PUBLIC TRANSPORT COMMISSION OF NEW SOUTH WALES

LOCOMOTIVE OPERATIONS BRANCH

80 CLASS DIESEL ELECTRIC LOCOMOTIVES

INTERIM ENGINEMENS'OPERATING INSTRUCTIONS

F. A. GODFREY,OPERATIONS MANAGER, LOCOMOTIVE

1978

Reprinted March 2003

HB 80OPER78.DOC

PUBLIC TRANSPORT COMMISSIONOF

NEW SOUTH WALES

LOCOMOTIVE OPERATIONS BRANCH

80 CLASS DIESEL ELECTRIC LOCOMOTIVES

INTERIM ENGINEMENS'OPERATING INSTRUCTIONS

F.A. GODFREY,OPERATIONS MANAGER, LOCOMOTIVE

1978

PTC.78-20

THE 80 CLASS DIESEL ELECTRIC LOCOMOTIVE

General Data

Model Number CE.615A

Class CO-CO

Rated Engine Speed 1,050 R.P.M.

Engine Horse Power 1,500 kW

Bore 229 mm

Stroke 267 mm

Fuel Tank Capacity 5,400 litres

Lubricating Oil Capacity 750 litres

Cooling Water Capacity 980 litres

Governor Oil Capacity 1.7 litres

Sand Capacity .570 cubic metres

Wheel Diameter 1,016 mm

Height (maximum) 4,240 mm

Width (maximum) 2,990 mm

Length (over couplers) 19,000 mm

Locomotive Mass 116 tonnes

Dead Hauling Mass 125 tonnes

Maximum Speed 115 km/h

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The locomotive is powered by an Alco, 12 cylinder V typesingle acting, turbo supercharged 1500 kilowatts diesel engineof the four stroke cycle, having an open combustion chamberwith solid fuel injection.

The diesel engine has two intake and two exhaust valvesto each cylinder with water cooled cylinder liners and heads,oil cooled, steel capped pistons, forged steel connectionrods, a seven bearing crankshaft with a welded base andcylinder block.

The mechanical energy developed by the diesel engine isconverted to electrical power by way of an alternator andgenerators. The traction alternator of the locomotive con-verts up to 1500 kilowatts of the diesel engine power tohigh voltage direct current for use in propelling the loco-motive the remainder being used for the operation of theauxiliary machines.

ELECTRICAL EQUIPMENT

Excitation of the main alternator is by means of anexciter and rotating field rectifier mounted on the mainalternator shaft inside the housing and is not a separatemachine. The main traction alternator produces alternatingcurrent which passes through the main rectifier and becomesdirect current for the operation of the six traction motors.A metal cubicle at the engine room end of the electricalcabinet houses the main rectifier which receives cooling airflow from the traction motor blower. If the main rectifieris operated for more than a few seconds without a coolingair stream, it will overheat and become damaged, thereforein the event of the traction motor blower failing, powermust not be applied under any circumstances.

There are six (6) traction motors, three on each bogiegiving traction on all wheels. Each traction motor is supp-orted by axle suspension bearings. A lateral hydraulicsnubber is provided on the bogie located adjacent to theinner axle. The introduction of this type of snubber shouldimprove riding characteristics. In addition, two tractionsnubbers are used to control swivelling of the bogie.

Shrunk onto the motor armature shaft is a pinion thatmeshes with a drive gear pressed onto the driving axle. Thegear ratio between the pinion and the drive gear is expressedby two figures, such as 67/17 for the 115 km/h gearing usedon this locomotive. The first number indicates the number of

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teeth on the drive gear and the second the number of teeth onthe pinion.

Traction motors are permanently connected in series-parallel and field shunting occurs at the following speedswhen accelerating under power in 8th throttle notch:-

0 - 42 km/h - Series-Parallel

42 - 69 km/h - Series-Parallel 1st stage field shunt

69 - 115 km/h - Series-Parallel 2nd stage field shunt

These speeds will increase if accelerating in a reducedthrottle notch position due to the control exercised by theExcitation Control System.

The selector handle is always carried in the 'P' positionwhen motoring. The traction motor field shunting occurs in thereverse order when decelerating with power applied.

AUXILIARY GENERATORS

Two auxiliary generators are provided and mounted at therear of the main generator. Each auxiliary generator is contr-olled by a voltage regulator which provides direct current forbattery charging, lighting, control and air conditioningcircuits.

The auxiliary generator field and voltage regulator cir-cuits are protected by two (2) circuit breakers (one for eachauxiliary generator) and labelled auxiliary generator field 1and 2. The circuits on the output side are also protected fromoverload by two (2) circuit breakers (one for each auxiliarygenerator) labelled auxiliary generator main. These circuitbreakers are located on the circuit breaker panel at the sideof the electrical cabinet and should any of these circuitbreakers trip then the corresponding auxiliary generator out-put is lost.

Should either or both auxiliary generators fail thiswill be indicated by the alarm circuit being energised causingthe auxiliary generator failed blue light to shine and thealarm bell to sound. Two emergency switches labelled 'Failure1 & 2 Aux Gen' are provided and located on the circuit breakerpanel between the Engine Control Switch and Battery Ammeter,normally sealed in the 'on' position. The purpose of these

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switches is to isolate the alarm circuit in the event of eitherauxiliary generator failing and should this occur the seal isto be broken and the switch turned off which will de-energisethe alarm circuit, extinguishing the blue light and the alarmbell will cease to function.

In the event of the blue light shining and alarm bellsounding, if all circuit breakers are normal, turn off No.1switch and if the alarm ceases, No.1 auxiliary generator orVoltage regulator is defective. Should the alarm continue,turn No.1 switch back on and turn off No.2 switch and if thealarm ceases, No.2 auxiliary generator or voltage regulator,is defective. When it is necessary to turn off both switchesto silence the alarm, then both auxiliary generators orvoltage regulators are defective.

Under these circumstances, when an auxiliary generatoror voltage regulator fails, due to the demands on the remain-ing generator, air conditioning must be used in one cab onlyand all control and lighting circuits not in use must beswitched off. Failure to comply with this requirement willresult in the circuit becoming overloaded and the auxiliarygenerator main circuit breakers tripping to protect theequipment.

The auxiliary generators are in parallel with each otherand act as starter motors for the diesel engine.

AIR CONDITIONING

Air conditioning is provided in both locomotive cabsand current is supplied from the auxiliary generators. Toavoid wear, the air conditioning unit in un-occupied cabsshould be switched off.

Each air conditioning unit consists of two parts, viz.,compressor condenser unit, with a control panel and evapor-ator unit which contains the air circulating fan, coolingcoil, heaters, thermostats and selector switch.

The selector switch is located above the Driver's seatjust below roof level and is labelled:-

Vent, Auto Cool, Off, Heat Low and Heat High.

Two circuit breakers labelled 1 and 2 Air-Cond arelocated on the circuit breaker panel and should air condit-ioning units fail to function, check and ensure the circuitbreakers are not tripped.

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Should one auxiliary generator fail, then air condition-ing can only be used in one locomotive cab, otherwise the re-maining generator will be overloaded and the circuit breakerswill trip out.

