Okkie‟s Notes of 36-200 – 1.37
Engine type
Aspiration
Displacement
Generator
Traction motors
• Rating 1 hour
• Continuous
Cylinders
Gear ratio
MU working
Loco brake
2-stroke diesel
GM-EMD ROOTS 3 lobe blower
10.57 litres
8 pole GM-EMD D25
Four EMD D29 DC 4 pole
485A
450A @ 15 km/h
V8
63:14
4 maximum
28-LAV-1 with vigilance control
Gardner-Denver ADJV
compressor/exhauster
850 litres
0.021 m3/s
0.096 m3/s
AAR knuckle type E
Type and origin
Diesel-electric
Power type
General Motors Electro-Motive
Train brakes
Designer
Division
Air tank cap.
General Motors South Africa
Builder
GM-Astarsa, Argentina
Compressor
115-1 to 115-50, 118-1 to 118-51,
Exhauster
120-1, 122-1 & 122-2, 123-1 & 123- Couplers
Serial number
2, 91F1AA001
Performance figures
GM-EMD SW1002
Model
Maximum speed 90 km/h
1980-1991
Build date
Power output:
Total produced 107
850 kW
• Starting
Specifications
755 kW
• Continuous
Configuration:
Tractive effort:
B-B
• AAR
176 kN
• Starting
Bo'Bo'
• UIC
141 kN
• Continuous
• Commonwealth Bo-Bo
Factor of adh.:
(1,067 mm) Cape gauge
Gauge
25%
• Starting
Wheel diameter 1,016 mm
20%
• Continuous
9,905 mm
Wheelbase
65% ratio @ 340 kPa
Brakeforce
2,438 mm
• Bogie
Career
7,467 mm
Pivot centres
South African Railways
Length:
Columbus Stainless
• Over couplers 14,120 mm
Iscor
2,724 mm
Width
Ithala Development Finance Corp.
Operators
Spoornet
3,928 mm
Height
Transnet Freight Rail
18,250 kg
Axle load
African Rail & Traction Services
Adhesive weight 73,000 kg
Class 36-200
Class
73,000 kg
Loco weight
Number in class 107
Diesel
Fuel type
SAR 36-201 to 36-301
2,250 litres
Fuel capacity
Columbus 1
GM-EMD 8-645E
Prime mover
Iscor 661-45 to 661-47
Numbers
ARTS 21-23
250-900
RPM range
Ithala 1 & 2
• RPM low idle 250
1980-1984 (SAR)
315
• RPM idle
1984 (Columbus)
Delivered
• Maximum
1986-1991 (Iscor)
900
RPM
1987 (Ithala)
Page 1
INTRODUCTION
Model no SW 1002
Brute power
Engine
Speed
Weight
Lube oil
Length
Fuel oil tank
Height
Cooling water
Over speed
Low Idle
Idle
Automatic coupler
--------------
755 kw
V 8 2 stroke Roots blower.
90 km/h
73 Ton
492 L
14,12 meter
2250 L
3,931 meter
495 L
990 to 1005 rpm
250 rpm.
315 rpm.
AAR
TRAIN DRIVER’S LOCOMOTIVE DUTIES - PREPARATION
ATTENDED DEPOT
1. An attended depot is any place irrespective of whether it is a diesel depot or not at which a
Train Driver 2. Accepts a locomotive or multiple locomotive consist from diesel depot staff, who are on duty
at the time, and who have started and prepared it for service.
3. Hands over a locomotive or multiple locomotive consist to diesel depot staff who are on duty
at the time.
UNATTENDED DEPOT
1. An unattended depot is any place, irrespective of whether it is a diesel depot or not, and
irrespective of whether diesel depot staff are on duty or not, at which a Train Driver 2. Either, when accepting a locomotive or multiple locomotives consists, is required to examine,
start and prepare it for service himself/herself.
3. When leaving a locomotive or multiple locomotive consist is required to examine, stable and
safeguard such diesel or multiple locomotive set himself/herself.
SIGNING ON PROCEDURE
1.
2.
3.
4.
5.
6.
7.
8.
9.
Perform substance test
Verify duty roster to confirm time on duty departure times train number and destination
Verify train assistants name
Sign on
Check and sign for notices and any correspondence
Ensure PPE is available and in good condition
Ensure that qualification is still valid
Discus safety talk
Align with chief shed man / section manager regarding locomotive numbers and Position of
locomotives
10. Align with chief shed man / section manager as to clear understanding of expected duties
11. Retrieve kit and proceed to locomotives
Page 2
ON ROUTE TO AND ARRIVAL AT LOCOMOTIVE/S
1. Observe the environment (lines to be crossed, shunting movements, movement of rolling
stock etc.)
2. Adherence to high-tension safety instructions while examining locomotive/s.
3. Confirm the correct locomotive numbers.
4. Check for red banners/ lights/ technicians working on locomotive.
5. Check for foreign objects on roof. Elevated surface. Falling from roof can cause serious
bodily harm or death.
6. Safeguard the locomotive by ensuring that the park hand brake are applied and scotches
under no. 1 end B side wheel.
7. Check that the locomotives are within the clearance mark.
8. Inspect handrails and steps.
9. Check the locomotives profile for any damages.
10. Check that locomotives are not coupled to any other rolling stock.
11. Confirm locomotive readiness for service – Fault report
EXAMINATION OF NOSE COMPARTMENT
Nose compartment A - side:
1.
2.
3.
4.
5.
Vacuum branch pipe cut-out cock (V.B.P.C.O.C.)
Air filter. (GD80)
VA1B vacuum control valve.
Safety valve set on 410. (Reducing valve)
A1 differential pilot valve.
Nose compartment B - Side:
1. Front sand magnet vales with cut out cock
2. Air filter. (GD80)
3. HS4 vacuum control cock
NO.1 END (FRONT VIEW)
1.
2.
3.
4.
5.
Two equalising pipes and end cocks (closed and on receptacles).
Brake pipe angle cock (closed and latched and on receptacle).
Cowcatcher (adjustable).
Automatic coupler (test, position and operation.) 850 cm
Jumper cable sockets with contact points and steam heating vehicle cable
receptacle.
6. Vacuum pipes on dummies (examine for objects in the pipe).
7. Marker brackets.
8. Red lights (working).
9. Headlights (dim and bright).
10. Hooter on the roof.
Brake equipment rack
On the “A” side (below the number plate) with the following:
1. 28-VB control valve.
2. Vigilance cut out cock (sealed)
3. P2A, J1, F1 and N1.
Page 3
BELOW DECK “A” SIDE
1. The body rest on the bolster casting by means of a pivot pin, which operates in an oil
bath. The bolster casting rest on the bogie frame on 3 in 1 Spiral springs on the “A” and
“B” side. The bogie frame is supported on Coil springs, which rest in the recesses
on the axle.
2. VA1 quick release valve.
3. Axle alternator on no.1 axle – “A” side.
4. Bogie equipment.
a. Traction motors, cables and wheel tyres.
b. Commutator lids, air ducts and motor nose bolts.
c. Brake gear.
5. 28-VB cut out cock (open and sealed).
6. Safety clamps: ensure that they are in position.
7. Dead engine cut out cock. (closed and sealed)
8. Large Salem automatic drain device with cut out cock (open and sealed) (test “T”
plunger).
9. Smalll Salem automatic drain device with cut out cock (open and sealed). (test “T”
plunger.
10. Composition type brake blocks.
11. The brake cylinders are enlarged from 250mm to 300mm. The slack adjuster has been
changed to a pipe type with holes, a set pin and safety clamp.
12. No. 1 bogie brake cylinder cut out cock (open and sealed).
13. On the “A” side in front of the bolster casting on the main frame of no.1 and 2 bogies
there is a shock absorber.
14. On the “B” side the shock absorbers are located on the bogie frame of no.1 and 2 bogies
behind the bolster casting.
15. Fuel tank and sight glass.
16. No inter-bogie control.
17. Two main air reservoirs behind the fuel tank with a safety valve (set at 1034 kPa) on the
reservoir nearest to the fuel tank.
18. Drain main air reservoirs by means of drain devices.
19. The drain cock of the reservoir nearest to the fuel tank operates automatically while the
furthest reservoir from the fuel tank is drained manually.
20. Emergency tool box in front of no.2 bogie on the locomotive frame and is sealed.
21. No.2 bogie brake cylinder cut out cock (open and sealed) (dangerous when closed).
22. Safety brackets
23. Anti-slue devices. To prevent bogies from turning sideways when derail.
24. Water tank fill piece – under pressure.
25. Oil sump waste pipe.
26. “A” drain from air boxes.
NO.2 END (REAR VIEW)
1. Examine Air cooling louvers.
2. Examine end cocks (open or closed).
3. Equalising pipes coupled through or on the receptacle.
4. Brake pipe with angle cock (open or closed).
5. Vacuum pipes (examine for objects and both coupled through).
6. Automatic coupler (test, position and coupling).
7. Jumper cable sockets with contact points.
8. Marker brackets.
9. Red lights (tests).
10. Head lights(tests).
11. Cowcatcher (adjustable).
Page 4
BELOW DECK “B” SIDE
1.
2.
3.
4.
5.
No.8 vent valve with cut out cock.
Fuel emergency shut off valve operating and reset handle. Lever type.
Battry box 8 x 8 volt = 64 volts Not leaking asid.
Hand brake operates on no.1 wheel.
Hand brake chain properly coupled.
EXAMINATION OF DRIVING COMPARTMENT
1. Emergency brake valve
2. Hand-brake (applied on leading locomotive and loose on trailing locomotive/s).
3. Seats “A” and “B” side.
4. Driving compartment light switches.
5. Adjust knob for windscreen wipers “A” and “B” side.
6. CO2 fire extinguisher behind the Train Assistant‟s seat –no. 2 end.
7. Hotplate
8. Toolbox and post box on the left next to the heater.
9. Heater in the centre against the front panel.
10. Checking of trip report.
11. Duplex main control stands.
12. Master control stand (foreign objects).
13. Driver‟s gauge panel and equipment.
14. Brake stand (handles in on leading locomotive and out on trailing locomotive/s).
15. Pilot air valve inside the main control stand – “B” side.
16. At the rear inside the main control stand the EPS, BCPS, SCPS and SCMV are
found.
17. Long sand pedal on both sides of the driving compartment – “A “and “B” side.
18. Long vigilance pedal on both sides of the main control stand.
19. Brake pipe reduction rate selector lever behind the brake stand.
20. Vigilance white light, buzzer and warning bell bolted in the centre of the roof.
21. Air regulating cock.
22. HS4 Control valve.
23. HS4 Control Gauge
24. Battery switch compartment.
25. Circuit breaker compartment.
26. Engine switch panel.
27. Engine control panel.
28. Electrical control compartment
29. Quick release button.
30. HS-4 vacuum control gauge and cock.
31. Emergency fuel shut off valve handle.
32. Bell and buzzer.
33. Vigilance box and Son alert.
On the main control stand the following are found:
1. No.1 and 2 end head light switch
2. No.1 and 2 end coupler and step light switch.
3. Slow speed control switch.
4. Air regulating cock
Page 5
Driver’s gauge panel
1. Stop and run button
2. No.1 and 2 end head light switch.
3. Gauge light switch.
4. Wheel slip white light – no brake slide light.
Engine control panel
1. Pump and start switch.
2. EC Switch – stop-start-idle and run.
3. Engine stop button.
4. Ground relay reset button and white light.
5. Batteries not charging - white light.
6. Hot engine or low water level - red light.
7. Low lube oil pressure, low water pressure and crankcase over pressure trip – green
light.
Electrical control compartment
1. Reverser mechanism RVF3,4 & RVR4,3 and RVF 1,2 & RVR 2,1
2. Various resistant relays
3. G.S. General Starting Relay.
4. Three Wheel slip relays on ground.
5. Battery Field relay. (On top)
6. Three Power switches P12, S1, P34
7. Shunt Field relay. (On ground)
8. Safety (vigilance control white box, door sealed) with cut out switch
Battery switch compartment
1. Circuit breaker.
2. Starting fuse (400 amps)
3. Battery switch.
4. Test points and light.
5. Switch for light
6. Ground Relay cut-out switch (Must be sealed).
Circuit breaker compartment
1. Fuel pump test switch.
2. Compressor synchronising cut out switch.
3. Battery field circuit breaker.
4. Heater switch.
5. Speed control switch. (sealed)
Generator compartment
1. Rubber seals on door.
2. Inertial filters “A” side.
3. Brake resistors.
Page 6
4. Dirt exhauster, which is driven by four 4 x “V” belts from an extension piece of the
engine crankshaft.
5. Electrical wiring.
6. Main generator with built-in exciter generator, which is also used to start the diesel
engine.
7. Equipment blower with 2 fans to cool the Traction motor and Main generator.
8. The Auxiliary generator and Equipment blower is driven by the spline shaft through a
gear unit from the camshaft.
9. Auxiliary generator.
10. Roots blower inside a casing that is driven by gears from the engine crankshaft.
11. One paper filter on the “A” side and two on the “B” side.
12. In front of the casing there is a device, which will give a red indication if the filters are
dirty.
13. Gravity feeding oil pot for roots blower.
Engine compartment – “A” side.
1. Jumper cable against back panel.
2. Louvers and temperature switches – STS and ETS.
3. Compressor governor cut out cock and automatic drain valve and filter. (
cut out cock open and sealed)
4. Compressor and louvers magnet valves with “T” plunger.
5. Main air pressure gauge.
6. Rear sand magnet valves and cut out cock.
7. 215 volt high-tension box.
8. Load control rheostat.
9. Lube oil pressure gauge.
10. Fuel pressure gauge.
11. Primary Fuel Filter
12. Fuel bypass gauge (green and red scale)
13. Low water pressure trip
14. Crankcase over pressure trip.
15. Woodward governor with
16. Power piston and rev handle
17. Oil sight glass.
18. Low lube oil pressure trip rest button on Woodward governor.
19. Oil temperature switch
20. Overspeed mechanism with lever. (“A” side tripped – “B” side reset)
21. Exhaust manifold.
22. Tappet covers
23. Moisture drain valves.
24. Air boxes covers.
25. Crancase covers.
26. Engine mounting bolts with tell tale plate.
27. Lube oil dipstick on “A” or “B” side of engine.
28. Two stroke 8 cylinder Roots blowe driven engine.
29. Scavenger oil pump.
30. Siamese oil pump.
31. Water pump.
32. Cool water temperature gauge on the pipeline next to the water pump.
33. Water pipe.
34. Water expansion tank with Filler cap and sight glass.
35. Examine for oil, water and fuel leaks.
Page 7
Engine compartment – “B” side.
1. Powder type fire extinguisher (sealed)
2. Fuel pump.
3. Fuel Strainer.
4. Oil filter drum.
5. Oil cooler.
6. Oil strainer box.
7. Block mounted filters with sight glasses. (35 kPa and 410 kPa) (Secondary
fuel filters)
8. Low fuel pipeline.
9. Woodward governor.
10. Woodward governor electric cable.
11. Low lube oil pressure trip rest button.
12. Exhaust manifold, Tappet covers, Moisture drain valves, Air box covers,
Crankcase overpressure covers.
13. Lube oil dipstick “A” or “B” side.
14. Engine mounting bolts with tell tale plate.
Radiator compartment
1. Radiator fan on the no.2 end of the compartment and are driven by 5 “V” belts
on pulleys by means of an extension from the compressor crankshaft.
2. Moveable louvers on the no.2 end of the compartment.
3. Two sand boxes – “A” and “B” side of the compartment.
4. Should a hot engine occur and the louvers are closed, press the “T” plunger
on the louver magnet valve and turn it a quarter turn so that it can lock. The
louvers should now stay open.
5. At an unattended depot the Train Driver must remove one of the two covers in
the radiator compartment and inspect the 5 “V” belts of the cooler fan.
6. Compressor-exhauster with oil sight glass.
7. Pressure release valve.(release pressure in oil sump)
8. Inter air cooler with safety valve set at 410kPa.
9. Oil separator. (“B” side)
10. Compressor air filter (“A” side)
TESTS
Make use of the Train Assistant during conducting of the following:
1.
2.
3.
4.
5.
Brake test.
Vigilance control test.
Sand test.
Head light test (dim and bright).
Hooter test.
DEPART FROM DEPOT
1. Instruction to Train Assistant.
2. Adhere to hand signals.
3. As soon as the locomotive comes into motion test the effectiveness of the
independent brake.
4. Observance of stop board and signals.
5. Changing of control stands.
Page 8
6. Act on hand signal during setting back movements.
7. Adherance of speed in loco areas.
8. Adherance of speed to shunting yard.
The locomotive has four traction motors, each of which is directly geared to a pair of driving
wheels.
The locomotive is mainly built for shunting.
The locomotive is arranged and equipped so that the short low hood end is considered the
front or No. 1 end of the unit. The long hood end is considered the No. 2 end of the unit.
The 36GM (Diesel) locomotive body is divided into 5 main
compartments namely:
1.
2.
3.
4.
5.
Nose Compartment
Driving Compartment
Generator Compartment
Engine Compartment
Radiator Compartment
EXTERNAL EQUIPMENT BODY EQUIPMENT
The 36GM diesel locomotive body is divided into four divisions, namely:
1
2
3
4
No.1 end (Front end)
No.2 end (Rear End)
“A” side (Driver‟s side)
“B” side (Assistant‟s side)
The No.1 end (front) consists of equipment in the nose compartment. The No. 2 end (rear)
consists of equipment in the radiator compartment. The “A” and “B” sides consist of
equipment in the Generator, engine and radiator compartments.
The main frame houses the engine, fuel tank and various other mechanical and electrical
equipment.
The locomotive body contains radiator protection grids, air infiltration grids and sand boxes
with sand discharging nipples.
No. 1 end/ No. 2 end
Both ends of the locomotive consist of a buffer beam, cowcatcher, automatic coupler, and
brake pipes as well as jumper cable connections.
The locomotive steps and handrails are located at all four corners of the locomotive. The
steps and handrails are used to climb up or down the locomotive to access the driving
compartment in the No. 1 end, and the radiator compartment in the No. 2 end.
