand side under driver’s position), each
unit will maintain it’s own air.
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

On Flexible Hoses Between Coaches
(Motor Coach ‘A’ Leading)

1. Leak between DMOS ‘A’ and TOS

Close angle cocks each side of burst - as there is a compressor each side of burst (no further action
necessary).

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’

Compressor Compressor
Drive from Ï
here Leak
Close cocks
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

On Flexible Hoses Between Coaches (Cont.)
(Motor Coach ‘A’ Leading)

2. Leak between TOS and DMOS ‘B’

Arrange for assistance to be attached to DMOS ‘B’:
If another 508 unit couple and continue as normal

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’ Class 508

Compressor Compressor
Drive from Ï
here Leak
Close cocks

3. Leak between TOS and DMOS ‘B’

Assistance by a Class 319/365/465 or 466 attached to DMOS ‘B’:
← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’ Class 319/365/465 or 466

Compressor Compressor
Drive from Ï Other driver
here Leak rides here
Close cocks
Assistance by a Class 319/365/465 or 466, couple up, but do not press couple button, connect
schraeder pipes to get air into DMOS ‘B’.

Note: 5 m.p.h. maximum speed - passengers out a.s.a.p.

Each driver controls his own part of the train.
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

On Flexible Hoses Between Coaches (Cont.)
(Motor Coach ‘A’ Leading) (Cont.)

4. Leak between TOS and DMOS ‘B’(Cont.)

Assistance by a 400 series or Class 455/456.

Use Mushroom & adjustable pin (if necessary) and schraeder pipe to get air into DMOS ‘B’.
←D.O.T.

DMOS ‘A’ TOS DMOS ‘B’ 400 Series or Class 455/456

Compressor Compressor
Drive from Ï Other driver
here Leak rides here
Close cocks
Note: 5 m.p.h. maximum speed - passengers out a.s.a.p.
Each driver controls his own part of the train.

5. If unable to get assistance that end, treat as main reservoir metal pipe burst, see below:

←D.O.T.

DMOS ‘A’ TOS DMOS ‘B’

Compressor Compressor
Operate E.B.S. Ï Move passengers from this coach
Drive from Leak Isolate brakes
here Close cocks Lock doors
Isolate suspension
Operate Equipment Cut-Out Switch (Traction Motors

May be dragged against parking brake on DMOS ‘B’

Passengers out a.s.a.p.
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

On Flexible Hoses Between Coaches (Cont.)
(Motor Coach ‘B’ Leading)

6. Leak between TOS and DMOS ‘A’

Close angle cocks each side of burst - as there is a compressor each side of burst (no further action
necessary).

← D.O.T.

DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Drive from Ï
here Leak
Close cocks
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

On Flexible Hoses Between Coaches (Cont.)
(Motor Coach ‘B’ Leading)

7. Leak between DMOS ‘B and TOS

Arrange for assistance by Class 508 unit a to be attached to DMOS ‘B’ and continue as normal.
← D.O.T.

Class 508 ASSISTANCE DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Drive from Ï
here Leak
Close Cocks

8. If unable to get assistance that end, ARRANGE WITH SIGNALLER TO WORK TRAIN
OUT OTHER WAY, treat as main reservoir metal pipe burst, see below:

←D.O.T.

DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Move passengers Ï Operate E.B.S
from this coach Leak Drive from
Isolate brakes Close cocks here
Lock doors
Isolate suspension
Operate Equipment Cut-Out Switch (Traction
Motors)

May be dragged against parking brake on DMOS ‘B’

Note: After ARRANGING WITH SIGNALLER TO WORK TRAIN OUT OTHER WAY,
change ends and obey his instructions.
Passengers out a.s.a.p.
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Escape Of Air Under A Coach
Inside the coach isolate all the cocks under the seat (A.S.M.) on the coach concerned and see if leak
stops (this may take a few seconds).

If the leak stops:

Open each cock in turn until defective system starts to blow again, re-close the cock on
defective system and re-open all others, follow the relevant instruction below.

