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ALCO
OPERATING MANUAL
CENTURY420 424 425 628
This manual covers the basic instructions to assistoperating personnel in the efficient servicing andhandling of "Century Series" road locomotives .
Descriptive information pertainingto the most com-monly used "specialties" is contained herein and de-finedwiththe phrase (if used) . The manual is writtenso as to be complete for locomotives with or withoutthe specialty equipment .
The information furnished is based on constructionas of date material was compiled.
-e+~
ALCO PRODUCTS, INC.Schenectady, New York 12305
Printed in U.S .A .
September 1964
TABLE OF CONTENTS
Page
GENERAL DATA --------------------- 12
INTRODUCTION --------------------- 13
DIESEL ENGINE-------------------- 13TRACTION AND AUXILIARY GENERATORS - 13TRACTION MOTORS ---------------- 14AUTOMATIC TRANSITION - - - - - - - - - - - - - 14AUXILIARY EQUIPMENT-------------- 15DYNAMIC BRAKING ----------------- 15
OPERATING CONTROLS --------------- 16
CONTROL STAND ------------------ 16CONTROLLER OPERATING HANDLES - - - - 16MECHANICAL INTERLOCKING BETWEENHANDLES ---------------------- 18
CONTROLS AT ENGINEMAN'S POSITION --- 19COMPARTMENT CONTROL PANELS ----- 20
PREPARING FOR OPERATION ----------- 24
BEFORE BOARDING ----------------- 24IN ENGINE COMPARTMENT ----------- 24STARTING DIESEL ENGINE ------------ 25BEFORE MOVING A TRAIN ------------ 26COUPLING UNITS EQUIPPED WITH26-L BRAKE EQUIPMENT ----------- 26
OPERATING PROCEDURES ------------- 27
MOVING ATRAIN
------------------ 27STOPPING A TRAIN ----------------- 27REVERSING LOCOMOTIVE ------------ 27SHUTTING DOWN DIESEL ENGINE - - - - - - - 28MUOPERATION -------------------- 28POWER MATCHING FEATURE
--------- 29LEAD UNIT POWER REDUCTION -------- 29THROTTLE HANDLING --------------- 29WHEEL SLIP ---------------------- 32
Page
ABNORMAL OPERATIONS -------------- 52
EMERGENCY ENGINE SHUT DOWN - - - - - - - 52EMERGENCY FUEL CUT OFF - - - - - - - - - - 53EMERGENCY REVERSER OPERATION - - - - 53TRACTION MOTOR CUTOUT SWITCH ----- 53TAKING DIESEL ENGINE "OFF THE LINE"IN MU OPERATION ---------------- 54
PUTTING DIESEL ENGINE "ON THE LINE"IN MU OPERATION ---------------- 54
OPERATING WITH LEAD UNIT IDLINGOR SHUT DOWN ------------------ 54
OPERATING WITH DEAD BATTERYON LEAD UNIT ------------------- 55
Page
AIR EQUIPMENT---------------------
26-L BRAKE EQUIPMENT -------------CHANGING OPERATING ENDS26-L BRAKE EQUIPMENT -----------
33
33
38
TOWING DEAD LOCOMOTIVE-----------OPERATING THROUGH WATER ---------
GAUGES AND INSTRUMENTS ------------
5656
56
OPERATING 26-L WITH 6SL OR LOADMETER---------------------- 5624-RL EQUIPMENT IN MU ----------- 38 SPEED INDICATOR------------------ 57
BRAKING WITH POWER -------------- 40 AIR GAUGES ---------------------- 58RECOVERY OF BRAKE AFTER CONTROL AIR PRESSURE GAUGE - - - - - - - 58PENALTY APPLICATION ------------ 40 ENGINE SYSTEM GAUGES ------------- 58FASTER AIR PUMPING --------------- 40 OTHER SYSTEM GAUGES ------------- 61
EMERGENCY BRAKE VALVE ----------- 40AUXILIARY AIR EQUIPMENT ----------- 41 AUTOMATIC ALARMS AND SAFEGUARDS --- 63SANDING CONTROL ----------------- 41
LOW LUBRICATING OIL PRESSURE ------ 64MISCELLANEOUS OPERATING HOT ENGINE ---------------------- 64INSTRUCTIONS -------------------- 43 LOW WATER ---------------------- 65
DYNAMIC BRAKING OPERATION -------- 43 GROUND RELAY -------------------DYNAMIC BRAKE WARNING------------
6566
DUAL CONTROL ------------------- 47 WHEEL SLIP WARNING--------------- 66HUMP CONTROL ------------------- 47 CIRCUIT BREAKERS----------------- 66PASSING OVER RAILROAD CROSSINGS - - - - 49 CRANKCASE EXHAUSTER ------------- 66ENGINE WATER SYSTEM ------------- 49 JOURNAL BOX HEAT INDICATOR -------- 67HAND BRAKE OPERATION ------------ 50 DIESEL ENGINE OVERSPEED - - - - - - - - - - 67CAB HEATERS AND DEFROSTERS - - - - - - - 50 NO BATTERY CHARGE--------------- 68CLASSIFICATION LIGHTS ------------- 51 LOCOMOTIVE OVERSPEED ------------ 68NUMBER LIGHTS ------------------- 52HEADLIGHTS --------------------- 52
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1 . Engine 14 . Radiator 28. Engine Water Expansion Tank2 . Main Generator 15 . Radiator Fan 29. Engine Water Fill and Drain3 . Exciter 16 . Radiator Fan Clutch 30. Batteries4 . Auxiliary Generator 17 . Radiator Shutter 31 . Hand Brake
H,-1 5 . Control Stand 18 . Lubricating Oil Filter 32 . Cab Heater6 . Brake Valves 19 . Lubricating Oil Strainer 33 . Cab Seat7 . Control Compartment 20 . Lubricating Oil Cooler 34. Headlight8 . Mechanical Air Cleaner (Engine Air) 21 . Air Compressor 35 . Classification Light9 . Air Cleaner Exhauster 22 . Main Air Reservoir 36. Number Light10 . Mechanical Air Cleaner (Gen . Compart. 23 . Fuel Tank- 37 . Horn
Air Filtering System) 24 . Fuel Tank Filling Connection 38 . Bell11 . Fan (Gen . Compart . Air Filtering System) 25 . Fuel Oil Filter 39. Dynamic Brake Resistors)12 . Traction Motor 26 . Sand Box 40. Toilet ) Modifications13 . Traction Motor Blower 27 . Sand Box Fill 41 . Cab Seat )
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b rt 1 . Engine 14. Radiator 28 . Engine Water Expansion Tank
[V 2 . Main Generator 15 . Radiator Fan 29 . Engine Water Fill and Drain3 . Exciter 16. Radiator Fan Clutch 30 . Batteries4 . Auxiliary Generator 17 . Radiator Shutter 31 . Hand BrakeH 5 . Control Stand 18 . Lubricating Oil Filter 32 . Cab Heater
.., 6 . Brake Valves 19 . Lubricating Oil Strainer 33 . Cab SeatC12 7 . Control Compartment 20 . Lubricating Oil Cooler 34 . Headlight
8 . Mechanical Air Cleaner (Engine Air) 21 . Air Compressor 35 . Classification Light9 . Air Cleaner Exhauster 22 . Main Air Reservoir 36 . Number Light10 . Mechanical Air Cleaner (Gen . Compart. 23 . Fuel Tank 37 . Horn
Air Filtering System) 24 . Fuel Tank Filling Connection 38 . Bell11 . Fan (Gen . Compart . Air Filtering System) 25 . Fuel Oil Filter 39 . Dynamic Brake Resistors)12 . Traction Motor 26 . Sand Box 40 . Toilet ) Modifications13 . Traction Motor Blower 27 . Sand Box Fill 41 . Cab Seat )
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ro~ 1 . Engine 14 . Radiator 28 . Engine Water Expansion Tank2 . Main Generator 15 . Radiator Fan 29 . Engine Water Fill and Drain3 . Exciter 16 . Radiator Fan Clutch 30 . Batteries4 . Auxiliary Generator 17 . Radiator Shutter 31 . Hand Brake
a 5 . Control Stand 18 . Lubricating Oil Filter 32 . Cab Heater6 . Brake Valves 19 . Lubricating Oil Strainer 33 . Cab Seat7 . Control Compartment 20 . Lubricating Oil Cooler 34 . Headlight8 . Mechanical Air Cleaner (Engine Air) 21 . Air Compressor 35 . Classification Light9 . Air Cleaner Exhauster 22 . Main Air Reservoir 36 . Number Light
10 . Mechanical Air Cleaner (Gen . Compart . 23 . Fuel Tank 37 . HornAir Filtering System) 24 . Fuel Tank Filling Connection 38 . Bell
11 . Fan (Gen. Compart . Air Filtering System) 25 . Fuel Oil Filter 39 . Dynamic Brake Resistors)12 . Traction Motor 26 . Sand Box 40 . Toilet ) Modifications13 . Traction Motor Blower 27 . Sand Box Fill 41 . Cab Seat )
12
General Data
964
GENERAL DATA
INTRODUCTION
Century Series
420
424 & 5
628Specifications
DL-721A DL-640A& B DL-628Class - AAR
B-B
B-B
C-CWheel Diameter
(In. )
40
40
40Journal Size
(In .)
6-1/2 6-1/2 6-1/2Track Gauge
(Ft .-In.)
4-8-1/2 4-8-1/2 4-8-1/2Engine Data
Speed (RPM)
1025
1025 & 1050
1050Horsepower (HP) 2000
2400&2500
2750Bore (In .)