Page 9
No. 1 end:
No. 2 end:
1. Hooters and when to sound it.
1. When starting from a station, halt, interlope, inter-siding or signal cabin,
except where otherwise laid down in the General Appendix (Part 2. and local
appendices;
3. When persons or animals are seen to be on or near the line.
4. To warn employees at work on or near the line.
5. When approaching whistle boards and level-crossings or Flags.
6. When approaching a station, halt, interlope, inter-siding or signal cabin
where a train is shunting or at a standstill on an adjoining line;
7. To warn people that the train are entering a tunnel.
2
3
4
5
6
7
Headlights.
Marker (Red) lights.
Windscreen wipers.
Sandbox refill lid.
Access doors.
Jumper cable sockets (Receptacles).
Page
10
8
9
10
11
12
13
14
Automatic coupler.
Buffer AAR
Automatic coupler release handle.
Vacuum brake pipes.
F - Automatic brake pipe with angle cock (thick pipe).
L - Main air pressure equalizing pipe (medium pipe).
E - Brake cylinder equalizing pipe (thin).
Cowcatcher and buffer beam.
EQUALISING PIPES
There are equalising pipes at each end of the locomotive. When the pipes are coupled, the
relevant angle and end cocks involved must be properly opened. Before uncoupling the
pipes the angle and end cocks must first be closed. When the equalising pipes are not in
use, they must be coupled to their receptacles.
The equalising pipes differ in size. To determine the size, one must look at the metal pipes.
Thick pipe – Automatic Brake cylinder equalising pipe – F
Control the brake pipe pressure on air brake trains.
This pipe is used to control brake pipe pressure to work the VA-1-B on the trailing locomotive
when the leading VA-1-B is faulty.
The thick pipe is the brake pipe and is closed with an angle cock.
The angle cock is open when the handle is in line with the pipe.
If the pipe bursts the brakes will apply and the train will come to a standstill. Close the angle
cock on both locomotives and proceed.
NOTE
Not applicable to air brake trains.
Receptacle marked “F”.
Medium pipe – Main air pressure equalising pipe - L
This pipe is used to supply compressed air to dead locomotives
It closed with an end cock.
The cock is open when the handle is at right angle to the pipe.
If this pipe bursts the main air pressure will drop gradually. Close the end cocks on both
locomotives and proceed if all the locomotives are switched on.
NOTE
Receptacle marked “L”
Thin pipe – Brake cylinder equalising pipe - E
This pipe is used to send the signalling air from the J-1 and F-1 on the leading locomotive
through the F-1 on the trailing locomotive to the J -1 to apply the locomotive brakes.
It closed with an end cock.
The cock is open when the handle is at right angle to the pipe.
Should this pipe burst close the end cocks between the locomotives.
Set the MU-2B to “lead” on the trailing locomotive and
Close the vigilance cut out cock after obtaining permission.
(F1 are again connected with 28 VB and J1)
The independent brake will only operate on the locomotives in front of the burst pipe.
NOTE
To control the brakes, the automatic brake must be applied because the independent brake
will not function on the affected locomotive.
Receptacle marked “E”
Page
11
A Side:
B-side
1. Generator compartment louvers. The generator compartment louvers are metal mesh
grids. The louvers are located on the “A” side behind the driving compartment.
2. A and B side compartment access doors.
3. Radiator.
4. Sandbox refill lid.
5. Radiator compartment louvers. They are used to draw in atmospheric air for the
radiator compartment.
6. Battery box. Do not walk or stand on the battery box
BUFFERBEAM AND COWCATCHER
The buffer beam consists of a vertical plate welded to the end of the frame. A cowcatcher,
which is bolted to the buffer beam, protects the bogies and wheels from possible
obstructions on the track, which may cause a derailment.
RUNNING BOARDS
It is possible to walk almost completely around the locomotive body on the running boards.
The operation of above deck equipment can be checked with ease. The running boards are
equipped with small studs for better grip.
Footsteps are mounted on all four corners of all locomotives. Make use of the steps and
handrails to descend or ascend.
BATTERIES
The batteries are located B side above deck. The locomotives have 8 batteries with a rating
of 8 volts each, connected in series to give a “dead” locomotive a voltage of
64 Volt.
Page
12
The purpose of the batteries is to provide current to the:
1.
2.
3.
4.
Lights.
Start the diesel engine.
Circuits breakers when the engine is not running.
Control circuits when the auxiliary generator fails.
Battery switch
The battery switch is situated in the battery switch compartment. This switch connects the
batteries to the locomotive‟s electrical system for starting of the locomotive and recharging of
the batteries. This switch is also used to open the battery circuit when the locomotive is shut
down to prevent the batteries from discharging.
The engine must be shut down before opening the battery switch. It must be operated
quickly to avoid arcing, and must be fully engaged when it is closed.
BOGIES
Equipment on the bogies:
1. The main frame rests on two identical bogies by means of bolster castings in pivot
centres (male and female).
2. The body rests on the bolster casting by means of a pivot pin, which operates
in an oil bath.
3. The bolster casting rests on the bogie frame on 3 in 1 Spiral springs on the “A”
and “B” sides.
4. The bogie frame is supported on Coil springs, which rest in the recesses on
the axle boxes.
5. The locomotive wheels are independently sprung.
6. Each bogie is provided with two pairs of driving wheels, one wheel on each
side of the axle.
The locomotive is also provided with an axle alternator (signal generator) on
No. 1 axle (“A” side).
The 36 GM locomotive does not have inter-bogie control.
BRAKE CYLINDERS AND BRAKE RIGGING
The braking arrangement, with suitable air piping, is assembled on the bogie frame and is of
the single-shoe compression type (one shoe to each wheel). The brake cylinder piston rod is
coupled to a horizontal lever which in turn is coupled to a vertical lever. The vertical lever is
supported by brake hangers or swing links which are suspended from the bogie frame.
The brake block is fitted to the brake head, which in turn is coupled to the vertical lever.
Manual slack adjusters are used to maintain the brake piston stroke at the correct level.
Safety brackets fit over the adjusting screws to prevent them from turning loose. The Train
Driver must see to it that these brackets are in position and sealed.
When compressed air is supplied to the brake cylinder, the piston rod is forced outwards.
The movement of the piston rod is transferred to the brake block through the lever
arrangement.
Page
13
WHEELS
Each bogie is provided with two pairs of wheels. Each pair of wheels consists of, two roller
bearing axle boxes, an axle and a gearwheel.
DAMAGE TO WHEEL TYRES, WHEELS AND AXLES
If it is found that a wheel tyre is loose or if a wheel or axle is cracked or damaged the Train
Driver must advise a Section Manager (Train Traffic) and act according to his/her instruction.
Should a wheel axle break the wheels will tilt and scrape against the bogie casting. The
Train Driver must stop the train and regard the locomotive as a failure.
If a Train Driver finds en route that wheels have skidded, or if wheels are skidding, it will be
indicated by a bumping/knocking sound. The Train Driver will have to judge whether it is safe
to proceed without causing damage. Skidded wheels must be reported and recorded. The
driving wheels must not be skidded more than 57 mm.
ROLLER BEARING AXLE BOXES
The locomotive is equipped with roller bearing axle boxes. The axle runs on two roller
bearings, which are located in the axle boxes at each end of the axle.
The bogie frame has horns that are equipped with liners, which act as guides for the axle
boxes. The bogie frame rests on coil springs and the coil springs in turn rest on the recesses
in the axle boxes. The axle boxes are locked beneath with horn stays, which are bolted to
the frame.
GEARWHEELS
The gearwheel is pressed on the axle and is driven by the pinion, which is mounted on the
armature shaft of the traction motor. The gearwheel and pinion is surrounded by a gear
casing, which contains the necessary lubricant viz. “crater compound”.
FAILURES AND DEFECTS OF TRACTION MOTORS AND WHEELS
1
A LOOSE PINION
Indication
Wheel slip indication and a high whining sound.
Page
14
2
BROKEN ARMATURE SHAFT
Indication
Wheel slip indication, a high whining and knocking sound.
ACTION TO BE TAKEN IN THE ABOVE-MENTIONED TWO CASES
Bring the train to a standstill and apply the locomotive brake. Test by opening the throttle to
notch 1 with the reverse key in forward gear. Listen from which motor the sound is coming.
On a single locomotive this is a locomotive failure. During multiple operations the section
may be cleared at a reduced speed with the other locomotive. Switch off the defective
locomotive. Endorse the fault on the trip report and advise a Section Manager (Train Traffic).
3
A TOOTH BROKEN ON THE PINION
Indication
Several knocks per revolution of the wheel.
4
A TOOTH BROKEN ON THE GEAR WHEEL
Indication
One knock per revolution of the wheel.
5
HOT SUSPENSION BEARING
It may possibly be detected by a smell similar to that of a hot box.
6
HOT TRACTION MOTOR
It may possibly be detected by a burning smell coming from the motor.
CAUSES
A hot traction motor can be caused by a broken or missing air duct, missing commutator
cover or defective traction motor blower. These defects can cause that no cooling air reach
the traction motor.
In the above-mentioned four cases the section must be cleared
slowly. (6 km/h)
7
BURST OR BROKEN BINDING
A burst binding can cause a locked axle and a possible ground relay with a wheel slip
indication.
Action
Bring the locomotive to a standstill. Mark each wheel at the bottom and move the
locomotive a small distance forward. The mark on the locked axle will still be at the
bottom. This is a locomotive failure.
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Traction motors.
1. The traction motor consists of field coils mounted on pole pieces which serve as
large magnets when in operation.
2. The traction motor receives controlled electrical power from the Generator and
converts it to rotational mechanical energy for locomotive propulsion.
3. There is one traction motor for each pair of driving wheels.
4. Each motor is suspended between the driving wheels from the axle by means of
suspension bearings at one end and on a rubber suspension on the other end
secured to the bogie frame with motor nose bolts.
5. The bearings are lubricated by means of wicks, which sucks up oil from the oil wells
of the suspension bearing axle caps, depositing the oil on the axle journals.
6. The suspension bearing consists of a brass bearing with a white metal surface.
All Rotating Machines have 2 parts:
Starter (Stationary Part) and Rotor (Rotating Part)
There are 2 types of windings: (Wire)
Field Windings and Armature Windings.
Axle alternator
Axle alternator / signal generator: It is located on the No.1 axle on the “A” side.
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It converts mechanical power into electrical power to display the speed of the locomotive on
the speedometer.
FUEL TANK – 2250 L
The locomotive is equipped with a fuel tank centrally located below deck. The tank is
equipped with two fuel caps, one on each side of the locomotive. The tank is equipped with
fuel level sight glasses (“A” and “B” side). An emergency fuel shut off valve with handles is
also provided on the “B” side.
The tank is supported by four brackets, which are bolted (12 bolts) to brackets welded on to
the main frame.
Under frame equipment and Brake system
The under frame equipment consists of other equipment located below deck.
This includes two main air reservoirs located behind the fuel tank with a safety valve (set at
1034 kPa) on the reservoir nearest to the fuel tank.
The drain cock of the reservoir nearest to the fuel tank operates automatically while the
furthest reservoir from the fuel tank is drained manually.
The locomotive also consists of an emergency tool box in front of the No. 2 bogie that is
sealed.
The brake rack is also located below deck on the “A” side.
The brake rack consists of valves and switches used for the operation of locomotive brakes.
VACUUM BRANCH PIPE CUT OUT COCK
This cock is used to isolate the exhauster and VA-1-B vacuum control valve on a
locomotive from the vacuum train pipe. On a trailing locomotive, the brakes will be
controlled from the leading locomotive‟s brake system, and therefore, this cock will
only be open on the leading locomotive, and closed on all trailing locomotives.
BRAKE CYLINDERS
The brake cylinders are located on the bogies. When compressed air is admitted into
the brake cylinders, the piston rod will move out to operate the brake gear and the
brake blocks will be forced against the wheels to brake the locomotive. The brake
cylinder pressure off number 1 bogie is registered on a gauge in the driving
compartment.
It is the duty of the Train Driver to take particular notice of the brake cylinder
pressure while he/she is testing or applying the locomotive air brakes.
When the compressed air in the brake cylinders release, the piston rod, brake gear
and brake blocks are returned to the release position by means of a return spring.
The brake cylinders are enlarged from 250mm to 300mm. Composition type brake blocks.
The slack adjusters are the pipe type with holes, a set pin and a safety clamp. The slack
adjusters must be adjusted by hand to maintain the correct piston stroke. (Technical
personnel only). The Train Driver must ensure that the safety clamps are in position.
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BRAKE SYSTEMS
VALVES AND COCKS
The locomotive consists of valves and cocks which are used to open or close air/ vacuum
flow from one equipment to the other.
On the spindle or the handle of each cut-out cock is a straight mark which turns when the
handle of the cut-out cock is turned.
The position of this mark is in line with the air passage in the cock key when the cock is
open.
The seals on sealed cut out cocks may not be broken without permission.
Except for the dead engine cut out cock, all cut out cocks mentioned herein must be sealed
in the open position.
The vacuum branch pipe cut out cock is set according to requirements and must therefore
not be sealed.
Vigilance control cut-out cock (sealed).
The vigilance control cut out cock opens or closes compressed air flow/supply to the
vigilance control system.
NOTE
The seals on sealed cut out cocks may not be broken without permission.
Except for the dead engine cut out cock, all cut out cocks mentioned herein must be sealed
in the open position.
The vacuum branch pipe cut out cock is set according to requirements and must therefore
not be sealed.
1.
28-VB CONTROL VALVE CUT OUT COCK
The cut out cock is below deck at the no. 1 end “A” side of the locomotive. If the cock is
closed, the 28-VB will not be able to send signalling air to the J-1 and the locomotive brakes
will therefore not apply when the automatic brake is applied.
2.
LARGE SALEM CUT OUT COCK (MAIN AIR PRESSURE)
This cock is on the “A” side behind the no. 1 bogie of the locomotive near the fuel tank. It
supply air to the brake rack. If the cock is closed, the brake system will not operate.
3.
NUMBER ONE BOGIE BRAKE CYLINDER CUT OUT COCK
This cut out cock is below deck on no. 1 “A” side. If the Train Driver applies the brake when
the cock is closed, the compressed air, flowing to the brake cylinders to apply the brake, will
escape through a hole at the cut out cock and the brakes on no. 1 bogie will not apply.
Because the brake cylinder meter is coupled to this pipe, the brake cylinder needle will
register zero.
4
NUMBER TWO BOGIE BRAKE CYLINDER CUT OUT COCK
This cock is situated below deck on no. 2 “A” side. If the cut out cock is closed and the Train
Driver applies the brake, the compressed air that is supposed to flow to the brake cylinders,
will escape through a hole at the cut out cock and the brakes on no. 2 bogie will not apply.
The brake cylinder pressure gauge will register normal when the Train Driver performs a
brake test because the gauge is not coupled to this pipe. The no. 2 bogie cut out cock is
therefore the most dangerous. If both cut out cocks are closed, there will be no brakes on
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the locomotive. It is important that the Train Driver always examine the four cut out cocks
below deck to ensure that they are open and sealed before performing a brake test.
5.
SMALL SALEM CUT OUT COCK
This cut out cock is next to the large Salem below deck (“A” side). The purpose of this cut
out cock is to isolate the air supply to the hooter, wipers and sand.
6.
VACUUM BRANCH PIPE CUT OUT COCK
The vacuum branch pipe cut out cock is on the “A” side of the nose compartment. The cock
is open when the handle is in line with the vacuum train pipe. When the handle is at a right
angle with the vacuum train pipe, the cock is closed.
Only the vacuum branch pipe cut out cock on the leading locomotive must be open. The
cock must be closed on all the trailing locomotives whether with double heading, banking or
multiple locomotive working. Remote control is an exception to the rule because in this case,
the vacuum branch pipe cut out cock must be open on the trailing locomotive and closed on
the leading locomotive.
When the cock is closed, the exhauster is isolated from the train pipe and vacuum cannot be
created.
7.
VIGILANCE CONTROL CUT OUT COCK
This cock is on the “A”-side of the Brake rack. When the vigilance fails, this cock must be
closed after obtaining permission.
8.
HS-4 VACUUM CONTROL VALVE CUT OUT COCK
This cut out cock is on the “B” side of the nose compartment. When closed it shuts off air to
the VA-I-B control valve, and the train vacuum brakes cannot be operated.
9
FRONT SAND CUT OUT COCK
The cock is situated in the “B” side of the nose compartment.
10.
COMPRESSOR GOVERNOR CUT OUT COCK
This cock is in the engine compartment “A” side next to the 215 volt box. When the
compressor governor fails to de-energise the magnet valve, the main air pressure will
continue to drop. Should this happen, the compressor governor cut out cock must be closed.
11
REAR SAND CUT OUT COCK
This cut out cock is situated in the Engine compartment A side.
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Functions of the valves and switches:
28-VB Control valve:
1. It reacts according to the operation of the Automatic brake handle and
send signal air to the J1 to apply and release the locomotive brakes.
2. It is Automatic self-lapping pressure maintaining type valve.
3. It is controlled by vacuum pressure.
4. Minimum = 34kpa, Full service = 340kpa, Emergency = 420kpa
1. P-2A Brake application valve:
1. It reacts according to the operation of the Vigilance control and causes an
automatic brake application on the train as well as the locomotive when a
penalty brake application occurs.
2. This valve is used with normal brake system for the purpose of Protection.
2.
J-1 Relay valve:
1. It controls the Applying and Releasing of air to and from the locomotive
brake cylinders during brake applications. (26SA)
2. The J-1 relay valve is operated by a diaphragm,
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3.
F-1 Selector valve:
1. It works in conjunction with the MU2B
2. The F-1 selector valve performs the function of arranging the brake
equipment on the locomotive to “lead” or “trail” and protects a trailing
locomotive‟s brake equipment by automatically resetting the brake
system to the “lead” position in the event of a separation between the
locomotives.
4.
N-1 Reducing valve:
1. The N-1 reducing valve reduces a supply of main compressed air to a
predetermined pressure (410kPa) for the operation of the 28-VB control
valve.
5. Pilot valve: Inside control stand.
1. The purpose of the pilot valve is to release the locomotive brakes but still
allow the train brakes to remain applied when the automatic brake handle is
used.
6. Brake cylinder pressure switch (B.C.P.S.): Inside control stand.
1. The brake cylinder pressure switch will nullify the vigilance system when the
independent brake pressure builds up above 276kPa.
