1600 Class. English Electric. Diesel Electric Locomotive

Transcription

1 Queensland Pioneer Steam Railway Co Op Ltd 1600 Class Drivers Manual Ver 12 Rev Class English Electric Diesel Electric Locomotive 1616

2 Table of Contents INTRODUCTION... 5 GENERAL DATA... 5 LAYOUT OF LOCOMOTIVE... 6 LAYOUT OF DRIVING CAB... 8 DRIVER'S SWITCH AND INSTRUMENT PANELS... 8 THE DIESEL ENGINE... 9 DATA ENGINE FUEL SYSTEM ENGINE LUBRICATING OIL SYSTEM ENGINE COOLING WATER SYSTEM ELECTRICAL MACHINES MAIN GENERATOR AUXILIARY GENERATOR TRACTION MOTORS FUEL SUPPLY PUMP MOTOR CONTROL GEAR CONTROL FRAME (CAB SIDE) LAYOUT OF CONTROL FRAME (Rear View) OPERATING INSTRUCTIONS PREPARATION FOR STARTING Preparation after a 24 hour lie-over period if locomotive not prepared for traffic by fitters Preparation after a short lie-over period STARTING THE ENGINE DRIVING Starting characteristics To Move Off: To Stop: To Reverse: NOTES ON DRIVING Driving ammeter Coasting Accelerating Operation over points and crossings Changing Driving Positions STABLING THE LOCOMOTIVE MISCELLANEOUS OPERATING INSTRUCTIONS WHEELSLIP RUNNING THROUGH WATER High Water Temperature Earth Fault Low Oil Pressure Fire Warning Water level Battery charge Traction motor failure TOWING THE LOCOMOTIVE INSTRUCTIONS TO SHED STAFF FOR PRIMING THE FUEL SYSTEM Hotplate Pneuphonic Horn Shed supply sockets Page

3 MULTIPLE OPERATION Coupling and Uncoupling Units Coupling Uncoupling Preparation for starting multiple units Starting tbe engine Preparation for driving Driving Changing driving cabs SAFETY PRECAUTIONS To kill High Voltage TO KILL LOW VOLTAGE : To prevent the engine starting accidentally: FIRE PRECAUTIONS AND FIRE FIGHTING Fire Precautions Fire fighting FAULT LOCATION FOR THE INFORMATION OF THE MAINTENANCE STAFF Multiple unit operation Page

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5 INTRODUCTION The locomotive is termed a ""diesel-electric" locomotive because its prime mover is a diesel engine, power from which is transmitted to the locomotive driving wheels by electrical means. Throughout this book, the word "engine" refers only to the diesel engine. The words "unit" or "locomotive" refer to the vehicle as a whole. ln the case of two or more units being coupled together, the term "multiple unit locomotive" will be used. GENERAL DATA Class of locomotive Type of locomotive... Diesel-electric Rating of locomotive h.p. Maximum permissible track speed m.p.h. Weight of locomotive in running order tons Weight of bogie in running order tons Weight per axle tons Gauge... 3'-6" Wheel arrangement... Co-Co Number of driving wheels Diameter of driving wheels-new... 3'-1 1/2" minimum permissible... 2'-9 3/8" Axle bearings (make and type)... S.K.F C/C3 Wheelbase of locomotive... 32'-0" Wheelbase of bogie '-6" Distance between bogie centers... 25'-6" Length over buffers... 44'-2" Maximum width... 9'-01/2" Maximum height... 12'-81/2" Minimum curve negotiable '-0" Clearance to rail level (new wheels) /4" Clearance to rail level (max. permissible wheel wear) " Brake equipment... Westinghouse Air Compressor (make and type)... W.H.B. 3CDC Air pressure - maximum lbs./sq" minimum lbs/sq" Relief valve setting " Speedometer (make and type)... HASLER TEL AI 537 Fuel tank capacity gallons Sandbox capacity cub. ft. Cooling water capacity gallons Lubricating oil capacity gallons Page

6 LAYOUT OF LOCOMOTIVE The illustration opposite shows the layout of all major items of equipment on the locomotive, the items indicated being: - 1.Air reservoirs 2. Radiator fan gearbox and drive 3. Battery box 4.Diesel engine 5. Main generator 6.Auxiliary generator 7.Vigilance control unit and battery isolating switch 8. Distributing valve 9. Speedometer 10. Master controller 11.Sanding switch 12. Brake pedestal 13.Handbrake 14.Wash basin 15. Hotplate 20.Traction motor blower 21. Panel air filter 22. Generator compartment bulkhead 23. Oil bath filter (Engine air) 24. Fire extinguisher (portable). 25. Header tank sight glass 26. Fuel pump and filters 27. Air compressor 28. Radiators 29. Pneuphonic horns 30.Water header tank 31. Load and voltage regulators 32.Marker light Connecting platform 33.Multiple unit connector socket 34.Jacking and lifting beam Page