9
9
9Stroke (In.)
10-1/2
10-1/2
10-1/2Cylinders 12 16 16
CapacitiesFuel Oil (Gal .)
1200
2000
2000Lubricating Oil
(Gal . )
200
250
250Governor Oil
(Qts.) 4 4
4Air Comp. (Gal.)
12
12
12Sand (Cu. Ft.)
28
28
48Cooling Water
(Gal . )
250
320
320Traction Motors
4
4
6Air Brake Equip.
26-L
26-L
26-LPrincipal Dimen-
sions and Loca-tion of Apparatus Fig. 1
Fig. 2
Fig. 3Track Curvature(Maximum)MU Operation
300300210WithoutTrain
390390250WeightOn Drivers (Lbs. ) 240,000
256,000
340,000Total Loco . (Lbs. ) 240,000
256,000
340,000
964
Introduction
13
Theseversatile diesel electric road locomotives areadaptable to all classes of railroad operations . Theyconsist of one unit complete with diesel engine, gen-erator, trucks and necessary accessories, with anoperatingcabbetween the long and short hoods .
Con-trols may be applied for multiple unit operation withall units controlled from one cab.
DIESEL ENGINE
Each locomotive unit is powered by a V type 9" x10-1/2", single acting, turbosupercharged, Mode1251,diesel engine of four stroke cycle having an open com-bustion chamber with solid fuel injection. The enginespeed is governed by an electro-hydraulic governor .
The diesel engine has an all welded steel frame .Full pressure lubrication of all parts is provided . Apressurized cooling system is used ; the cooling waterflows successively through the engine, the radiatorsand the lubricating oil cooler and is circulated by anengine driven centrifugal pump . Lubricating oil iscooled by the water in the heat exchanger and the waterby fan cooled radiators .
Thermostatically controlled radiator shutters andfan maintain desired engine temperature automatically.
TRACTION AND AUXILIARY GENERATORS
The traction generator is direct-connected to thediesel engine crankshaft while the auxiliary generator,exciter andtraction motor blower aregear driven fromthe generator shaft . . The traction generator producesdirect current for the operation of the traction motorsandthe exciter supplies power to the excitation system .The auxiliary generator furnishes current for batterycharging, and low voltage circuits for lighting, con-trol, and auxiliary motors .
14
Introduction
964
TRACTION MOTORS
Each motor is supported by axle suspension bear-ings and a resilient support mounted on the trucktransoms.
Shrunk onto the motor armature shaft is a piniongear which meshes with a drive gear pressed onto thewheel axle . The gear ratio between the pinion anddrive gear is expressed by two figures "74/18 ." Thefirst number indicates the number of teeth on thedriven gear and the second number indicates thenumber of teeth on the pinion .
The forward and reverse movement of the locomo-tive is controlled by the positioning of the reverserwhich, when moved from forward to reverse position,by the reverse handle at the engineman's position,changes the direction of the current through the trac-tion motor fields .
"Transition" is the changing of traction motor con-nections and is controlled automatically. The motorconnections take place in reverse order when loco-motive is decelerating with power on.
AUTOMATIC TRANSITION
These units are equipped with atuomatic transition .Placing the selector handle in position No . 1 permitsautomatic transition to take place at predeterminedlocomotive speeds during acceleration and decelera-tion.
Transition events areas follows :
Starting
Motors connected in series parallel .1st Event
Motor fields shunted .NOTE : On Type 424 and 628, 15steps of field shunting are providedin series parallel . The shunt control-ler responds to generator current.
964
Introduction
15
2nd Event
Motors connected in parallel .3rd Event
Motor fields shunted.NOTE : On Type 424, 7 steps (10steps on 628) of field shunting areprovided in parallel. Theshunt con-troller responds to generator cur-rent .
AUXILIARY EQUIPMENT
Engine Air System
Air is drawn through a mechanical type air filterandfurther filtered by oil-panel type air filters. Dirtremovedbythe mechanical filter is exhausted througha motor-driven aspirator .
Electrical Rotating Equipment Ventilation
Air isforcedthrough a mechanical type air filter bya hydraulically driven fan. A portion of this filteredair is used for cooling the generators and is then usedto purge the engine compartment .
The remaining por-tion of the filtered air is blownby a gear-driven multi-vane type blower into a duct through the underframefor cooling the traction motors .
Auxiliary Drives
Thediesel engine drives the radiator fan through aneddy current clutch . Connections between the engine,air compressor and eddy current clutch are throughflexible couplings .
DYNAMIC BRAKING (If Used)
The dynamicbrake is a means by which the tractionmotors are used to produce braking instead of pullingeffort . The motors are reconnected as generators andthe power reduced by them is dissipated as heat byfan blownresistors.
This brake is used principally ongrades, though it may be used to very good advantagefor slow-downs . The resistor assembly is mountedunder the engine hood above the diesel engine or be-tween the engine compartment and operating cab.
16
Operating Controls
964
Throttle Handle
2 .
Selector Handle
2 .
3.
OPERATING CONTROLS
CONTROL STAND
The control stand and engineman's position areshown in Fig . 4. The callouts and legends show thevarious controls conveniently located to the engine-man.
CONTROLLER OPERATING HANDLES
Has an "Idle" or "0" position and eight runningnotches . Its position is shown by an indicator abovethe handle .
Advance throttle handle completely into eachsucceeding notch. Do not leave it halfway be-tween notches.The throttle handle can be returned to "Idle" asrapidly as desired.
Has an "Off" or "0" position with four motoringpositions to the left and a braking range to the right .Its position is shown by an indicator at top of the con-troller .
Handle in "Off" position disconnects tractionmotors, power and braking circuits.Handle in motoring position No . 1 sets up motor-ing circuits . Transition will take place auto-matically both accelerating and decelerating .When in MU with units equipped for non-super-visory* automatic transition the selector handlein the lead unit should remain in the No . 1 tran-sition position .
* No manual control of transition with selector handle .
964
1 . Air Brake Controls(See Fig . 6)
2 . Loadmeter3 . Speedometer (If Used)4 . Lead Axle Sanding
Switch (If Used)5 . Wheel Slip and Dy-
namic Brake Light6 . Throttle Handle7 . Reverse Handle8 . Emergency Sanding
Switch (If Used)9 . Selector Handle
10 . Name Plate Lights11 . Name Plate Light
Dimming Control12 . MU Emergency Stop-
Run Switch
FIG . 4 - CONTROL
Operating Controls
13 . Fuel Pump CircuitBreaker
14. Generator FieldSwitch
15 . Control CircuitBreaker
16. Headlight ControlSwitches -Off, Dim,Bright
17. Light Switches -Gauge, Dome,Ground
18 . Locomotive BellControl Valve
19 . Pneumatic SandingControl Valve(s)(If Used)or ElectricSanding ControlSwitch (If Used)
STAND (COMPOSITE)
17
1 8
Operating Controls
964
4 .
When in MU withunits equippedfor supervisory**automatic transition, the selector handle on leadunit should be placed in selector position No . 4 .
5 .
When in MU with units equipped for manual tran-sition, selector handle should be moved fromposition No . 1 up through position No. 2, 3 and4according to operating instructions on the loco-motive equipped with manual transition.
6 . Handle in braking range provides control ofdynamic braking. If locomotive is not equippedwith dynamic braking, a stop on the controllerprevents movement of the handle into the brakingrange .
Reverse Handle (7)
Hasthree positions, "Forward," "Off"and "Reverse"for selecting the desired direction of locomotive move-ment. Move handle in same direction as desired forlocomotive movement . Center position is "Off . "
Hump Control Handle (If Used)
Has on "Off" position and a hump control range whenmoved downward .
MECHANICAL INTERLOCKINGBETWEEN HANDLES
Throttle Handle
Canbemovedfrom"Idle"position only with selectorhandle in 1, 2, 3, or 4 and reverse handle installed .
Selector Handle
Can be moved from "Off" to the No . 1 positionregardless of reverse handle position .Can be moved to position No . 2, 3, or 4 onlywhen reverse handle is "Forward" or "Reverse ."
**Manual control of transition with selector handle .
964
3 . On units equipped with dynamic braking theselector handle can be moved into the brakingrange only when reverse handle is "Forward"or "Reverse" and throttle handle is in "Idle ."
Reverse Handle
Operating Controls
19
1 . Can be moved only when throttle handle is in"Idle, " and with selector handle in "Off" or inNo. 1 position .
2 .
Can be installed or removed only when in "Off"position .
Hump Control Handle (If Used)
Can be moved regardless of position of the abovehandles.
CONTROLS AT ENGINEMAN'S POSITION (Fig . 4)
MU Emergency Stop-Run Switch
When the red "Stop" button (12) is pushed, it willshut down the engine and simultaneously all otherengines of a multiple unit locomotive .
It is providedfor emergency use only .
Reset by pushing in black"Run" button .
Power Reduction Switch (If Used)
If the first unit in aconsist slips excessively, operatethe power reduction switch (not shown) .
This reducespower while trailing units operate at full power .
Re-turn switch to "Off" for normal full power operation.
Emergency Sanding Switch (If Used)
Switch (8) in "On" position provides for operationof all sanders in case of an emergency such as a"plugging" operation.
2 0
Operating Controls
964
Lead Axle Sanding Switch (If Used)
Depress pushbutton switch (4) to sand in front oflead axle .
Releasing switch stops sanding.