Air nozzles are located below roof level towards thefront of the cab and can be used to direct the flow of air byboth the Driver and Observer.

Cab heating is best achieved by using the cab heatersin conjunction with the air conditioning unit.

CAB REFRIGERATOR

Each cab is fitted with a refrigerator which is ofsimple design and uses air at high pressure for cooling underthermostatic control.

The cabinet is a top loading type and has a capacity ofholding a water bottle and a supply of food stuffs which mayrequire to be kept cool.

It is of the utmost importance that Enginemen keep therefrigerator in a clean and hygienic condition at all timesand do not place items of an odorous nature in them.

The air supply to the refrigerator passes through a twoposition isolating cock, which is open in the verticalposition and closed in the horizontal position. The cock islocated on the rear panel of the cabinet.

The air demands for the operation of the refrigeratorsis high and to ensure sufficient air supply is available forother essential equipment on the locomotive, it is essentialthat before vacating the cab, Enginemen close off the airsupply to the refrigerator by placing the two positionisolating cock in the horizontal position and ensure thatonly one refrigerator is in use at any time.

JUMPER COUPLINGS

The locomotive is equipped with a permanently attached42 pin jumper coupling and a normal 27 pin jumper couplingreceptacles for use when attaching to other classes of dieselelectric locomotives.

The 42 pin jumper coupling is removed from its dummyreceptacle by turning a small wheel anti-clockwise to with-draw a long threaded screw, thus releasing a locking clampand freeing the jumper head.

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When placing the jumper coupling in position, its facemust be located with the matching lugs on the receptacle.The locking clamp is then lifted upwards and secured inposition with the small hand wheel being turned clockwise,moving the long threaded screw in to secure it.

These jumper couplings must be secured to the dummyreceptacles and not left hanging loose as they are dangerousin this condition and can cause serious injury to personnelas well as damage to the equipment.

END DETAILS

A permanently attached 42 pin jumper coupling and dummyreceptacle is located on the Observer's side of the locomotiveand the 27 pin (normal type jumper) receptacles are locatedon the Driver's side.

OVERCURRENT RELAY

An overcurrent relay, labelled OCR and located in theelectrical cabinet next to the ground relay, protects themain alternator rectifier and traction circuits from an over-load of current. In the event of this relay tripping, anamber light on the Driver's desk will shine and the alarmbell will sound. The diesel engine will return to idle speedand shed high tension current.

Only one reset button is provided, located on thecircuit breaker panel on the front of the electrical cabinet,and when operated resets both the ground relay and overcurrentrelay. To enable the reset button to function, the ENGINECONTROL SWITCH MUST BE RETURNED TO THE IDLE POSITION, beforeresetting, otherwise the reset action will not take place.

TO START THE DIESEL ENGINE

1. Place the engine control switch in the 'run' position to test the alarm circuit, the alarm bell will sound and green and blue lights shine, and then return it to the 'idle' position.

2. Press the start button and hold it in until the diesel engine starts, not more than 15 seconds. If the engine fails to start wait for at least one minute before making another attempt.

The start button is located on the end wall of the engine room adjacent to the engine governor.

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3. If the pressure on the start button is released prem- aturely, allow the diesel engine to stop before again operating the start button.

4. Move the engine control switch to the 'run' position to place the diesel engine on the line.

NOTE: Should the engine control switch be moved to the 'run' position before the lubricating oil pressure builds up sufficiently to close the low lubricating oil pressure switch, the green light will shine and alarm bell will sound.

5. To start the diesel engine, the engine control switch must be in the 'idle' position.

6. Under no circumstances is an attempt to be made to start the diesel engine when one auxiliary generator has failed.

TO STOP THE DIESEL ENGINE

1. Move the engine control switch to the 'idle' position.

2. Operate the stop button on the end wall of the engine room adjacent to the engine governor.

3. Press and hold in the stop button on the Driver's control stand until the diesel engine stops.

4. Before shutting a diesel engine down in normal requirement, the battery charging ammeter is to be inspected to ensure the batteries are satisfactorily charged.

ENGINE BAR SWITCH

A micro switch, fitted to the fly wheel housing belowthe governor, is operated by the manual engine turningdevice to interrupt the starting circuit and will preventthe diesel engine from being started while ever the engineturning device is in position for manual operation.

TRANSITION CONTROL

The traction motors are permanently connected in aseries-parallel combination. Three line switches (powercontactors) LS.1,2,3 and two field shunt contactors FSK.1

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and FSK.2 are located in the electrical cabinet.

Forward and backward field shunting is controlled bythe excitation system and with this type of control fieldshunting occurs at varying speeds dependent upon the throttlenotch position during acceleration.

AUTOMATIC SANDING

The locomotive is equipped with automatic sandingwhich is achieved during wheel slip periods and for a timedelay of approximately five (5) seconds after the wheel slipis arrested.

DYNAMIC BRAKE

The maximum braking effort should not exceed 550 amps.Should the braking current rise to 620 amps, the amber brakewarning light and alarm bell will operate and at the sametime the braking current will automatically be reduced.

Two circuit breakers, located on the circuit breakerpanel and labelled, oscillator and dynamic (Dyn) brake,protect the dynamic brake control circuit. In the event ofeither circuit breaker tripping, dynamic brake is inoperat-ive on the affected locomotive.

If the dynamic brake is inoperative, check that theoscillator or dynamic brake circuit breaker on the circuitbreaker panel is not tripped. If either circuit breaker istripped, reset and continue with normal operation. However,should either circuit breaker continually trip or repeatedbrake warnings occur, the dynamic brake is not to be usedand a suitable entry is to be recorded in the log book.

FAILURE OF FUSES

Should any one of the three (3) fuses in the controlcircuit fail the following applies:-

1. F.1 - The battery charging ammeter will indicate a discharge and the battery supply is isolated, so that if the diesel engine is stopped or shuts down, it cannot be re-started until fuse F.1 is renewed.

It is therefore essential that the battery charging ammeter is checked for a charging condition before the engine is shut down.

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2. F.2 - The output current from both auxiliary generators is lost and the alarm and control circuits are inoperat- ive, i.e., the auxiliary generator failed blue light and bell will not function.

The diesel engine will return to idle speed and shut down when the fuel supply in the fuel header is exhaust- ed due to the fuel pump having stopped. Fuse F.2 must be renewed before the diesel engine can be restarted.

3. F.3 - The auxiliary circuits, air conditioning, cab heaters, demisters and hotplates are lost.

To make these devices operative it will be necessary to renew fuse F.3.

LOAD METER

The load meter is of the centre zero type, clockwisemotoring, and anti-clockwise dynamic brake with a continuousrating zone extending up to 610 amps and an overload zonewhich continues from 610 to 1,000 amps.

The locomotive will operate with the pointer of theload meter in the continuous zone until speed falls to18 km/h. Should continuous operation in the overload zoneoccur, a time period of 5 minutes must not be exceeded.

CONTROL CIRCUIT

The control circuit consists of battery charging, cont-rol and small motor circuits, governor control, contactor andrelay coils, lighting circuits and air conditioning.