7 16.Water urn 17.Switch and indicator panels 18.Fixed CO2 cylinder 19.Control cubicle 35.Fuel tank 36.Fuel filler 37.Fuel contents gauge 38.Head and numeral lights Page

8 LAYOUT OF DRIVING CAB The illustration opposite shows the layout of the driving cab, the items indicated being: - 1. Driver's switch and instrument panels (see below) 2. Main power handle 3. Reverse handle 4. Sanding switch 5. Controller key 6. Seat. 7. Handbrake 8. Brake controller 9. Wash basin 10. Fuel contents gauge 11. Fire extinguishers 12. Hotplate 13. Water urn 1 4. Brake valve isolating cock 1 5. Headlight change over switch DRIVER'S SWITCH AND INSTRUMENT PANELS INDICATOR LIGHTS. IL1.-Battery charge G Hand lamps IL2. -Earth fault H Headlights front IL3.-Low oil pressure (ON/OFF) IL4.-Water level J Headlights, front IL5.-High water ( FULL/DIM) temperature K Cab Lights ( left hand IL6.-Wheelslip side) IL7.-Fire warning L Marker lights ( rear) SWITCHES M Instrument lights N Numeral lights A Cab lights ( right hand P Step lights, side) Q Cab heater ( left hand side) B Front marker lights C Interior lights R Auto. sanding cut-out D Control frame lights switch E Auto. sanding cut-out S Headlight, rear switch (ON/OFF) F Cab heater (right hand T Headlight rear side) (FULL/DIM) Page

9 THE DIESEL ENGINE The power for operating the locomotive is produced by an English Electric diesel engine, type 6CSRKT. This is a six cylinder engine which is turbo-blown and charge-cooled. The turbo-blowers are mounted on the engine, above the main and auxiliary generators. Air from the turbo-blowers is cooled in the charge cooler before being admitted to the engine cylinders. Turbo-blowing and charge cooling allows the engine to be operated at a higher output than would otherwise be possible. Engine speed is controlled pneumatically by means of the main power handle on the master controller, the speed range of the engine being from 450 to 850 rev./min. If the speed rises above approximately 1,000 rev./min., the mechanically operated overspeed trip operates and shuts down the engine by returning the fuel pump racks to the "no fuel" position. Indication that the mechanism has tripped is given by the absence of a chrome button, which, in the untripped position, protrudes from the barrel of the device. Page

10 DATA Engine type Rating CSKRT 925 b.h.p. at 850 rev./min. Firing Order , 5, 3, 6, 2, 4 Lubricating oil sump capacity Lubricating oil pressure High water temperature warning switch for:-- Jacket water... Charge cooler water... Turbo-blower type Governor settings for shut down on low oil pressure : Shut down at minimum speed Shut down at full speed gallons (approx.) 60Ib./sq. in- Contacts set to break at 200 F. rising Contacts set to break at I 40 F. rising NAPlER HP200Z INT. 20Ib./sq.in. 35Ib./sq. in. The fuel, lubricating oil and water systems on the locomotive are briefly described on the following pages. Page

11 ENGINE FUEL SYSTEM Fuel for the engine is drawn from the main fuel tank by means of a motor driven fuel supply pump. A suction vessel and strainer is fitted in the system, between the tank and the pump. The fuel passes from the pump to the engine fuel rail via a Vokes filter, a fuel damping vessel and an air separator and relief valve. An air venting cock is provided on the engine fuel rail for priming purposes. A fuel drain tank is connected to the engine drain rail. Page

12 ENGINE LUBRICATING OIL SYSTEM Lubricating oil, after passing through a suction strainer, is circulated to the engine systems by an engine driven pump. A hand priming pump is fitted in the system, and if the engine has been shut down for 12 hours or more, it is advisable to prime the system before starting the engine. The engine driven pump circulates the oil through the cooler if necessary, the high pressure relief valve, filters and strainer to the engine low pressure system via the pressure reducing valve and the engine high pressure system, including the Woodward governor. A thermostatic valve allows the oil to by-pass the cooler if the oil temperature is below a predetermined value. A connection for the low oil pressure warning switch is taken from the supply to the governor. Page

13 ENGINE COOLING WATER SYSTEM The engine cooling water is circulated by two engine driven pumps. One pump supplies the engine jacket water system, and the other pump supplies the charge cooler and oil cooler circuits. The systems are shown schematically on the diagram opposite. An emergency filling point is provided on the header tank. The water level in the header tank can be checked by means of a sight glass on the side of the tank. A low water shut down switch is incorporated in the header tank. Page