Sanding Control Valve
On some units sanding is controlled by pneumaticvalve(s) while on other units sanding is controlled byan electric switch .
Operate control (19) to sand in front of both trucks .Refer to "Sanding Control" section.
Nameplate Light Dimming Control
Adjust control (11) to obtain the desired illumina-tion of switches and gauges .
COMPARTMENT CONTROL PANELS
Control panels are located on the rear wall of theoperating cab. Refer to Fig. 5 . They contain thenecessary controls for the engine and auxiliary powerdistribution.
Engine Control Switch
The engine control switch (15) has two positions,"Idle" and "Run. " With the switch in "Idle" positionthe power plant is "off the line, " the engine speed isheld at idle and load cannot be applied to the powerplant . Also the switch must be in "Idle" to start anengine .
The switch is moved to "Run" position in order toload the power plant and operate above idle speed.
964
Operating Controls
21
Engine Start Switch and Stop Button
The start switch (17) is a three position ('Reset-Fuel Pump Start, " "Off, " "Engine Start"), springreturn, rotary switch . The "Reset" position is usedto reset after an emergency fuel cutoff switch has beenoperated and to start the fuel pump. The "EngineStart" position is used to crank the engine .
The stop button (16) is depressed and held untilengine stops regardless of position of other controls .
Ground Relay
The ground relay has an indication lever (25) thatpoints to a red dot when relay is tripped. Reset but-ton (24) located adjacent to indicator must be pushedto reset .
See "Ground Relay" instructions .
MU Headlight Setup Switch
This switch (22) has five positions. Place switchin proper position according to unit's location anddirection in an MU consist.
Power Matching Switch (If Used)
Switch (21) in "On" position automatically reducespower on these units to match lower powered unitsin an MU consist.
Motor Cutout Switch (If Used)
Switch (19) has several positions to isolate individualmotors (4 motor units) or either truck (4 and 6 motorunits) .
1 . CabLights andAuxiliaries Circuit Breaker
16. Engine Stop and Emergency2 . Engine Room Lights Circuit Breaker
Fuel Cut Off Switch3 . Fan Control Circuit Breaker
17 . Engine and Fuel Pump Start Switch4 . Air Cleaner Blower Circuit Breaker
18 . Compartment Light Switch5 . No Battery Charge Light
19 . Motor Cutout Switch (If Used)6 . Fuel Pump Circuit Breaker
20 . Light Switches7 . Crankcase Exhauster Circuit Breaker
Rear Number8 . Battery Breaker
Rear Class9 . Auxiliary Generator Field Circuit
Engine RoomBreaker
Front Hood10 . Control Circuit Breaker
Walkway11 . Headlights Circuit Breaker
21 . Power Matching Switch (If Used)12 . Hot Engine Light
22 . MU Headlight Setup Switch13 . Low Lube Oil Light
23 . Ground Relay Indicating Light14. Exhauster Not Running Light
24. Ground Relay "Reset" Button15 . Engine Control Switch
25. Ground Relay Indicating Target
NOTE : Other circuit breakers for toilet heater, radio, etc ., are also mountedon panel as required.
FIG . 5 - CONTROL COMPARTMENT PANELS
O
r,-
W0n0m
w
24
Preparing for Operation
964 964
Preparing for Operation
25
Check oil level in air compressor .Check oil level in generator gear box .Check oil level in fan drive gear box.
RTING DIESEL ENGINE
Close battery switch .Close all circuit breakers on the engine controland power distribution panels .Toggle switches on engineman's control standand control panels will operate lights .The ground relay cutout switch must be closedand the ground relay indicating pointer mustnot be over the red dot . If tripped, see "GroundRelay" instructions .The traction motor cutout switch (if used)should indicate "All In . " If in any other posi-tion, see"Traction Motor Cutout Switch" instruc-tions.Turn engine control switch to "Idle . "Move throttle to "Idle. "Move reverse and selector handles to "Off ."Close the control and fuel pump breakers . Re-set MU stop-run button . These controls are atengineman's control stand.Turn start switch to "Reset-Fuel Pump Start"momentarily to start fuel pump motor . Allowfuel pressure to build up.NOTE : On some units a starting indicating lightis located directly over start button and willlight until engine is started and oil pressureclosesthe pressure switch . The engine controlswitch, start button, and starting indicator lightare mounted on the front side of the controlcompartment.Turn start switch to "Engine Start" to crankengine .
Hold until engine starts.WARNING: Do not discharge battery by repeat-ed attempts to crank. If the first two or threeattempts are not successful, recheck completestarting preparation.After starting engine, check that engine airfilter exhauster motor, generator compartment
PREPARING FOR OPERATION 10 .11 .12 .
BEFORE BOARDING
1 . Check fuel supply .STA1
.2 . Check proper positioning of angle cocks andshut-off valves, also for liquids leaking from 2 .external piping .
3 . Check for loose or dragging parts . 3 .4. Drain condensate from main reservoirs.5 . Check connection of air hosesand jumper cables . 4.
If used in multiple unit operation - see "DynamicBrake Unit Selector Switch, " "MU Operation"and"Coupling Units Equipped with 26-L Brake . "
5 .IN ENGINE COMPARTMENT
Refer to "Gauges and Instruments" section for loca-tion of gauges listed . 6 .
7 .1 . Inspect to see that no rags, tools, lanterns, 8 .
etc., are near shafts, other moving parts, or 9 .electrical apparatus. Never use waste on thelocomotive.
2 . Lubricating oil drain valves must be closed . 10 .3 . Check the diesel engine lubricating oil level .
Bayonet gauge should show oil between the highand low marks .
4 . Cooling water fill-drain valve must be closed .5. Check quantity of water in the cooling water
system. The level indicator attached to thewater expansion tank must show water at alltimes.
6 . Check oil level in governor .7 . Check that engine turning device (if used) is 11.
removed from engine .8 . Checkthat control air, air compressor governor
and unloader cocks are open .9 . The engine overspeed trip handle must be in the
vertical position which indicates the trip deviceis set. See "Diesel Engine Overspeed" for re- 12 .set instructions .
26
BEFORE MOVING A TRAIN
COUPLING UNITS EQUIPPED WITH26-L BRAKE EQUIPMENT
On Leading Unit
1 .
Position all switches, breakers and cutout cocksthe same as for single unit operation.
2 .
Place MU-2 valve in "Lead" position .
On Trailing Units
1 .
See that all circuit breakers on control compart-ment panel are closed .
2 .
Make sure that the control, fuel pump and gen-erator field circuit breakers located on the en-gineman's control panel are "Off ."
3 .
Throttle handle must be in "Idle . "4 .
Selector handle must be in "Off . "5 . Reverse handle must be in "Off" and removed.6 . Place the MU-2 valve in "Trail-26" position.7 .
Place automatic brake valve handle in "HandleOff" position and independent brake valve handlein "Release" position and remove both handles.
Operating Procedures 27
Position brake valve cutoff valve in "Cut-out"position .
On All Units
MOVING A TRAIN
1 .
Close generator field switch on engineman's con-trol stand.
2 .
Move reverse handle to "Forward" or "Reverse"position depending on direction desired.
3 .
Move selector handle to Position 1 . See "SelectorHandle . "
4.
For positioning hump control handle, see "HumpControl . "
5 .
Depress safety control pedal (if used) .6. Release brakes .7. Open throttle .
STOPPING A TRAIN
Move throttle handle to "Idle" and apply air brakes .If leaving engineman's position, move selector and re-verse handles to "Off ."
REVERSING LOCOMOTIVE
1 .
Bring locomotive to full stop .2 . Move selector handle to No . 1 position.
1 . Engage couplers1 . Install brake valve handles and reverse lever . 2 . Connect air hoses and multiple-unit jumpers2 . Check main reservoir air pressure . between units .3 . Check control air pressure - normal 70 psi . 3 . Open air line cocks .4. Move the brake pipe cutoff valve to "Frt" or 4. See also "Power Matching" under "MU Opera-
"Pass" position depending upon the intended use tion . "of the locomotive. 5. Place MU headlight setup switch in proper posi-
5 . Place the MU-2 valve in "Lead" position. tion . Do this before turning on the headlights .6. Make brake application, release hand brake .7. Thedead engine cock must be in "Live" position .8. Test sanders.9 . Make air brake test . OPERATING PROCEDURES
10 . Have at least 120OF water temperature, if pos-sible, before notching up .
Preparing for Operation 964 964
ventilating fan and engine crankcase exhauster 8 .motors are operating properly .Move engine control switch to "Run" position .
28
2 .3 .
4.5 .
6.
MU OPERATION
Operating Procedures
964
3. Move reverse handle to opposite direction.4 . Release brakes .5 . Open throttle .
SHUTTING DOWN DIESEL ENGINE
Open generator field switch located at engine-man's control stand.Move engine control switch to "Idle" position.Press and hold stop button located near startswitch on the control compartment until startinglight (if used) lights or engine stops.Apply hand brake and release air brakes .Open all other switches and circuit breakers atengineman's control stand .Open battery switch .NOTE : Engine stop button on engineman's con-trol stand to be used for emergency stop only .
Whether operating a single unit, or a consist ofthese units in MU, loss of rail adhesion at lowerspeeds normally tends to protect the traction equip-ment against overload and no minimum speed need beobserved .
In the event that track conditions are such that un-usually high adhesion can be maintained, the load-meter will move into the "short time" range at ap-proximately the following speeds
964
Operating Procedures
When operating units with different minimum con-tinuous speeds, the engineman must not operate theunits below the minimum continuous speed of any oneunit in multiple .