• SUSPENSION

Close both suspension isolating cocks. After getting signaller’s permission to work on the
outside of the train. Release the air from the surge reservoirs on both bogies.
Proceed at 45 m.p.h. empty or loaded to first suitable location where the train can be taken out
of service without causing delay or cancellation.

• DOORS

Lock all doors on both sides of affected coach and label out of use. Transfer passengers to
another coach. Confer with control via the signaller with reference to continuing in service.

Remember intermediate gangway doors cannot be locked on Class 508 units, control may not be
aware of this.

• WESTCODE (BRAKES) - 3 CAR

Run at reduced speed until you are able to take train out of service at the first suitable location.
In the case of the isolation the brakes on the front or rear vehicle, if possible move passengers
from the affected vehicle. Confer with control via signaller.
Continued
 CLASS 508 – FAULT GUIDE

• WESTCODE (BRAKES) - UNITS IN MULTIPLE

Run at 10 m.p.h. less than permitted unit speed if over 35 m.p.h. Confer with control via
signaller. In the case of the isolation the brakes on the front or rear vehicle, if possible move
passengers from the affected vehicle,

• ELECTRICAL EQUIPMENT (DMSs ONLY)

Operate Equipment Cut-Out switch under guards key switch on affected DMOS only, proceed
with reduced power.

If the leak continues:

Reopen all the isolating cocks.

Obtain permission from the signaller:

• If the coach is a DMS:

Try isolating the sands.

• If the coach is DMS ‘A’ or the TS:

Stop the compressor on the affected coach by using the compressor isolating switch
(behind the driver DMS ‘A’ or in the brake cupboard on the TS) then isolate the
MPIC below sole bar level.

If the leak stops carry on as normal. If not treat the coach as having a burst in a metal pipe.
Carry out the instructions on the following pages.
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe
(Motor Coach ‘A’ Leading)

1. Leak on DMOS ‘B’

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’

Compressor Compressor
Operate EBS. Close Ï
Drive from cocks. Leak
here.
. Isolate brakes.
Lock doors.
Isolate suspension.
Operate Equipment Cut-Out Switch (Traction Motors)
May be dragged against parking.brake

Passengers out a.s.a.p.

2. Leak on a TOS, assisted by a Class 508 on the rear

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’ Class 508

Compressor Compressor
Close Ï Close Couple as normal.
cocks. Leak cocks. Shut down cab.

Operate EBS. Stop compressor.

Drive from Isolate brakes.
here. Lock doors.
Isolate suspension.

Passengers out a.s.a.p.

 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe (Cont.)
(Motor Coach ‘A’ Leading)

3. Leak on a TOS, assisted by a Class 319/365/465 or 466 on the rear

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’ Class 319/365/465 or 466

Compressor Compressor
Close Ï Close Couple Schraeder pipes.
cocks Leak cocks Do not press couple button.

Operate EBS. Stop compressor.

Drive from Isolate brakes.
here. Lock doors.
Isolate suspension.

Passengers out a.s.a.p.

Each driver controls his own part of the train.

4. Leak on a TOS, assisted by a Class 400 Series or 455/6 on the rear

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’ Class 400 Series or 455/6

Compressor Compressor
Close Ï Close Couple Schraeder
cocks Leak cocks pipe.
Use Mushroom & Adjustable Pin with 400 Series.
Operate EBS. Stop compressor.
Drive from Isolate brakes.
here Lock doors.
Isolate suspension.

Note: 5 m.p.h. maximum speed - passengers out a.s.a.p.

Each driver controls his own part of the train.
 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe (Cont.)
(Motor Coach ‘A’ Leading)

5. Leak on DMOS ‘A’, assisted by a Class 508 on the front

← D.O.T.

Class 508 DMOS ‘A’ TOS DMOS ‘B’

Compressor Compressor
Operate EBS. Close MRPIC Ï Close
Drive from Couple normally Leak Cocks
here,
Shut down cab.
Stop compressor.
. Isolate brakes.
Lock doors.
Isol. suspension.
Operate Equipment Cut-Out Switch (Traction
Motors)
May be dragged against parking
brake on DMOS ‘A’

Passengers out a.s.a.p.