The control circuits are protected from overload bynumerous magnetic circuit breakers and fuses.

A magnetic circuit breaker protects the circuit from anoverload of current in a similar manner to a thermal type.It has a magnetic coil and spring loaded armature plateincorporated in the switch.

When the amperage exceeds the value of the circuitbreaker, the magnetic coil overcomes the tension of thespring and moves the armature plate sufficiently, to permitthe switch to trip off and open the circuit. The toggleportion of these switches displays a white band which providesa positive indication of whether the circuit breaker is

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switched 'on' or 'off'.

Three (3) fuses are provided and grouped together inthe electrical cabinet and protect the following:

From left to right:-

F.1 - Battery supply - Positive

F.2 - Battery supply - Negative

F.3 - Auxiliary circuits, air conditioning, heater, demister and hotplates.

The fuses in each of these circuits are 200 amp fuses.

During preparation, the spare 200 amp fuses are to betested in the following manner:-

1. Operate light switch to ensure light bulb functions.

2. Turn off light switch.

3. Lay fuse to be tested across the test block.

If the fuse is good the light should shine.

DRIVER'S CAB

A Driver's cabin is provided at each end of the loco-motive and contains the following items of equipment:-

Driver's Control Stand

1. Stop button (Stop 1)

2. A row of switches, suitably labelled as follows:-

(i) Control - Connects all circuits that pass through the main control circuit breaker.

(ii) Generator Field - Operates generator field contactor which controls excitation of main traction alternator.

(iii) Fuel Pump - Operates fuel pump contactor and connects all local control circuits.

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(iv) Timetable Light

(v) Gauge Lights

(vi) Demister

(vii) Cab Heater 1

(viii) Cab Heater 2

(ix) Cab Light

(x) Vigilance Control Button

3. Throttle has an 'idle' position and eight running notches labelled 1 to 8.

4. Selector has an 'off' position, lift and move to right labelled 'P' for power, lift and move to left for dynamic brake. The dynamic braking zone is labelled 'Min' and has a continuous red band which gradually widens up to the 'Max' position.

5. Reverser has a centre, forward and reverse position.

Driver's Desk

It is located directly in front of the Driver and isequipped with the following:-

1. Load Meter - zero centering type.

2. Air Brake Pressure Gauge.

3. Air Brake Pressure Gauge

4. Flow Meter

5. Eight warning lights which are from left to right:-

Hot Engine or Low Water Level - Red Light Low Lubricating Oil Pressure - Green Light Auxiliary Generator Fault - Blue Light Overcurrent Relay - Amber Light Ground Relay - White Light Dynamic Brake Warning - Amber Light Wheel Slip - White Light Brake Cylinder Pressure - Blue Light

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6. In the centre of the warning lights is a three (3) position headlight switch labelled - High, Off and Low.

7. Brake Cylinder Pressure Blue Light

The brake cylinder pressure blue light is provided to warn the Driver should the brakes inadvertently apply on the locomotive or on any trailing locomotive, fitted with this switch in a multiple unit consist. The light is normally extinguished while ever the brakes are released.

When pressure in the brake cylinder rises to 30 kPa, the switch closes and the blue light shines. Upon the pressure falling to 10 kPa, the switch opens, the blue light is extinguished.

The brake cylinder pressure blue light is train lined through the jumper coupling and will shine on all locomotives, when the brakes are applied on one or more of the locomotives in a multiple unit consist.

Should it be necessary to isolate the air brake on the No.1 bogie for any reason, the brake cylinder pressure warning light becomes inoperative.

Brake Cylinder Pressure Blue Light Shines

The blue warning light will shine whenever the brakes are applied and pressure in the brake cylinders exceeds 30 kPa.

Should the blue warning light shine when the locomotive(s) are being operated with the brakes released, immediate action is to be taken to release the brakes in accordance with current instructions.

NOTE: This particularly applies in a multiple unit consist as severe damage can be caused to a trailing locomotive due to the brakes failing to release from a slight overcharge of the brake pipe.

8. An air conditioning selector switch is located above the Driver's seat just below roof level.

9. Refrigerator is located adjacent to stand.

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OBSERVER'S DESK

It is located directly in front of the Observer and isequipped with the following:-

A row of eight (8) Switches suitably labelled asfollows:-

1. SLS.1 - Step Lights2. MSD.1) - Marker Lights MSF.1) The marker light switches are three (3) positioned and operate as follows:- Up Position - Marker lights are red Centre Position - Marker lights are off Down Position - Marker lights are white3. NLS.1 - Number lights4. CLS.12 - Cab Light5. DFS.1 - Demister6. HFS.1 - Cab Heater (one third heat)7. HFS.2 - Cab Heater (two thirds heat)

In addition, windscreen washers are also provided forboth the Driver's and Observer's position.

STAFF EXCHANGERS

The staff exchangers are located in a cubicle at therear of both driving cabs and are equipped with an operatinghandle and isolating cock.

In the rear cubicle of No.1 cab, the following gauges arelocated:-

Lubricating Oil Booster Air Pressure Fuel Oil Pressure

LOW SPEED CONTROL

The locomotive is equipped with low speed control whichis located on the left side of the driving cab wall adjacentto the Driver and is in the form of an operating lever.

This device is a means by which the Driver can obtainprecise control of tractive effort. Its use permits closecontrol of low train speeds as in shunting service. It canalso be used under some circumstances to assist in startingtrains under difficult conditions.

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The lever of the controller can be moved from the 'off'or 'maximum' position decreasing tractive effort until itreaches the 'minimum' position.

Moving the lever towards the 'minimum' position reducesthe tractive effort below the setting of the throttle up tothe fourth (4th) throttle notch position and provides forgreater control over train speed between throttle notches.

CIRCUIT BREAKER PANEL

A circuit breaker panel located at the side of theelectrical cabinet contains the following:-

1. Ground relay and overcurrent relay reset button.

2. Failed 1 and 2 auxiliary generator emergency switches.

3. Battery charging ammeter.

4. Manual fan control switch (FCS)

5. Low water emergency isolating switch (ESLW)

6. Electrical cabinet light switch (CCS)

7. A row of magnetic circuit breakers as follows:-

(a) Cab Heater 2 (No.2 end)

(b) Cab Heater 1 (No.1 end)

(c) Demister 2

(d) Demister 1

(e) Hotplate 2

(f) Hotplate 1

(g) Air conditioning 2 (air-cond)

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(h) Air Conditioning 1 (air-cond)

(i) Engine Room Lights (Eng room lights)

(j) Lighting 2 (cab light)

(k) Lighting 1 (cab light)

(l) Headlight 2

(m) Headlight 1

(n) Vigilance Control (Vig cont)

(o) Fuel Pump Control (Fuel pump cont) - protects fuel pump contactor coil, compressor governor control and engine run relay.

Upon the fuel pump contactor closing, the following circuits are connected:

Fuel Pump, Compressor Governor, Engine Run Relay, Crankcase Exhauster, Starting Circuit, Stop Circuit, Radiator Fan Control and Alarm Circuits.