7. Safety control pressure switch: Inside control stand.
1. The safety control pressure switch causes the diesel engine to return to idle,
when a vigilance penalty application occurs.
8. Engine pressure switch: Inside control stand.
1. When the automatic brake valve handle is placed in the emergency
position, power output is removed from the Generator and engine
revolutions drops to idle speed.
2. This switch is brought into operation as soon as the brake pipe pressure
drops below 205kPa, and activates the electric system to bring about the
above power cut and drop in engine revolutions. It will again switch in as
soon as the brake pipe pressure reaches 295kPa.
9. Safety control magnet valve: Inside control stand.
1. The safety control magnet valve operates in conjunction with the P-2A
brake application valve, which causes a vigilance penalty brake application
if the magnet valve is not properly energised with the use of the safety
control pedal in the driving compartment.
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10. VA-1 Quick release valve / A-1 Differential pilot valve/ Quick release
press button:
1. The purpose of the VA-1 quick release valve is to create vacuum quicker
by operating the quick release press button in the driving compartment or
2. By means of the A1 differential pilot valve when the automatic brake valve
is placed in the running position.
11. VA-1-B Vacuum control valve:
1. It is automatically, through the differences of pressure in the brake pipe
controls the amount of vacuum in the train pipe.
2. The valve assures that braking occurs on the locomotive and on the train.
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DRIVING COMPARTMENT
1. Emergency brake valve
2. Hand-brake.
3. Seats “A” and “B” side.
4. Driving compartment light switches.
5. Adjust knob for windscreen wipers “A” and “B” side.
6. CO2 fire extinguisher behind the Train Assistant‟s seat –no. 2 end.
7. Hotplate
8. Toolbox and post box on the left next to the heater.
9. Heater in the centre against the front panel.
10. Checking of trip report.
11. Duplex main control stand.
12. Master control stand (foreign objects).
13. Driver‟s gauge panel and equipment.
14. Brake stand (handles in on leading locomotive and out on trailing locomotive/s).
15. Pilot air valve inside the main control stand – “B” side.
16. At the rear inside the main control stand the EPS, BCPS, SCPS and SCMV are
found.
17. Long sand pedal on both sides of the driving compartment – “A “and “B” side.
18. Long vigilance pedal on both sides of the main control stand.
19. Brake pipe reduction rate selector lever behind the brake stand.
20. Vigilance white light, buzzer and warning bell bolted in the centre of the roof.
21. Air regulating cock.
22. HS4 Control valve.
23. HS4 Control Gauge.
24. Battery switch compartment.
25. Engine switch panel.
26. Engine control panel.
27. Circuit breaker compartment.
Driver’s Gauge Panel
1. Vacuum gauge. The vacuum gauge with two needles, White needle – vacuum train pipe.
Red needle – vacuum reservoir.
2. Main air reservoir and equalizing reservoir gauge. White needle – equalizing reservoir
pressure. Red needle – main air reservoir pressure.
3. Brake cylinder/ brake pipe gauge. White needle – brake pipe pressure. Red needle –
brake cylinder pressure.
4. Wheel-slip light (white). The light illuminates to indicate that there is wheel-slip on the
locomotive.
5. Light switches (headlights). Light switches are two position switches (Dim/ bright)
6. Reset for stop button (Run). The button is used to reset equipment after an emergency
situation has occurred and the switch was operated. (Authority needed)
7. Emergency stop switch (Stop). The emergency stop button is a red round push button.
The emergency stop switch is used to stop the locomotive (immediately) in case of an
emergency.
8. Load meter. The load meter indicates the ampere the Generator sends out to the traction
motors when the throttle is open.
9. Speedometer. The speedometer indicates the actual speed at which the locomotive is
traveling.
SPEEDOMETER
Speed plays an important role in train handling, the speedometer is very important to a Train
Driver. He/she must at all times be aware of the speed at which he/she travels.
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The speedometer indicates the speed of the locomotive in kilometres per hour. The
speedometer receives current from the signal generator.
LOAD METER
The load meter indicates the ampere the Generator sends out to the traction motors when
the throttle is open. The load meter is marked from 0 to 750 ampere in 50 ampere units.
The traction force area (outer zone) is divided in a normal zone (green-0 to 450 amperes)
and an overload zone (yellow-450 to 750 amperes). The yellow zone is subdivided in 60, 15
and 8 minute zones. These zones indicate the maximum time that the Train Driver may work
the locomotive in these zones. If the time has expired, the Train Driver must notch down the
locomotive until the load meter registers approximately 400 amperes and maintain these
amperes for 20 minutes to allow the traction motors to cool down. If the locomotive cannot
haul the load with the low ampere, the Train Driver must stop the train for 20 minutes.
Examine the train for hand brakes that may be applied.
Assume that the load meter needle indicates in the 60-minute zone for 30 minutes and then
indicates in the 15-minute zone, the Train Driver may only travel in the 15-minute zone for
7½ minutes. Thereafter he/she must throttle down to the 400 ampere mark and allow 20
minutes for the traction motors to cool down.
The load meter must be observed when picking up a load and also en route. If all the
locomotive wheel‟s slip, the load meter will register a low reading.
Master Control Stand
The duplex master controller is an island type (walk around) duplex control stand centrally
located in the operator‟s cab incorporating a set-up switch used by the driver to control the
locomotive.
It has a throttle handle, a selector handle, and a reverse handle.
These handles control the power of the locomotive and the direction of movement.
The above mentioned handles are interconnected, thus meaning when moving the driver‟s
side controls, the assistant‟s side controls move as one control movement.
The throttle handle has an idle and eight positions or notches. It is used to control engine
speed and locomotive power.
The engine speed normally (but not necessarily) increases with every notch, but the power
developed by the engine does increase progressively when notching up.
The throttle handle cannot be moved from the neutral position if the reverse key is removed.
The selector handle has positions: 2, 1 and Neutral.
Position 1 and 2 are motoring positions. Position 2 is used for normal open line working and
also locks the reverse key. Position 1 is used for shunting, while it also for stalls field
shunting and transition at the discretion of the driver. The selector handle Neutral position
brings the locomotive engine revolutions to low idle.
BRAKE STAND
The 36GM diesel locomotive is fitted with schedule 28LAV-1 brake equipment with a type
26C driver‟s brake valve.
AUTOMATIC BRAKE VALVE
The driver‟s automatic brake valve controls equalising pressure. The
reduction/increase of brake-pipe pressure is converted to a reduction/increase of
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train pipe vacuum by means of a VA-1-B vacuum control valve. On this system the
reduction of vacuum is converted to an increase of locomotive brake cylinder
pressure by means of a 28-VB control valve (proportional valve).
1. The independent brake handle (26 SA) which controls the locomotive brakes only.
2. The automatic brake handle 26C which controls the train as well as the locomotive
brakes.
3. The brake valve cut-out control knob which controls the setting of the brake valve.
(Vacuum/Air-brake)
4. Locomotive brakes can be released during, or after an automatic brake application,
by pressing the independent brake handle downwards. (Quick release position)
5. The locomotive‟s independent brake can be applied independent from the train
brakes.
6. The train brakes can therefore be released and the train kept stationary by means of
the locomotive brakes.
7. On all locomotives the Automatic and independent brake valve is self-lapping and
pressure maintaining, i.e. a particular position of the handle corresponds with a
particular locomotive brake cylinder pressure, which will be maintained against
leakage.
PRINCIPLE OF SELF-LAPPING AND PRESSURE-MAINTAINING
The Automatic and independent brake valve is “self-lapping” and “pressuremaintaining”. From a fully charged position, movement of the handle to a particular
position will result in a corresponding degree of brake pipe pressure reduction. The
new pressure will automatically be maintained without leaking off.
Automatic brake valve handle.
The automatic brake handle controls the train as well as the locomotive brakes.
Automatic brake (26C) valve handle positions and purpose of each position:
Position 1:
Release Position:
Position 2:
Minimum reduction position:
Position 3:
Application zone position: The degree of brake application is
determined by the distance the handle is moved towards FULL SERVICE
POSITION. The brake valve will automatically lap itself and keep the brakes
applied.
Position 4:
Full service position:
Position 5:
Suppression position: This position provides for resetting a
safety vigilance penalty brake application.
Position 6:
Handle out position: The handle can be removed only in this
position.
Position 7:
Emergency position: Do not use the emergency position of the
automatic brake handle except in an emergency. This position provides the
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quickest and severest brake application with brake pipe pressure reduced quickly to zero
and vacuum quickly and totally destroyed. Locomotive brake cylinder pressure will be
higher than that obtained with a full service brake application.
BRAKE VALVE CUT OUT CONTROL KNOB
Sets the brake valves in or out of operation or prevents or allows the control of brake pipe
pressure and equalising pressure for the brake system.
The brake valve cut out control knob which sets the brake in or out of operation must be set
to “norm” for the control of vacuum trains and light locomotives.
For trailing or dead locomotives it must be set to “off”.
Direct release (dir) sets the brake valve for the operation of air brake trains and must not be
used when working vacuum brake trains.
The brake valve cut-out control knob has three positions. The
control knob is positively held in each of its three positions by spring action. The
three positions are:
1. OFF position: Cuts out the brake valve. Set to this position when the locomotive
operates as a trailing unit in a multiple consist.
2. DIR (direct release): For the operation of direct release type air brake trains. Must
not be used when hauling vacuum braked trains.
3. NORM Position: For the operation of vacuum brake trains.
Independent brake valve handle.
It is used to control the locomotive brakes only.
Brake pipe reduction rate selector
This selector is located at the no.2 end of the duplex master control stand near the MU-2B
valve.
It has two positions:
1. NORM (meaning normal)
2. FAST
This selector enables the Train Driver to select the brake pipe reduction rate required for the
particular operation the locomotive is performing.
The FAST rate should be used when shunting vacuum-brake vehicles.
The NORM position should be used for all other locomotive applications.
NOTE
Always place the selector in the NORM position when air brake vehicles must be operated.
No. 8 vent valve cut out cock.
Operates in conjunction with the brake pipe reduction rate selector
1. When the brake pipe reduction rate selector is set to “normal” the no 8-vent valve cut out
cock must be open (NORM) and must be in this position for all other locomotive
2. When the brake pipe reduction rate selector is set on “fast” the no 8-vent valve cut out
cock must be closed.
NOTE
Always place the cock in the open position when air brake vehicles must be operated.
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INDEPENDENT BRAKE-VALVE HANDLE POSITIONS: (26SA)
INDEPENDENT BRAKE-VALVE HANDLE POSITIONS (26SA)
1. Running position: The handle is normally in this position and it releases the locomotive
brakes after an independent brake application.
NOTE.
The handle can only be removed in this position by lifting it up.
2. Application zone: This zone extends from the “running” position” to the “full application”
position. The amount of brake application is determined by the distance that the handle is
moved towards the “full application” position.
3. Full application position: This position provides the brake power available for
locomotive braking.
4. Quick release position: By depressing the independent brake handle in the “running”
position an automatic brake application on the locomotive will be suppressed, reduced or
released without affecting the automatic vacuum brake application on the train.
MU-2B
The purpose of the MU-2B is to allow locomotives to be worked in single/multiple operation.
The MU-2B pilots the F.1 selector valve, which enables the brake equipment of one
locomotive to be controlled by the brake equipment of another locomotive.
During single/multiple operation the MU-2B on the leading locomotive must be set to “lead”
(horizontal) and on the trailing locomotives it must be set to “trail” (vertical).
When a locomotive is hauled “dead” the MU-2B of such locomotive must be set on “trail”
AIR REGULATING COCK
This cock is used to set equalising pressure.
CONTROL OF BRAKE PIPE PRESSURE BY THE DRIVER’S BRAKE
VALVE
The 26C driver‟s brake valve controls equalising reservoir pressure obtained from the
“regulating” portion which in turn controls brake pipe pressure via a relay valve
incorporated in the driver‟s brake valve.
The HS-4 control cock is manually set at 172 kPa by the Train Driver to obtain the desired
maximum train pipe vacuum (64 kPa) corresponding to the brake pipe pressure used (480
kPa).
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NOTE
If the vacuum control gauge and the vacuum gauge does not correspond after the HS-4 has
been set and there are no external leaks the vacuum gauge must always be considered as
the correct one and the HS-4 must be set according to this gauge.
QUICK CREATION OF VACUUM
1. Manual push - button in the driving compartment.
2. The process of creating/re-creating of vacuum operates automatically when
brake-pipe pressure is increased with the operation of the automatic brake
handle (A1 comes into operation).
Transition field shunt
When operating in selector 1 the Train Driver must himself/herself make transition. The
speed must be below 27 km/h. The throttle must be closed and the selector placed in
position 2.
0 to 27 km/h – full field series parallel. At 27 km/h transition takes place – full field parallel.
The reverse key is used to determine the direction of locomotive movement. It has three
positions, namely forward, neutral and reverse.
When the employee in charge of a single or multiple unit locomotive set leaves the driving
compartment for any reason for any period of time, he must remove his reverse key from the
control stand and keep it in his possession. The reverse key can only be removed in the
„Neutral‟ position.
Engine control panel
1. Battery warning light. It illuminates to indicate that the battery is not charging and
can lead to a locomotive failure. Auxiliary generator field, circuit breaker tripped.
2. Hot engine and low level warning light (Red). Bell Ring - Read light – Revolution
unchanged. The light indicates that the engine cooling water temperature has risen to
101 degrees Celsius or the water level in the Lexan glass is low.
3. Low oil, low water, crank case overpressure light (Green). Bell ring – Green light –
Engine shut down – Low lube trip. The light indicates a warning that one of the
following faults has occurred: 1
The engine oil pressure is too low. 2 The engine
cooling water pressure is excessively low.
4. Ground relay trip light (clear) and reset button. Bell Ring - White light – Revolution
return to idle. Reset button on E.C panel. The ground relay trip light is a warning
light used as a protection device to indicate to the driver that there is a short circuit or
arcing on the low or high tension circuits.
5. Pump and start switch. The pump position of the switch is used to build up fuel
pressure before the engine is started, and the start position is used to start the
engine of the locomotive.
6. Engine control switch. The two positions on the engine control switch are: Stop –
start – idle and
Run. If the engine control switch is on „run‟ position, the
engine will not crank when it must be started.
7. 7. Engine stop button. The engine stop button is used to shut down the engine of the
locomotive.
8. Red marker light switches.
9. Engine room lights switch.
Pump and start switch.
When the fuel pressure is sufficient, turn the “pump and start” switch to the “start”
position. The alarm bell will start ringing. Hold in “start” position until the engine is running
(the maximum cranking time of 30 seconds must not be exceeded). When the engine
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starts the alarm bell will stop ringing. Release the pump and start switch to return to its
normal position. The switch is spring loaded. Ensure that no abnormal smoke and flames
appear at the exhaust stack. Should this happen switch off the locomotive by pressing the
emergency stop button.
When it is desired to move the locomotive, place the engine control switch to “run” and close
the control circuit breaker. This will cause the engine to increase its revolutions from “low
idle” to “idle”. The locomotive will then respond to its master controller. Opening the control
circuit breaker, or placing the engine control switch in “idle” position will cause the engine to
return to “low idle”.
The locomotive has a separate switch for pump and start, as well as a separate engine stop
button to shut down the engine under normal conditions. If the engine control switch is on
“run” position, the engine will not crank when it must be started.
ENGINE STOP BUTTON
The engine stop button on the electrical control panel must be depressed to shut
down the engine. This button need not be kept depressed.
THROTTLE NOTCH POSITION
CLASS
36-200
LOW IDLE
250
IDLE
315
NOTCH 1
315
NOTCH 4
570
NOTCH 8
900
CIRCUIT BREAKERS
A circuit breaker operates like a toggle switch to open or close an electrical circuit manually.
An electrical overloads or short-circuits causes the circuit breaker to open the circuit
automatically and the switch then move to the centre position indicating that the circuit
breaker has tripped. The circuit breaker is reset by moving it first to “open” then to the
“closed” position, after allowing approximately 2 minutes for the circuit breaker to cool down.
The following are the primary functions of the circuit breakers, which are mounted on the
electrical control panel.
Control circuit breaker
1. This circuit breaker protects and supplies current to electrical control equipment and
must be closed in order to allow the locomotive to respond to the throttle and other
driving controls.
2. The closing of the control circuit breaker will build up the engine revolutions to idle
speed, while opening of this circuit breaker will cause the engine to return to low idle
engine revolutions.
3. Under normal operating conditions, the circuit breaker must be closed only on the
leading locomotive of a consist and opened on all trailing locomotives. In the event
of a failure of the control circuit breaker on the leading locomotive, it is permissible to
use the control circuit breaker of one of the trailing locomotives. Under no
circumstances may two control circuit breakers be closed in a multiple consist since it
would minimise circuit protection.
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4. With the control circuit breaker closed on the leading locomotive, only this
locomotive‟s revolutions will build up to idle. The trailing locomotive/s will build up to
idle when the throttle is placed to notch one.
5. If the control circuit breaker trips for a second time on a single locomotive it is a
locomotive failure. There will be no indication should a control circuit breaker trip. The
locomotive/s engine/s will drop to idle with an open throttle.
6. The control circuit breaker supplies current to the following equipment in the closed
position:
1.
2.
3.
4.
5.
Vigilance safety control white light.
Woodward governor through the throttle.
Reverse mechanism through the reverse key.
Wheel-slip light and buzzer through the emergency stop and run push button.
Sand pedal.
Fuel pump circuit breaker
Supplied Current to the:
1.
2.
3.
4.
5.
Fuel pump motor.
S.T.S.
E.T.S.
Warning lights and bell.
Compressor governor.
Should the circuit breaker trip the locomotive will shut down with no indication.
If the fuel pump circuit breaker trips for a second time it is a locomotive failure.
Auxiliary generator field circuit breaker
1. This circuit breaker protects and supplies current to the field coils of the auxiliary
generator to charges the batteries.
2. If this circuit breaker trips the engine will return to low idle on the locomotive
concerned. The bell will ring on all locomotives in multiple working.
3. A second trip on this circuit breaker is a locomotive failure.
4. During multiple operations clear the section with the non-defective locomotive.
Headlight circuit breaker
This circuit breaker protects and supplies current to the headlights, red lights and coupler
lights and must be closed when necessary.