 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe (Cont.)
(Motor Coach ‘A’ Leading)

6. Leak on DMOS ‘A’, unable to arrange assistance on the front

ARRANGE WITH SIGNALLER TO WORK TRAIN OUT OTHER WAY

← D.O.T.

DMOS ‘A’ TOS DMOS ‘B’

Compressor Compressor
Ï Close Operate E.B.S.
Leak Cocks

Stop Compressor.
Isolate brakes.
Lock doors.
Isolate suspension.
Operate Equipment Cut-Out Switch (Traction
Motors)
May be dragged against
parking brake.

Note: After ARRANGING WITH SIGNALLER TO WORK TRAIN OUT OTHER WAY,
change ends and obey his instructions.

Passengers out a.s.a.p.

 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe (Cont.)
(Motor Coach ‘B Leading)

6. Leak on DMOS ‘A’

← D.O.T.

DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Close Ï
Cocks Leak

Operate EBS. Stop Compressor.

Drive from Isolate brakes.
here. Lock doors.
Isolate suspension.
Operate Equipment Cut-Out Switch (Traction Motors)
May be dragged against parking brake.

Passengers out a.s.a.p.

7. Leak on TOS, assisted by a Class 508 on the front

← D.O.T.

Class 508 DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Operate EBS. Couple normally Close Ï Close
Drive from Cocks. Leak Cocks
here,
Shut down Stop compressor.
cab. Isolate brakes.
. Lock doors.
Isol. suspension.

Passengers out a.s.a.p.

 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe (Cont.)
(Motor Coach ‘B Leading)

8. Leak on DMOS ‘B’, assisted by a Class 508 on the front

← D.O.T.

Class 508 DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Operate EBS. Close MRPIC Ï Close
Drive from Couple normally Leak Cocks
here,
Shut down cab.
. Isolate brakes.
Lock doors.
Isol. suspension.
Operate Equipment Cut-Out Switch (Traction
Motors)
May be dragged against parking
brake on DMOS ‘B’

Passengers out a.s.a.p.

 CLASS 508 – FAULT GUIDE

Main Reservoir Leak

Burst On A Metal Pipe (Cont.)
(Motor Coach ‘B Leading)

9. Leak on DMOS ‘B’, unable to arrange assistance on the front

ARRANGE WITH SIGNALLER TO WORK TRAIN OUT OTHER WAY

← D.O.T.

DMOS ‘B’ TOS DMOS ‘A’

Compressor Compressor
Ï Close Operate E.B.S
Leak Cocks

Isolate brakes.
Lock doors.
Isolate suspension.
Operate Equipment Cut-Out Switch (Traction
Motors)
May be dragged against
parking brake.

Note: After ARRANGING WITH SIGNALLER TO WORK TRAIN OUT OTHER WAY,
change ends and obey his instructions.
Passengers out a.s.a.p.
 CLASS 508 – FAULT GUIDE

MINIATURE CIRCUIT BREAKERS

Driving Motor Standard ‘B’

Top Row:
Master m.c.bs. - Influence the whole unit, except ‘Control Earth’.

Train Control In the cabs:

Full brake application no pass-comm alarm.
Lose - cab controls, radio, door interlock light, door controls,
signal bell, couple & uncouple buttons.

On the unit:
All BIL lights illuminate on unit.
Whatever position the passenger doors are in, they remain in
that position.
Lose the compressors

Public Address Lose public address, radio and cab to cab.

Auxiliary Supply Lose the feed to the three ‘DCB1s’ in the end
cupboards, (all doors that are open close) and ‘Auxiliary Lighting 1’ and
‘Auxiliary Lighting 2’ m.c.bs. in both cabs (Lose cab lights, destination
indicators and all marker and tail lights).

Emergency Train D.M.S. vestibule lights and 3 tubes.

Lighting TS 4 tubes.

Train Heat Control Passenger heating elements.

Auxiliary Control All saloon and vestibule lights.

Battery Pos Cuts unit out.

Control Earth
 CLASS 508 – FAULT GUIDE

Middle Row:
Local m.c.bs.

Fan Motor Resistor fan, initially no effect - but lose traction

(Three ganged) and dynamic brake when resistors overheat.