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19 ELECTRICAL MACHINES MAIN GENERATOR The main generator, which supplies electrical power to the traction motors, is mounted directly on the engine, its armature being coupled directly to the engine crankshaft. A series winding in the generator field system enables the machine to be run as a motor, on current supplied by the battery, for starting the engine. AUXILIARY GENERATOR The auxiliary generator is belt driven from the end of the main generator. The machine supplies current at 110 volts for the main generator separately excited field, the auxiliary services of the locomotive, and battery charging. TRACTION MOTORS The locomotive is driven by six traction motors, mounted one on each driving axle. Each motor drives its associated axle through a pinion on the motor armature shaft and a gearwheel on the axle. The motors are connected together as shown schematically below. The motors may be run in either direction by reversing the current flow through the motor field, while maintaining the direction of flow through the armatures. The motor fields are arranged for two stage field diversion, which is automatically introduced by the load regulator to enable the full engine horsepower to be used over a wide range of locomotive speed. FUEL SUPPLY PUMP MOTOR This motor drives the fuel supply pump and is supplied with current either by the auxiliary generator or, when starting the engine, by the battery. Page

20 CONTROL GEAR The control gear consists of a master controller, in the arriving cab, two reversing switches, various contactors, relays and switches, a voltage regulator and a load regulator, mounted in the control frame. Details of the function of these items of apparatus can be found in SECTION "O" of the Electrical Maintenance Manual, under IDENTIFICATION MARKS AND SYMBOLS. The layout of equipment in the control frames and panels is shown in the following pages. Page

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22 CONTROL FRAME (CAB SIDE) 1. Control circuit breaker 2. Engine start button 3. Battery voltmeter 4. Engine stop button 5. Field divert contactor FDIA 6. Field divert contactor FDIB 7. Field divert contactor FDZA 8. Field divert contactor FDZB 9. Battery charging BCC contactor 10. Generator field contactor GFC 11. Generator starting contactor Sl 12. Generator starting contactor SZ 13. Auxiliary generator field contactor AFC 14. Start control contactor SCG 15. Auxiliary generator isolating switch AGS 16. Motor contactor M5 17. Motor contactor M3 18. Motor contactor Ml 19. Motor contactor M6 20. Motor contactor M4 21. Motor contactor M2 22. Reverser K 23. Reverser L 24. Relay panel 25. Control air pressure gauge 26. Auxiliary control circuit breaker 27. Isolating switch ( Batt. discharge alarm) 28. Earth switch 29. Motor cut-out links 30. Boiling ring circuit breaker 31. Cab heater circuit breaker 32. Sanding circuit breaker 33. Main lighting circuit breaker 34. Wheelslip relay WS3 35. Wheelslip relay WSl 36. Wheelslip relay WSZ 37. H.T. Test terminals 38. Wheelslip relay WS4 39. Fire alarm relay FAR 40. Wheelslip slave relay SWRl 41. Control cut-out switch COS 42. Low water relay WLR 43. Oil pressure indicating relay OPR 44. Engine stop relay ESR 45. Water temperature relay WTR 46. Indicator light relay ILR 47. Auxiliary relay AR 48. Wheelslip slave relay SWR2 49. Earth fault relay EFR 50. Current limit relay CLR2 51. Wheelslip slave relay SWR3 52. Current limit relay CLRl 53. Fuse test terminals Page

23 LAYOUT OF CONTROL FRAME (Rear View) 53. Main ammeter shunt 60- Auxiliary generator voltage test terminals 54. Main ammeter test terminals 55. Auxiliary generator voltage relay (AVR) 56. Control circuit governor (CCG) 57. Rectifier 61 Battery charge test terminals 62. Battery charge shunt 63. Reverse current relay ( RCR) 64. Auxiliary generator shunt 58. Auxiliary generator test terminals 59. Power control relay ( Pc) Page

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25 OPERATING INSTRUCTIONS PREPARATION FOR STARTING Preparation after a 24 hour lie-over period if locomotive not prepared for traffic by fitters 1. Check that the hand brake is on and the controller handles are OFF. 2. Ensure that all sandboxes are full. 3. Check contents of fuel tank 4. Close all air reservoir drain cocks. 5. Check that at each end of the locomotive the cocks on the engine speed control pipe, brake control pipe, the main reservoir equalizing pipe and brake pipe are closed and hose couplings secured to their dummy couplings. 6. Check the level of the engine coolant in the radiator header tank, and, if necessary, top up via the filler on the roof of the compressor compartment. 7. Check the oil level in the engine sump (level on dipstick should be above LOW); and in the turbo-blower sumps (sight glasses) compressor sumps and auxiliary drive gearbox (dipstick) and "top up" if below MINIMUM. 8. Bar the engine round for two complete revolutions, to ensure that the cylinders are free from obstructions. 9. Check that the governor overriding control lever is at the RUN position. 10. Close the battery-isolating switch and main lighting switch in cabinet on side of locomotive. 11. Ensure that the five circuit breakers, located in the top left-hand compartment of the control equipment frame, are switched to the ON position. Preparation for starting the engine is now complete. Preparation after a short lie-over period Page