Auxiliary circuit breaker
This circuit breaker protects and supplies current to the auxiliary equipment such as Cab and
Compartment lights, the Heater motor and the Hot plate and must be closed when
necessary.
Auxiliary generator circuit breaker
1. This circuit breaker supplies current to all the circuit breakers except the headlight
and auxiliary circuit breakers.
2. It controls power from the auxiliary generator for battery charging and Miscellaneous
low voltage circuits.
3. Should the circuit breaker trip the locomotive will shut down with no indication.
4. The circuit breaker must not be opened until the engine has shut down completely.
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5. If the auxiliary generator circuit breaker trips a second time it is a locomotive failure.
Battery switch compartment
1. Battery switch. It supplies power to the low tension equipment.
2. Starting fuse. The Starting fuse is a 400 amps‟ fuse.
3. Circuit breaker. It is used to protect the electrical circuit of the battery compartment
equipment.
4. Test points The test contact points are metal contactors and are provided with a test
light.
Circuit breaker compartment
It consists of switches and circuit breakers used for protection of locomotive
equipment.
Fuel pump test switch. It is used to test the operability of the fuel pump.
Compressor synchronizing cut out switch (C.S.C.O.).
The compressor synchronizing cut out switch is a two position toggle switch (normal or
special).
It is used to cut out current flow when the compressor governors have failed.
Battery field circuit breaker. It protects the electrical circuits of the battery field equipment.
Heater switch. It is used to isolate the heater in case of a defect.
Speed control switch. It is used to isolate the speedometer in case of a defect.
TRIPS - FAULT WARNING INDICATIONS - CAUSES AND ACTIONS
PURPOSE OF THE TRIPS
GROUND RELAY TRIP
Bell Ring – White Light – Engine return to idle with an open Throttle.
A protection device protecting the low and high-tension circuits from a short circuit or arcing.
If a ground relay trips during starting of the locomotive it is caused by a low-tension defect.
Battery’s Not Charging.
Bell Ring – White Light – Engine revolution Remain Unchanged - Auxiliary Generator Field,
Circuit Bracer Tripped.
Hot Engine.
Bell ring – Red Light On – Engine revolution Remain Unchanged - Temperature 101° C
Low water level
Bell ring – Red Light On – Engine revolution Remain Unchanged - Temperature
Normal - Water Level in Lexan gauge glass is low
LOW LUBE OIL PRESSURE TRIP
Bell ring – Green Light On – Engine shut down. Trip in engine compartment trips out.
Other observations – No power light on.
A protection device, protecting the engine against low lube oil pressure or insufficient oil.
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LOW WATER PRESSURE TRIP
Bell ring – Green Light On – Engine shut down. Trip in engine compartment trips out.
Other observations – No power light on.
A protection device protecting the engine against a low water pressure, which can occur due
to internal or external leakages, water expansion tank cap not in position or a defective water
pump.
CRANKCASE OVERPRESSURE TRIP
Bell ring – Green Light On – Engine shut down. Trip in engine compartment trips out.
Other observations – No power light on.
A protection device, protecting the engine from serious damage in the engine.
OVERSPEED TRIP
Bell ring – No light – Engine Shut down – No power light will illuminate.
A protection device protecting the engine from high revolutions 990 - 1005 rpm
NOTE
Except the crankcase over pressure trip, which may not be reset, only one reset is
allowed on all other trips. With a genuine lube oil trip, the Train Driver will not be able to
restart the engine.
IF THE THROTTLE IS NOT CLOSED IN TIME THE LOW LUBE OIL TRIP WILL ALSO TRIP
IF A CRANKCASE OVER PRESSURE OR LOW WATER PRESSURE TRIP OCCURS.
The following is applicable to the above-mentioned faults:
The bell will ring on all locomotives in multiple operations.
The fault warning lights will only display on the switch panel of the defective locomotive.
Only the engine of the defective locomotive shuts down or returns to idle automatically
where applicable.
OPERATION OF FAULT WARNING AND TRIP DEVICES
If a locomotive fault or defect is indicated by the operation of a protection device which
automatically warns, removes the load from the engine, or shuts down the engine, an
inspection must be made to attempt to establish the exact cause and result of the fault or
defect.
If such inspection reveals the cause of the fault or defect, or that damage has been caused,
the occurrence must be treated.
If there is no evidence of any apparent cause for, or resulting damage from the fault or
defect, which caused the operation of the particular protection device, the device concerned
must be reset, if required, and normal operation resumed. The full circumstances and details
of such an occurrence must be recorded on the trip report. At the first suitable opportunity
the details of the occurrence must also be reported telephonically to a Section Manager
(Train Traffic) on duty at the nearest diesel depot en route.
If the same protection device on the same locomotive operates for a second time during a
trip or shift, the engine concerned must be shut down, if not already shut down.
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ACTION IN THE EVENT OF FAULTS AND DEFECTS
If a fault or defect exists, occurs, or is suspected on a locomotive or locomotive component,
and the fault or defect is of such a nature that further operation of the locomotive or the
equipment concerned is not possible, or will or may endanger the safety of the locomotive or
cause damage to any of the components, the locomotive must be stopped and/or the diesel
engine of the locomotive must be shut-down as quickly as possible. The cause of the defect
or fault and the action required must be established as far as practicable.
If necessary, and it is possible and practicable, the employee in charge of the locomotive
concerned must personally communicate, (telephonically if necessary), with the nearest
Section Manager (Train Traffic) or such authorised employee as laid down by locally issued
zone instructions and report the detail and circumstances of the occurrence to him/her. Act
according to his/her instructions.
If communication is impossible or impracticable, the locomotive must, depending on the
particular circumstances and the nature of the particular fault existing or suspected1. Be treated as a total failure.
2. Be detached, secured and stabled at the first convenient place.
3. Be hauled “dead” to a place from where communication with a Section Manager
(Train Traffic) can be established.
A Train Driver may not on his/her own initiative attempt to repair or adjust any locomotive
component or equipment if the repair or adjustment is of such a nature that it will affect the
correct and normal operation of that component or any other locomotive equipment or that
the safety of the locomotive personnel or any other staff may be endangered. All repairs,
which may have been undertaken by a Train Driver on a trip or shift, including those
specifically authorised by a Section Manager (Train Traffic) in respect of a particular and
specific instance, must be described in detail on the trip report.
FAULT WARNING INDICATIONS
CAUSES
The following faults will bring the protective devices in operation:
Low lube trip
The low lube trip will trip due to the following:
1. After the engine has started, the lube oil pressure must build-up to a minimum of 55
kPa. If this pressure does not build up within approximately 55 seconds, the
Woodward governor will shut down the engine, the low lube trip will trip out, the low
lube oil light will come on and the bell will ring. The no power light will also illuminate.
2. Trips on idle if the pressure drops lower than 55 kPa.
3. Lubricating oil pressure during idle is approximately 480 kPa.
4. Lubricating oil pressure in notch 8 varies between 570-710 kPa.
5. Trips in notch 8 if the pressure drops to 170 kPa.
(Any abnormal switching off, of the diesel engine will cause a low lube trip if the throttle is not
closed quickly enough.
If the diesel engine shuts down for any of the following reasons and the Train Driver does
not close the throttle immediately a low lube trip will occur.
1. The over speed trip, trips out.
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2.
3.
4.
5.
The low water pressure trip, trips out.
The crankcase over pressure trip, trips out.
The emergency stop push button become defective or is operated.
Insufficient fuel in the tank, the fuel shut off valve being operated, or defective fuel
pump.
6. Any other fault which will cause the engine to shut down, e.g. insufficient governor
oil.
Hot engine
Reasons for a hot engine:
1.
2.
3.
4.
5.
6.
Insufficient water.
Defective fan or Louvers.
Defective STS contactors.
A broken 13 mm water pipe on the radiator.
An open or missing water expansion tank filler cap.
A hot engine can take place while or after a heavy pull on a gradient if the diesel engine
shuts-down on its own. If this happens, complete the necessary examination as quickly as
possible, and start the diesel engine again. If it becomes necessary for the Train Driver to
shut the engine down after a heavy pull, he/she must allow the engine to idle a short while to
cool down.
Over speed trip
1. The over speed trip will trip if the engine revolutions builds up higher than 990 to 1005
revolutions per minute. An over speed trip may also occur due to a wheel-slip. Use sand
freely to prevent the wheels from slipping where possible.
2. The over speed trip may trip without a wheel-slip or any other noticeable indication. Clear
the section in a lower notch.
3. When an over speed trip occurs the lever on the over speed governor will move from the
“B” to the “A” side thereby shutting off the fuel racks.
ACTION TO BE TAKEN WHEN THE DIFFERENT TRIPS OCCUR
Act as follows:
1. Close the throttle and bring the train to a standstill.
2. Ensure that the train will not move.
3. Place all the controls in neutral/idle and remove the reverse key.
4. Open the control circuit breaker.
The following procedure must be followed on the locomotive, which has automatically shut
down.
Place the engine control switch to “stop-start-idle”.
Open the fuel circuit breaker.
NOTE
Each trip is dealt with separately because different compartments must be examined before
the fault can be entered on the trip report.
Low lube oil pressure trip
Examine the compartments for oil, water and fuel leaks and the oil sump level. Examine the
emergency fuel shut off valve on the “B” side as well as the fuel supply. See that there is
sufficient oil in the Woodward governor gauge glass. If no faults/leaks are found, depress
and reset the low lube trip on the Woodward governor. Test the low water pressure trip by
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depressing the reset button, and ensure that the over speed trip handle is pointing to the “B”
side. Start the diesel engine and clear the section.
Low water pressure trip
Examine the compartments. See if there is sufficient water in the expansion tank and
examine for water leaks. Examine the water pipes and water pump for loose bolts and nuts
or holes. Check the water expansion tank cap and also for an internal leak by checking the
dipstick. (The oil will be grey).
If no fault is found, depress and reset the low water pressure trip. Examine and depress the
low lube trip, as well as the over speed trip. Start the diesel engine and clear the section.
Crankcase over pressure trip
This trip may not be reset and the engine may not be restarted (defective rings and pistons).
With a single locomotive it is a locomotive failure. Apply remote control or haul the
locomotive dead when working a multiple locomotive consists to clear the section.
Hot engine/low water level
1 The diesel engine may not be shut down. Make sure whether it is a hot engine or low
water level by checking the temperature gauge and water gauge glass.
2. If the water level is in order stop and examine the fan. If the fan runs allow sufficient time
for the engine to cool down. Proceed after the indication has disappeared. If the indication
appears again stop and allow time for the engine to cool down. Clear the section in a lower
notch, record on trip report, contact diesel maintenance staff and act on their instructions.
With a multiple locomotive set, the engine control switch may be placed on stop-start- idle on
the affected locomotive, to allow the engine to cool. Clear the section with the locomotive
functioning normal. If the fans do not rotate it is a locomotive failure.
3. If the water level is low, obtain permission to add water. The water must be clean and can
be added through the filler cap on the expansion tank, or if water under pressure is available,
add water through the funnel-shaped over-flow pipe which is located on “A” and “B” side
(See Electrical High-tension Instructions). During the period whilst water is added the engine
must idle, for the water to circulate. If no water is available whatsoever, and the water supply
is dangerously low, shut down the diesel engine. If the water in the tank is low and no
external leaks can be detected, examine for internal leaks by checking for possible water
indications on the oil dipstick.
Over speed trip
Examine for oil leaks. If no fault is found, reset the over speed trip handle to the “B” side.
Examine and depress the low lube and low water pressure trip. Start the diesel engine and
clear the section in a lower notch.
Ground relay
If the locomotive had a heavy pull on a gradient, time must be allowed for the engine to cool
down before it is shut down to examine the high voltage compartments. In the meantime,
examine the traction motors for possible pieces of wire sticking in the traction motors, loose
cables, missing inspection covers, air ducts and smell for any burning smells. Any water, oil
or dirt entering the traction motor can cause a ground relay.
If a ground relay occurs, examine for free rotation of the wheels, which could become locked
due to burst bindings. This will prevent the traction motor armature from turning and the
wheels will skid.
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Shut the diesel engine down and examine all high tension compartments for loose wires,
foreign objects such as rags, tools and burning smells. Examine the jumper cable for
possible burnt contacts. If there is no defect, reset the protection device, restart the engine
and clear the section. Contact a Section Manager (Train Traffic) and provide the following
information:
1. Train Driver‟s name.
2. Train number.
3. Locomotive number/s.
4. Load.
5. Throttle notch.
6. Load meter reading.
7. Speed.
8. Whether it happened over points or not.
9. Condition of track.
10. Weather conditions.
11. The date and time it occurred.
BATTERIES NOT CHARGING
If the batteries are discharging due to an auxiliary generator or voltage regulator defect, the
alarm bell will sound on all locomotives in multiple working. However, if it is possible to
reduce battery unloading, this must be done by, e.g. switching off the hot plate, or changing
locomotives if the head light is required. Operation may be continued unless further
malfunctions occur. The engine must not be shut down unnecessarily except in cases of
emergency, as restarting causes a heavy drain of battery current.
Train Driver’s action:
If no indication occurs on the leading locomotive send the Train Assistant to the trailing
locomotive/s to investigate. If he/she states that there is no indication on the trailing
locomotive/s and that the engine/s of the trailing locomotive/s is/are functioning normal
proceed and clear the section.
After clearing the section, stop the train. Apply the independent brake, remove the reverse
key, place the E.C. Switch to stop-start-idle and open the control circuit breaker. The train
must be safeguarded against movement. Disconnect the jumper cable/s between the
locomotives. The bell will ring on the affected locomotive. Do not shut down the diesel
engine. Open and close the auxiliary generator field circuit breaker on the affected
locomotive for possible dirty contacts. Should the bell continue to ring contact a Section
Manager (Train Traffic). If the batteries do not charge battery current will only be available
for a short period of time.
Should the batteries overcharge an acid smell will be observed from the battery
compartment.
CONTROL OF TRAIN PIPE VACUUM
The train pipe vacuum is controlled by the VA-1-B vacuum control valve, which connects the
vacuum train pipe to either the exhauster for creating vacuum or to atmosphere for
destroying vacuum. This is done by means of a spool valve, which opens and closes the
required ports. Two diaphragms control the spool valve and four pressures namely brake
pipe pressure, HS-4 control air, train pipe vacuum and atmospheric pressure.
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A VA-1 quick release valve is located in the vacuum train pipe between the exhauster and
the VA-1-B vacuum control valve. This valve is controlled by compressed air and has an
open and a closed position. In the open position the valve is “fully” open and presents no
restriction to train pipe evacuation. In the closed position a maintaining port is still left open.
The size of this port is such that it does not present a restriction to maintain vacuum on a
train where the minimum vacuum is already created. It will, however, be a restriction in the
event of high airflow, which is caused by a train parting, or when a train has severe external
leaks.
The restriction prevents the original train pipe vacuum value from being maintained in the
front part of the train, thus drawing attention to the fact that the train has possibly divided.
CONTROL OF LOCOMOTIVE BRAKES
A locomotive brake application will result when brake pipe pressure is reduced. In the case
of the 28-LAV-1 system the brake pipe reduction causes a vacuum train pipe reduction, and
the vacuum train-pipe reduction causes the locomotive brake application by means of the
28-VB control valve. The output of the 28-VB control valve does not flow directly to the
locomotive brake cylinders, but to a J-1 relay valve which “relays” the required pressure and
causes main reservoir air to be admitted to the brake cylinders, but only up to the required
pressure.
USE OF THE INDEPENDENT BRAKE
1. During the brake test.
2. For the control of light locomotives.
3. After having detached from a load to test the effectiveness of the
locomotive brakes.
4. Shortly after light locomotives are operated for the first time to test the
effectiveness of the locomotive brakes.
5. When a movement has come to a standstill to deactivate the vigilance
control.
6. Each time when the Train Driver change stands to test the effectiveness of
the locomotive brakes.
7. When handing over in traffic and when stabling the locomotive.
8. During shunting operations.
9. To release the locomotive brakes during or after an automatic brake
application by pressing the independent brake handle downwards. (Quick
release position)
LOCOMOTIVE BRAKE
Except for final stopping purposes and emergencies and in order to prevent the locomotives
from running out, the use of the locomotive brake for train handling must, as far as
practicable and safe, be avoided.
EMERGENCY BRAKE APPLICATION
During an emergency application the engine pressure switch will cause the engine
revolutions to return to idle speed as soon as the brake pipe pressure drops below 205 kPa.
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LOCOMOTIVE CONTROLS
CORRECT USE OF DIESEL ELECTRIC LOCOMOTIVE CONTROLS
The controls of a diesel electric locomotive must be used 1. For the purposes for which they are provided.
2. In the manner which is prescribed for the particular locomotive class.
3. In such a manner that the locomotive or multiple locomotive set or any of its
equipment or the train is not damaged.
4. In such a manner that the required performance will be achieved by the locomotive or
multiple locomotive set.
THE THROTTLE HANDLE
The throttle handle is mounted on the master control stand. The throttle is used to control
engine speed and locomotive power. It has an idle position and eight notches.
The engine speed increases with every notch except notch 1.
The throttle handle cannot be moved from the idle position if the reverse key is removed, but
can be moved when the reverse key is inserted in the neutral position, and the selector
handle is in position 1.
The throttle handle cannot be moved from the idle position with the selector handle in
neutral.
NOTCH UP PROCEDURE
When starting to move a load, the throttle should be operated at a rate of one notch per
second up to notch 3 or 4, until movement occurs. After movement occurs, notching should
be in accordance with the load meter, but not faster than 3 seconds per notch. Rapid
notching up causes excess fuel to be injected into the cylinders. This fuel can leak past the
piston rings and dilute the lubricating oil in the crankcase. Excessive black smoke emission
from the exhaust stack is also a result of rapid notching up.
STALLING TO BE AVOIDED
A diesel electric locomotive must not be stalled; i.e. electric power must not be maintained
on stationary traction motors because very serious damage can be caused to the traction
motors. If the locomotive cannot move the load, the throttle must immediately be closed,
because arcing is less harmful than stalling.
NOTCH DOWN PROCEDURE
When decreasing speed, the throttle must be notched down, according to the load meter,
only as far as it is necessary. When the throttle is closed under normal circumstances, the
Train Driver must wait 3 seconds between notches up to notch 1. On reaching notch 1 wait
for the revolutions to come down, and thereafter close the throttle. During emergency
situations the throttle must immediately be placed in neutral.