Cab Heat Fan

Head Lamp
(Two ganged)

Auxiliary Lighting 1 Lose cab light, drivers side marker light and assistants side tail
light.

Auxiliary Lighting 2 Lose destination indicator, drivers side tail light and assistants
side marker light.

Lower Row:

Demist

MA Contr

Control Supply Lose master switch feed, door interlock light in the cab where the
door key switch is operative, BIL light illuminates on affected
vehicle.
If in motion:
The brakes apply immediately through loss of door interlock.
Front cab:
If stationary the brakes apply after 3 seconds.

Dynamic Brake Only E.P. brake available on the train when driven
Control from this cab.
 CLASS 508 – FAULT GUIDE

E.P. Brake Control Leading cab - full brake application.

Rear cab - full brake application and pass - comm sounds in front
cab - unable to over ride.

Cab Heat Control

A.W.S. Full brake application after 1½ to 2 seconds.

Door Gear Lose door buttons, door interlock light and signal bell in relevant
cab and vestibule.

All Vehicles
Environment Cupboards

Heater Fan Stops heater fans on this vehicle.

(Three ganged)

Heating Control

Emergency Lighting Motor cars:

Three tubes and vestibule lights.
Trailer car:
Four tubes.

DCB1 Any doors that are open on that vehicle close, door interlock
light in operational cab and vestibule lost, BIL light on affected
vehicle will not illuminate.
Full Brake application if the train is in motion through loss of
door interlock.

Lighting Main lights on this vehicle.

(Three ganged)
 CLASS 508 – FAULT GUIDE

Trailer Standard
Control Cupboard

Compressor Stops the compressor on DMS ‘A’ when running

Synchronising as a single unit.

Compressor Control Stops both compressors when running as a single unit.

Control Supply Lose door interlock light in the cab where the door key switch is
operative, BIL light illuminates on this vehicle.
If in motion the brakes apply immediately through loss of door
interlock.

Driving Motor Standard ‘A’

Top Row:
Local m.c.bs.

Compressor Isolating Switch.

Contactor

Compressor Prevents compressor on DMS ‘A’ running.

Synchronising

Control Earth
 CLASS 508 – FAULT GUIDE

Middle Row:

Fan Motor Resistor fan, initially no effect - but lose traction

(Three ganged) and dynamic brake when resistors overheat.

Cab Heat Fan

Head Lamp
(Two ganged)

Auxiliary Lighting 1 Lose cab light, drivers side marker light and assistants side tail
light.

Auxiliary Lighting 2 Lose destination indicator, drivers side tail light and assistants
side marker light.

Lower Row:

Demist

Compressor Control No effect.

Control Supply Lose door interlock light in the cab where the door key switch is
operative, BIL light illuminates on affected vehicle.
If in motion:
The brakes apply immediately through loss of door interlock.
Front cab:
If stationary the brakes apply after 3 seconds.

Dynamic Brake Only E.P. brake available on the train when driven
Control from this cab.

E.P. Brake Control Leading cab - full brake application.

Rear cab - full brake application and pass - comm sounds in front
cab - unable to over ride.
 CLASS 508 – FAULT GUIDE

Cab Heat Control

A.W.S. Full brake application after 1½ to 2 seconds.

Door Gear Lose door buttons, door interlock light and signal bell in relevant cab
and vestibule.
 CLASS 508 – FAULT GUIDE

CLASS 508

PART 3

ASSISTANCE
PROCEDURES
 CLASS 508 – FAULT GUIDE

PART 2 INDEX

General Instructions. Page 3-1

1. Failed Class 508 Assisted By Another Class 508 With 3-2

Brake Continuity Available And Driving Controls
Operational In The Leading Cab.

2 Failed Class 508 Assisted By Another Class 508 With 3-2

Brake Continuity Available But Driving Controls
Non-Operational In The Leading Cab.

3. Failed Class 508 Assisted By Another Class 508 Or 3-3

Class 319, 365, 465 & 466 With Brake Continuity Not
Available Between Trains But Available Within Each Train.