(p) Main Control (Main cont) - protects generator field contactor coil, deadman relay, sanding circuit, wheel slip circuit, ground relay alarm brake warning and Hasler Speed Recorder circuit

(q) Local Control (Local Cont) - protects crankcase exhauster, fuel pump, radiator fan control, starting circuit, stop circuit, alarm circuit and field shunt contactors.

(r) Oscillator - protects the dynamic brake control circuits.

(s) Dynamic Brake (Dyn brake) - protects the dynamic brake control circuits.

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(t) Fuel Pump Motor - protects the fuel pump motor.

(u) Exhauster Motor (Exh motor) - protects the crankcase exhaust- er motor.

(v) Auxiliary Generator Field 2 - protects the aux- iliary generator and voltage reg- ulator circuits

(w) Auxiliary Generator Field 1 - protects the aux- iliary generator and voltage reg- ulator circuits

(x) Auxiliary Generator Main 2 - protects the aux- iliary generator output circuit

(y) Auxiliary Generator Main 1 - protects the aux- iliary generator output circuit.

GROUND RELAY KNIFE SWITCH

The ground relay knife switch is located in a recessadjacent to the circuit breaker panel on the engine controlswitch end.

PRESSURE GAUGES

The fuel, lubricating oil and booster air pressuregauges are located in the staff exchanger cubicle at therear of No.1 cab.

ALARMS AND SAFEGUARDS

The locomotive is equipped with the following alarmsand safeguards:-

1. An alarm bell is provided to warn the Driver that one of the safeguards has operated.

2. Coloured lights indicating the various troubles that can occur in conjunction with the ringing of the alarm bell which is located inside the control stand at each driving position and are as follows:-

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1. Hot Engine ) ) - Red light and bell2. Low Water Level )

3. Low Lubricating Oil Pressure - Green light and bell

4. Auxiliary Generator Failure - Blue light and bell

5. Overcurrent Relay - Amber light and bell

6. Ground Relay - White light and bell

7. Dynamic Brake Warning - Amber light and bell

8. Wheel Slip - White light and buzzer.

9. Brake Cylinder Pressure - Blue Light

In multiple unit working the alarm bell will ring on allunits, the warning light shines on the affected unit only,except the brake cylinder pressure warning light which istrain lined through the jumper coupling. This also appliesto the wheel slip alarm indication.

THE WOODWARD GOVERNOR

The Woodward Governor controls the speed of the dieselengine in each throttle notch and is also responsible for theoperation of the load control, which varies the strength oftraction generator excitation.

The governor has an air-servo attachment which relatesthe increase of fuel to the build up of turbo superchargerpressure. This reduces the amount of black smoke when thethrottle is increased rapidly under load.

RADIATOR FAN OPERATION

An extension shaft from the diesel engine drives the aircompressor through a flexible coupling. A shaft from the aircompressor then drives the radiator fan through an eddycurrent clutch and right angle gear box.

TRACTION MOTOR BLOWER

The locomotive is equipped with only one traction motorblower, which is gear driven from the main traction generator

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armature shaft and supplies filtered cooling air from withinthe electrical compartment via suitable ducts to pressurisethe six traction motors, main rectifier and electrical equip-ment. The engine room is pressurised by an air flow fromthe alternator passing into it.

The engine room and electrical compartment are separatedby a bulkhead and to maintain sufficient pressure in theengine room, it is essential that the bulkhead and all out-side doors be closed during operation.

LOW LUBRICATING OIL PROTECTIVE DEVICE

The locomotive is fitted with a low lubricating oilprotective device and a low lubricating oil warning device.

The Woodward Governor is equipped with a low lubricatingoil pressure trip button that will operate to shut theengine down and energise the alarm circuit, if lubricatingoil pressure falls below 425 kPa in eighth throttle notchor 85 kPa with the diesel engine at idle speed.

The low lubricating oil pressure switch will energisethe alarm circuit, causing the alarm bell to ring andgreen light to shine, whenever the diesel engine shutsdown, providing engine control switch is in the runposition.

This provides for the operation of the alarm bell as awarning to the Driver that the diesel engine has shut downin a multiple unit consist.

TEMPERATURES AND PRESSURES

Cooling Water System

Normal water temperature 60o to 70oC

Hot engine alarm operates at 91oC

Water temperature must not exceed 96oC

Water temperature falls below 40oC - No.1 throttle notch only may be used.

Water temperature 40o to 50oC - No.1 or 2 throttle notch may be used.

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Water temperature above 50oC - Normal operation.

Lubricating Oil System

Normal lubricating oil pressure 550 to 600 kPa

Low lubricating oil pressure switch operates at:-

(a) Idle Speed - 85 kPa

(b) Eighth Throttle Notch - 425 kPa

Fuel System

Normal fuel pressure 250 to 325 kPa

Fuel Injection Pumps

The number of fuel injection pumps that may be cutout is one.

Turbo Supercharger

Normal booster air pressure is 165 kPa

FAULTS, FAILURES AND THEIR REMEDY

The following is a complete coverage of the defectsthat may manifest themselves due to the malfunction orcomplete breakdown of equipment and the appropriate actionrequired to be taken by the Driver.

Diesel Engine Shut Down - Single Unit

The following procedure is to be adopted in the event ofthe diesel engine shutting down, irrespective of the alarmsystem operating or not. To assist in locating and rectifyingthe defect, the following items are to be checked insequence:-

1. Fuel pump switch on the control stand.

2. Fuel pump motor, local control and fuel pump control circuit breakers on the circuit breaker panel.

3. Governor low lubricating oil trip button and reset if necessary.

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4. Oil level in the governor.5. Lubricating oil level in the sump6. Fuel filters for leakage7. Fuel pump for rotation8. Fuel gauge for pressure If the fuel pump is rotating and pressure is not registering on the gauge check:- (a) Fuel tank for supply (b) Fuel pipes for leakage (c) Relief and pressure regulating valves When the fuel pump is not rotating, check the fuel pump contactor is closed. This contactor is located in the electrical cabinet.9. When fuel pump is stopped, check for:- Fuse F.2 failed which will cause diesel engine to return to idle speed and will shut down when fuel supply in fuel header is exhausted. NOTE: Alarm and control circuits are inoperative10. Overspeed mechanical trip and reset if necessary.11. Water level in the expansion tank, float switch may have operated.12. Jumper coupling receptacles for bent or broken pins13. Switch all circuit breakers off and on.14. Attempt to re-start the diesel engine.15. If the diesel engine fails to start, contact the Maintenance Staff for further directions. NOTE: The shut down of the diesel engine will cause an immediate drop in the lubricating oil pressure thus operating the low lubric- ating oil pressure switch. Providing the control and alarm circuits are complete, the green light will shine and alarm bell will sound. In addition, the failed auxiliary generator blue light will also shine due to the auxiliary generators being stopped.

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Diesel Engine Shut Down - Multiple Unit

The procedure to be adopted is the same as that outlinedfor a single unit. In addition, if the fuel pump is notrotating on the trailing unit, the jumper coupling receptaclesare to be examined and the jumper coupling changed.

