1003 Orientation B&SVRR 1003 Orientation Page 1 10/23/2009

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Jocelin Marsh
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1 1003 Orientation B&SVRR 1003 Orientation Page 1

2 B&SVRR 1003 Orientation Page 2

CONTROLS AT ENGINEMAN'S POSITION 1. Air Gauges 8. Reverse Lever 2. Load Current Indicating Meter 9. Heater Switch 3. Indicating Lights 10. Independent Brake 4.

3 CONTROLS AT ENGINEMAN'S POSITION 1. Air Gauges 8. Reverse Lever 2. Load Current Indicating Meter 9. Heater Switch 3. Indicating Lights 10. Independent Brake 4. Operating Switches 11. Light Control Switches 5. Headlight Dimming Switch 12. Sanding Lever 6. Automatic Brake 13. Bell Switch 7. Throttle Lever 15. Air Horn Lever B&SVRR 1003 Orientation Page 3

4 Throttle Lever The throttle lever actuates switches within the controller to establish low voltage electrical circuits to the engine governor for purposes of controlling engine speed. The throttle has ten positions namely, STOP, IDLE and running speeds 1 through 8 as shown below. Each of these positions is shown in the illuminated indicator in the upper left hand corner of the controller. To stop all engines, the throttle lever is pulled out away from the controller and then moved one step beyond IDLE to the STOP position. The IDLE position is as far forward as the throttle lever can be moved without pulling it away from the controller. Each running notch on the throttle increases the engine speed an average of 84 RPM starting at 315 RPM at IDLE and Run 1 and going to 900 RPM at full throttle. B&SVRR 1003 Orientation Page 4

5 Reverse Lever The reverse lever has three positions: FORWARD, NEUTRAL and REVERSE. Direction in which the locomotive moves is controlled by movement of this lever to the FORWARD or REVERSE position. With the lever in NEUTRAL, no power will be developed if the throttle is opened. The reverse lever should be moved ONLY when the locomotive is standing still, and only after the throttle has been in IDLE position for a few seconds. B&SVRR 1003 Orientation Page 5

6 CONTROL AND OPERATING SWITCHES A group of three operating switches located at the upper right corner of the control stand. They snap into the on position when moved upward. CONTROL SWITCH Must be on to start the engine and for the engineers control console to be active. GEN. FIELD SWITCH Must be on to obtain power from the locomotive. Should be shut off if you leave the cab. FUEL PUMP SWITCH Provides power to various low voltage control circuits. The switch must be on to start the engine and operate the fuel pump. B&SVRR 1003 Orientation Page 6

7 MODE SWITCH The Mode switch controls throttle response and transition. Do not switch unless the throttle is in idle. SWITCHING Position (Up) This is the normal position for yard switching. The load regulator is in maximum field position at locomotive start and the generator excitation circuit is set up to provide fast but controlled throttle response for switching operations. Transition will not take place when using this mode. ROAD Position (Down) The ROAD position is used during moderate and high speed road operation. At locomotive start the load regulator is in minimum field position and throttle response limiting resistance in the generator field excitation circuit is modulated by the load regulator to provide a softer start in road service. Transition will take place when using this mode. B&SVRR 1003 Orientation Page 7

8 TRANSITION During acceleration two steps of traction motor electrical connections (called transition) are used: 1. Series 2. Series-Parallel Transition is the term applied to the changing of traction motor connections on a diesel-electric locomotive so that full power may be obtained from the main generator within the range of its current and voltage limits. Forward transition, from series to series-parallel, as the locomotive speed and load increases is automatic. Backward transition is done manually by putting the throttle into the idle notch. B&SVRR 1003 Orientation Page 8

9 HEADLIGHT CONTROL SWITCH Front and rear headlight switches and a dimming switch are mounted on the engineman's control panel. On locomotives equipped for multiple unit operation, a remote headlight control switch is mounted on the engine control panel. This remote headlight control switch provides for operation of the rear unit headlight from the lead unit. The switch is shown in its normal position on the B&SVRR: B&SVRR 1003 Orientation Page 9

10 HEADLIGHT DIMMING SWITCH The twin sealed beam front and rear headlights are controlled by the front and rear headlight circuit breakers on the engineman's control panel. A dimming switch is mounted on the lower right side of the controller. B&SVRR 1003 Orientation Page 10

11 HEADLIGHT SWITCHES A group of switches located on the bottom left side of the engine control console allow you to turn cab, rear headlight and number board lights on and off. Two switches located on the bottom right side of the engine control console allow you to turn front headlight and number board lights on and off. B&SVRR 1003 Orientation Page 11

ENGINE CONTROL PANEL CURCUIT BREAKERS The circuit breakers that must be properly positioned to establish electrical circuits for operation are located on the engine electrical control panel.