26 If the engine has stopped for only a short time, preparation may be limited to a check that the hand brake is on and that there is sufficient fuel oil for the job in hand. STARTING THE ENGINE 1.Open the brake valve isolating cock on driving side only. 2. Having obtained a controller key, insert this in the controller and turn through 90 to unlock the controller handles. 3.Move the master switch to "ENGINE ONLY". NOTE: -The indicator lights and fault bell are not operative until the engine is running. Pause for about 15 seconds, and then press the ENGINE START button on the control frame. Release the button when the engine has started. NOTE :-If the engine fails to start within 15 seconds of pressing the start button, release the button and return the master switch to OFF. Repeat the starting procedure and if the engine again fails to start investigate as detailed under " FAULT LOCATION". 5. Press the vigilance switch. The vigilance horn will sound until the air pressure has built up to its prescribed value, when it will be cancelled automatically by the vigilance control air pressure switch. DRIVING Starting characteristics. Diesel-electric locomotives have an extremely high starting tractive effort. When hauling a train it is essential to start slowly in order to run out any slack between the carriages gradually. Fast starts may jolt passengers and break trains. Page

27 To Move Off:- 1. Release the hand brake. NOTE :-An audible warning sounds every 11/2 to 2 minutes and must be cancelled by pressing the vigilance switch. FAILURE TO ACKNOWLEDGE WILL RESULT IN A PENALTY BRAKE APPLICA TION ( This will take place 20 to 30 seconds after the audible warning.) 2. Move the master switch to FORWARD or REVERSE. 3. Partly release the air brake in use and advance the control handle until the driving ammeter shows current then release the brakes fully and advance the control handle until the locomotive begins to move. Continue to advance the control handle, slowly, until the required speed is obtained. NOTE.-If the locomotive starts to run back when the brakes are released, re-apply the brakes and return the control handle to OFF before making a second attempt to move off. ON NO ACCOUNT MUST POWER BE APPLIED TO THE LOCOMOTIVE WHILE IT IS MOVING IN THE OPPOSITE DIRECTION TO THAT FOR WHICH THE MASTER SWITCH IS SET. To Stop:- 1. Return the control handle to OFF. 2- Apply the brakes. 3. If the stop is to be of short duration, apply the locomotive air brake and release the train brakes in preparation for moving off. 4. If standing, move the master switch to EO and apply the hand brake. To Reverse:- I. Return the control handle to OFF. 2. Apply the brakes. 3. WHEN THE LOCOMOTIVE HAS STOPPED, move master switch to the appropriate position. 4. Proceed to move in the normal manner. IMPORTANT. NEVER MOVE THE MASTER SWITCH WHEN THE LOCOMOTIVE IS IN MOTION. NOTES ON DRIVING Driving ammeter. The following ammeter readings must not be exceeded :- A maximum current of 1,550 amps may be used to start a train. In any one hour EITHER - currents of 14OO to 1,550 amps may be used for periods not exceeding a total of 5 minutes. OR - currents of 1,200 to 1,400 amps may be used for periods not exceeding a total of 30 minutes. Driving currents below 1,200 amps may be used continuously. Coasting. Where conditions permit the control handle may be returned to the OFF position and the locomotive allowed to coast, but the MAXIMUM SPEED OF 50 M.P.H. MUST NOT BE EXCEEDED. Accelerating. Care should be taken not to advance the control handle too quickly at low speed or wheelslip may result. When accelerating from speeds in excess of 10 m.p.h, the control handle may be advanced more quickly than when accelerating from rest. Page

28 Operation over points and crossings. When operating over points and crossings, it is advisable to reduce power before reaching the crossing, and not to increase power again until all locomotive units have passed over Changing Driving Positions. Remove the brake valve handles and close the isolating cock on the pedestal. Open the isolating cock on the pedestal to be used and fit the brake valve handles. The locomotive is now ready for operation in the other direction. STABLING THE LOCOMOTIVE 1.Place locomotive on SKATE 2. Stop the engine. 3. Open battery-isolating switch. 4.Switch off main lighting switch in cabinet on side of locomotive. 5.Apply the handbrake if operative 6.Remove key and place in safe area Page