NOTE: Providing the control and alarm circuits are complete, the alarm bell will operate on all units when a shut down occurs. The green light will shine on the affected unit only and the failed auxiliary generator blue light will also shine.

Diesel Engine Shut Down, when throttle is returned to the Idle Position

When the throttle is returned to the idle position andthe diesel engine shuts down, the lubricating oil pressuremay have fallen below the setting of the low lubricating oilpressure switch. This will be indicated by the low lubricatingoil button on the governor being out. The alarm circuitwill be energised causing the green light to shine and bellto sound. In addition, the failed auxiliary generator bluelight will also shine due to the auxiliary generators beingstopped. This loss of pressure usually occurs due to thedilution or overheating of the oil, resulting in a reducedviscosity. Reset the governor trip button and check theoil level in the sump is between the high and low mark.

An attempt is to be made to start the diesel engine in thefollowing manner:-

1. The brake pipe pressure must exceed 350 kPa so that the pneumatic control switch is closed, otherwise the diesel engine speed will not increase.

2. Switch off the generator field circuit breaker.

3. Place the throttle handle in the No.2 notch position.

4. Start the diesel engine in the normal manner.

5. Turn the engine control switch to the run position. The increase in diesel engine speed due to the throttle position will immediately build up the pressure in the lubricating oil system.

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To Lift the Train:

1. Move throttle handle up to No.4 notch position, allow the diesel engine to come up to speed.

2. Return throttle handle to the idle position.

3. Switch on generator field circuit breaker.

4. Return throttle handle to the No.2 notch position and proceed with normal operation.

When operating under these conditions, the diesel engine can be prevented from shutting down when returning the throttle to idle by applying the following:-

(a) Move the throttle handle into No.4 notch position, allow diesel engine speed to stabilise, then smartly return throttle handle to the idle position.

(b) Switch off the generator field circuit breaker.

(c) Return throttle handle to No.2 or 3 position, as required.

When re-applying power, the same procedure as outlined under lifting the train will apply.

NOTE: The diesel engine is only to be started twice if the low lubricating oil condition persists, the Maintenance Staff are then to be contacted for further directions.

Hot Engine, Water Cooling System Overheated

Single Unit

When the cooling water system reaches a temperature of91oC the alarm circuit will be energised causing the redlight to shine and alarm bell to sound. The diesel enginepower output is not interrupted.

To assist in locating and rectifying the defect, check thefollowing:-

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1. The water level in the expansion tank.

If water is not showing in the gauge glass, the diesel engine is to be shut down.

2. Ensure local control circuit breaker is not tripped.

3. Check fan for rotation. If the fan is not rotating or only slowly, adopt the following procedure:

(a) Move fan switch located on the circuit breaker panel at the side of the electrical cabinet from auto to the 'Hand Rad Fan' position and check the fan speed.

(b) Providing the fan is rotating at full speed, check the temperature gauge at frequent intervals and maintain the temperature range between 60 and 70oC by operating the fan switch.

4. Check temperature gauge and note water temperature.

When a defect is not evident and water is showing inthe gauge glass of the expansion tank, the unit is to beoperated with a reduction in power output until the alarmstops, normal working may then be resumed.

However, should the water temperature continue torise even though power has been reduced, the locomotive isto be stopped and allowed to idle over until the temperatureis reduced.

NOTE: The water temperature must not be allowed to exceed 96oC.

When the water level in the expansion tank is found tobe low, the supply is to be replenished at the first opp-ortunity. The diesel engine must be idling over when everwater is added to the system.

When shortage of water occurs, examine the watersystem for leakage. If a slight leak is found at idle speed,the engine is to be brought up to full speed to enable theextent of the leak to be determined.

Should the hot engine alarm persist and no defect islocated, check the jumper coupling receptacle for bent orbroken pins.

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Multiple Unit

The overheating of the cooling water system will causethe alarm bell to function on all units. The red light willshine on the affected unit only. The defective unit is tobe examined in the same manner prescribed for a single unit.

Should manual fan operation be used on a trailing unit,it will be necessary to check the temperature gauge atregular intervals and control the fan speed to maintaincorrect temperature range. When a defect is not evident onthe units, the jumper coupling receptacles are to be examinedfor bent or broken pins and the jumper coupling changed, ifnecessary.

Low Water Alarm, Shortage of Water in the Cooling System

The locomotive is equipped with a low water levelfloat switch adjacent to the expansion tank. Should thewater level fall to within 50 to 80 millimetres in the gaugeglass, the float switch will operate to shut the dieselengine down and energise the alarm circuit, causing the redlight to shine and alarm bell to sound. In addition, thegreen and blue lights will also shine, due to the dieselengine stopping.

To assist in locating and rectifying the defect adoptthe following procedure:-

1. Check water level in the expansion tank.

If water is not showing in the gauge glass, the diesel engine is not to be started.

2. Providing water is showing in the gauge glass, turn the emergency isolating switch located on the circuit breaker panel on the side of the electrical cabinet from the 'in' to the cut 'out' position.

3. Re-start the diesel engine and examine the system for leakage.

If a defect is located and it is considered that the amount of leakage is such, that it will deplete the expansion tank before it can be replenished, the diesel engine is to be shut down.

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The operation of the emergency switch isolates thealarm circuit and enables the diesel engine to be re-startedto clear the section. The expansion tank is to be filled atthe first available point. The emergency isolating switchis then to be placed at the 'in' position and a suitableentry recorded in the log book.

NOTE: The hot engine alarm circuit will operate normally when the emergency isolating switch is in the 'out' position.

Ground Relay, High Tension Earth

Single Unit

The operating of the ground relay will energise thealarm circuit causing the white light to shine and alarmbell to sound. The diesel engine will return to idle speedand shed high tension current.

Ground Relay when Motoring

The operation of the ground relay when motoringindicates a ground or earth in the high tension circuit.

The ground relay is to be reset in the followingmanner:-

1. Return the throttle handle to the idle position

2. Place the engine control switch in the 'idle' position

3. Push in the ground relay reset button.

4. Return the engine control switch to the 'run' position

When re-applying power, do not move the throttlehandle back to the eighth notch position, if loadconditions will permit of a lower throttle notch beingused for a short period of time. To assist in theprevention of ground relays when passing over points,crossovers and level crossings, the power output is tobe restricted if possible by reducing the throttleposition. This particularly applies when running at highspeed due to the high voltage developed and the amountof brush bounce on the traction motor commutators.

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Ground Relay when using the Dynamic Brake

A ground relay may also occur during dynamic braking.Should this occur the dynamic braking circuit will be inter-rupted and the diesel engine will return to 'idle' speed.The alarm circuit will be energised. When operating underthese conditions, the dynamic braking system is to be dis-pensed with and the automatic air brake system used to con-trol the train. The ground relay is reset in the normalmanner and a suitable entry recorded in the log book.

Repeated Ground Relays

When three ground relays occur in quick succession,i.e., within a distance of fifteen kilometres, the throttlehandle must not be advances past No.5 throttle positionuntil the unit is examined by the Maintenance Staff. Inaddition, before applying power, the traction motors areto be examined for defects, e.g., a traction motor covermissing, loose electrical high tension leads, etc.