THE REVERSE MECHANISM
The purpose of the reverse mechanism is to change the direction of current passing through
the traction motor field coils for forward and backward movements and also to determine the
direction of sanding.
Electric current flows from the alternator through the reverser to the traction motors, which
then turn in the desired direction. The reverse mechanism is located in the electrical control
compartment and operates electromagnetic.
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FAILURE OF THE REVERSE MECHANISM
If the reverser fails on a single locomotive, the locomotive will move in one direction only i.e.
the direction in which the reverser failed. The locomotive can still haul a full load, but
shunting cannot be performed.
When one of the reversers on a multiple set fails, the locomotives will only move if both the
reversers are in the correct position. If one of the reversers are in the wrong direction the
locomotives will not move, i.e. the one locomotive will push/pull against the other.
When shunting must be performed, and the reverser fails on the leading locomotive place
the engine control switch on the leading locomotive on “stop-start-idle” and change stands.
Shunt from the trailing locomotive. After the shunting is completed, again change stands,
and place the engine control switch on “run”.
When shunting must be performed, and the reverser fails on the trailing locomotive, place
the engine control switch on “stop-start-idle” and complete shunting with the leading
locomotive. When shunting is completed place the engine control switch on “run” on the
trailing locomotive and proceed.
If the reverser fails in the opposite direction as to that in which you want to travel, switch the
engine off and remove and store the jumper cable. Notify a Section Manager (Train Traffic)
and enter the fault on the trip report.
REVERSE KEY
The position of the reverse key is used to determine the direction of movement. It has three
positions, namely forward, neutral and reverse. The throttle must be opened to notch 1 to set
the reverse mechanism to the required direction (forward or reverse).
REMOVAL OF THE REVERSE KEY
When the Train Driver of a single or multiple locomotive set leaves the driving compartment
for any reason for any period of time, he/she must remove the reverse key from the control
stand and keep it in his/her possession. When stopping a train at a signal at “danger” the
reverse key must be removed.
REVERSING WHILE IN MOTION
A diesel electric locomotive must first be brought to a dead stop before being reversed
except in an emergency when all other methods has failed to stop the locomotive and then
not higher than notch 1 on a light locomotive otherwise very serious damage may be
caused to the electrical and other equipment.
THE SELECTOR HANDLE
The hump controller is only operative with selector in position 2.
The selector handle determines the mode of motoring operation. It has positions 2,1,
Neutral.
Positions 1 and 2 are motoring positions. Position 2 is used for normal open line working and
also locks the reverse key in a running position. Position 1 is used for shunting.
The selector handle must be in the “N” (neutral) position on all trailing locomotives.
THE HUMP CONTROLLER
The hump controller is mounted at the bottom of the driver‟s gauge panel. Use of the hump
controller gives the driver precision control of locomotive power under Difficult/ abnormal
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conditions. The hump controller has an operating range from maximum to minimum and an
off position. The handle is in the OFF position when it is pulled all the way up.
Pushing the handle out of the OFF position and downwards decreases the pulling power of
the locomotive, without changing the engine speed.
The hump controller is used for:
1. Controlling power under difficult starting conditions.
2. To prevent wheel slip when this seems likely.
3. Passing through flood waters after permission has been obtained.
4. Slow movements such as coupling to another vehicle.
5. Shunting over humps.
EMERGENCY CONTROLS
Diesel electric locomotive controls which are specifically provided for use in emergencies,
including brake handles in the emergency position, emergency vacuum/air brake valve,
emergency stop push-button, emergency fuel shut off valves, etc., may only be used when
emergency circumstances occur which justify or require their use. They may not be used at
any other time or for any other purposes - except for when brake and other tests are
performed and the instructions make provision therefore.
AUTOMATIC BRAKE VALVE HANDLE IN THE EMERGENCY
POSITION
This position provides a quick and severe brake application with brake pipe pressure
reduced quickly to zero whilst the train pipe vacuum is destroyed quickly and totally.
Locomotive brake cylinder pressure will be higher than that obtained with a full service
application. (420 kPa)
This position is used1. Performing a brake test.
2. Emergency situation when a life is at stake.
3. VA-I-B vacuum control valve is stuck.
An emergency brake application on a locomotive it is a quick, severe application and causes
a higher brake block pressure. During an emergency brake application, the engine pressure
switch comes into operation (below 205 kPa) and traction power will switch off.
Should the emergency situation no longer exist, the independent brake must be released as
the speed decreases, to prevent the locomotive wheels from skidding.
EMERGENCY VACUUM AND AIR BRAKE VALVE
The emergency vacuum and air brake valve opens the train pipe, when the handle is lifted,
to allow atmospheric pressure to flow into the train pipe and also opens the brake pipe to
allow brake pipe pressure to escape to atmosphere. This valve can therefore be used on
vacuum and compressed air brake trains.
When the emergency vacuum/air brake valve is operated, the brake application is the same
as a full service brake application, but because brake pipe pressure is also released, the
locomotive will return to idle because the engine pressure switch comes into operation after
the brake pipe pressure has dropped (below 205 kPa.) It will switch in again at 295 kPa. If
the throttle is still notched up, first notch to idle before again notching up.
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The valve must only be used in emergency situations, for example. if the Train Driver‟s
automatic brake valve fails to apply the train brakes. It is also the only way by means of
which the train brakes can be applied from the trailing locomotive (vacuum branch pipe cut
out cock is closed)
THE EMERGENCY STOP AND RUN PUSH BUTTON
An emergency engine stop push button (red) is located on the driver‟s gauge stand. When
the stop button in the leading locomotive is depressed it will shut down the engines of all the
locomotives in the consist.
This stop button is a safety device which is operated in case of emergency to protect the
rotating parts of the engine from damage in the event of severe bumps, collisions,
derailments. It should only be used when a major mishap seems inevitable or likely. It may
not be used for normal shut down purposes.
When resetting this device, the black (run) button must be pressed in firmly to let the red
(stop) button protrude. If the button-pair is not properly reset the engine will not start nor will
the engine revolutions build up. On a multiple locomotive set all the black buttons must be
depressed individually.
ACTION IN THE EVENT OF DERAILMENTS OR COLLISIONS
In the event or even in anticipation of a locomotive/multiple locomotive consist, being
involved in any sort of derailment or collision, including a bump of sufficient severity, capable
of causing locomotive equipment damage, the engine/s of such a locomotive consist must
immediately be shut down by means of the emergency stop push-button. After a
derailment, collision or severe bump, the engine/s may not be restarted until specifically
authorised by qualified diesel maintenance personnel. If the incident did not take place, the
run push-button/s must be reset, and the engine/s restarted separately.
If the incident did take place, the following information must be entered on the trip report,
and also reported to a Section Manager (Train Traffic).
1.
2.
3.
4.
5.
6.
Train Driver‟s name.
Train number.
Locomotive number/s.
Kilometre point.
Time the incident took place.
Nature of the incident.
EMERGENCY FUEL SHUT OFF VALVE HANDLES
There are three emergency fuel shut off handles, one below deck on the “A”-side near the
fuel tank, one below deck on the B”-side near the fuel tank, and one in the driving
compartment on the “A”-side. These three operating handles are jointly coupled to a springloaded shut-off valve located on the “B” side behind the fuel tank. This valve is open when
the lever type points to the “A” side. In case of fire the nearest handle must be used.
WARNING
Never use water on fuel fires because of the danger of spreading the fire.
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ACTION IN THE EVENT OF FIRE ON A LOCOMOTIVE
1. Should a portion of a train catch fire the train must be brought to a standstill; if
possible it must be brought to a standstill away from station or other buildings and
from vehicles on adjoining or nearby lines.
2. The locomotive personnel must thereafter decide quickly on the best action to take
and use all means at their disposal to extinguish the fire or get it under control with
the least possible delay.
3. If the fire cannot be extinguished promptly and the circumstances are considered to
justify such a course, the train may be taken to the nearest place where water is
available for an attempt to extinguish the fire in the burning portion.
4. If necessary, the driver‟s assistant must detach the burning vehicle or vehicles and
leave a space of at least fifty metres between the burning portion and the vehicles on
each side.
5. If the fire is on the locomotive shut down the locomotive as quickly as possible, press
the emergency stop button and pull one of the emergency fuel shut off valve handles.
6. As quickly as possible, but after shutting down the engine concerned, attempt to
extinguish the fire using the correct extinguisher for the type of fire concerned.
7. The full circumstances and details of any locomotive fire must be recorded on the trip
report.
8. If damage is caused by a fire on a locomotive, the engine may not be started until
after examination by authorised diesel maintenance supervisory staff and until
specifically authorised by the Manager (Technical Support) or his deputy.
FIRE EXTINGUISHERS
All locomotives are equipped with two fire extinguishers. A carbon dioxide
extinguisher (CO2) is located in the driving compartment for use on electrical fires,
since the dry ice in this extinguisher does not soil the electrical equipment. A dry
powder extinguisher is located in the radiator compartment and is accessible from the
no. 2 end door. This extinguisher must be used on engine compartment fires. In
situations (e.g. when the extinguishers are empty or not reachable) any fire
extinguisher can be used on the different fires.
SAND
SAND PEDAL
A sand pedal, similar to the vigilance pedal is mounted on the floor at the main control stand.
It can be used for manual sanding whenever slipping/sliding is likely to occur or before
coming to a stop on a gradient. The direction of sanding is determined by the reverse
mechanism.
SAND PIPES
Each bogie is provided with four sand pipes, two for front and two for reverse sanding
purposes.
SANDING
Sand is supplied to the sand pipes at the leading axle of each bogie. The sand boxes are
located at either end of the locomotive. Compressed air is used to blow sand onto the rails in
front of the wheels.
Automatic sanding occurs at the wheels of all the locomotives during wheel slip and for five
seconds thereafter. Automatic sanding operates independently of the sander pedal.
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WHEEL SLIP
When a wheel slips, the following occurs automatically:
1. Power is instantly reduced and is again smoothly restored on the slipping locomotive,
often without the Train Driver‟s knowledge (on small slips). Sand is applied to the
locomotive that slips.
2. On slightly longer slips, the wheel slip light and buzzer are energised and automatic
sanding occurs on all locomotives in the consist, while power on the slipping locomotive
continues to be reduced until slipping stops.
3. If the above action fails to correct slipping quickly enough, the throttle position must be
reduced and the sand pedal operated. The hump controller may also be used as
previously described.
When wheel slip ceases at any time during the above cycle of
events the following takes place:
1. The wheel slip light and buzzer is immediately de-energised.
2. Power is smoothly reapplied.
3. Sanding continues for 5 seconds after slipping has stopped.
CONTINUOUS WHEEL SLIP
1. Notching down of the throttle must be done slowly, since a spinning wheel,
which suddenly regains adhesion, could cause a shock sufficient to loosen the
traction motor pinion. A spinning wheel also causes severe and costly
damage to the rails.
2. The term “continuous wheel slip” is often used to describe a situation where
the automatic wheel slip detection and correction system does not succeed in
correcting the slipping, in which case the throttle position must be reduced
until the wheel slip indication disappear.
3. Before again increasing the throttle position, manual sanding may be applied
to assist the automatic sanding action.
4. It usually happens that the motor speeds are unbalanced and automatic
wheel slip detection takes place.
5. It may be due to a locked axle.
6. A wheel slips indication after opening the throttle on a stationary locomotive
may indicate a loose pinion or broken armature shaft.
7. If a continuous wheel slip indication occurs where it can be concluded that wheel-slip
cannot possibly occur, Stop and examine the locomotive for free rotation of the
wheel.
SYNCHRONOUS WHEEL SLIP
1. If all the wheels slip simultaneously at the same speed the wheel slip detection and
correction system will not come into operation.
2. The speedometer will register a high speed while the load meter registers a low
reading.
3. Notch the throttle down until the wheels stop slipping and then depress the sand
pedal before again opening the throttle slowly.
4. A over speed detection is provided to prevent possible motor damage due to
excessive wheel speeds.
5. The over speed is detected by the axle driven alternator.
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LOCOMOTIVE LOADS
A Train Driver may not allow that a diesel electric locomotive or multiple locomotive set
under his/her control haul a load exceeding that which has been permitted by the Manager
(Technical Support) or by an employee authorised by him. The authority must be given in
writing to the Train Driver and is only valid for the particular case. The authority must indicate
with how much the load may be exceeded and the name and grade of the official granting
the authority must be furnished therein.
HIGH VOLTAGE COMPARTMENTS
The following are high voltage compartments:
1. Electrical control compartment.
2. Generator compartment.
3. 215 volt box.
ACCESS TO HIGH VOLTAGE EQUIPMENT
The doors of the Generator compartment, electrical control compartment and any other
doors or removable panels giving access to any exposed high voltage electrical equipment,
must be closed and secured before the engine of a locomotive is started.
Under no circumstances may any of these doors or panels be opened while the
engine is running. During multiple operations, with jumper cable/s inserted, the
above-mentioned doors and panels of all the locomotives must be closed and
secured before any engine is started.
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GENERATOR COMPARTMENT
1. Rubber seals on door.
2. Inertial filters “A” side.
3. Dirt exhauster, which is driven by four 4 x “V” belts from an extension piece of the
engine crankshaft.
4. Electrical wiring.
5. Main generator with built-in exciter generator, which is also used to start the diesel
engine.
6. Equipment blower with 2 fans to cool the Traction motor and Main generator.
7. The Auxiliary generator and Equipment blower is driven by the spline shaft through a
gear unit from the camshaft.
8. Auxiliary generator.
9. Roots blower inside a casing that is driven by gears from the engine crankshaft.
10. One paper filter on the “A” side and two on the “B” side.
11. In front of the casing there is a device, which will give a red indication if the filters are
dirty.
12. Gravity feeding oil pot for roots blower.
Generator
1. The purpose of the generator is to generate electricity.
2. The generator is driven by the diesel engine crankshaft and therefore converts
mechanical energy to electrical energy when the throttle is open.
3. This current flows to the armatures and field coils of the traction motors where it
causes the armatures to rotate.
4. This movement is carried over to the locomotive wheels.
5. The traction motors therefore convert electrical energy into mechanical energy.
All Rotating Machines (Motors) have 2 parts:
Starter (Stationary Part) and Rotor (Rotating Part)
There are 2 types of windings (wires)
Field Windings and Armature Windings.
The generator consists of a casing with stator windings, a rotor which is turned by the
engine crankshaft, as well as yellow copper slip rings and brushes. The generator
generates AC. (alternating current), which is then converted into DC. (Direct current) by the
rectifying bank.
Dirt exhauster
On the floor in front of the main generator there is a dirt exhauster, which is driven by four
“V” belts from an extension piece of the engine crankshaft. Dirt is exhausted behind the No.
2 axle between the rails. If all the V-belts fail the locomotive may complete its run without
fear of filters clogging up.
Inertial filters are located on the “A” side of the compartment.
THE AUXILIARY GENERATOR
The auxiliary generator consists of a casing with field coils, starter windings and an
armature. The purpose of the auxiliary generator is to charge the batteries and to supply
electricity to the control circuits and all the auxiliary equipment of the locomotive when the
engine is running. It is driven by the spline shaft through a gear unit from the camshaft.
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Excitation current for the field coils is obtained from the auxiliary generator field circuit
breaker.
Above and in front of the Main generator the equipment blower is found. The auxiliary
generator is situated at the rear. A splined shaft drives both the Auxiliary generator and
Equipment blower from the gear unit.
THE TRACTION MOTOR BLOWER.
The traction motor blower is driven by means of a spline shaft through the gear unit from the
camshaft. The purpose of the traction motor blower is to force air through air ducts to the
traction motors for cooling purposes. The traction motor blower obtains air from the
Generator compartment, and sends the air through rubber air ducts to the traction motors.
Generator Cooler Blower.
The purpose of the blower is to supply air to cool the Generator.
Roots blower
At the No. 1 end of the 8 cylinder two stroke engine there is a Roots blower inside a casing
with one paper filter on the “A” side and two on the “B” side of the casing.
In front of the casing there is a device, which will give a red indication if the filters are dirty.
PURPOSE OF THE ROOTS BLOWER
The Roots blower driven by the Gear unit to supply combustion air to the air boxes at
pressures higher than atmospheric pressure.
The reason for supplying compressed air to an engine is to obtain a higher power output
from the engine than the power, which would have been put out, if the same engine were not
boosted.
Seals will prevent the oil, lubricating to leaking to the air intake (Air boxes).
The Roots blower draws the air from the Generator compartment.
Air for combustion is filtered in the generator compartment.
Air enters the compartment through the inertial filters on the “A” side of the compartment,
which gives the air an initial cleaning before it enters the paper filters of the compartment.
The air flows through paper filters to the Roots blower and then the air enters the two air
boxes, which are located one on each side of the engine.
The air enters the cylinders through the inlet ports in the sleeves for combustion.
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Inertial filters
Inertial filters. The inertial air filters are carbon filters with a protective metal casing.
The inertial air filters give the air for combustion an initial cleaning before it enters the filters
of the Generator compartment.
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27. Lube oil dipstick on “A” or
“B” side of engine.
28. Two stroke 8 cylinder Roots
blowe driven engine.
29. Scavenger oil pump.
30. Siamese oil pump. – Middle.
31. Water pump.
32. Cool water temperature
gauge on the pipeline next
to the water pump.
33. Water pipe.
34. Water expansion tank with
Filler cap and sight glass.
35. Examine for oil, water and
fuel leaks.
ENGINE COMPARTMENT
Engine compartment – “A” side.
1. Jumper cable against back
panel.
2. Louvers and temperature
switches – STS and ETS.
3. Compressor governor cut
out cock and automatic drain
valve and filter. ( cut out
cock open and sealed)
4. Compressor and louvers
magnet valves with “T”
plunger.
5. Main air pressure gauge.
6. Rear sand magnet valves
and cut out cock.
7. 215 volt high-tension box.
8. Load control rheostat.
9. Lube oil pressure gauge.
10. Fuel pressure gauge.
11. Primary Fuel Filter
12. Fuel bypass gauge (green
and red scale)
13. Low water pressure trip
14. Crankcase over pressure
trip.