29 MISCELLANEOUS OPERATING INSTRUCTIONS WHEELSLIP. When starting heavy trains or if the control is advanced too rapidly, wheelslip may occur. This will be indicated by the wheelslip indicator light shining brightly and the sounding of the horn. Power will be reduced and sand automatically applied to the rails if sanding isolating switches are closed. Sanding can be carried out manually from each driving position. With excessive wheelslip, electrical power may be automatically shut off and can only be restored by returning the control handle to off and re-applying power. Simultaneous wheelslip of all axles will not be detected by the wheelslip relays, but can be observed by a sudden rise in speed on the speedometer needle. If this should occur, reduce power by notching" back and apply sand to the rails before notching up again. RUNNING THROUGH WATER These locomotives are not permitted to travel through flooded areas unless top of rail is visible, with the exception that in low-lying country with poor run off, the locomotives may proceed through such water of a depth not exceeding three inches above rail level at a maximum speed of 3 m.p.h. Permission must be obtained from Locomotive and Carriage Supervisor Fault Indicator. Seven indicator Lights are fitted in the cab at each driving position to warn the driver of fault operation. These are :- Battery Charge Indicator Light; Earth Fault Indicator Light; Low Oil Pressure Indicator Light; Water Level Indicator Light; High Water Temperature Indicator Light. Wheelslip Indicator Light; Fire Warning Indicator Light. In addition to these, a horn gives warning of wheelslip, and a bell gives warning of fire, high water temperature, low water level, low oil pressure, battery charge and earth fault. Bell will ring to denote fuse O.K. when placed across test terminals. Page

30 High Water Temperature. If the temperature of the engine cooling water reaches 200 F., the water temperature switch will close and the driver is warned of the fault by the fault bell ringing and by the brilliance of the water temperature indicator light. 1. Stop the locomotive and move the master switch to ENGINE ONLY. Do not stop the engine. 2. Check that water is showing in the header tank sight glass and top up if necessary. Do not add cold water. If no water visible in sight glass. 3. Check the cooling system for leakage. 4. Check that radiator fan is running; if not, shut down the engine and request assistance- 5. If fan is running put master switch to ENGINE ONLY and run the engine until water temperature drops and water temperature relay resets. 6. Resume normal operation. If trouble persists, request assistance. Earth Fault Should an earth fault develop in the power circuits, the fault bell will ring continuously and the earth fault indicator light shine brightly. Power will automatically be cut off from the traction motor circuits and the engine speed returned to idling. Proceed as follows: - 1. To stop the bell - bring the locomotive to a standstill, then move the master switch to OFF 2. Return master switch to FOR or REV. depending on direction of travel. 3. Throttle up to see if fault persists. 4. If fault persists, set master switch to ENGINE ONLY and check for presence of smoke from the traction motors. Cut out each pair of motors in turn, each time applying power to see if fault persists. If loco will operate on 4 motors, proceed. If not, request assistance. 5. Clear the section and report the fault to the Locomotive and Carriage Supervisor Low Oil Pressure. If the lubricating oil pressure falls below 25 pounds per square inch, the driver is warned of the fault by the ringing of the fault bell and by the brilliance of the oil pressure indicator light. Proceed as follows with engine at idle speed. Check the lubricating oil pressure gauge reading- (a) If the pressure is above 45 p.s.i. clear the main line, check oil level in the engine sump and top up if necessary. (b) If the pressure is below 45 p.s.i. the locomotive is a failure and must be withdrawn from service Immediately. Page

31 Fire Warning. Should a fire occur in the engine room, the driver is warned by the fault bell ringing and by the brilliance of the Fire Warning indicator light. Proceed as follows: - 1. Stop the locomotive. 2. Shut down the engine. 3. Break the glass on the fire extinguisher pull box located in the cab above the main cubicle and pull the handle. This operates the fire extinguisher system in the engine compartment. Water level. If the fault bell rings and the water level indicator light shines brightly, the level of the engine cooling water has dropped to the minimum safety level. Proceed as follows:- 1 - Stop the locomotive. Do not shut down the engine. 2. Check the water system for leakage. (a) If a major leak is present, the locomotive is a failure. Shut down the engine. (b) If little or no leakage is present, check the level of the water on the gauge glass of the water header tank and top up if necessary through the emergency filler on the roof of the locomotive. Do not add cold water if no water visible in sight glass. Battery charge. If the auxiliary generator is not charging the battery, the fault bell will ring and the battery charge indicator light will shine brightly. In addition to these the battery ammeter on the instrument panel will fail to register a charge. Proceed as follows: -To stops the bell open alarm-isolating switch (Ref.27, page 26) Withdraw the locomotive from service as soon as possible, but, meanwhile, AVOID STOPPING THE ENGINE- Traction motor failure In the following case, no indication will be given by the fault indicator, but it may be given by wheelslip indication when there is no wheelslip or abnormal operation of the overload relays. The procedure in the event of a traction motor failure should be as follows:- 1. Stop the locomotive and apply the hand brake. 2. Return the master switch to ENGINE ONLY. 3. Inspect the traction motors for any obvious indication as to which motor is faulty (e.g., overheating, presence of smoke, etc.). 4. Isolate the faulty motor by opening the appropriate motor cutout link on the L.T. switch and fuse panel shown on page 40. If it is not obvious which motor is defective, pairs of motors should be isolated in turn and reconnected if the fault persists. NOTE: -The motors are isolated in pairs, i.e., one link isolates motors 1 and 6, a second link isolates motors 2 and 5, and the third link isolates motors 3 and 4. With a pair of motors isolated, the locomotive may be operated on reduced current, not exceeding twothirds of normal driving currents. See page 37. Page