A traction motor armature race or bearing may alsobe defective. This would be indicated by excessive heat,vibration or noise from the motor.

When a defect is evident or if the ground relayoperates continually, power is not to be applied. Theunit is to be hauled clear of the section at a very slowspeed and the Maintenance Staff informed.

The operation of the ground relay is to be recordedin the log book in the following manner:-

1. The throttle notch position.

2. The ground speed.

3. The nearest kilometrage post.

Multiple Units

The operation of the ground relay in multiple unitworking will cause the alarm bell to ring on all units.The affected unit is located by the presence of the whitelight. When the ground relay has operated on a trailingunit, the train is to be stopped and the ground relayreset in the normal manner.

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Over Current Relay

The over current relay will operate if the outputfrom the main alternator exceeds 2,850 amps. The amberwarning light will shine and the alarm bell will sound.

The over current relay is to be reset in the followingmanner:-

1. Return the throttle handle to the idle position.

2. Move the engine control switch to the idle position

3. Push in the reset button on the circuit breaker panel at the side of the electrical cabinet.

4. Return the engine control switch to the 'run' position.

NOTE: The over current relay will not reset unless the engine control switch is first returned to the 'idle' position.

When the over current relay has tripped twice inquick succession, power is not to be applied.

The unit is to be hauled clear of the section withthe engine idling or shut down and the Maintenance Staffinformed as quickly as possible.

A suitable entry is to be recorded in the log book,indicating the throttle notch position each time the overcurrent relay trips.

Multiple Units

The operation of the over current relay in multipleunit working will cause the alarm bell to ring on allunits. The affected unit is located by the presence of theamber light. When the over current relay has operated ona trailing unit, the train is to be stopped and the overcurrent relay reset as previously described.

NOTE: Only one reset button, located on the circuit breaker panel at the side of the electrical cabinet, is provided, it resets the ground relay and over current relay, when the latter has tripped, providing the engine control switch is in the 'idle' position.

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Ground Relay Knife Switch

Before the locomotive departs from a depot, the Driveris to ensure that the ground relay knife switch is closedand sealed. During main line changeovers, if the groundrelay knife switch is found to be without a seal or if theseal is not intact, a suitable entry is to be recorded inthe log book.

NOTE: Diesel electric locomotives are not to be operated under any circumstances with the ground relay knife switch open.

WHEEL SLIP

Wheel slip is caused through the loss of adhesionbetween the driving wheels and the rail head.

The variation in current flow to the traction motorsthat is brought about by this condition operates the wheelslip relays. This automatically acts on the excitationsystem to reduce the power output, which will assist incorrecting the wheel slip and at the same time energisethe alarm circuit causing a white light to shine and buzzerto sound.

Automatic sanding of the rails occurs during wheelslip periods and for a time delay of approximately five(5) seconds after wheel slip is arrested.

Wheel slip of a minor nature will not vary the currentflow sufficiently to operate the wheel slip relays and willbe indicated by fluctuations of the load meter pointer.

When wheel slip occurs, if the automatic reduction ofpower fails to arrest the slip, apply the followingprocedure:-

1. Sand to the rail.

2. Reduce the throttle notch position.

In addition to the wheel slip condition, current flowto the traction motors may also be varied by the following:-

1. Failure of one or more electrical power switches to close.

2. Loose electrical connections.

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3. Locked driving axle.

4. Slipped pinion

Should one of these defects occur, the wheel sliprelay will be energised and a constant wheel slip indicationgiven.

These defects may be detected in the following manner:-

1. Loose electrical connections - By the discolouration of the wires at the terminals.

2. A locked axle - Move the locomotive forward and examine the driving wheels for rotation. To free a locked axle reverse the locomotive for a number of revolutions and then move forward. Providing the wheels are rotating, power can be applied to the unit. Should the wheels fail to rotate contact the Maintenance Staff.

3. A slipped pinion - Secure the unit by applying the independent brake. Move the throttle handle to the No.1 position and examine the motor armatures for rotation. If a pinion is found to be slipped, contact the Maintenance Staff.

WHEEL SPIN

Wheel spin is caused through the total loss of adhesionbetween all driving wheels and the rail head. The indicationthat the wheels are spinning is a falling off in the loadmeter reading a progressive loss of ground speed. When aspin is very severe, a whining of the wheels and motors willbe heard. The wheel slip relays will not function and thealarm circuit is not energised.

To rectify wheel spin:-

1. Apply sand to the rail.

2. Return the throttle to the idle position and gradually re-apply power.

NOTE: If a wheel spin is not arrested quickly, severe damage to the traction motors and rail head may occur.

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DYNAMIC BRAKE WARNING

When the dynamic brake is being used, should thebraking effort exceed a predetermined value, the dynamicbrake warning will operate, the alarm bell will sound andat the same time the braking effort will automatically bereduced. This has the same effect as the Driver moving theselector handle towards the 'B' position.

Upon the braking current being reduced to a predeter-mined point, the brake warning light will be extinguished,the alarm bell will cease to sound and the braking effortwill again increase which may again actuate the brake warningrelay. Should this occur to prevent repeated cycling, theDriver should move the selector handle towards the 'B'position as soon as the cycling effect becomes evident onthe load meter. When the brake warning ceases, the brakingcurrent will stabilise and braking effort can be retainedat a lower level by suitably adjusting the selector handleto a position where the brake warning no longer operates.

Should the brake warning operate continually, thedynamic brake is not to be used and the following entryrecorded in the log book - 'Dynamic Brake Overloading'.

If the dynamic brake is inoperative check the oscill-ator and dynamic brake circuit breakers on the circuit breakerpanel at the side of the electrical cabinet are nottripped and reset if necessary. If the circuit breakerscontinually trip or repeated brake warnings occur, thedynamic brake is not to be used and a suitable entry is tobe recorded in the log book.

STARTING UP DIFFICULTIES

Engine will not turn over when starting button is operated

1. Re-check starting procedure:-

(a) Battery switch to be closed and circuit breakers turned on.

(b) Check battery supply by switching on a light. If the light fails to shine, test and if necessary renew the battery positive or negative fuse (F.1 and F.2).

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(c) Engine control switch to be in the idle position.

(d) Fuel pressure 250 to 325 kPa

2. Check the starting contactors are closing C.K.1 and 2.

Engine turns over slowly and will not fire

1. Check the battery voltage by turning on a light. If the battery voltage is low, manually open the fuel racks by means of the governor arm whilst the starting button is operated.

2. Check auxiliary generator failed 1 and 2 emergency switches are not turned off as one auxiliary generator may have failed.

3. An internal engine defect may be present.

Engine turns over up to firing speed but will not fire

The following defects may cause this condition:-

1. Electro hydraulic governor not opening the fuel racks.

The fuel racks are to be operated manually until the engine fires.