POWER MATCHING FEATURE (If Used)
LEAD UNIT POWER REDUCTION (If Used)
29
When operating in multiple with units of differentminimum continuous speeds (lower horsepower), thepower matching switch should be in "On" position.An automatically controlled reduction of power ofthese units is thus obtained ; therefore, their con-tinuous tractive effort per motor will match that oflower powered units. Under these conditions, theminimum continuous speed of the lower powered unitin the consist may be observed.
NOTE : The power matching switch must be placed inthe "On" position in all of these units in a consist withlower powered units prior to operation.
When operatingunder conditions where the adhesionavailable to the lead unit is less than that available totrailing units, the lead unit power may be reduced theequivalent of one throttle notch (without affecting trail-ing units) . This is accomplished by turning the powerreduction switch to "On" position . Wheel slip equip-ment will operate less frequently, promoting smoothertrain handling and reducing sand consumption.
After adhesion conditions improve, the power reduc-tion switch should be returned to the "Off" position for
Gearing
Max .Speed(MPH)
Cent.420
(MPH)
Cent .424
(MPH)
Cent.425
(MPH)
Cent.628
(MPH)
normal, full power operation.
THROTTLE HANDLING
74/18 70 10 .2 13 .0 13 .7 9 .2 An inherent feature of these locomotives provides65/18) throttle control of tractive effort . This offers two72/20) 80 11 .8 14 .8 15 .6 10.5 advantages . First, it affords the enginemanthe ability64/19) , to control, by throttle notch position, the amount of71/21) 86 12 .5 15 .8 16 .8 11 .2 tractive effort to be developed. Second, it provides
30
Operating Procedures
964
a positive protection against excessive load currenton the traction motors and generator .
The proper use of this feature offers much in im-proved train handling as well as protection to the elec-trical equipment. It is important therefore that theengineman thoroughly understands its proper use,since itdoesrequire slightly different throttle handlingthan for other types of locomotives not. so equipped .
How It Works
For each throttle position a definite maximum loadcurrent and corresponding tractive effort may be de-veloped . The increase, as the throttle is advancedfrom one position to the next, is made immediatelybut smoothly . Sinze, however, the total tractive ef-fort of the locomotive is divided into eight steps avail-able on the eight throttle notches, it is necessary toadvance all the way into the 8th notch in order to de-velop full tractive effort . Further, since maximumcurrent is controlled, it is perfectly safe so far aselectrical or mechanical equipment is concerned toadvance the throttle rapidly into the 8th notch; in factthis is not only desirable but necessary under certainstarting conditions .
How It Is Used
It is well understood that the worst treatment thatcanbe given a . traction motor is to allow it to stand at"Stall" condition for any appreciable length of timewith load current applied to it . It is therefore mostimportant, having given due care to insure that thebrakes are released and that train slack is out, to :
1 .
Start the locomotive to move as quickly as pos-sible ; and
2 .
Accelerate to a speed which will bring the load-meter pointer down into the green zone in a minimum time .
Therefore, in making a start, it isgood practice to advance the throttle promptlyto a notch that will start locomotive movement .
964
Operating Procedures 31
If after starting, acceleration is too fast or untilit is certain that all slack is out, the throttlemay be backed off as required to maintain de-sired locomotive speed . As soon as the slackis out, the throttle may be advanced as fast asdesired to suit operating conditions .
Starting Passenger or Light Trains
For normal starting of passenger and light trains,no appreciable difference in throttle handling will benoted from other types of equipment except the im-mediate response obtained for each throttle notch ad-vance .
Normal Starting of Heavy Trains
Normally it is not necessary to "bunch" the slack .If the train is known to be stretched, as soon as thebrakes are fully released, throttle should be advancedimmediately to whatever notch is required to startmovement . Then adjust up or down to suit desiredoperating conditions bearing in mind desirability of ac-celerating the train to where the loadmeter registersin the greenzone in minimum time. For normal levelgrade starting, if no movement is obtained when thethrottle has reached its 5th or 6th notch, shut offthrottle andrecheck to insure that the brakes are fullyreleased .
Starting Heavy Trains on Severe- Grades
It is occasionally necessary to take as much as the7th or 8th notch to make a start. The engineman must,of course, use due care in handling the train slack andto time his power application to insure that brakes arereleased.
Having assured himself of slack and brakeconditions, he should have no hesitancy in advancingthe throttle quickly into even the 8th notch to get thetrain moving .
Whilethe load current will be high, thecontrol limits it to a value corresponding to approxi-mately themaximum shorttime rating as shown on theloadmeter .
The important thing is to get the locomo-
32
Operating Procedures
964
tive moving and thus keep to a minimum the length oftime during which heavy load current is applied to themotors before they start to turn .
WHEEL SLIP
Adhesion Loss Detection System
2 .
3.
4.
5.
6.
7.
In the event of a wheel slip while locomotive isin motoring, power is automatically reduced inproportionto the severity of the slip . Power isreapplied as the slip is arrested. This actionwill be evidenced by oscillation of the loadmeter .When wheel slip control functions for any reason,sand is automatically applied until the slip isarrested.In event of repetitive slips, manual sanding maybe used.In the event steps 1 and 2 and 3 fail to auto-maticallycorrecttheslipwithin a predeterminedtime (approximately 10 seconds), an audible andvisible alarm is given in all cabs. Throttleshould be reduced until warning stops.When using locomotive air brakes (with throttlein "Idle") loss of adhesion (sliding) of locomo-tive wheels results in an immediate audible andvisible alarm in all cabs .A continuous wheel slip warning may indicate alocked axle .
Check should be made to insure freerotation of all wheels .
Locked axle protectionis provided on all units coupled in multiple, in-cluding isolated units, provided battery switchandmain control positive and negative breakersare closed in the isolated units .In dynamic braking (if used), loss of wheel ad-hesion causes dynamicbraking effort to be auto-maticallyreduced in the unit affected . Also, anaudible andvisible alarm occurs immediately inall cabs andpersists until proper wheel speed isrecovered. In the event of repetitive slip in-dications in dynamic braking, braking effortshould be manually reduced until rail condition(adhesion) improves .
964
Air Equipment
8 .
See also "Lead Unit Power Reduction. "
Wheel Slip Suppressing Air Brake System
This system has a manual cutout switch whichmustbe "On" for both power units for system to function .If system is turned "Off, " "Adhesion Loss DetectionSystem" will be effective.
1 .
In the event of a wheel slip while locomotive isin motoring, a slip suppressing air brake ap-plication is automatically applied .
2 .
If brake application does not correct wheel slipwithin predetermined time, power is automatic-ally reduced in proportion to severity of theslip .
3 . In the event steps 1 and 2 fail to correct theslip, an audible and visible alarm is given in allcabs.
Sand is also automatically applied.
Thethrottle should be reduced until warning stops .
AIR EQUIPMENT26-L BRAKE EQUIPMENT
33
The26-L brake equipment consists primarily of theautomaticbrakevalve, independent brake valve, breakvalve cutoff valve, controlair valve, control valve, andMU-2 valve (if used) . Details of this equipment varyon different railroads to meet the specific operating re-quirements . Refer to Fig. 6 .
1 .
Theautomatic brake valve is a self-lapping valvewith six positions, namely; "Release, " "Mini-mum Reduction, " "Service, " "Suppression, ""Handle-Off" and "Emergency."a. "Release" position (extreme left position of
brake valve handle) conditions the brakevalveto charge the brake pipe at controlair valvesetting without the liability of overcharge andis used for releasing an automatic brake ap-plication.
34 Air Equipment
1 . Automatic Brake Valve Handle .2 . Brake Pipe Cut Off Valve .3 .
Independent Brake Valve Handle .4 . MU-2 Valve.5.
Brake Cylinder and Brake PipeGauge .
6. Main Res . and Equal. Res .Gauge .
7 .
Regulating Valve (Behind Panel) .
FIG. 6 - AIR BRAKE OPERATING CONTROLS
964
b . "Minimum Reduction" position provides a re-duction of approximately 6 to 8 psi pressure
964
Air Equipment
35
in the equalizing reservoir which -in turn de-duces the brake pipe pressure similarly .
c . "Service" position consists of that sector ofthe handle movement which regulates brakepipe pressure to apressure lower than "Mini-mum Reduction. " Intensity of the servicebrake application is increased as the handleis moved to the right.
d . "Suppression" position is used for the purposeof nullifying any safety control, overspeed ortrain control brake application within the al-lowable penalty time . If the brakevalve handleis placed in "Suppression" position just priorto a penalty application, a penalty brake ap-plication maybe avoided. However, the brakevalve is so designed that whenever the handleis placed in "Suppression" position, a fullservice brake application will be obtained .
e. "Handle Off" position is that sector of thehandle movement which reduces the brake pipepressure to zero and the various valves arepositioned to make inoperative the normaloperating functions of the brake valve . Thebrake valve handle can be removed in thisposition .
f. "Emergency" position is the extreme rightposition of the brake valve handle in whichthe brake pipe is vented at the fastest possible rate toproduce an emergency brake ap-plication.
2 . The independent brake valve is a self-lappingtype with two positions, "Release" and "Appli-cation." Leakage is automatically controlledwhichinsures that the brake will not release dueto leakage. When the brake valve handle is setinanyposition of the application zone, the valvewill automatically lap when the applied pres-sure reaches the value corresponding to theposition of the handle .
Depression of the handlein "Release" position will cause release of anyautomatic brake application existing on the loco-motive .