4 Failed Class 508 Assisted By Another Class 508 Or 3-4

Class 319, 365, 465 & 466 With Brake Continuity
Not Available Between Trains - Brakes Non-Operational
On The Failed Train.

5. Failed Class 508 Assisted By Either A Class 455/456 3-5

Train Or A Train Or Locomotive Fitted With A Buckeye
Coupler. Brakes On Failed Train Operational.

6. Failed Class 508 Assisted By Either A Class 455/456 3-6

Train Or A Train Or Locomotive Fitted With A Buckeye
Coupler. Brakes On Failed Train Non-Operational.

Coupling A Class 508 To A Multiple Unit Or Locomotive 3-7

Fitted With A Buckeye Coupler.
 CLASS 508 – FAULT GUIDE

Assistance Procedures

GENERAL INSTRUCTIONS

The classes of train which can provide assistance to or be assisted by Class 508 units are:

∗ Another Class 508.

∗ Class 365, 465 & 466 units.
∗ Class 319 units.
∗ Class 455 & 456 units.
∗ Class 411, 421 & 423 series units.
∗ A buck-eye fitted locomotive.

Note: Class 319, 365, 465 & 466 units are fitted with tightlock auto-couplers and
connection blocks of the same type as Class 508 units. They can be mechanically
coupled to a Class 508 unit but are not electrically compatible so the drum-switches
must remain in the uncoupled position.
Therefore the couple button must not be pressed.

INSTRUCTIONS FOR CLASS 508 UNITS

ASSISTING FAILED TRAINS

∗ The failed train must not be composed of a greater number of vehicles than the
assisting train.
∗ The failed train must weigh less than the assisting Class 508 train to ensure at least
50% power is available.
∗ The Class 508 train can be mechanically coupled to the failed train.
∗ The signalman must be informed of which driver will be using the radio for
communication.
 CLASS 508 – FAULT GUIDE

1. Failed Class 508 Assisted By Another Class 508 With Brake Continuity
Available And Driving Controls Operational In The Leading Cab.

Normal coupling connections

Í Direction of travel

Failed Class 508 Assisting Class 508

• Drive from the front.

• Normal speed restrictions apply.
• Cab secure radio in operation.
• Doors may not operate on failed unit.

2 Failed Class 508 Assisted By Another Class 508 With Brake Continuity
Available But Driving Controls Non-Operational In The Leading Cab.

Normal coupling connections

Í Direction of travel

Failed Class 508 Assisting Class 508

• Driver/guard to ride here. • Power applied here.

• Place brake controller to • Cab secure radio in operation.
EMERGENCY if necessary.

• Make the move cautiously and at reduced speed as per Rule Book Section J. 4.9.3.2..
• Detrain passengers at next suitable station.
 CLASS 508 – FAULT GUIDE

3. Failed Class 508 Assisted By Another Class 508 Or Class 319, 365, 465 &
466 With Brake Continuity Not Available Between Trains But Available
Within Each Train.

Example: An electrical fault which could be relayed to the assisting train.

Both drum-switches in the uncoupled position.

Cab to cab communication and P.A. available.
If failed train cannot maintain an air supply use two schrader pipes.

Í Direction of travel

Assisting Class 508

Failed Class 508 or
Class 319, 365, 465 & 466

• Driver of failed Class 508 must depress the

D.S.D. with the master switch in the direction
of travel.
• Failed train can be hauled or propelled.
• Each driver responsible for braking their own train.
• Inform signalman which train operating the radio.
• DO NOT EXCEED 5 mph.
• Detrain passengers at next suitable station.
• Doors on each train must be released separately.
• It may be necessary to manually open doors on failed unit (use external egress).
 CLASS 508 – FAULT GUIDE

4 Failed Class 508 Assisted By Another Class 508 Or Class 319, 365, 465 &
466 With Brake Continuity Not Available Between Trains - Brakes Non-
Operational On The Failed Train.

MAY BE ASSISTED FROM FRONT OR REAR

Both drum-switches in the uncoupled position.

Cab to cab communication and P.A. available.
If failed train cannot maintain an air supply use two schrader pipes.