12 ENGINE CONTROL PANEL CURCUIT BREAKERS The circuit breakers that must be properly positioned to establish electrical circuits for operation are located on the engine electrical control panel. Once set, these devices need no further attention. The radio circuit breaker will normally be in the off position when you go to start the engine. Once the engine is running, you can flip the radio circuit breaker on. The radio circuit breaker has a tag on it to remind you to turn it on. When shutting down the engine be sure to shut off the radio circuit breaker. (Down - off) B&SVRR 1003 Orientation Page 12

13 INDICATING LIGHTS Three or more indicating lights are installed on the locomotive controller to provide a visual warning of operating difficulties. The three basic lights are wheel slip, PCS open, and sanding. The functions of these lights are as follows: 1. WHEEL SLIP Light This light comes on to indicate a wheel slip on the locomotive. If corrective action is immediately effective, the wheel slip light will not come on. However, if numerous corrected slips occur in rapid succession or if the initial slip is not immediately corrected, the wheel slip light will come on. 2. PCS OPEN Light The PCS or pneumatic control switch functions to automatically reduce locomotive power in the event that an emergency air brake application occurs. It does so by reducing the speed of ALL engines to idle. This is sometimes also called the power cutout switch. When the switch is tripped the PCS OPEN indicating light on the controller will come on. This light is extinguished and locomotive power restored by resetting the PCS switch. To reset, dynamite the automatic brake, wait 1 minute, and then release the automatic brake. 3. SANDING Light This light comes on to remind the engineer the sanders are on. B&SVRR 1003 Orientation Page 13

14 THE 26L BRAKE SYSTEM The automatic brake valve quadrant has six positions: (1) Release: Located to the extreme left, is used to release and recharge the brakes. (2) Minimum Reduction: Located at the first raised portion to the right. This position provides a reduction of approximately 6 to 8 lbs. (3) Service: Area where brake pipe pressure can be reduced to apply train brakes. The independent brake also applies at this time. B&SVRR 1003 Orientation Page 14

15 (4) Suppression: is against the second raised portion and is used to recover penalty application. (5) Handle Off: Located under the opening which permits removal of the handle. (6) Emergency: Located at the extreme right of the quadrant is used for making an emergency brake application. Note, it is important to leave the locomotive with the automatic brake in the release position at the end of the day. After passengers have de-trained for the day, and it s safe to do so, move the automatic brake to the release position. Before starting the locomotive, be sure the automatic brake is in the release position. B&SVRR 1003 Orientation Page 15

16 Independent Brake The independent brake has 2 positions: (1) Release: Located to the extreme left, is used to release an engine brake application. An application of the automatic brake also causes the independent to be applied. If the engineer desires to release the engine brakes at this time while keeping the train brakes applied, he presses down on the independent lever. This is called "bailing" the independent, and keeps the engine stretched out from the train. (2) Apply: Located to the extreme right, is used to make an engine brake application, usually during a stop. Positions between Release and Apply provide a continuously variable amount of application. B&SVRR 1003 Orientation Page 16

17 BAIL OFF B&SVRR 1003 Orientation Page 17

AIR GAUGES The 26L brake equipment consists of two air gauges: Main Reservoir This is the red pointer on the right gauge. It shows the pressure in the locomotives main reservoirs.

18 AIR GAUGES The 26L brake equipment consists of two air gauges: Main Reservoir This is the red pointer on the right gauge. It shows the pressure in the locomotives main reservoirs. These reservoirs supply all air operated devices on the locomotive. Once the main reservoir system is charged, it will usually be about 130 pounds. Equalizing Reservoir This is the white pointer on the right gauge. The function of this reservoir is to control the amount of brake pipe reduction. For example, if we were going to make an automatic brake application of 20 pounds, we would move the automatic brake handle and cause the equalizing reservoir to reduce 20 pounds. This would only take a couple of seconds as a very small volume of air is exhausted. The brake pipe air would eventually reduce to this value. Brake Pipe This is the white pointer on the left gauge. It measures the amount of brake pipe pressure at the automatic brake valve on the locomotive. It does not necessarily measure the brake pipe pressure on an intermediate or rear car of a train. Locomotive Brake Cylinder This is the red pointer on the left gauge. It shows the straight air pressure in the brake cylinder, on the locomotive brakes. B&SVRR 1003 Orientation Page 18

CUT-OFF PILOT VALVE The cut-off pilot valve is located on the automatic brake valve housing directly beneath the automatic brake handle. The valve has three positions; OUT, FRGT and PASS.