3 .
The brake valve cutoff valve has two or three
Air Equipment
564
positions; ("In" and "Out" or "Cutout, " "Frt"and"Pass") . Inthe"Cutout" position, the brakevalve is cutout, interrupting the flow of air fromthe relay portion to the brake pipe . In this po-sition, a positive measurement of brake pipeleakage can be made .
Move the brake valvehandle to an appropriate service brake applica-tion position and turn cutoff valve to "Cutout"position when the brake pipe exhaust ceases .This will prevent the brake valve from maintain-ing leakage and a time measurement can betaken. For all normal operations of the locomo-tive, the cutoff valve must be placed in either"In" or "Freight" or "Passenger" position, de-pendingupon the intended use of the locomotive .
4.
The controlair valve is operated by a cam on thebrakevalve handle shaft whichregulates develop-ment of pressure to the equalizing reservoircharging pipe . Movement of the brake valvehandle from the "Release" position to the ser-vice sector causes this valve to reduce equaliz-ing reservoir pressure in proportion to handlemovement . Adjustment of the equalizing reser-voir pressure in "Release" position is made byadjusting the knob on the rear of the regulatingvalve portion. This valve is self-lapping andwill automatically maintain pressure developedby the valve against overcharge and leakage .
5 .
The control valve is an automatic valve capableof responding to the service rate or emergencyrate of change of the brake pipe pressure andthus develop brake cylinder pressure from brakepipe reductions with reference to a control reser-voir pressure . The26-F contains the graduatedrelease capwithtwopositions ; graduated, "GRA,"and direct, "DIR . " This applies to the auto-matic release of the locomotive brakes whichwill be graduated in passenger and light serviceand direct in heavy freight service.
6.
TheMU-2 valve (if used) is a three position valveapplied to a26-L equipped locomotive permittingit to operate with 6, 24 and 26 equipped locomotives . The three positions are marked "Lead or
064
Air Equipment
37
Dead, " "Trail-6 or 26" and "Trail-24. " Whenthe locomotive is operating singly, as a "Lead"unit or hauled "Dead" in a train, the valve mustbe positioned at "Lead or Dead . " When operat-ing as a trailing unit behind 6 or 26 equipment,the valve must be positioned at "Trail-6 or 26 . "When behind 24 type equipment, the valve ispositioned at "Trail-24. "
7.
Safety control pedal (if used) is located on thefloor in front of the engineman's seat.
The pedalmust be depressed at all times except when thelocomotive is stopped and 30 pounds or morebrake cylinder pressure exists .
If the pedal isreleased during operation, the safety controlwhistle will soundfor two to four seconds duringwhich time the pedal can be depressed prevent-ing brake action.
Otherwise a full service ap-plication of brakes will be made.
8 .
Reduction selector valve (if used) with associateddevices, provides an automatic split reductionduring a penalty application, from overspeed (ifused), deadman safety control (if used), or traincontrol (if used), when the freight-passengercut-out cock is in "Freight" position .
9. Dynamic brake interlock is furnished withdynamicbrake equipment and is used to releaseor prevent an automatic brake application on thelocomotive if the dynamic brake is on . Inde-pendent application andrelease of the locomotivebrake is available at all times irrespective ofdynamic brake operation.NOTE: Railroads specify conditions that operatethe interlock.
10 . Pneumatic control switch (if used) is an airoperated electric switch . Penalty applicationsof air brakes such as emergency, safety control,etc . , will trip this switch returning the dieselengine to "Idle ." The switch is reset auto-maticallyas soon as the brake pipe is rechargedor main reservoir air pressure drops below 40psi.NOTE : Railroads specify conditions that operatethe switch .
38
CHANGING OPERATING ENDS26-L BRAKE-EQUIPMENT
On Unit Being Cut Out
1 .
Make a20 1b . brakepipe reduction by moving theautomatic brake valve handle to "Service" posi-tion .
2 . Move independent brake valve handle to "Re-lease" position and observe that the brakes arestill applied.
3 .
Move brake valve cut off valve to cut outposi-tion .
4 . Move the MU-2 valve to "Trail-6 or 26" whentrailing 6 or 26 equipment and to "Trail-24"when trailing 24 equipment .
5 . Move automatic brake valve handle to "Handle-Off" position and remove both handles.
6 .
Place reverser handle in "Off" position and remove .
Todo this it is necessary that the selectorhandle be in "Off" position and the throttle in"Idle.
7 .
At the engineman's control station, open controland generator field breakers leaving the fuelpump breaker closed.NOTE : On some units equipped to MU with unitsof other manufacture, the control breaker mustbe left closeduntil control and fuel pump breakersare closed on unit being cut in .
On Unit Being Cut In
Air Equipment
964 964
Air Equipment 39
6 .
Move automatic brake valve handle to "Release"position .
7 .
Close control and fuel pump breakers on engine-man's control panel.
8 .
Open fuel pump breaker or. end being cut out.NOTE :
Open control breaker - see note above .9.
Closethe generator field breaker on engineman'scontrol panel .
10 .
Place foot on safety control pedal (if used) andrelease independent brake.
OPERATING 26-L WITH 6-SLOR 24-RL EQUIPMENT IN MU
When operating locomotives in multiple, those unitshaving 24-RL brake equipment must be ahead of thosehaving 6-SL equipment and the brake piping of the24-RL equipped unit must be approximately modified.When operating any one of these brake systems inmultiple with 26-L, provisions (if used) are availableon the 26-L equipped unit so that it may lead or trailwith the other mentioned brake systems .
If the unit is trailingbe i rid a. locomotive using 6-SL,place the MU-2 valve in "Tra_il-6'" or if trailing a, unitusing 24-RL, place theMU-2 valve in "Trail-24" posi-tion .
_NOTE : When 26-L. 24 .-RL or 6-SL equipped locomo-tives are operated in MU, the following hose connec-tions must be made :
1 . Insert reverse handle in controller and leave in"Off" position . HOSE CONNECTIONS
2 . Insert automatic and independent brake valvehandles. 26-7 24-RL 6-SL
3 . Move the MU-2 valve to "Lead or Dead" posi-tion . Brake Pipe Brake Pipe Brake Pipe
4 . Move the brake valve cut off valve to "Frt" or Actuating Pipe Actuating Pipe Blank"Pass" position depending upon the service in- MR Equalizing MR Equalizing MR Equalizingtended. Pipe Pipe Pipe
5 . Move the independentbrake valve handle to "Full BC Equalizing Ind. Application & BC EqualizingApplication" position. Pipe Release Pipe Pipe
40
Air Equipment
964
BRAKING WITH POWER
1 .
Gradually apply automatic brake for a light brakepipe reduction .
2 .
Release locomotive brakes by depressing inde-pendent valve handle in the "Release" position .
3 .
Reduce throttle to maintain loadmeter pointer ingreenband of motoring scale as train speed de-creases .
Move throttle to "Idle" before a traincomes to a dead stop.
4 . On locomotive in MU with manual transitionlocomotives, move the selector handle into theposition corresponding to the speed of the loco-motive .
RECOVERY OF BRAKE AFTERPENALTY APPLICATION
FASTER AIR PUMPING
1 . Generator field switch located on engineman'scontrol stand must be "Off . "
2 .
Reverse handle must be in "Off" position .3 .
Selector handle must be in position 1 .4 .
Open throttle as desired up to Notch 5 .
If thecompressor g ov e r no r cuts out after a shortinterval of pumping it is indicative that a higherengine rpm is being used than is necessary forthe air being consumed .
EMERGENCY BRAKE VALVE
The valve is located in the operating cab .
When thehandle is operated the brake pipe is open to atmosphereto produce an emergency brake application .
964
Air Equipment
41
AUXILIARY AIR EQUIPMENT
Locomotive Bell
The bell ringer operating valve is located near thebrake valves and controls the air from the main reser-voir for operating the pneumatic bell ringer .
Locomotive Horn
1 .
The control valve for the horn is located in theceiling of the cab and controls main reservoirair pressure to the horn.
A pull rope for itsoperation is conveniently located at the engine-man's position .
2 .
The shutoff cock for the horn is located abovethe cab floor and is accessible from inside thecab .
dshield Wipers
A needle valve located at each of the windshieldwipers provides independent control of speed.The shutoff globe valve for air supply to wipersis located under the cab floor and is accessiblethrough a trap door.
Control Air Reducing Valve
Airfrom the No. 1 main reservoir is reduced to 70psi thm ugh a reducing valve located with the controlair pressure gauge in back of the contactor compart-ment. This is then piped to operate the reverser,series and parallel contactors, and dynamic brakingswitch (if used) .
SANDING CONTROL
Several types of sanding control may be used. Inall systems a sander cutout cock for each truck islocated under the frame.
1 . Place brake valve in "Suppression" position .2 . Close throttle to "Idle . "3 . Depress safety control pedal (if used).
Win1
.4 . Allow application pipe to build up to main reser-voir pressure . (About 12-14 secs. )
5 . Release brakes . 2 .
42
Push Pull Pneumatic Control Valves
This type valve has "On" and "Off" positions (seeItem 19, Fig. 4) and either a one valve or a two valveapplication may be used.
One Valve Application
Direction of sand flow is controlled by thepositionof areverser interlock. However, in conjunction withthe one valve application, a toggle switch, located onthe control stand, provides for operation of all sandersin cases of an emergency such as a "plugging opera-tion" (see Item 8, Fig. 4) .
Two Valve Application
With this application forward sanding is controlledby one valve and reverse sanding is controlled by asecond valve.