15. Woodward governor with
16. Power piston and rev handle
– middle.
17. Oil sight glass. – Middle.
18. Low lube oil pressure trip
rest button on Woodward
governor. – Middle.
19. Oil temperature switch
20. Overspeed mechanism with
lever. (“A” side tripped – “B”
side reset)
21. Exhaust manifold. - Middle
22. Tappet covers
23. Moisture drain valves.
24. Air boxes covers.
25. Crancase covers.
26. Engine mounting bolts with
tell tale plate.
Engine compartment – “B” side.
1. Powder type fire
extinguisher (sealed)
2. Fuel pump.
3. Fuel Strainer.
4. Oil filter drum. – middle.
5. Oil cooler. – middle.
6. Oil strainer box.
7. Block mounted filters with
sight glasses. (35 kPa and
410 kPa) (Secondary fuel
filters)
8. Low fuel pipeline.
9. Woodward governor.
10. Woodward governor electric
cable.
11. Low lube oil pressure trip
rest button.
12. Exhaust manifold, Tappet
covers, Moisture drain
valves, Air box covers,
Crankcase overpressure
covers.
13. Lube oil dipstick “A” or “B”
side.
Engine mounting bolts with tell
tale plate.
OPERATION OF THE DIESEL ENGINE
The 36GM diesel locomotive engine is a two stroke engine with 8 cylinders.
Energy cannot be destroyed but it can be converted from one form to another. In a diesel
engine we make use of heat energy by igniting the diesel fuel, i.e. when fuel burns, the
chemical energy is converted to heat energy. The heat energy is converted to mechanical
energy by the expansion of the hot gases against a piston, which in turn rotates a crankshaft
and provides mechanical energy at the end of the crankshaft.
The diesel electric locomotive is equipped with a two-stroke engine.
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The two strokes take place in one revolution of the crankshaft and the operation is as
follow.
1. With the piston at the bottom of its stroke, air flows into the cylinder above the piston
through inlet ports (inlet stroke)
2. As the piston moves upwards the ports are cut off and the air, thus trapped above the
piston, is compressed (compression stroke) and the temperature of the trapped air is
raised. When it is almost at the top of its stroke, fuel is injected into the hot
compressed air in a fine spray and ignites.
3. The piston is now forced downwards (power stroke).
4. Before the inlet ports are again uncovered by the piston the exhaust valves open for
the exhaust gases to escape. (Exhaust stroke) These exhaust gases are completely
forced out by inlet air under pressure and the cycle is repeated.
All outlet valves and inlet ports are closed during the compression stroke.
The air is trapped between the top of the piston and the cylinder head. At the end of this
stroke, the air is compressed and the temperature raised to a temperature above the ignition
temperature of the fuel. Fuel is then injected under pressure, thus atomizing into the
combustion chamber where ignition takes place. (Atomizing is the term used for the fine
spraying of fuel into a cylinder by an injector).
There are three gauges situated on the “A” side at the accessory end of the engine
compartment. These are the Lube oil pressure gauge, the Fuel pressure gauge and the
Engine temperature gauge.
ETS and STS:
Engine temperature switch (ETS).
It energies the magnet valves to bring on the hot engine indications.
The ETS will put on the bell and red warning light on 101° C and will switch it of when the
temperature reach 96° C.
The STS will open the louvers on 77° C and will close it when the temperatures reach 69° C.
Louvers magnet valve with “T – pin” can be operated by hand if the louvers do not open on
77° C
Louvers temperature switches (STS).
Jumper Cable:
It allows the train driver to control all locomotives from the driver‟s cab of the leading
locomotive.
Sand magnet valve.
The valve controls the sand discharge onto the tracks for gripping/ traction of the wheels.
The “B” side of the engine compartment consists of a fire extinguisher against the
back panel, and the cool water temperature gauge on the pipeline next to the water
pump.
Block mounted filters
The compartment also consists of two block mounted filters (35kPa and 410kPa)
with sight glasses. Fuel secondary filters. The filters clean the fuel from dirt particles
that may reduce engine power or cause engine damage.
The 35kPa sight glass is the nearest to the engine block.
This sight glass must always be full of fuel.
If these filters are blocked the 410kPa sight glass will be full of fuel.
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Bubbles in the 35kPa sight glass indicate a leakage between the fuel tank and the
fuel pump and the engine will shut down.
If the locomotive does not start and there are bubbles in the 35kPa sight glass it
indicates that a fuel injector is stuck in the open position.
Fuel Flow.
The water pumps are mounted on the “B” sides of the engine.
The water pump pumps cooled water through the diesel engine for cooling purposes.
The water is pumped to the radiator where it is cooled by a fan and louvres above
the radiator.
The water leaves the radiator and flows to the lube oil cooler where the oil is cooled.
Thereafter the water flows back to the water pump.
Crank case and low water pressure reset buttons. The reset buttons are used to
reset the low water level pressure trip after the engine has shut down because of low
water pressure, and the driver wants to re-start the engine.
Note: No reset is allowed on a crank case trip.
Engine oil level dipstick. The engine oil level dipstick is a metal blade connected
onto a pull ring with level markings on the blade.
The dipstick is located on either side of the engine.
The dipstick serves as a visual inspection mechanism for the engine oil level.
Engine covers.
Low water level warning device.
The device is mounted onto the water
expansion tank. The device serves as a warning device to the driver to indicate by
sounding an alarm bell that the water level in the Lexan glass is low.
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Water expansion tank. It holds the engine cooling water. Water level instruction
plate. It works in conjunction with the sight glass to indicate the level of water inside
the water expansion tank.
Engine over-speed trip. It protects the engine against over-speed and engine
damage.
Low lube reset button. It is used to reset the low lube trip after the engine has shut
down because of low lube oil, and the driver wants to re-start the engine.
Woodward governor sight glass. The sight glass serves as a visual indication for the
Woodward governor oil level.
Fire extinguisher. The fire extinguisher is a dry powder type cylindrical vessel with a
discharge nozzle. It is used to put out fuel fires.
WOODWARD GOVERNOR
The Woodward governor is located at the no. 2 end in the middle of the engine
compartment. The governor has its own oil supply and oil pressure pump. A sight glass is
mounted on the governor and must be three quarter full with governor oil while the engine is
idling and full when the engine switch off. The low lube oil pressure trip is mounted on the
Woodward governor.
The Woodward governor is an electro hydraulic device used to regulate speed and power
output of the diesel engine. It is coupled to and controlled by the throttle by means of an
electric cable.
The function of the governor is to control the speed of the diesel engine by regulating the
amount of fuel supplied to the engine cylinders. Every throttle notch is electrically coupled to
the governor solenoids through the electric cable. As the throttle is opened notch for notch
the solenoids are energised in a specific sequence, allowing governor oil to lift up the power
piston in the governor.
The power piston is mechanically coupled to the high-pressure fuel racks. As the throttle is
notched up the upward movement of the governor power piston opens the fuel racks
allowing more fuel to be injected into the cylinders thereby increasing the engine speed. At
any notch of the throttle, the governor maintains constant engine speed regardless of
changing load conditions.
Woodward governor operates abnormal
The Woodward governor can operate abnormal in any notch as a result of defects on the
governor. Should this happen the Train Driver must reduce the throttle notch and clear the
section. Advise a Section Manager (Train Traffic) and provide information e.g. indications,
throttle notch position, etc. Act on instructions and record on the trip report.
Indications that can be noticed by the Train Driver
1. The load meter reading will rise and drop.
2. All engine gauge readings will rise and drop.
3. Excessive black smoke will appear at the exhaust stack - ensure from which exhaust
stack the black smoke is coming from.
Causes of abnormal governor operation
1. Load control rheostat defective.
2. Governor worn
3. or not set correctly.
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Scavenger oil pump.
The scavenger oil pump is a mechanical controlled oil pump.
The pump recycles scavenged oil between the oil reservoir and the oil pump and the engine.
Siamese oil pump.
The Siamese oil pump is enclosed in a cylindrical metal housing.
The pump circulates engine oil between the oil pump on the engine and the engine oil
lubrication channels to the various components that need lubrication.
THE LOAD CONTROL RHEOSTAT
The function of the load control rheostat is to maintain a constant predetermined power
output of the engine for each specific notch by accurately controlling the engine load at each
notch with a specific engine speed. The engine load is controlled by adjusting the field
strength of the alternator to compensate for electric load changes on the alternator.
The rheostat controls the current to the field coils of the Generator, increasing this current
increases the torque of the device.
Water temperature gauge
The normal operating temperature is between 50°C and 101°C.
A hot engine indication will appear when the gauge registers 101° C and will disappear at
96° C. The locomotive may be moved under its own power if the temperature is lower than
50° C but the throttle must not be opened further than notch 3. (This applies to light
locomotives only)
Oil strainer box.
It cleans the oil from bigger particles.
Main air pressure gauge.
It indicates the pressure in the main air reservoir.
Fuel bypass gauge.
It has a green and a red scale. When the filters are blocked, fuel bypasses through a pipe
next to the gauge. The gauge indicates the fuel bypassing through the pipe.
Lubricating-oil pressure gauge
This gauge indicates the pressure of the lubricating oil in the engine.
Idle pressure approximately 480 kPa.
Notch 8 approximately 700 kPa.
The train driver should take note that the pressure readings of the lube oil pressure gauge
will vary since lube oil pressure is dependent on oil temperature, filter cleanliness, and
engine condition.
Fuel pressure gauge
This gauge indicates the pressure of the fuel supplied through the low-pressure pipeline to
the engine.
Normal indication with engine at idle is approximately 260 kPa. With engine at higher speed
under load, fuel pressure is less, Approximately 200 kPa in notch 8, full load.
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If the fuel pressure drops lower than ± 100 kPa the Train Driver must try to clear the section
by working the locomotive in a lower throttle notch. Notify a Section Manager (Train Traffic)
and enter the defect on the trip report.
JUMPER CABLES
Ensure that the control circuit breaker is open before jumper cables are coupled/uncoupled.
Each locomotive is equipped with a jumper cable. Brackets are provided in the engine
compartment where the jumper cable can be stored when it is not in use. Care must be
taken that the jumper cables are always handled with care and that they are not thrown on
the ground. It must be ensured that each locomotive has a jumper cable. Jumper cables are
used during multiple operation and should a cable become defective it can be substituted
with the cable of another locomotive.
Before jumper cables are coupled the contact points on the jumper cable as well as on the
jumper cable receptacle must be examined for damage.
FAILURES THAT CAN OCCUR ON THE DIESEL ENGINE WITHOUT
IT BEING INDICATED BY A TRIP OUT
DEFECTIVE ROOTS BLOWER
Indication
Black smoke from the exhaust stack. The traction power will weaken (load meter).
Action
Press the emergency stop push-button and regard the locomotive as a failure. Enter the
defect on the trip report and notify a Section Manager (Train Traffic)
BROKEN OR LOOSE AIR BOX LID/S
Indication
Black smoke from the exhaust stack and the traction power weakens.
Action
Press the emergency stop push-button and regard the locomotive as failed. Endorse the trip
report and notify a Section Manager (Train Traffic)
OIL DROPS FROM THE EXHAUST STACK
(Various aspects may lead to this problem)
Indication
Blue smoke and oil drops from the exhaust stack with a possible weak traction power.
Action
No failure. Proceed and enter the defect on the trip report. Should the condition aggravate
contact a Section Manager (Train Traffic)
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OUTLET VALVE STICKS IN THE OPEN POSITION OR IS DAMAGED
Indication
The engine runs uneven with an abnormal rhythmical blow, which can be observed when the
engine idles and possible abnormal blue smoke from the exhaust stack. When the
locomotive is notched up there will also be a power loss with abnormal smoke and possibility
of flames.
Action
This is a locomotive failure. Shut the locomotive down.
DEFECTIVE FUEL INJECTOR
Indications
1. Engine runs uneven with a power loss (injector possibly sticks closed, is stuck or
provides no fuel because of another defect.)
2. Engine runs uneven on idle but with no power loss while the throttle is open (fuel
injector sticks open or is stuck). Examine fuel return sight glass against the engine
block for bubbles, which will indicate that an injector sticks.
3. Action: This is not a locomotive failure. Enter the defect on the trip report.
4. If the locomotive does not start and there are bubbles in the 35 kPa sight glass it
indicates that a fuel injector is stuck in the open position.
Leakage between the fuel tank and the fuel pump.
Bubbles in the 35 kPa sight glass indicates a leakage between the fuel tank and the fuel
pump and the engine will shut down.
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RADIATOR COMPARTMENT
1. Radiator fan on the no.2 end of the compartment and are driven by 5 “V” belts
on pulleys by means of an extension from the compressor crankshaft.
2. Moveable louvers on the no.2 end of the compartment.
3. Two sand boxes – “A” and “B” side of the compartment.
4. Should a hot engine occur and the louvers are closed, press the “T” plunger
on the louver magnet valve and turn it a quarter turn so that it can lock. The
louvers should now stay open.
5. At an unattended depot the Train Driver must remove one of the two covers in
the radiator compartment and inspect the 5 “V” belts of the cooler fan.
6. Compressor-exhauster with oil sight glass.
7. Pressure release valve.(release pressure in oil sump)
8. Inter air cooler with safety valve set at 410kPa.
9. Oil separator. (“B” side)
10. Compressor air filter (“A” side)
Compressor-exhauster
The compartment consists of the radiator on the roof of the No. 2 end, and a radiator fan.
The compressor-exhauster is driven from the diesel engine by means of a drive shaft, which
is coupled to the compressor-exhauster‟s crankshaft by means of a taper joint.
The radiator fan on the No. 2 end of the compartment is driven by 5 V-belts on pulleys by
means of an extension from the compressor crankshaft.
There are moveable louvers on the No. 2 end of the compartment, and one sandbox on
either side of the compartment (“A” and “B” sides). A dual purpose compressor-exhauster
with an oil level gauge is also in the radiator compartment.
The compressor-exhauster consists of four identical cylinders, two on both sides of the
casing and are used to create vacuum.
The two cylinders on top of the casing are used to pump compressed air into the air
reservoirs.
The compressor-exhauster has its own oil sump and an oil pump, which is driven from the
crankshaft.
It does not operate with a vacuum in its oil sump.
An oil separator is used to collect any oil in the exhaust air from the exhauster. This oil flows
back to the crankcase of the compressor-exhauster.
An oil gauge which is divided into three zones (red, green, and red) is located on the “B” side
of the compressor-exhauster. Whenever the train assistant patrols, he/ she must, if it is
possible and safe, see in which zone the gauge registers.
No. 1 end – red
Green
No. 2 end – red
-
Oil must be added
Oil sufficient
Too much oil
FAULTS ON THE COMPRESSOR-EXHAUSTER
If the oil gauge registers in the red zone (empty) and oil cannot be added, it is a locomotive
failure.
If the piston rings break or become worn it can lead to a loss of oil.
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REMARK
Above-mentioned fault can also be detected by blue smoke from the exhaust pipe on the
inside of no. 2 end cowcatcher and oil coming from the main air reservoirs when drained.
THE COMPRESSOR
When atmospheric air is pumped into an air reservoir by a compressor, it becomes
compressed air, i.e. a pressure higher than atmospheric pressure is built up in the reservoir.
With the downward movement of the piston in the large low-pressure cylinder, a lower
pressure is created in the cylinder. This pressure difference causes atmospheric pressure to
flow from the engine compartment, through a filter to the large cylinder where it opens the
inlet valve. With the downward movement of the piston in the small high pressure cylinder
the air will flow from the low-pressure cylinder through the inter air cooler to the small
cylinder which pumps the air to the air reservoirs. The inter air cooler removes some of the
heat compression. The maximum and minimum pressure in the main air reservoirs is
controlled by an “on” type magnet valve and a compressor governor. The inter air cooler is
protected by means of a 410 kPa safety valve.
When the pressure in the main air reservoirs reaches a predetermined pressure the
compressor magnet valve is energised thereby allowing compressed air to open the inlet
valves of both compressor cylinders. This results in unloading of the compressor.
When the pressure in the main air reservoirs drops below a certain set pressure, the
compressor magnet valve is de-energised cutting off the compressed air to the inlet valve
thereby allowing air to be compressed in the normal manner.
FAULTS ON THE COMPRESSOR
If the compressor governor fails to energise the magnet valve at maximum pressure,
the compressor will not unload and the pressure will build up higher. The safety
valve in the radiator compartment will start blowing off to protect the air reservoirs.
The Train Driver must observe the main air pressure gauge to see if this happens.
If the compressor governor fails to de-energise the magnet valve, the pressure will
keep on dropping until the brakes apply. To prevent this from happening, the Train
Driver must break the seal, and close the compressor governor cut out cock after
obtaining permission. If the cut out cock is closed, the compressor cannot unload
and the pressure will once again build up, and the safety valve will blow off.
In the above-mentioned two instances it will be advisable to set the drain valves on
the main air reservoirs so that they blow off continuously to protect the safety valve
seat.
If the safety valve does not blow off, the Train Driver must open the drain valves
and adjust them so that the pressure in the main air reservoirs more or
less
registers between the minimum and maximum. This will protect the air reservoirs.
When the inlet-valve on the high-pressure cylinder sticks in the closed position, it will
not be able to receive air from the low-pressure cylinder. This will cause the pressure
to build up in the inter-air cooler. As soon as the pressure builds up to 410 kPa the
safety valve will blow off to protect the inter-air cooler. This will lead to a locomotive
failure during single locomotive operation.
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When the taper joint on the crankshaft uncouples, the compressor-exhauster will
stop. Consequently there will be no vacuum or compressed air. This is a locomotive
failure. (single locomotive)
All the defects must be entered on the trip report and a Section Manager (Train
Traffic) notified.
MAIN AIR RESERVOIRS – Below deck
Two main air reservoirs are provided on the locomotive. These air reservoirs must at least
be drained twice within every eight hours or even more frequently during wet or foggy
weather. To make this possible, drain devices are provided.