32 TOWING THE LOCOMOTIVE 1600 Class Should it become necessary to tow a "dead" diesel-electric locomotive, the "dead" locomotive must first be prepared as follows: - 1. Ensure that the controller handles are in the OFF position and remove the controller key. 2. Move the air brake handle to their running positions. 3. Open the battery-isolating switch. 4. Set the reversing switches in the control cubicle to neutral (central) position. (All contacts open). 5. Couple air brake pipes in the normal way. 6. Release the hand brake before moving off. 7. Open dead engine cock. 8. Close both brake valve isolating cocks. Page

33 INSTRUCTIONS TO SHED STAFF FOR PRIMING THE FUEL SYSTEM If in the event of a locomotive failing to start--or running irregularly, the trouble is traced to an airlocked fuel system, this can be rectified by priming the fuel system. Proceed as follows:- With the master switch at ENGINE ONLY, start the fuel pump motor, by pressing the FUEL PRIMING switch (located in the engine room). Keeping the switch pressed, open the air-venting plugs on the engine fuel rails (one on each fuel rail at the generator end of the engine) to allow fuel oil to displace the air in the fuel rails. When a steady stream of fuel oil, free from air bubbles, issues from the venting holes, close the plugs and release the FUEL PRIMING switch. Page

34 Hotplate Class An electric hotplate is provided in the driving cab. It can only be operated when the engine is running. Pneuphonic Horn. These horns are operated from the driving cab. Shed supply sockets. When the locomotive is in the shed, it is possible for the battery to be charged, and the lights operated, from the shed supply. To meet these requirements, sockets (and, for the lights, a change-over switch) are provided; these are located on the battery isolating switch panel. To charge the battery - connect a 110 volt d.c. external supply to the external charging sockets on the locomotive. If lights are required - connect a 110-volt external supply to the shed supply socket on the locomotive, then turn the lighting changeover switch to the "SHED SUPPLY position. Page

35 MULTIPLE OPERATION Coupling and Uncoupling Units. AII making and breaking of coupler plugs and sockets when coupling or uncoupling units must be carried out with all engines shut down and control and master switch handles in the OFF position. The procedure is as follows: - Coupling. 1. Apply the independent brake on one loco. Bring the locomotives together so that the mechanical couplings are made and then apply the independent brake on the other unit. Return all controller handles to the OFF position and stop the diesel engines. On the second locomotive, close both brake valve isolating cocks and remove both brake handles. Make all the air connections between the units and open the cocks on the interloco air pipes. Insert the electrical jumpers in their sockets on the headstocks, ensuring that they are correctly locked. Uncoupling. 1. Bring the locomotives to a standstill and apply the independent brake in each cab. 2. Return the controller handle to the OFF position and stop both engines. 3. Uncouple the electrical jumpers and return them to their housings. 4. Close the air cocks in the inter locomotive coupling hoses, uncouple the air hoses, and connect them to their respective dummy couplings. 5. Release the mechanical couplings. 6. Open the brake valve Isolating cock and replace the brake valve handles on the brake valves, leaving the independent handle in the "Application" position. Preparation for starting multiple units. 1. Check that at each end of the multiple unit locomotives the coupling cocks are closed. Check that between locomotives all air couplings are correctly made and the coupling cocks open on each unit. 2- Check that the mechanical couplings and electrical jumpers are correctly connected. 3. In the cab of the controlling locomotive check that the hand brake is on, release the hand brake in the cab not to be used for driving. 4- Remove the controller key from the controller on the second locomotive. 5. Check that the brake valve isolating cocks on the second locomotive are closed and both brake valve handles are removed. Proceed as instructed under "PREPARATION FOR STARTING", Page 34 for each locomotive. Starting the engine. The engines on all units are started from the cab of the locomotive to be used for driving. Proceed as instructed under "STARTING THE ENGINE", Page 35. Preparation for driving. Proceed as detailed under "DRIVING", Page 36, for Single unit locomotive. Page

36 Driving. 1. Treat as single unit. 2. Wheelslip on either locomotive will be indicated in the driving cab. If wheelslip occurs, proceed as if driving under single unit operation. 3. An earth fault, low oil pressure or high water temperature on the locomotive being used for driving will be indicated as in single unit operation. These faults, if on the second unit, will be indicated by the fault bell only ringing in the driving cab. The nature of the fault should be checked by stopping the train and checking the indicator lights on the second locomotive. 4. When operating in multiple unit, the ammeter current readings should not exceed those specified for single unit working. Changing driving cabs 1. Return the control handle to the OFF position and brake the locomotives to a standstill, leaving the independent brake handle in the "Application" position. 2. Move the master switch handle to the OFF position and remove the controller key. 3. Close the brake valve isolating cock and remove both brake valve handles. 4. Switch off all lights, hotplates, etc., and close the windows, checking that air pressure is registering on the brake cylinder gauge. 5. Proceed to the other cab. NOTE:-As the engines will continue running, the change from one cab to the other should be made as quickly as possible. 6. In the cab of the locomotive, which is now the controlling locomotive, open the brake valve isolating cock and replace both brake valve handles. 7.Check that the brakes on the second locomotive are released by the brake valve on the controlling locomotive. 8.Insert the controller key in the controller and proceed as. detailed under "DRIVING", Page 36. Page