Electric Control Switches
Two types of electric control switches are used ; apush button switch or a three position switch .
Push Button Switch
Direction of sand flow is controlled by the positionof a reverser interlock (see Item 19, Fig. 4) . How-ever, in conjunction with the push button switch ap-plication atoggle switch, located on the control stand,provides for the operation of all sanders in the caseof an emergency such as a "plugging operation" (seeItem 8, Fig. 4) .
Three Position Switch
Air Equipment
964
A three position switch with "Forward, " "Neutral"and"Reverse" positions operates the sanders directly.
964
Miscellaneous Operating Instructions
Lead Axle Sanding
43
A push button switch located on the control standprovides sanding for the leading axle only (see Item4, Fig. 4) .
NOTE :
In some applications the locations of the leadaxle sanding switch and the standard sanding controlswitch are reversed .
MISCELLANEOUSOPERATING INSTRUCTIONS
DYNAMIC BRAKING OPERATION (If Used)
When All Units Are Equipped WithAutomatically Controlled Dynamic Brake
The engineman controls the application of the dy-namicbrakewith the selector handle . After full brak-ingposition has been reached, the brake is automatical-ly regulated to develop maximum available brakingeffort at any speed without manual attention. Theselector handle must be advanced slowly through thebraking range.
If braking current builds up too rapid-ly, hesitate advance (do not back off) until current issteady . Any effort to manually reduce the brakingcurrent would probably cause a "hunting" condition .When advancing the selector handle into the brakingrange, the engine speed will increase to 4th throttlenotchthereby providing additional cooling for the trac-tion motors.
The operation and effect of the dynamicbrake on the train is similar to that of the locomotiveindependent air brake; braking effort is applied to thelocomotive only .
The same precautions for bunchingthe slackand preventing slack "run out" are required .
44
Miscellaneous Operating Instructions
964
Dynamic Braking Limits
At high speeds, maximum braking must be reducedmanually to the yellow dot on the loadmeter . Thefollowing table lists the speeds for all gearings.
Gearing
70 MPH80 MPH86 MPH
To Apply Dynamic Braking
1 .2.
3 .
4 .
5 .
6.
DYNAMIC BRAKING LIMITS
Restrict ToYellow Marker Above
56 MPH64 MPH68 MPH
Move throttle to "Idle. "Have reversehandle in "Forward" or "Reverse"depending on direction of motion .Move selector handle to "Off" and then to big"D" in the braking range . Loadmeter pointerwill show slight movement .Bunch train slack by advancing selector handlecautiously into the braking range . Do not allowloadmeterpointer to exceed the first white markon the green scale until all slack is bunched.After slack is bunched advance selector handleslowly into braking range until the desired brak-ing effort is reached. If maximum braking ef-fort is desiredmove handle to its full "On" posi-tion . Make handle movements slowly .The amount of braking effort obtainable varieswith the train speed. To obtain maximum brak-ing performance, the selector handle must bemoved to its full "On" position .With the selector handle in its full "On" position,the braking effort will increase as the speed de-creases until it reaches maximum value. Itwill maintainthis maximum value for a few mphafter which it will gradually fall off to reach 0at 0 mph. The speed range of maximum brakingeffort for all gearings are as follows :
964
Miscellaneous Operating Instructions
Four Motors
25
28
30Six Motors
21
24
26
7 .
It is permissible to start from a standstill on adowngrade with dynamic brake applied.
8 .
When braking a heavy train on a severe grade,themaximumdynamic braking may not be sufficientto hold the desired train speed.
An appli-cation of the automatic air brake may be usedin addition to the dynamic to maintain desiredtrain speed. The dynamic braking interlockwill holdthe locomotive brakes released for anyposition of the automatic brake valve other thanemergency . See "Dynamic Brake Interlock andPneumatic Control Switch" under "26-L BrakeEquipment. "
Release of Dynamic BrakesWhen Not Using Air Brakes
70 MPH
80MPH
86 MPH
1 . Reduce braking slowly ; pause when the load-meter pointer indicates at the first white markon the motoring scale to prevent slack run out .
2 .
Handle cannowbe movedto "Off" or into "Motor-ing. "
Release of Dynamic Brakes DuringAutomatic Brake Application
45
To maintain desired speed on severe grades, anapplication of the automatic air brake may be used tosupplement the dynamic brake. However no auto-matic air brake application is possible on the locomo-tive while using dynamic brakes . Flat wheels mayresult on the locomotive if independent air brakes areapplied while using dynamic brakes . See "DynamicBrake Interlock and Pneumatic Control Switch . "
When releasing the dynamic brake after an auto-matic air brake application has been made, depressthe independent brake valve handle in "Release" posi-
4 6
Miscellaneous Operating Instructions
964
tion and then move the selector handle to "Off" posi-tion . The independent brake valve handle may now bereleased . After this operation, the independent brakeon the locomotive may be applied if desired.
CAUTION:
If the dynamic brake is released beforedepressing the independent brakevalve handle, a rapidlocomotive brake cylinder pressure build-up willoccur possibly resulting in locked axles and flat wheels .
Release of Dynamic Brakes With AnEmergency Air Brake Application
If specified by railroad, in an emergency air brakeapplication, whether initiated by the brake valve handleor from the train, the dynamic brake will automatical-ly be cut out and an emergency air brake applicationwill be made on the locomotive as well as the train.Under these conditions the engineman should returnthe selector handle to "Off" position as promptly asis consistent with operating instructions .
Cutout of Dynamic BrakesWith Engine Control Switch
Cut out dynamic brake only when lead unit selectorhandle is "Off;" this avoids surges on the equipmentor on the train. For the same reasons, dynamic brakemust not be cut in except with lead unit selector handlein "Off . "
Turning engine control switch to "Idle" causesdynamic braking on that unit to be inoperative.
Dynamic Braking With Lead UnitIdling or Shut Down
Operate dynamic brake in the usual manner ; how-ever, the loadmeter will be inoperative . The locomo-tive speed should be held below the speeds listed in"Dynamic Braking Limits ."
964
Miscellaneous Operating Instructions
47
For other conditions in lead unit see "OperatingWith Lead Unit Idling or Shut Down . "
Operating in MU With Locomotives HavingManually Controlled Dynamic Braking
Operate in usual manner. If brake warning lightoperates,
it indicates that the braking limit has beenexceeded on a trailing unit .
The enginemanmust re-duce braking to apoint where the light will not operate .
Dynamic Brake Unit Selector Switch (If Used)
1 .
When operating all ALCO units in multiple :a. Place unit selector switch on all units in No .
1 position .b . Do not install field loop dynamic braking
jumpers between units .2 . When operating ALCOunits inmultiple with units
of other manufacture :a. Place unit selector switch on all trailing units
in No. 1 position .b. Place unit selector switch on lead unit to
correspond with number of units in consist.c. Install field loop dynamic braking jumpers
between all units .
DUAL CONTROL (If Used)
When two operating control stations are applied inthe same cab, the fuel pump breaker, control breakerandgenerator field switch arewired in series . There-fore, wherethese breakers and switches are referredto in the operating instructions, they must be operatedat both control stations in order to obtain the desiredfunction .
HUMP CONTROL (If Used)
This device is a means by which the engineman canobtainprecise control of tractive effort . Its use per-mits close control of low train speeds as in humping
48
Miscellaneous Operating Instructions
964
service. Ingeneral service its use will be very help-ful in starting trains under difficult conditions .
A small controller mounted on the control stand isthe means by which hump control is obtained. Thehandle of this controller can be moved from an "Off"or maximum tractive effort position through a de-creasing range to the full "On" or "Minimum" trac-tive effort position. By moving the handle down fromthe "Off" position, the tractive effort will be reducedbelow the tractive effort setting of the throttle .
Thefarther the handle is moved downward the greater thetractive effort reduction.
For Humping Service
1 .
Have handle of hump controller in "Off" posi-tion.
2.
Start train in the normal manner .3 .
Advance throttle only to the notch required tomove train at proper humping speed and leavein this position .
4 .
Astrain becomes lighter, gradually move humpcontroller downward to hold proper speed.
5.
When hump controller reaches full "On" posi-tion, reduce throttle one notch and move humpcontroller toward "Off" to hold proper speed.
6 . Observe loadmeter for short time overloads .
For Heavy Duty Service
Following are two methods of using hump control inheavy duty service. Because of the variations in thistype of service, it is difficult topredict the best methodtouse . Therefore, it is suggested that the enginemanselect the one best suited for his particular case.
First Method :
1 .
With throttle handle in notch 1, move the humpcontroller handle to full "On. "
2 .
Advance throttle handle fairly rapidly until 8thnotch is reached unless experience indicates
964
3.
4.
1 .
2 .
3.
4.
Miscellaneous Operating Instructions
that a lower notch is sufficient .Move hump controller handle toward the "Off"position until the train begins to move. Trainspeed can be further increased or controlled byhandle movements.When train is started, the hump controller handleshouldbemoved to "Off" position unless controlof tractive effort is necessary to get tractionwithout wheel slip .
Second Method :
Starttrainby advancing throttle in normal man-ner.If wheel slip occurs in any nutch, leave throttlein that notch and reduce tractive effort by mov-ing hump controller downfrom the "Off" position .After wheel slip stops, move hump controllertoward "Off" position to obtain the tractive ef-fort that can be applied without slip .As train picks up speed, move hump controllerto "Off" position and operate normally .