2. Lack of fuel oil pressure.

3. Water in the fuel oil.

4. Mechanical overspeed trip has operated.

5. Governor low lubricating oil button has tripped.

6. Fuel injection nozzles are blocked.

7. Fuel injection pumps are cut out.

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POWER OUTPUT DIFFICULTIES

The engine not responding to throttle

The following items of equipment are to be checked:-

1. Engine control switch is in the run position.

2. Control circuit switch on the control stand is not turned off.

3. Fuel pump switch on the control stand is not turned off.

4. Fuel pump control circuit breaker on the circuit breaker panel is not tripped.

5. Main control circuit breaker on the circuit breaker panel is not tripped.

6. Ground relay has not operated.

7. Brake pipe pressure exceeds 350 kPa

If a defect is not evident, it may be due to:-

(a) Defective control stand.

(b) Defective jumper coupling receptacle

(c) Defective jumper coupling

Diesel engine responds to the throttle with no power output

This may be due to the following:-

1. Generator field circuit switch not turned on.

2. Generator field contactor not closing.

3. Reverser handle not properly positioned.

4. Loss or low control air pressure.

5. Reverser switch not throwing correctly.

6. Power contactors not closing

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7. Starting contactors remaining in the closed position

8. The dynamic braking switch not moving back to motoring after dynamic brake operation

9. Defective control stand.

10. Defective jumper coupling receptacle pins.

11. Defective jumper couplings.

Engine deficient in power output

This condition may be due to the following defects:-

1. Low control air pressure.

2. Incorrect operation of field shunting contactors.

3. Fuel injection nozzles blocked.

4. Fuel injection pumps cut out.

5. Low speed setting of the electro hydraulic governor

6. Low governor oil pressure

7. No fuel oil pressure on gauge

8. Load meter out of calibration

Reverser switch fails to operate

The following items of equipment are to be checked:-

1. Reverser handle is correctly positioned.

2. Control circuit switch on the control stand is turned on.

3. Main control circuit breaker on the control panel is turned on.

4. Control air isolating cock is open and pressure is normal.

If a defect is not located, manually operate the reverser by the following method:-

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(a) Place the engine control switch in the idle position, reverser handle to the centre position. Switch off the generator field circuit breaker.

(b) Operate the magnet valve buttons located on each side of the reverser switch

(c) If this method is not effective, use the emergency operating handle to place the reverser switch in the required position

FAILURE OF THE LOAD METER

When the load meter is not registering and the unit ishauling the train minimum permissible speed under full loadconditions in No.8 throttle notch is 18 km/h.

Diesel electric locomotives must not be despatchedfrom locomotive depots with a defective load meter, exceptin cases of emergency, or when no other suitable type oflocomotive is available.

The load meter registering a heavy reading duringnormal train working may be caused by one of thefollowing defects:-

1. The locomotive is overloaded due to train composition or brake drag resulting in loss of ground speed.

2. The field shunt contactors are not changing in their correct sequence when field shunting occurs.

Failure of the Auxiliary Generator

Should the auxiliary generator or voltage regulatorfail, the alarm circuit will be energised, causing thefailed generator blue light to shine and alarm bell to sound,diesel engine power, output is not interrupted.

The following items of equipment are to be checked:-

1. Auxiliary generator field circuit breakers located on the circuit breaker panel are not tripped (one for each generator).

2. Auxiliary generator main circuit breakers, located on the circuit breaker panel have not tripped (one

for each generator).

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3. Move the engine control switch to the 'idle' position and then return it to run.

Failure to move the engine control switch to the 'idle' position will result in the auxiliary generator failing to produce current, as the starting field can only be excited with the engine control switch in the 'idle' position.

4. Should the control circuit be lost with no alarm, test and renew fuse F.2

Under these circumstances, the diesel engine will return to 'idle' speed and shut down when the fuel supply in the fuel header is exhausted.

When a defect is not evident, to determine whichgenerator has failed, break the seal and turn off No.1failure auxiliary generator emergency switch and if thealarm stops, i.e., the blue light is extinguished andalarm bell ceases to sound, then the No.1 auxiliarygenerator has failed.

However, if the alarm continues when the No.1 switchis turned off, then turn it back on and break the sealand then turn off No.2 Failure Auxiliary Generator EmergencySwitch and if the alarm stops, i.e., the blue light isextinguished and alarm bell ceases to sound, then No.2auxiliary generator has failed.

Under these conditions, only one auxiliary generatoris supplying current and it is of the utmost importancethat air conditioning is used in one driving cab only,otherwise the auxiliary generator will be overloaded andthe main circuit breaker will trip out.

In addition, switch off all unnecessary lights andauxiliary power devices, hotplates etc., and do not stopthe diesel engine. The defect is to be recorded in thelog book and the Maintenance Staff informed at the firstopportunity.

Should the blue light continue to shine and alarmbell to sound with both No.1 and 2 failure auxiliarygenerator emergency switches turned on, then check thebattery charging ammeter for a charge or discharge con-dition. When a discharge condition is indicated, bothauxiliary generators have failed and all air conditioning,heaters, demisters and hotplates are lost.

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NOTE: Whenever the alarm circuit is energised, blue light shines and alarm bell sounds, ensure both the auxiliary generator field (one for each generator) and auxiliary generator main (one for each generator) circuit breakers are not tripped before operating the failure auxiliary generator emergency switches.

Battery charging ammeter registering a discharge

Check that:-

1. Auxiliary generator field circuit breakers are not tripped.

2. Auxiliary generator main circuit breakers are not tripped.

3. When a defect is not evident the probable cause is fuse F.1 failed, and it is to be tested and renewed if necessary.

Under these circumstances if the diesel engine stops or is shut down, it cannot be restarted until fuse F.1 is renewed.

Air Conditioning Failure

Should one auxiliary generator fail to produce currentthen air conditioning will be available in one driving cabonly and must be switched off in the other driving cab,otherwise the circuit will become overloaded, resulting inthe circuit breakers tripping.

In addition, all unnecessary light and other powerdevices, such as hotplates etc., must be switched off toreduce the load on the remaining generator.

If both auxiliary generators fail all air conditioningcab heaters, demisters and hotplates circuits are inoperative,the battery charging ammeter will register a dischargeand the batteries are supplying current for the operationof the control and lighting circuits, therefore, thelocomotive will only operate for a limited time period.

Batteries Overcharging

Open the main battery switch and record a suitableentry in the log book.

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Failure of the Control Stand Switches in Single and Multiple Unit Working

Single Unit

When the control or fuel pump switches fail on theleading control stand, switch on the fuel pump and controlswitches on the trailing control stand. These switchesmust then be switched off on the leading control stand.The generator field switch is to be used on the controlstand from which the locomotive is being driven, i.e.,the leading control. Should the generator field switchfail on the leading control stand, the control stand onwhich the defect has occurred is to be cut out and thetrailing one cut in.

The locomotive is to be controlled from the trailingcab and the section cleared at a speed not exceeding25 km/h.

Multiple Unit

Should the control fuel pump or generator fieldswitches fail on the leading control stand, the procedureoutlined for single unit operation is to be carried out.

If however, the control or fuel pump switches failon both control stands of the leading unit, they are to beswitched on the trailing unit and switched off on theleading unit. The generator field switch is to be used onthe leading control stand from which the locomotives arebeing driven.