The automatic drain device has an overriding wheel with which the reservoirs can be
drained. The valve can be adjusted to blow down the air reservoir automatically by turning
the wheel anti-clockwise until it cannot turn any further. A brass pressure pin protruding 10
mm will serve to indicate to the Train Driver that the valve is set for automatic drainage. To
drain the main air reservoirs manually, the wheel must be turned clockwise until the air blows
out. If the valve becomes defective and blows off continuously, the wheel must be turned
clockwise until the brass pin is no longer visible. The valve is now on its seat. The air
reservoir can now only be drained manually and to do this, the wheel must be turned anticlockwise until the air escapes. All the automatic drain devices work in conjunction with the
compressor governor and will drain the reservoirs each time the compressor governor
energises or de-energise the magnet valve.
The air in the main air reservoirs is used for all equipment that works with air on the diesel
electric locomotive e.g. hooter, windscreen wipers, brake system, sand, the steam heating
vehicle as well as the brake system of air brake trains.
THE EXHAUSTER
When the automatic brake handle is placed in the running position and the vacuum branch
pipe cut out cock is open, the exhauster will create vacuum in the train pipe and vacuum
cylinders.
With the downward movement of the piston, air is drawn from the train pipe, through the
vacuum branch pipe cut out cock, through a GD80 filter, through the VA-1-B control valve,
through the VA-1 quick release valve to the exhauster. With the upward movement of the
piston the inlet valves close. The initial pressure opens the outlet valves and the air drawn
from the train pipe is expelled to atmosphere through the exhaust pipe. In this manner a
vacuum is created in the train pipe. The outlet of the exhaust pipe is directly behind the no. 2
end cowcatcher.
The vacuum reservoir is the pipeline between the VA-1-B control valve and the exhauster.
If the vacuum reservoir needle registers less than 80 kPa the minimum required vacuum will
not be created on the train.
Compressor exhauster oil level gauge.
The gauge displays the oil level inside the compressor/ exhauster unit.
Radiator.
It allows water to run through to the engine for cooling purposes.
Radiator fan.
The radiator fan is a metal blade fan (5) driven by five V-belts on pulleys (A) by means of an
extension from the compressor crankshaft.
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It is located on the no. 2 end at the rear of the radiator compartment. The fan sucks cooling
air from the atmosphere through metal grids into the radiator compartment to cool down the
radiator engine water.
MULTIPLE OPERATIONS
When setting up locomotives for multiple operation, it is very important that this be done
correctly and completely otherwise, a dangerous brake malfunction may occur, or damage
may be caused.
The general principles are:
All couplers, inter locomotive equalising and vacuum pipes and jumper cables must be
properly connected and all associated cocks opened.
On the leading locomotive1. The brake handles must be inserted.
2. The brake valve must be switched in (brake valve cut out control knob on
“norm/direct” depending on the type of train worked)
3. The controlling/trail device (MU-2B) must be set to “lead “.
4. The vacuum branch pipe cut out cock must be open.
On all trailing locomotives1.
2.
3.
4.
The brake handles must be removed.
The brake valves must be switched out (brake valve cut out control knob on “off”.
The controlling/trail devices (MU-2B) must be set to “trail”.
The vacuum branch pipe cut out cocks must be closed.
When locomotives are correctly set up for multiple operation, various valves and control
devices (e.g. MU-2B and F-1 selector valves function in such a manner that the controls of
only the leading locomotive will be operative and capable of operating the locomotive and
train brakes. In addition, the brakes of the trailing locomotives will duplicate whatever occurs
on the leading locomotive.
Should the locomotives accidentally part the locomotive brakes will automatically apply on
both groups of locomotives.
LOCOMOTIVE DUTIES WHEN CHANGING LOCOMOTIVE CONTROL FROM ONE
OPERATING COMPARTMENT OF A MULTIPLE LOCOMOTIVE SET TO A DIFFERENT
COMPARTMENT OF THE MULTIPLE LOCOMOTIVE SET
NOTE:
Changing from one driving compartment to another must be done as soon as
possible.
TO CHANGE THE LEADING LOCOMOTIVE TO A TRAILING LOCOMOTIVE
SOPTD 08
1. Bring the locomotive/s to a standstill
2. Ensure that the throttle is on the „OFF‟ position and selector handles in the
„neutral‟ position.
3. Remove reverser key.
4. Move automatic brake valve handle to the „OUT‟ position.
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5. Turn the brake valve cut-out control knob to „OFF‟ position after the blow stop in
the stand.
6. Turn the MU2B to trail.
7. Move the independent brake valve handle to the „running‟ position and pull out
handles and store them.
8. Open control circuit breaker.
9. Apply handbrake.
10. Close windows.
11. Switch off headlights.
12. Close and lock cab door.
13. Change marker reflector: red light by night and marker by day.
14. Close the vacuum branch pipe cut out clock.
.
ON THE TRAILING LOCOMOTIVE THAT MUST NOW BE CHANGED TO A LEADING
LOCOMOTIVE
SOPTD 08
1. Open the vacuum branch pipe cut out cock.
2. Insert the independent brake handles.
3. Place the independent brake valve in full application.
4. Place the automatic brake handle in the RUN position.
5. Set brake valve cut out control knob in the “dir” or “air” or “norm” for vacuum.
6. Turn the MU2B to lead and switch on control switches.
7. Inspect brake equalizing reservoir.
8. Carry out brake test.
9. Do the vigilance control test
10. Release handbrake.
11. Ensure that the hand brakes of all the locomotives are released and all the
scotches removed.
12. Test the effectiveness of the locomotive brakes after coming into motion.
NOTE
When changing to another driving compartment the Train Driver must instruct the Train
Assistant to ensure that the rear locomotive‟s brake cylinders‟ piston has released before
he/she departs.
STARTING PROCEDURE
REMARK
If there is positive evidence indicating that a diesel engine has been left shut down for
more than 48 hours or any longer/shorter period which may be laid down by locally
issued zone instructions or there is evidence indicating that a locomotive has been
exposed to a heavy rain or a dust storm while left shut down the procedure detailed
in locally issued zone instructions must be carried out before the engine of such
locomotive is started. Such engine may not be started unless specific authority to do
so has been arranged previously, or is first obtained from an authorised diesel
maintenance supervisor or other authorised employee.
1.
2.
3.
4.
5.
6.
7.
1.


Checking of trip report
Positive evidence to check if loco was left shut down for more than 48 hours.
Positive evidence of abnormal rain/dust storm while shut down.
Test starting fuses.
See that the ground relay is reset.
Ensure that the emergency stop push button is in the run position.
Close the battery switch quickly to prevent arching.
Close the following circuit breakers from the “B” side to the “A” side.
Auxiliary generator.
Headlight.
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
Auxiliary generator field.

Fuel pump.
8. The engine control switch is set on "stop" position.
9. Turn the engine control switch to the pump position.
10. Turn the engine control switch to the start position.
11. Start the engine.
12. Releasing the starting switch.
13. Check the exhaust stack.
Check that the engine control switch is in the “stop-start-idle” position.
Turn the “pump and start” switch anti-clockwise to the “pump” position and hold until the
fuel pressure builds up to ± 34 kPa, 10 to 15 seconds.
Turn the “pump and start” switch to the “start” position.
The alarm bell will start ringing.
Hold in “start” position until the engine is running (the maximum cranking time of 30
seconds must not be exceeded). 20 seconds on 37 class.
When the engine starts the alarm bell will stop ringing.
Release the pump and start switch to return to its normal position.
The switch is spring loaded.
Ensure that no abnormal smoke and flames appear at the exhaust stack.
Should this happen switch off the locomotive by pressing the emergency stop button.
After the engine has started, the lube oil pressure must build-up to a minimum of 55 kPa. If
this pressure does not build up within approximately 55 seconds, the Woodward governor
will shut down the engine, the low lube trip will trip out, the low lube oil light will come on and
the bell will ring. The no power light will also illuminate.
CAUTION:
Do not discharge the batteries by repeated starting attempts. If the first two attempts are
unsuccessful, recheck the starting procedure. After an unsuccessful starting attempt allow
time (approximately 2 minutes) for the circuit breakers where applicable, to cool off.
When it is desired to move the locomotive, place the engine control switch to “run” and close
the control circuit breaker. This will cause the engine to increase its revolutions from low idle
to Idle. The locomotive will then respond to its master controller. Opening the control circuit
breaker, or placing the engine control switch in idle position will cause the engine to return to
“low idle”.
SHUTTING DOWN OF THE LOCOMOTIVE
Each engine of a multiple locomotive consists must be shut down
individually.
1. Move the throttle handle to the "off" position.
2. Apply the independent brake.
3. Place the selector handle and the reverser key in neutral.
4. Place the automatic brake handle in the handle out position.
5. Wait until the blow in the brake stand stop.
6. Place the MU2B on the trail and the brake valve control knob to "off".
7. Open the control circuit breaker.
8. Apply all the handbrakes of the locomotives and make use of scotch blocks.
9. Examine the locomotives below deck.
10. Complete the trip report.
11. Ensure that the driving compartment is clean.
12. Ensure that the hotplate and any light switches, which were on, are switched off.
13. Move the engine control switch to the "stop, start, idle" position.
14. Press the engine stop button.
15. Open all the circuit breakers after the engine has completely stopped. “A” to the “B” side
16. Open the battery switch.
17. Make sure all windows are closed.
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NOTE
AT AN UNATTENDED PLACE THE LOCOMOTIVE MUST BE LEFT IDLING FOR AT
LEAST 15 MINUTES BEFORE SHUTTING DOWN
Except in cases of emergency the diesel engine may not be shut
down when
1.
2.
3.
4.
5.
Locomotive is standing on a steep up or down gradient.
Batteries are not charging.
Adding water.
Hot engine occurs with sufficient water in the expansion tank.
Severe dust or heavy rain storm prevailing.
PRACTICAL PROCEDURE THAT MUST BE FOLLOWED AFTER THE LOCOMOTIVE/S
HAS LEFT THE LOCO AREA.
COUPLE TO LOAD
After coupled to the load examine the coupler of the first vehicle, vacuum pipes, brake pipe
coupled and angle cock open and latched.
Create vacuum – use automatic brake to bring A-1 into operation for quick creation of
vacuum/charge brake pipe pressure on air brake train.
Calculation of axle mass, brake percentage, train play and equivalent lenght of train.
Scrutinise and signing of the train composition and vacuum/air brake form.
Running times available.
Shutting down of surplus locomotives.
DEPARTURE OF TRAIN
Observance of hand signals and signals.
Verbal control of hand signals, signals and/or the reading of tokens/written or telephonic
authorities.
Correct method of bringing train into motion – use of controls.
Use of sand (if necessary)
Monitor of gauge readings.
Test effectiveness of train brakes.
TRAIN EN ROUTE
Train handling with vacuum/air brake train,
Application of train working rules.
Application of safety instructions and Act 85.
Reaction during locomotive failures.
Reaction when train systems fail, emergency cases.
Maintaining of train speed applicable to train.
Procedure during patrolling of locomotives by Train Assistant.
Verbal control with Train Assistant.
Use of locomotive controls.
Monitor of instruments and locomotive gauges.
Watching of train while in motion and crossing of trains.
END OF TRIP
Detach of load and safeguarding if necessary.
Test effectiveness of locomotive independent brake after coupling off.
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STABLING OF LOCOMOTIVE
Safeguarding of locomotives/s/Handing over to shedman.
Shutting down procedure at unattended place.
Closing of doors and windows.
Complete trip report and place in driving cab/s.
Report defects to Shedman/Technical staff.
Signing off procedure.
VIGILANCE CONTROL SYSTEM
All diesel electric locomotives are equipped with vigilance control equipment, for the
protection of human lives and expensive rolling stock.
The system provides for an automatic means of applying locomotive and train brakes when
the Train Driver does not signal his/her presence and/or alertness to the system during a
certain time period.
Components of the system, which are visible are the following:
1. An audible warning device and safety control light mounted on a panel on the front
wall of the driving compartment, directly in front of the Train Driver.
2. A yellow safety pedal on the floor at the master control stand.
OPERATION OF THE VIGILANCE CONTROL SYSTEM
Actions to be taken by the Train Driver
With the locomotive stationary, the independent brake fully applied, the engine control switch
on “run” and the control circuit breaker closed check that the safety control light is out and
that no blow of air is present in the brake stand.
If the safety control light is on and an air blow is present in the brake stand, place the
automatic brake handle in the suppression position. This action will stop the air blow and
with the automatic brake in “suppression” position wait for the safety control light to go out.
This is an indication that the pneumatic portion of the vigilance control system is fully
charged.
Depress the safety pedal first, release the automatic and independent brakes keeping the
pedal depressed.
Release and depress the safety pedal as soon as the “Son alert” is heard.
A full application of either the independent or the automatic brake will temporary nullify the
system so that the safety pedal may be released.
TIME CYCLE
The time cycle of the vigilance control system, on all diesel electric locomotives, are as follows:
Long cycle
-
±70 seconds
“Son alert”
-
4 seconds
Whistle
-
4 seconds
TOTAL
78 seconds
After 78 seconds a full brake application of the locomotive and train brakes will take place
automatically.
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Should the time cycle be 85 seconds and higher or 40 seconds and lower, such a
locomotive will fail as a result of a defective vigilance control system.
What the system will do
If the safety pedal is not periodically released and again depressed the audible warning
device will sound (± 70 seconds after the last depress.) If the safety pedal is released at any
time during locomotive operation a warning whistle will sound after approximately 4 seconds
and will continue to blow for another approximate 4 seconds after which the train and
locomotive brakes will automatically be applied to a full service application intensity.
Simultaneous with the brake application the safety control warning light will come on and air
will start to blow in the brake stand. If the locomotive is in motoring, power will be
automatically cut off and engine speed reduced to idle.
RESET PROCEDURE
To reset this penalty brake application, depress the safety pedal and place the
automatic brake handle in “suppression” position. This action will stop the air blow
in the brake stand. Leave the handle in this position until the safety control light goes
out after approximately 6 seconds before placing the automatic brake handle in the
“running” position.
To regain motoring throttle control, first “close” the throttle and then notch up
normally as required.
FUNCTION OF THE VIGILANCE PEDAL
The push button permits the Train Driver to leave his/her seat and move to the other side of
the driving compartment while the locomotive is in motion, provided the safety foot pedal is
depressed within approximately eight seconds after having released the safety foot pedal.
TRAILING AND DEAD LOCOMOTIVE OPERATION
On a trailing or dead locomotive fitted with the vigilance control, the vigilance system is
nullified when the brake handles are removed and the locomotive is set up as a trailing
locomotive. The safety control warning light will illuminate in all trailing locomotives indicating
that the vigilance system is being controlled from the leading locomotive.
A further refinement of the system is that when a locomotive is inadvertently set up as a
trailing locomotive it is impossible to get response from its own master controller. This is an
additional safety feature built into this system.
STEPS TO BE TAKEN BY THE TRAIN DRIVER WHEN THE VIGILANCE
CONTROL SYSTEM FAILS
FAILURE DURING SINGLE LOCOMOTIVE OPERATION
If the vigilance control system fails on a single locomotive the Train Driver may proceed if
there is a trained unit (Train Assistant duties) on the footplate after obtaining permission to
isolate the vigilance system.
FAILURE WHEN OPERATING LOCOMOTIVES IN A MULTIPLE CONSIST
If a vigilance failure occurs on the leading locomotive of a multiple consist, set this
locomotive as a trailing locomotive and the second locomotive as a leading locomotive.
Clear the section and change the locomotives.
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Locomotives which are operated with an operative vigilance control without a second unit
(without a Train Assistant) on the footplate and should the vigilance control become
faulty/switched out while the train is en route, the train may be worked up to the nearest
terminal point, where after the locomotive can be operated further on condition that a trained
unit (Train Assistant duties) is on the footplate.
SHUNTING OF LIVE LOCOMOTIVES IN THE DEPOT
If it is necessary to shunt live locomotives fitted with a vigilance control system
without coupling the necessary air and vacuum pipes the following actions should be
taken:
1. Ensure that the control circuit breaker is open.
2. Ensure that the engine control switch is on “stop-start-idle”
3. Ensure that the live locomotive, which must be moved, has its independent brake
fully applied.
4. Place the automatic brake handle in the “handle out” position.
5. Allow the brake pipe and equalising pressure to exhaust, and set the brake valve cut
out control knob to “off”.
6. Place the independent brake handle in running position.
7. Release brake cylinder pressure by depressing the independent brake valve handle
(quick release). Don‟t remove the handle.
8. When the warning whistle sounds, turn the MU-2B to” trail”.
9. Ensure that brake cylinder pressure does not build up again.
10. After ensuring that all brake cylinder pressures has been exhausted and piston rods
are in, the live locomotive may be hauled without any further action being necessary.
11. Should the locomotive uncouple the independent brake may be applied without
setting up the brake system.
REMOTE CONTROL
If a fault occurs on the leading locomotive in the section, stop the train and fully apply the
independent and the automatic brake. If the locomotive cannot/may not be restarted it is
then expected from you to clear the section, by travelling on the leading dead locomotive,
while the trailing locomotive/s does the work.
ON THE LEADING LOCOMOTIVE
1. Place the engine control switch to “stop-start-idle”.
2. Open the fuel pump circuit breaker.
3. Close the vacuum branch pipe cut out cock.
ON THE TRAILING LOCOMOTIVE
1. Open the vacuum branch pipe cut out cock, and uncouple the vacuum pipes between
the train and locomotive.
2. Set the HS-4 at 172 kPa. Ensure that 64 kPa. vacuum is registered on the vacuum
gauge - set if necessary.
3. Complete the brake and vigilance control test on the leading locomotive.
4. Couple the vacuum pipes between the locomotives and the train and recreate
vacuum.
After the section has been cleared, change the locomotives so that the defective
locomotive is trailing.
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During remote control the quick release function on the dead locomotive will not
operate and the load meter will not register. The vacuum reservoir will register
zero.
NOTE
If the vigilance fails remote control cannot be applied because a penalty brake
application will continually take place.
HAULING OF DEAD LOCOMOTIVES
DIESEL LOCOMOTIVE HAULING A DEAD DIESEL LOCOMOTIVE
1. On the dead trailing locomotive the engine control switch must be placed on
“stop-start-idle” and all the circuit breakers and battery switch must be
opened.
2. The locomotives must be coupled in the normal manner except that the
jumper cable must be removed and stowed away.
ELECTRIC LOCOMOTIVE HAULING A DEAD DIESEL LOCOMOTIVE
Between the locomotives
1. Couple the vacuum pipes through.
2. Couple the main air equalising pipes through by means of the special adaptor
(coupling piece) and open their associated isolating and end cocks.