PASSING OVER RAILROAD CROSSINGS
49
The severe mechanical shocks received by tractionmotors when passing over railroad crossings at highspeed may cause the brushes to bounce and flash-over the traction motors. At high speeds, reducethrottle to 5th notch or below while all units pass overthe crossing. This is not necessary at low speeds .It is also desirable to reduce dynamic braking at highspeeds over crossings for the same reason .
ENGINE WATER SYSTEM
Temperature Control
The engine water temperature is controlled by asingle radiator fan and radiator shutters located at theengine-hood end of the locomotive .
50
Miscellaneous Operating Instructions
964
The speed of the fan and the positioning of the shut-ters are automatically controlled by the temperatureof the water leaving the diesel engine .
In the event that the shutters fail to operate auto-matically, they can be operating manually by firstclosing the cutout cock to the shutter magnet valve .The air is automatically bled from the system allow-ing free positioning of the shutter vanes . They maybe blocked in any desired position but under no condi-tion should the fan be operated with the shutters closed .
Fill and Drain
The system is equipped with a 4-way, 2-positionvalve (Fig. 7) for filling and draining . To fill or drainsystem, turn valve to opposite position .
Also shown in Fig . 7 are "tell-tale" pipes fromafter cooler andwater pumpseal . Water dripping fromthese pipes indicate leaks in the device .
HAND BRAKE OPERATION
To apply the brake, operate the hand lever upward(pumping action) until the brake is set. It is not neces-sary to manipulate the trip lever in any way while thebrake is being applied.
To release the brake, push the hand lever as farback as it will go and leave it there . Do not pushagainst the handle as this retards the releasing action.Pull the trip lever upward and outward holding it onlyuntil the chain weight and its rubber snubber comesup against the bottom of the brake housing. If thechain weight and its rubber snubber does return tothe bottom of the housing, reset the brake and repeatthe releasing procedure.
CAB HEATERS AND DEFROSTERS
Cabheaters are located at right and left side of cab .Defroster dampers and rheostat switches are locatedon heaters .
964
Miscellaneous Operating Instructions
1 .
Fill-Drain Valve2 . Water Pump "Tell-Tale" Pipe3 . After Cooler "Tell-Tale" Pipe(Valve shown in normal position)
51
FIG. 7 - FILL-DRAIN VALVE AND "TELL-TALE"PIPES
Cabfans are alsolocated at front windshields .
Con-trol switches are located in panel above left wind-shield .
CLASSIFICATION LIGHTS
Classification lights are permanently installed ineach of the four corners, front and rear, of the loco-motive body . Because of the angle the lenses arevisible both from the front and side of the locomotive .
52
Abnormal Operations
964
Atthefront, individual lenses and lights for each ofthree colors are provided . Control switches for eachaspect are mounted on the access door in the frontwall of the cab.
At the rear, twocolored lenses, red and green, arearranged so that each in turn may be swung betweenthe light and the clear glass lens to give the desiredcolor indication . The colored lenses, accessiblethrough small doors in hood, are moved by pushingupwardonthe knob at the bottom of the light assemblyand rotating it in increments of 90 degrees to thecolor indication desired. A switch at the compart-ment control panel will turn "On" both classificationlights .
NUMBER LIGHTS
Angled, illuminated number boxes are providedat the corners of the locomotive. A control switch forthe front lights is located in panel above windshieldand for rear lights is located on compartment controlpanel.
HEADLIGHTS
Units are equipped with aheadlight at front and rear.
Three position ("Off," "Dim, " "Bright") switcheslocated on control stand control each light. The MUsetup switch must be properly positioned accordingto locomotive's direction and position in a consist .
ABNORMAL OPERATIONS
EMERGENCY ENGINE SHUT DOWN
A stop-run switch is located on the engineman'scontrol stand. When the red "Stop" button is pushed,it will shut down the engine of the unit and simul-
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taneously all other engines of a multiple unit locomo-tive. It is provided for "emergency" use only . Nor-mal shut downs should be made with the engine stopbutton located on the control compartment near theengine control switch .
To restart engines of a single or multiple unit loco-motive after shut down by emergency stop-run switch:
1 .
Reset switch by pushing in black "Run" button .2 .
Start engine on any unit in the normal mannerafter first turning the engine control switch tothe "Idle" position .
EMERGENCY FUEL CUT OFF
Two emergency fuel cut off switches, one on eachside of locomotive, are provided . Momentarily pres-sing either one will stop the fuel pump and shutdownthe engine . The emergencyfuel cutoff in the operatingcab is part of the engine start switch .
Turn engine start switch on compartment panel to"Reset" before restarting engine .
EMERGENCY REVERSER OPERATION
If the reverser (s) fail to operate, turn engine controlswitchto "Idle" on the unit affected. Try throwing thereverser by pressing the magnet valve buttons .
If this is not effective, remove manual operatinghandle from bracket on inside of control compartment.Insert handle in hole provided in operating lever ontop of operating shaft and move reverser in directiondesired .
TRACTION MOTOR CUTOUT SWITCH (If Used)
The traction motor cutout switch is located in thecontrol compartment . It is connected in the controlcircuits and provides for cutting out any one motoror a pair of motors in either truck on four motor
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Abnormal operations
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locomotives . On six motor locomotives provision
loadmeter will be inoperative (see "Loadmeter") .Dynamic braking will be inoperative on lead unit (see"Dynamic Braking With Lead Unit Down") .
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To operate with lead unit shut down:
Turn engine control switch on lead unit to "Idle . "Close battery switch on lead unit .Close main control negative and battery breakerson the lead unit control compartment panel andclose lighting breakers only as required.Open all other circuit breakers on lead unit con-trol compartment panel.Close control breaker, fuel pump breaker andgenerator field switch on lead unit .NOTE : With engine dead, battery charging gen-erator ceases to function . The battery voltagewill weaken enough in a few hours to preventfurther locomotive operation . In all cases aboveconditions in trailing units are the same asnormal .
RATING WITH DEAD BATTERYLEAD UNIT
Lead Unit :
Turn engine control switch to "Idle . "Open battery switch .Open electric cab heater circuit breaker (ifused).Open all circuit breakers on control compart-ment panel except headlight, cab lights and en-gine room light breakers .Open fuel pump breaker and close generatorfield switch and control breaker on engineman'scontrol stand.
Any One Trailing Unit :
Close fuel pump and control breakers on engine-man's control stand.Make sure all circuit breakers on control com-partment are closed .CAUTION: Do not use more than one headlight,control breaker may trip .
Turn the engine control switch to "Idle" position .If it becomes necessary to stop the engine, pressstop button on control compartment and open thefuel pump, engine air filter blower, and crankcaseexhauster breakers on the control compartment panel.
OPON
PUTTING DIESEL ENGINE "ON THE LINE"IN MU OPERATION On
If the engine has been shut down, start in usual 1 .manner . If necessary to start engine of lead unit 2 .while train is under way, move throttle to "Idle, " 3 .throttlemaybe advanced as soon as engine is started .
4 .It is desirable to allow engine which has been shut
down to attain at least 120OF water temperature be-fore applying load. When engine is warmed up, turn 5.engine control switch to "Run" position .
OPERATING WITH LEAD UNIT OnIDLING OR SHUT DOWN 1 .To operate with lead unit idling, turn engine control
switch to "Idle . " Operate in usual manner, however, 2 .
is made for cutting out all motors in either truck.1 .
The throttle or the engine control switch must be 2 .in "Idle" before operating the motor cutout switch . 3 .Power of the unit is automatically restricted whenmotors are cut out . In the event the ground relaytrips, the motor cutout switch may be used to isolate 4 .atruck set of motors to determine location of trouble .
5 .
TAKING DIESEL ENGINE "OFF THE LINE"IN MU OPERATION
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964
TOWING DEAD LOCOMOTIVE
In freezing weather, drain engine water system .Brake equipment on one or more "dead units which arein multiple with a "live" leading unit should be set upthe same as "live" trailing units. It is recommendedthat brakeequipment on each unit of a "dead" multipleunit locomotive which is not in multiple with a "live"unit should be set up as a single "dead" unit as follows :
1 .
Drain all air from main reservoirs and air brakesystem .
2 .
Move brake pipe cut off valve to "Cutout" posi-tion and MU-2 valve to "Dead" position .
3 .
Place automatic brake valve handle in "Handle-Off" position and independent brake valve handlein "Release" position.
4.
Place throttle in "Idle," selector and reversehandles in "Off" position . Remove reversehandle .
5 .
Place dead engine cock in "Dead" (Open) posi-tion.
6.
Release capon control valve should be in "DirectRelease" position .
7.
Connect brake pipe hose only .
OPERATING THROUGH WATER
Do not exceed 2 or 3 mph if there is water above therailhead . Do not pass through water over 4 inchesabove railhead .
GAUGES AND INSTRUMENTS
LOADMETER
The loadmeter, is a color band device to be used asa guide in correct locomotive operation.
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Motoring Band
This pointer position on the color band indicates therelative amount of tractive effort being developed bythe locomotive, also the load current on the tractionmotors. The green zone represents normal opera-tion . In this zone, operating time is unrestricted .
The yellow zone indicates short time capacity of thetraction motors. The point at which the color bandchanges from green to yellow indicates the end of thecontinuous rating.
Short Time Load Operation
The overload range has been graduated to show thetime in minutes that various loads may be carried.The greater the load, the shorter the time allowed.The maximum time allowed in the yellow zone is asindicated. The other marks in the yellow zone in-dicate the maximum time allowed when the pointer isat these points . If the pointer remains between anytwo numbers, the maximum time allowed must beestimated by the operator .