Should the generator field switch fail on both controlstands of the leading unit, the control stands on theleading unit are to be cut out and the trailing unit cut in.

The locomotives are to be driven from the trailingunit to clear the section at a speed not exceeding 25 km/hand then re-marshalled and the defective locomotive placedtrailing. Normal working can then be resumed.

Crankcase Exhauster Failure

A crankcase exhauster circuit failure will be indicatedby absence of pressurised discharge of gases from the crank-case exhauster outlet pipe and the following procedure is tobe adopted:-

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1. Check the crankcase exhauster circuit breaker is not tripped.

2. Check the local control circuit breaker is not tripped

3. When a defect is not evident and gases are not being expelled from the outlet pipe, the crankcase exhauster is a failure. The locomotive is to proceed to the nearest depot where a crankcase inspection will be made by an authorised employee.

If the crankcase inspection is clear the locomotive may proceed without further delay.

4. Should the crankcase exhauster be defective, the District Manager, Locomotives and Rolling Stock shall make the necessary arrangements for the crankcase exhauster to be replaced or repaired as quickly as possible.

Failure of the Turbo Supercharger

The failure of the turbo supercharger will be indicatedby heavy black smoke and/or fire being emitted from theexhaust stack. in addition, the efficiency of thelocomotive will be affected with a resultant drop in thebooster air pressure.

Most turbo supercharger failures are complete failureswith the rotor fouling the casing and stationary. The oddcase where a bearing has failed and oil is being sprayed onthe roof and floor, but the rotor has not yet seized, isdifficult to discover in time to avoid further damage.

Once the turbo has seized the damage has been done andthe locomotive can be used normally but the horse power willbe considerably reduced.

Cases where the turbo casing has been smashed and/oroil and water are being sprayed around the engine room mustbe judged on their merits.

Generally, the Driver must assess the position withdue regard to the possibility of further damage and fireagainst the need to clear the section. Also considerationmust be given to the gradients and load involved due to thereduced capacity of the locomotive, through the loss ofhorse power.

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VIGILANCE CONTROL EQUIPMENT

The vigilance control equipment fitted is the E.H.type with a solid state timing unit controlling a penaltyapplication magnet valve which upon being de-energised willexhaust brake pipe pressure to atmosphere, i.e., the systemis fail safe.

All current instructions applicable to both normaland emergency working procedures for the E.H. type vigilancecontrol will apply.

A transfer will be affixed to the door of the elect-rical cabinet which reads:-

Battery switch

Before opening, close both Driver's brake valve isolating cocks. Vigilance control penalty valve when energised will dump brake pipe pressure.

This action is necessary to ensure the vigilancecontrol is isolated by closure of the isolating cocks beforethe electrical circuit to the penalty magnet valve is inter-rupted by opening the battery switch.

ISOLATING COCKS

Below the Footplate

1. Two main reservoir pipe cocks at each end of the locomotive.

2. One brake pipe cock at each end of the locomotive.

3. Two sets of independent application and release cocks at each end of the locomotive.

4. Two brake cylinder isolating cocks, left side.

5. Main reservoir isolating cock, left side.

In the Cab

1. Whistle changeover cock below cab roof in No.2 cab.

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2. Brake valve cut off valves, one on each brake pedestal.

3. Brake pipe emergency cock adjacent to the brake pedestal.

4. M.U. valves for isolating independent brake, one on each brake pedestal.

5. Whistle and windscreen wiper isolating cock above floor at front wall of each cab.

6. Refrigerator isolating cock, on side panel of refrigerator in each cab.

In Cubicle at Rear of Each Cab

Staff exchanger isolating cock, adjacent to the operating handle.

In the Engine Room from No.2 End

1. Control valve isolating cock on air brake equipment stand isolates locomotive automatic brakes.

2. Dead locomotive device on air brake equipment stand.

3. Vigilance control emergency application valve isolating cock, below equipment box, adjacent to air brake equipment stand.

4. Two sanding magnet valve isolating cocks, left side.

5. Compressor governor isolating cock on bulkhead in front of water expansion tank.

6. Control air reservoir isolating cock, adjacent to control air reservoir.

NOTE: The control valve isolating cock is located on the brake pipe and when closed, only isolates the automatic portion of the brake, i.e., the independent brake is operative with the isolating cock closed.

** *** **

INDEX

Subject Page No Air Conditioning 3 Air Conditioning Failure 36 Alarms and Safeguards 16 Automatic sanding 8 Auxiliary Generators 2 Battery Charging Ammeter registering a Discharge 36 Batteries Overcharging 36 Battery Switch 39 Brake Cylinder Pressure Blue Light 12 Brake Cylinder Pressure Blue Light Shines 12 Cab Refrigerator 5 Circuit Breaker Panel 14 Control Circuit 9 Cooling Water System 18 Crankcase Exhauster Failure 37 Diesel Engine Shutdown 19 - Single Unit 19 - Multiple Unit 21 Diesel Engine Shut Down when throttle is returned to idle position 21 Driver's Cab 10 Driver's Control Stand 10 Driver's Desk 11 Dynamic Brake 8 Dynamic Brake Warning 30 Electrical Equipment 1 End Details 6 Engine Bar Switch 7 Engine not responding to the throttle with no power output 32

INDEX

Subject Page No Engine deficient in power output 33 Engine turns over slowly and will not fire 31 Engine turns over up to firing speed but will not fire 31 Engine will not turn over when starting button is operated 30 Failure of Auxiliary Generator 34 Failure of Fuses 8 Failure of the Control Stand 37 - Single Unit 37 - Multiple Unit 37 Failure of Load Meter 34 Failure of Turbo Supercharger 38 Faults, Failures and their Remedy 19 Fuel Injection Pumps 19 General Data 0 Ground Relay when motoring 25 Ground Relay when using Dynamic Brake 26 Ground Relay, High & Low Tension Earth 25 - Single unit 25 Ground Relay Knife Switch Description 16 Ground Relay Knife Switch Operation 28 Hot Engine, Water Cooling System Overheated 22 - Single Unit 22 - Multiple Unit 24 Isolating Cocks 39 - Below the Footplate 39 - In the Cab 39 - In the cubicle at rear of each cab 40 - In the engine room No.2 end 40

INDEX

Subject Page No Jumper Couplings 5 Load Meter Operation 9 Low Lubricating Oil Protective Device 18 Low Water Alarm 24 Lubricating Oil System 19 Low Speed Control 13 Observer's Desk 13 Overcurrent Relay 6 Overcurrent Relay - Multiple Unit 27 - Single Unit 27 Power Output Difficulties 32 Pressure Gauges 16 Repeated Ground Relays 26 - Multiple Unit 26 Reverser Switch Fails to Operate 33 Shortage of Water in the Cooling System 24 Staff Exchangers 13 Starting Up Difficulties 30 Temperatures and Pressures 18 To Start the Diesel Engine 6 To Stop the Diesel Engine 7 Traction Motor Blower 17 Transition Control 7 Turbo Supercharger Pressure 19 Turbo Supercharger Failure 38 Vigilance Control Equipment 39 Wheel Spin 29 Wheel Slip 28 Woodward Governor 17