19 CUT-OFF PILOT VALVE The cut-off pilot valve is located on the automatic brake valve housing directly beneath the automatic brake handle. The valve has three positions; OUT, FRGT and PASS. To operate the locomotive as the controlling unit, the cut-off valve must be pushed in and rotated to the FRGT position. The OUT position is used when making a brake pipe leakage test. PASS is not used on the B&SVRR. The train line air pressure adjustment valve is located to the left of the automatic brake valve. With the automatic brake handle in the released position, it is used to obtain the brake pipe pressure desired. The automatic brake valve will maintain the selected pressure against overcharge or leakage. Do NOT adjust this valve! B&SVRR 1003 Orientation Page 19

20 Load Indicating Meter The locomotive pulling force is indicated by the load indicating meter located at the upper right hand portion of the controller. This meter is graduated to read amperes of electrical current, with 1500 being the maximum reading on the scale. B&SVRR 1003 Orientation Page 20

21 Radio To turn on the radio, flip the radio circuit breaker to the on position. Press the ON/OFF button. The volume buttons are located on the left side of the radio, next to the ON/OFF button. The channel buttons are located on the right side of the radio. CH1 or CH2 will illuminate to indicate which channel the radio is currently on. B&SVRR 1003 Orientation Page 21

Cylinder Test Valves Each cylinder is equipped with a test valve for the purpose of testing for fuel or water accumulation in the cylinders prior to starting an engine that has been shut down for a

22 Cylinder Test Valves Each cylinder is equipped with a test valve for the purpose of testing for fuel or water accumulation in the cylinders prior to starting an engine that has been shut down for a considerable period of time. To make this test open all cylinder test valves approximately 1-2 full turns, and rotate the engine 1-3 complete revolution by pressing the engine start button three or four times. If liquid is discharged from any cylinder, investigate; if not, close cylinder test valves and start engine in the usual manner. The layshaft lever can be pushed in to stop the flow of fuel to the cylinders. (large lever on the left of the engine block) Pulling the layshaft lever will admit fuel into the cylinders. B&SVRR 1003 Orientation Page 22

Close Fuel Pump switch on engineer control stand. 6. Open Gen Field switch on engineer control stand. 7.

23 STARTING THE ENGINE 1. Close throttle. 2. Place reverser handle in Neutral position. 3. Close battery switch in electrical compartment. (14) 4. Close Control switch on engineer control stand. 5. Close Fuel Pump switch on engineer control stand. 6. Open Gen Field switch on engineer control stand. 7. Place Automatic Brake in Release 8. Place Isolation switch in Start. 9. Prime engine for seconds. 10. Hold Engine-start switch until engine fires. B&SVRR 1003 Orientation Page 23

SHUTTING DOWN THE LOCOMOTIVE 1. Place Isolation switch in Stop. 2. Stop engine by pressing engine stop button. 3. Set independent brake. 4. Set hand brake. 5.

24 SHUTTING DOWN THE LOCOMOTIVE 1. Place Isolation switch in Stop. 2. Stop engine by pressing engine stop button. 3. Set independent brake. 4. Set hand brake. 5. Turn off all lights. 6. Turn off radio 7. Open radio circuit breaker 8. Open main battery switch. 9. Close windows and lock cab 10. Drain air tanks. B&SVRR 1003 Orientation Page 24

25 ISOLATION SWITCH The isolation switch has two positions, one labeled START / STOP / ISOLATE, the other labeled RUN. The functions of these two positions are as follows: 1. START / STOP / ISOLATE Position The isolation switch is placed in this position whenever the diesel engine is to be started. The start switch is effective only in this switch position. The START position is also used to isolate the unit, and when isolated the unit will not develop power or respond to the controls. In this event the engine will run at idle speed regardless of throttle position. This position will also silence the alarm bell in the event of a no power or low oil alarm. It will not, however, stop the alarm in the event of a hot engine. 2. RUN Position After the engine has been started, the unit can be placed "on line" by moving the isolation switch to the RUN position. The unit will then respond to control and will develop power in normal operation. B&SVRR 1003 Orientation Page 25

LOW OIL PRESSURE PROTECTION In the event of low oil pressure in the engine lubricating oil system, it will be detected by the governor low oil pressure protective device, which will act to shut down

26 LOW OIL PRESSURE PROTECTION In the event of low oil pressure in the engine lubricating oil system, it will be detected by the governor low oil pressure protective device, which will act to shut down the engine. This device is built into the governor and when tripped, causes a small button to protrude from the front of the governor. The alarm bell will ring and the low oil light will come on. The light will go out when the governor button is manually reset. The alarm can be silenced by placing the isolation switch in start position. B&SVRR 1003 Orientation Page 26

6540 Orientation B&SVRR 6540 Orientation Page 1 8/11/2009

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