Í Direction of travel

Assisting Class 508

Failed Class 508 or
Class 319, 365, 465 & 466

• When assistance coupled, • Radio in use on assisting

operate BIC on each train.
vehicle.
• Driver of failed train to ride in
leading cab,
conductor/competent person if
available in rear cab, to
operate parking brake cock if
necessary.
• Master switch at OFF on the
failed train.

• DO NOT EXCEED 5 mph

• Detrain passengers at the next suitable station.
 CLASS 508 – FAULT GUIDE

5. Failed Class 508 Assisted By Either A Class 455/456 Train Or A Train Or

Locomotive Fitted With A Buckeye Coupler. Brakes On Failed Train
Operational.

• Drum-switches where fitted in the uncoupled position.

• Adjustable pin and mushroom used in conjunction with a buckeye.
• If failed train cannot maintain an air supply use a schrader pipe and brake pipe plug
if necessary.

Í Direction of travel

Assisting Class 455/456 train

Failed Class 508 or
buckeye fitted vehicle

• Driver of failed Class 508 must depress the

D.S.D. with the master switch in the direction
of travel.
• Failed train can be hauled or propelled.
• Each driver responsible for braking their own train.
• Inform signalman which train operating the radio.
• DO NOT EXCEED 5 mph.
• Detrain passengers at next suitable station.
• If the assisting train is a Class 455/456 the doors on each train must be released
separately.
 CLASS 508 – FAULT GUIDE

6. Failed Class 508 Assisted By Either A Class 455/456 Train Or A Train Or

Locomotive Fitted With A Buckeye Coupler. Brakes On Failed Train Non-
Operational.

• Drum-switches where fitted in the uncoupled position.

• Adjustable pin and mushroom used in conjunction with a buckeye.
• If failed train cannot maintain an air supply use a schrader pipe and brake pipe plug
if necessary.

Í Direction of travel

Assisting Class 455/456 train

Failed Class 508 or
buckeye fitted vehicle

• When assistance coupled, • Radio in use on assisting

operate BIC on each train.
vehicle.
• Driver of failed train to ride in
leading cab,
conductor/competent person
in rear cab if available, to
operate parking brake cock if
necessary.
• Master switch at OFF on the
failed train.

• Failed train MUST ONLY BE HAULED

• DO NOT EXCEED 5 mph
• Detrain passengers at the next suitable station.
• If the assisting train is a Class 455/456 the doors on each train must be released
separately.
 CLASS 508 – FAULT GUIDE

COUPLING A CLASS 508 TO A MULTIPLE UNIT

OR LOCOMOTIVE FITTED WITH A BUCKEYE COUPLER

General

A Class 508 train can assist or be assisted by another train or locomotive fitted with a
buckeye coupler.

When it is necessary to couple a Class 508 train to another train or locomotive fitted with a
buckeye coupler the emergency coupling pins and brake pipe plug carried on the Class
508 must be used as follows:

• The plain mushroom-head pin must be inserted into the top of the buckeye coupler
head which must be open.
• The threaded adjustable pin must be fitted to the tightlock coupler head, using the
upper and lower nuts. The height must be adjusted so that the disc-head of the
adjustable pin is roughly in-line with the mushroom-head pin in the buckeye coupler.
• The assisting unit must be then drawn up to within six feet (two metres), then to within
two feet (60 cm) of the failed train and properly secured.
• Final adjustments must be made using a shoe paddle with the flat side uppermost on
top of the mushroom pin to ensure that when the two trains are brought together the
disc-head of the threaded pin will pass just over the mushroom-head pin and under the
rubbing plate of the unit with the buckeye coupler.
After the two trains have been coupled together and if the failed train cannot maintain it’s
own main reservoir air pressure, a Schrader plug-in air hose must be connected to the
main reservoir pipe of the Class 411, 421, 423 or locomotive. The brake pipe plug must be
placed in the brake pipe head of the Class 411, 421,423 or locomotive. Then the dual cock
of the 411, 421, 423 or locomotive and the emergency air supply isolating cock on the
Class 508 must be opened.
 CLASS 508 – FAULT GUIDE

EMERGENCY COUPLING PROCEDURE