37 SAFETY PRECAUTIONS To kill High Voltage To kill high voltage - move the master switch ENGINE ONLY. To kill low voltage: I - Stop the engine. 2. Open the battery isolating switch. To prevent the engine starting accidentally: In order to work in safety without danger of someone starting the engine accidentally. 1. Turn the controller key. 2. Place a "DO NOT START" notice over the controller handles. To prevent movement of locomotive while engine is, running: Before leaving the locomotive untended: - 1. Move the master switch to ENGINE ONLY. 2. Apply the independent air brake and hand brake. Page

38 FIRE PRECAUTIONS AND FIRE FIGHTING. Fire Precautions. To minimize the risk of fire, the following precautions should be taken: - 1. All personnel concerned with operating the locomotive should be made familiar with the operation of all fire fighting equipment on the locomotive. 2. Limit smoking to the driver's cabin. 3. Do not leave cleaning rags in the engine room. 4. Do not permit the use of naked lights for inspection purposes in or around the engine room. 5. Do not allow dirt to accumulate on the underframe or bogies. Fire fighting. An audible fire warning system forms part of the locomotive equipment. The system is arranged to operate a fire alarm bell in the cab in the event of a fire occurring in the engine room. To test the operation of the warning system a test button is provided, and this must be operated by each driver on taking charge of the locomotive. NOTE: -The audible fire system only WARNS of a pending fire, and DOES NOT operate the extinguishers. Should a fire occur on the locomotive whilst in motion- 1. STOP THE TRAIN. 2. STOP THE ENGINE. 3. BREAK THE GLASS ON THE FIRE EXTINGUISHER, PULL BOX LOCATED IN THE CAB ABOVE THE MAIN CUBICLE AND PULL THE HANDLE. In the event of the main or hand extinguishers being operated by accident or in the case of fire, the matter MUST be reported as soon as possible. Precautions against crankcase explosions. NOTE :-As the following precautions are most important, a copy of them is displayed on the crankcase doors on the engine. The crankcase gases are vented to atmosphere by a breather, but the gases in the crankcase are too rich to support combustion. If the gases are diluted with air they become highly inflammable. If, therefore, it is ever necessary to remove a crankcase door soon after the engine has stopped, the procedure should be as follows: - 1. Allow 15 to 20 minutes to elapse after stopping the diesel engine, before attempting to release a crankcase door. 2. Keep all naked lights away from the engine, both during and after removal of the doors. 3. Immediately the doors are removed, dispel the crankcase gases, using a portable, non-electric blower. Page

39 FAULT LOCATION CONTENTS FAULT 1 ENGINE DOES NOT TURN WHEN START BUTTON IS PRESSED FAULT 2 ENGINE MOTORS BUT DOES NOT FIRE FAULT 3 ENGINE STARTS BUT FAILS TO KEEP RUNNING FAULT 4 BATTERY NOT CHARGING FAULT 5 AIR PRESSURE FAILS TO BUILD UP FAULT 6 NO POWER WHEN CONTROL HANDLE IS ADVANCED FROM THE "OFF" POSITION FAULT 7 REPEATED LOSS OF POWER WHEN ATTEMPTING TO START THE TRAIN FAULT 8 COMPLETE LOSS OF POWER FAULT 9 HIGH WATER TEMPERATURE FAULT 10 LOW WATER LEVEL FAULT 11 LOW OIL PRESSURE FAULT 12 ENGINE STOPS FOR THE INFORMATION OF THE MAINTENANCE STAFF Should faulty operation occur, the actions indicated in the following suggestions for fault finding should be carried out in sequence A, B, C, etc., and when each action is carried out, check whether the fault has been eliminated before proceeding to the next check. If on completion of all checks the fault still persists - request assistance. On working through the faults the driver will find the possible causes obvious from the actions suggested. Multiple unit operation. If the fault bell rings in the cab from which driving is being carried out and NO indicator light is bright, the fault will be in the second unit of the locomotive. In this case, the driver should proceed to the other unit cab and endeavor to locate the fault. NOTE: -When tracing electrical faults it is advisable to shut down the engine and open the battery isolating switch to ensure that the equipment is not live. Before checking or cleaning contacts ensure that they are not energized. Fault 1. Engine does not turn when start button is pressed. INDICATION ACTION TO BE TAKEN A Check that the master switch handle is at ENGINE ONLY. B. Ensure that the control circuit breaker is closed. C. Close the battery isolating switch. Page