If the load changes, the operator must judge whenhe has used up the full allowable time in the yellowzone . For example : If only half the time were usedat one load before it changed, the allowable time atthe new load would be one half of its indicated time .
When the short time load has been used for the fullallowable time the load must be reduced until thepointer is at or below the yellow triangle which ap-pears near the upper end of the green band. The loadmust be held at or below the yellow line for at least20 minutes before another overload in the yellow zonemaybe repeated.
If this practice is not followed, thetraction motors may be seriously damaged.
SPEED INDICATOR
The speed indicator, located at engineman's posi-tion, has a speed scale which indicates locomotivespeed in miles per hour.
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AIR GAUGES
Duplex air brake gauges are located at engineman'sposition (see Fig. 6) . One gauge indicates brakepipe and brake cylinder pressure . The second gaugeindicates main reservoir and equalizing air pressure .
CONTROL AIR PRESSURE GAUGE
The control air pressure gage and system reducingvalve are located behind contactor compartment.
Thegauge should indicate 70 psi at all times .
A loss ofcontrol air pressure will prevent operation of theelectro-pneumatic contactors and further locomotivemovement .
ENGINE SYSTEM GAUGES
Lubricating Oil Dip Stick
The bayonet gauge is located on the left side of theengine andshould show oil between high and low marks(Fig . 8) .
FIG. 8 - ENGINE DIP STICK
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Water Temperature Gauge
A dial indicator, located in a manifold along withthe temperature control switches, is provided. Thenormal operating temperature of the cooling water is150OF to 180OF (Fig. 9) .
Water Level Gauge
A gauge is located in cooling water system expan-sion tank . The gauge must show water at all times(Fig . 9) .
A low water level switch is also provided, see Fig .10 . To test switch, open test valve and drain waterfrom switch float chamber . Low water alarm indicatorshould light .
FIG. 9 - WATER LEVEL GAUGE, TEMPERATUREINDICATOR AND CONTROL SWITCHES
60
(Valve shown in operating position)FIG. 10 - LOW WATER LEVEL SWITCH AND
TEST VALVE
Lubricating Oil Pressure Gauge
Should indicate a minimum of 35 psi at idling speedand 50 psi at top engine speed.
Fuel Oil Pressure Gauge
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Should indicate 35-45 psi at all engine speeds .
Booster Air Pressure Gauge
Should indicate 15-18 psi with full throttle and en-gine fully loaded and lower pressures in lower throttlenotches .
NOTE : In some applications the lubricating oil pres-sure, fuel oil pressure and booster air pressuregauges are mounted on a panel in the operating cab or
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engine compartment .
In other applications quick dis-connect test connections are provided in the enginecompartment .
OTHER SYSTEM GAUGES
Air Compressor
Maintain oil level at "Full" mark on bayonet gaugeor at "Run" on dial gauge with engine shut down (Fig.11) .
Fan Drive Gear Box
Maintain oil level between "Full" and "Add" markson dipstick (Fig. 12).
Engine Governor
Maintain oil level for PGR governor between lineson sight glass while engine is running (Fig . 13) .
The
FIG. 11 - AIR COMPRESSOR - 3CDCL
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FIG. 12 - FAN DRIVE GEAR BOX - GDY45
FIG. 13 - ENGINE GOVERNOR - PGR
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FIG. 14 - GENERATOR GEAR BOX - GT598
MG8 governor has two sight glasses.
The oil levelshould not be below line on lower glass and not aboveline on top glass.
Generator Gear Box
Maintain oil level between "Full" and "Add" markson dip stick (Fig. 14).
AUTOMATIC ALARMSAND SAFEGUARDS
In single or multiple unit operation, an alarm systemis provided for the following :
1.
Low lube oil pressure .2 .
Hot engine or low water.
64
An alarm bell for Items 1, 2, 3 and 5 will sound inall cabs and a warning light will operate on the af-fected unit .
NOTE :
The alarm bell may be silenced for Item 5 ifthe engine control switch is returned to "Idle . "
A warning light and buzzer for Item 4 will indicatein the lead cab as well as the unit affected.
A warning buzzer for Item 6 will sound in all cabs.
LOW LUBRICATING OIL PRESSURE
1.
If oil pressure drops to 30 psi or below the en-gine will shut down, the alarm bell sound andthe greenlowlubricating oil pressure lamp lighton the engine control panel .
2 . After engine shuts down, turn engine controlswitch to "Idle . " Check diesel engine lubricat-ing oil supply . Check for broken or leaking oillines .
3 . Reset shutdown plunger on engine governor .Alarm bell will be silenced (see Fig. 13).
4.
Restart engine in normal manner .
HOT ENGINE
Whenthe engine cooling water temperature reaches1950F :
1 .
The hot engine (red) indicating light, located onthe control compartment, will light.
2 .
The alarm bell will sound.
Whenthe engine cooling water temperature reaches203OF the engine speed will return to "Idle. "
1 .
The engine will shut down .2.
The hot engine (red) indicating light will light.3.
The alarm bell will sound.
To test low water switch, open test cock and drainwaterfrom switch float chamber. Water level shouldbe about 1 inch from bottom of tank when switch oper-ates (see Fig. 10) .
GROUND RELAY
1 . A ground in the power circuit operates theground relay to return the engine to "Idle,"sound the alarm bell and light the white groundindicating light on the control compartment.The indicator pointer on the ground relay willpoint to the red dot.
The pointer can be seenthrough the window on the plate covering therelay and is located in the engine control panel.
2 .
To reset ground relay :a. Turn engine control switch to "Idle . "b. Push in ground relay reset button .c. Turn engine control switch to "Run . "d. If ground relay stays in, continue normal
operation.3 .
If ground relay continues to trip:a. The motor cutout switch (if used) may be
used to isolate a faulty truck of motors . Forexample : reset ground relay as outlined in2 above; turn motor cutout switch to cutouta truck set of motors and start locomotive .Follow same procedure for motors on re-maining trucks .
b. Under extreme emergency conditions ; resetground relay as outlined in 2 above, openground relay cutout switch in control com-partment andmove locomotive no farther thanis necessary observing for smoke or over-
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3. Ground relay tripped. LOW WATER4 . Wheel slip .5 . No battery charge . If the engine cooling water level in the expansion6 . Dynamic brake warning. tank drops to a predetermined level :
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Automatic Alarms and Safeguards
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heating of electrical equipment. If in MUoperating, the power plant should be taken"Off the Line ."
c . Repeated ground relay tripping may indicatea traction motor failure.
This might resultin a locked axle.
Acheck should be made tobe sure all wheels turn freely .
DYNAMIC BRAKE WARNING (If Used)
When the dynamic braking limit is exceeded on anyunit, the brake warning light and buzzer will operate .Thethrottle handle must be moved to a point where thelight will not operate.
WHEEL SLIP WARNING
When the wheel slip relay operates, the wheel sliplight and buzzer will operate, and power will be auto-matically reduced and reapplied. For further infor-mation see "Wheel Slip . "
CIRCUIT BREAKERS
Circuit breakers areused in all control circuits andwill trip and open whenever an overload occurs . Break-ers, suitably identified, are located at the engine-man's position and on the control compartment panel.
If a circuit breaker should trip, the handle will beapproximately midway between "On" and "Off ." Toreset, move handle to "Off" position and then to "On . "In some cases it may be necessary to wait a fewminutes before the breaker can be reset .
CRANKCASE EXHAUSTER
1 . The yellow crankcase exhauster light, locatedon the engine control panel, should be "Off"continuously indicating that the exhauster isrunning .
2 .
If light is "On, " see that crankcase exhausterbreaker is closed .
If breaker is closed, reportcondition .
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3 .
If exhauster is not running, the engine should beshut down and the trouble corrected.
JOURNAL BOX HEAT INDICATOR
Heat indicators installed in the housing of rollerbearing journal boxes emit apungent odor when journalbox temperature reaches 2590F .
DIESEL ENGINE OVERSPEED
If the diesel engine overspeeds, the overspeedmechanism located at the free end of the engine,right side will operate to shut down the engine .
Referto Fig. 15 .
A trip lever releases a spring loadedshaft which in turn rotates the fuel pump control shaftsto shut off the fuel supply .
FIG. 15 - ENGINE OVERSPEED TRIP AND RESET
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Automatic Alarms and Safeguards
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The engine can also be shut down by pulling thesecond lever at the overspeed mechanism .
To reset after an engine overspeed, turn resethandle counterclockwise as indicated by the arrows .
NO BATTERY CHARGE
A no charge indicating light for each auxiliary gen-erator is located at the engine control panel. If anengine is running and engine control switch is in "Run"position and battery charging equipment fails, thenthe lamp will light and alarm bell will sound.
LOCOMOTIVE OVERSPEED (If Used)
Three types of locomotive overspeed devices maybe used:
1 .
Anoverspeed signal from an axle generator willautomatically initiate a service brake application if the speed limit setting is exceeded.
Anengineman's warning light will light at 3 mphbelow maximum locomotive speed.
2 .
An overspeed signal from a microswitch in thespeed recorder will initiate a service brake ap-plication if speed limit setting is exceeded .
3 .
Anoverspeed signal from the speed governor inthe train control system will initiate a servicebrake application if the locomotive exceeds themaximum speed for the block conditions .
All three systems operate through the penumaticcontrol switch causing the diesel engine to return to"Idle . " To recover brake : see "Recovery of BrakeAfter Penalty Application . "