40 D. Try the engine room start button. E. Close auxiliary control circuit breaker. F. Bar engine over to ensure free to turn. G. Note condition of battery. Fault 2. Engine motors but does not fire. INDICATION Engine turns normally but does not fire. Engine turns with loud blowing noise. ACTION TO BE TAKEN A. Check that the governor over-riding control lever is in the RUN position. B. Check that the engine over-speed device has not tripped. C. Check the contents of the fuel tank. D. Check the fuel pump runs when the engine start button is pressed. E. If the fuel pump runs check that the suction strainer is not blocked. F. Prime the feed system as detailed in OPERATING INSTRUCTIONS. G. Check ERS is energized. A. Close the compression relief valves. Fault 3. Engine starts but fails to keep running. INDICATION ACTION TO BE TAKEN A. Restart the engine, ensuring that the start button is not released immediately. The fault bell will stop ringing after a short delay. B. Check that the governor over-riding control lever is in the RUN position. C. Check for fuel starvation as under Fault 2, D, E, and F. D. Check AGS closed. E. Check AFC closed. Fault 4. -Battery not charging. INDICATION Fault light showing bright and battery ammeter zero. ACTION TO BE TAKEN A. To stop the bell ringing open AS. B. Withdraw the locomotive from service as early as possible, but, meanwhile, AVOID STOPPING THE ENGINE. Fault 5.-Air pressure fails to build up. Indication ACTlON TO BE TAKEN A. Check the compressor drive. B. Check that all air cocks are closed and that the control pipe, independent release pipe, Page

41 brake pipe and main reservoir hose coupling cocks on both headstocks are closed. C. Check the compressor governor. D. Check the compressor unloader magnet valve is in the de-energized condition. E. Check vigilance control penalty has not applied. Fault 6.-No power when control handle is advanced from "Off" position. Indication ACTlON TO BE TAKEN Ammeter shows no current. A. Check that the master switch is in the FORWARD or REVERSE position. B. Check the control air pressure. This should be 45 lb. p.s.i. MINIMUM. C. Check that the motor cutout links in the control cubicle are fitted correctly. If not, move the master switch to ENGINE ONLY before closing. D. Check train pipe pressure is 70 p.s.i. Ammeter shows current but locomotive does not A. Check that the hand brakes are fully move. released. B. If engine speed does not increase when the control handle is advanced beyond half its full travel, check that the governor over-riding control lever is at the RUN position. C. Check engine speed valve is energized. Fault 7-Repeated loss of power when attempting to start the train. INDICATION ACTION TO BE TAKEN Due to overload. This occurs at a driving current A. Return the control handle to OFF and of about 1,550 amps. for 6 motors and 1,030 for 4 motors. check that the brakes are released. Advance the control handle slowly ensuring that the locomotive and train brakes are fully released when power is applied. Due to earth fault causing bell to ring. Fault light showing bright. Wheelslip horn sounding and wheelslip light showing bright. B. If fault persists reduce the trainload. A. Return the control handle to OFF, stop the engine, open the battery isolating switch and open the earth switch in the control cubicle. Resume normal operation but report the fault after clearing the section. A. Return the controller handle to OFF and check that brakes are released. B. Sand can be applied manually as the control handle is slowly advanced. C. If slipping persists reduce the load. Fault 8. -Complete loss of power when in motion. Indication ACTION TO BE TAKEN Audible warning from vigilance unit. A. When locomotive has stopped, reset the vigilance unit, wait until brakes have been released and proceed normally. Fault 9. High water temperature INDICATION ACTION TO BE TAKEN Page

42 Water temperature indicator light bright and fault bell ringing. A. If possible reduce power. Stop the locomotive when convenient but leave engine running. B. Check water level and if low, but visible, top up. C. Check that fan is running.. Fault 10. Low Water level. INDICATION Water level indicator light bright and fault bell ringing. ACTION TO BE TAKEN A. Top up the engine water system. An emergency filling point is situated or, top of the header tank. CAUTION.-Do not add cold water if sight glass shows empty Fault 11 Low oil pressure. INDICATION Oil pressure indicator light bright and fault bell ringing. ACTION TO BE TAKEN A. Check the reading on the lubricating oil pressure gauge. If reading is below 25 p.s.i. stop the engine. The locomotive is a failure. If the reading is above 25 p.s.i. proceed to clear the main line and check the level of the lubricating oil in the engine sump. If necessary, top up. B. Check that radiator cooling fan is running. Fault 12. Engine Stops. INDICATION ACTION TO BE TAKEN A. Ensure main control circuit breaker is closed. B. Reset engine overspeed trip if it has operated. C. Check as in Fault 1 and 2. Page