On the diesel locomotive
1. Close the vacuum branch pipe cut out cock.
2. Open the applicable compartment door, break the seal and close the
vigilance cut out cock.
3. Remove the brake handles from the brake stand. Ensure that the brake valve
cut out control knob is in the “off” position.
4. Ensure that the MU-2B is in the “lead” position.
5. Shut the locomotive down as per existing instructions.
6. Perform a brake test from the electric locomotive and ensure that the brakes
of the “dead” diesel locomotive apply proportionally when the vacuum is
destroyed. The brakes on the “dead” diesel locomotive must release when
vacuum is recreated.
COUPLING OF DOUBLE HEADED LOCOMOTIVES
Double headed working is not permitted under normal conditions, but in case it
should be necessary the following procedure must be followed:
1. Couple the automatic couplers and only the vacuum pipes between the
locomotives
2. Close the vacuum branch pipe cut out cock on the rear locomotive. Each
Train Driver must operate his/her own safety pedal and throttle.
3. The Train Driver at the rear is responsible to release the independent brake
before departure and to apply the independent brake after stopping. He/she
must make no other adjustments. When the Train Driver at the front applies
the automatic brake, the brake cylinder pressure will build up on the rear
locomotive and the locomotive brakes will apply. When the automatic brake is
released the locomotive brakes at the rear will also release, provided the
independent brake is not applied.
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WATER ON THE TRACK
If a diesel electric locomotive has to proceed over the track of which the rails are fully or
partially, but not more than 50mm, covered with water the local instructions must be strictly
adhered to. All special limitations or instructions, which are applicable when such working is
authorised, must be strictly adhered to and a speed of 6km/h must not be exceeded.
A diesel electric locomotive may under no circumstances move through water which is
50mm or higher above the crown of the rail.
When preceding through unsuspected water the hump controller must be operated fully, the
throttle placed in notch 8 and endeavoured not to exceed a speed of 6 km/h. The reason
why the throttle must be placed in a higher notch is to provide more air to the traction motors
so that splashing water is kept away from the traction motors.
PATROLLING OF LOCOMOTIVES
ACTIONS OUTSIDE A LOCOMOTIVE WHILST IT IS IN MOTION:
Owing to the fact that injuries occur or can occur during the patrolling of locomotives while it
is in motion or during the action of looking back at the load, certain precautionary measures
are laid down. Although the stipulation is no guarantee that all risks will be eliminated, it is
regarded as a risk restricted measure and are issued in accordance the Machinery and
Occupational and Safety, No. 85 of 1993 Act‟s General Administrative Regulation 5 and 6.
It must be realised that the frequency and the seriousness of injuries increase as the speed
increases, therefore no person may be outside a locomotive/s if the speed is in excess of 40
km/h.
It thus follows that it is inevitable that the speed must be 40 km/h or lower when patrolling or
inspecting locomotives.
The same is applicable when it is expected that a person proceed from a locomotive to or
from a steam heating vehicle and when looking out/back with the head outside the
locomotive cab.
If for any reason whatsoever it is necessary to deviate from this rule the Train Driver must
ascertain himself of the safety of this action and give special attention to accumulated risks
like wind, dirt and rain etc. before doing it or allowing it to be done. Under no circumstances
may extraordinary high risks be run or anybody allowed to run such risks.
Inspection/patrolling of locomotives must be done on the following basis1. One inspection as soon as possible after the departure of the train/locomotives from the
point where the load is attached or from where the trip commences;
2) One inspection shortly before or near the place where the locomotives will be
detached from the load or where the trip ends;
3) Any other inspection or tasks that the Train Driver regards as necessary on the
condition that the Train Driver gives explicit instructions and providing that it does
not occur at a speed higher than 40 km/h.
4) During the inspections the following are required in writing - It must be specifically
noted and reported to the Train Driver on - Fire/Smoke/Overheating.
5) Oil leakages.
6) Abnormal noises inside or outside the locomotives (i.e. skidded wheels)
7) Any defects on the body, equipment in driving compartments, instruments etc,(i.e.
broken windows, defective globes, broken seats, etc.)
8) Instrument readings.
9) Any other obvious/perceptible defects/breakages.
10) Should it, for any reason whatsoever, be necessary for a person to be in a trailing
locomotive/steam heating vehicle at a speed higher than 40 km/h he/she must only
climb over when the speed is 40 km/h or lower.
11) The Train Assistant must, when patrolling, stay in communication with the Train
Driver, for example by waving the hand or by means of switching the cab lights on
and off. Other means of communication can also be accepted. There must be a
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clear understanding between the Train Driver and the Train Assistant in this regard
when the Train Assistant goes back to patrol the locomotive/s.
12) Any person proceeding from one locomotive to another or from a locomotive to or
from a steam heating vehicle must be properly advised of the under-mentioned
minimum safety requirements. Train Drivers must ensure that the Train Assistant
knows the requirements and complies with it during this action:13) A persons hands must not both, simultaneously leave a handrail or handle.
14) Nothing must be carried in the hand when proceeding from one locomotive to
another locomotive.
15) No loose clothing may be worn (a coat example must be buttoned up).
16) Footwear must be such that it does not impose a risk for slipping or getting stuck.
17) A foothold must be found for one foot before lifting the other foot. Jumping from one
locomotive to another is prohibited.
18) The foothold must be firm and safe (avoid oil stains).
The looking back action with the head outside the driving compartment must be restricted to
speeds of 40 km/h and lower.
Looking back where it is possible to look back on the train through the windows or mirrors
must be done as regular as possible.
In certain instances where the Train Driver requires a specific rear observation with the head
outside the cab, he/she must give such an instruction or look himself/herself providing
he/she has ensured that the risk is not abnormally high. Factors that increase risks are for
example, rain, wind, dirt, overhanging branches etc.
If the speed of the train cannot be reduced to 40 km/h, in these specific instances, it must be
kept as low as practically possible during this action.
Time loss or delays to the train as result of these instructions must be recorded accordingly
on the journal.
PRECAUTIONARY MEASURES TO BE TAKEN BEFORE THE BRAKE TEST IS
PERFORMED.
1. Ensure that the locomotive/multiple consist is secured against movement
(hand brake and scotch blocks) and not coupled to other locomotives, and
that no protective discs, red flags or lamps with red discs are displayed on a
locomotive. Also ensure that no employees are busy with other activities.
2. Ensure that the following cocks are sealed in the open position:




Brake cylinder cut out cocks.
Main air pressure cut out cocks.
28-VB control valve cut out cocks.
Vigilance control cut out cock.
3. All automatic drain cocks must be set correctly.
4. Ensure that the inter equalising pipes are correctly coupled and that the end
and angle cocks are fully opened. All equalising pipes not used must be
coupled to their receptacles and their end and angle cocks must be closed.
5. Ensure that the MU-2B, brake valve cut out control knob and vacuum branch
pipe cut out cocks are correctly set. The brake valve cut out cock must be set
to “norm” for vacuum trains and to “dir” for air brake trains.
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To obtain the applicable pressures act as follows:
6. Place the foot on the vigilance pedal.
7. Charge the brake system fully by placing the automatic and independent brake valve handles in the
“running” position.
8. Set the equalising pressure (white needle) on the equalising/main air gauge to 480 kPa and ensure
that the brake pipe pressure (white needle) registers the same as the equalising pressure. If the
readings differ the pressure must be set according to the brake pipe pressure reading.
9. Set the HS-4 vacuum control cock to 172 kPa. The vacuum train pipe needle must register 64 kPa. If
the pressure on the vacuum gauge registers higher than 64 kPa ignore the HS-4 gauge and set the
vacuum gauge (white needle) to 64 kPa. If the vacuum registers lower than 64 kPa examine for leaks.
If no leaks are found set the HS-4 gauge. The system is now fully charged and the gauges must
register as follow:
Vacuum train pipe
- 64
Equalising reservoir - 480
Brake pipe
- 480
Brake cylinder
- 0
Vacuum reservoir
- 80 – 100
Main air reservoir
- 860 – 960
If the vacuum reservoir needle registers less than 80 kPa the minimum required vacuum will
not be created on the train.
BRAKE TEST
Instruct the Train Assistant to check the movement of the brake cylinder pistons (except the
brake cylinders to which the hand brake is coupled).
Make a minimum brake application.
After the gauge readings have stabilised it must register as follow :
Vacuum train pipe - 47
Equalising reservoir - 450
Brake pipe
- 450
Brake cylinder
- Approximately 34
Vacuum reservoir - 80 -100
Main air reservoir - 860 – 960
The following are tested –
Brake valve. 2 Brake cylinder pressure 34 kpa. 3 VA-1-B. 4 28-VB. 5 J1. 6 F1. 7 N1.
Train Assistant ensures that all the brake cylinder pistons move out – brake blocks against
wheels.
Make a full service brake application and after the gauge readings have stabilised the
readings must be:
Vacuum train pipe
- 0
Equalising reservoir - 320
Brake pipe
- 320
Brake cylinder
- 340
Vacuum reservoir - 80 – 100
Main air reservoir
- 860 – 960
The following are tested –
Brake valve. 2 Brake cylinder pressure 340. 3 VA-1-B. 4 28-VB. 5 J1. 6 F1. 7 N1.
Place the independent brake valve handle in the quick release position.
The brake cylinder pressure must reduce to zero kPa.
Ensure that the brake cylinder pressure does not build up after releasing the handle. (Test pilot air
valve)
Place the automatic brake valve handle in the running position to recharge the system.
If an air brake train is operated, place the automatic brake handle in the minimum position. Ensure
that brake pipe pressure does not increase.
Place the automatic brake valve handle back in the running position. (Test direct interlocking
future)
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If the vacuum reservoir needle registers less than 80 kPa the minimum required vacuum will not be
created on the train.
Emergency Test.
Place the automatic brake in the full application position.
As soon as the blow in the brake stand stops, place the automatic brake handle in the emergency
position.
Operate the throttle to notch 8 and back to again to neutral – no power (test engine pressure switch –
brake pipe pressure drops to below 205 kPa.
The engine revolutions will drop to idle as soon as the brake pipe pressure drops below 205 kPa.
(Test engine pressure switch) Train Assistant ensures that brake cylinder pistons has moved out –
brake blocks against wheels.
After the gauge readings have stabilised the readings must be:
Vacuum train pipe - 0
Equalising reservoir - 0
Brake pipe
- 0
Brake cylinder
- 420
Vacuum reservoir
- 80 – 100
Main air reservoir
- 860 – 960
Recharge the system fully by placing the automatic brake handle in the “running” position.
VIGILANCE CONTROL TEST SHORT SYCLE.
Ensure that the engine control switch is still on run and that the control circuit breaker is closed.
Place the foot on the vigilance control pedal, the reverse key in “neutral” and move the throttle handle
to notch 2.
Listen that the engine revolutions build up.
Lift the foot from the pedal.
There will be silence for four seconds and thereafter a whistle will sound. (Test pedale,Test safety
control magnet valve and whistle)
Depress the pedal. The whistle sound will stop and no changes must take place (no brake
application).
Again lift the foot from the pedal – Four seconds silence.
Thereafter a whistle will sound for four seconds and keep on sounding.
Thereafter a penalty application will occur.
As soon as the brake application begins (observe the equalising needle) try to prevent the application
by quickly placing the foot back on the pedal. (It must not be possible to prevent the application.)
The following will occur:
The engine revolutions reduce to idling speed. (Test safety control pressure switch)
The vigilance control light (white) will illuminate on the safety control box. (Test safety control magnet
valve)
A blow sound is heard in the brake stand.
A full automatic penalty application occurs. (Test P2A)
No reaction on the throttle. (Open the throttle to notch 8 and back to notch 2) (Safety control pressure
switch has come into operation)
Place the automatic brake handle in the suppression position for approximately 6 seconds. The blow
sound in the brake stand will stop and the white light extinguish.
As soon as the light extinguishes place the automatic brake handle in the running position and place
the throttle to “idle”.
The system will now recharge.
EQUALISING PRESSURE LEAK-OFF TEST – AIRBRAKE TRAINS ONLY
This test is performed during the test of the long cycle i.e. within the range of 78 seconds.
Reduce the equalising pressure with 100 kPa and allow time for the gauges to stabilise.
Ensure that no reduction of equalising pressure take place within 78 seconds.
Long cycle
Lift and replace foot on the pedal and after approximately 70 seconds with foot on the pedal a warning
signal will sound for four seconds where after the whistle will sound.
As soon as the whistle sounds, lift foot from the pedal and immediately replace it again.
The whistle sound must stop immediately and no brake application must take place.
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Should the time cycle be 85 seconds and higher or 40 seconds and lower, such a locomotive will fail
as a result of a defective vigilance control system.
Place the independent brake handle in the full application position and ensure that the brake
cylinder pressure builds up to 310 . (Test brake cylinder pressure switch) The brake cylinder
pressure switch will nullify the vigilance system when the independent brake pressure builds
up above 276.
(Lift the foot from the pedal and for approximately eight seconds no whistle must sound nor
should any brake application take place. (Brake cylinder pressure switch test)
NOTE
If an air brake train is operated ensure that the equalising pressure is correctly set (500 kPa for empty
trains and 550 kPa for loaded trains).
SET THE VACUUM VALUE BACK TO 64 KPA.
Power test and sand test.
Place reverser in forward position, open throttle to notch 1 observe load gage and place throttle in idle
position depress sand pedal.
Place reverser in reverse position, open throttle to notch 1 observe load gage and place throttle in idle
position depress sand pedal.
Test - Hooter, Wipers, Headlight and Cab Lights
REMEMBER THAT ON A 36 200 THE REDUCTION RATE SELECTOR COCK MUST BE PLACED
ON NORMAL AND NO: 8 VENT VALVE IN OPEN POSITION.
FAILURES AND DEFECTS DURING STARTING
1.1 CAUSES THAT PREVENT THE ENGINE TO CRANK
1.
2.
3.
4.
5.
9.2
The batteries are discharged.
The battery terminals are loose or broken.
The battery switch is open.
The starting fuse out, blown or defective.
The engine control switch is on “run” position. (No power white light will light up)
THE ENGINE CRANKS BUT FAILS TO START
1. The emergency stop push-button has tripped.
2. The over speed trip has tripped.
3. The low lube pressure trip has tripped.
4. Insufficient Woodward governor oil.
5. The low water pressure trip has tripped.
6. The crankcase overpressure trip has tripped.
7. Fuel problems such as, No fuel,
8. Emergency fuel shut-off valve tripped,
9. Fuel pipeline broken or blocked,
10. Faulty fuel pump or electrical motor
11. Dirty filters
12. Air in the pipeline (this will be indicated by air bubbles in the return sight
glass against the engine block).
If no defect is found, observe if the fuel pump is working and that the fuel pressure
builds up.
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9.3
THE ENGINE STARTS BUT THE REVOLUTIONS DO NOT BUILD UP
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
The control circuit breaker is tripped, open or defective.
The electric cable on the Woodward governor is loose or uncoupled.
The engine control switch is on “stop-start-idle”.
The ground relay is tripped.
The vigilance control has tripped (penalty application)
The MU-2B is set to “trail” on the leading locomotive.
The brake valve cut out control knob is on “off”.
Engine pressure switch defective.
After the locomotive has been started for the first time and after an
emergency application and brake pipe pressure has not build up to 295 kPa
with the automatic brake handle in the running position.
The emergency stop button is partially operated, with other words; the run
button is not firmly depressed.
9.3 THE LOCOMOTIVE REFUSE TO MOVE WITH AN OPEN THROTTLE
1.
2.
3.
4.
5.
6.
7.
8.
Scotches under the wheels.
The hand brake is still applied
The independent brake is operated.
The run button is not completely depressed.
The hump controller is completely pressed down.
The reverse key is in the neutral position.
Defective reverser or electrical equipment.
The electric cable on the Woodward governor is not properly coupled.
HIGH TENSION EQUIPMENT AND SAFETY MEASURES
1.
OVERHEAD EQUIPMENT
The steel structures consist of masts with bridges, cantilevers, booms, knee braces and
raking legs. All the masts are numbered. The number/s of the mast/s must be mentioned
when a defect to the overhead equipment is reported.
The catenary wire is supported by insulated brackets. The contact wire is suspended from
the catenary wire by means of droppers. The steady arms are secured to masts by means of
insulators and to cross-spans in tunnels or span wires in shunting yards. The steady arm
holds the contact wire in the correct position. The contact wire is staggered to ensure an
even wear of the pantograph skate. The feeder droppers are provided to ensure an even
flow of current from the catenary wire to the contact wire. The height of the contract wire can
be adjusted by means of climbing angles.
The contact wire is divided into electrical sections by means of open overlap spans or
section insulators, so that any particular electrical section can be isolated or made “dead”. At
these points the steel structures are painted aluminium.
High-speed track circuit breakers, section insulators, isolating and earth switches in sidings
form part of the overhead equipment.
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36 Class Brake Test - Airbrake
Place reverser in neutral
Five things take place
1. Engine revolutions will drop to idle
(TEST- S.C.P.S.)
2. The vigilance white light will illuminate
(TEST- S.C.M.V.)
3. A blow can be heard in the brake
stand
4. A penalty brake application has taken
place which is equal to a full brake
application on the drivers brake stand
(TEST- P2A)
5. Open throttle to notch 8 and back to
notch 2. Engine revolutions must not
build up
6. (TEST- S.C.P.S.)
Ensure brake system is fully charged
(VAC 64 kPa, VR 80 kPa - 100 kPa, ER 480
kPa, MAR 860 - 960 kPa, BP 480 kPa, BC 310
kPa)
Release the independent brake with the
Independent brake handle (BC 0 kPa)
Make a minimum application with the 26C
(VAC 47 kPa, VR 80 - 100 kPa, ER 450 kPa,
MAR 860 - 960 kPa, BP 450 kPa, BC+-34
kPa)
(TEST-BRAKE VALVE 26C / BRAKE
CYLINDER PRESSURE / VA-1-B/ 28-VB / J1
/ F1 / N1)
Reset the vigilance
Place automatic brake in suppression position
White light will distinguish and blow in brake
stand stop
Recharge the system by placing the throttle in
idle position and 26C handle to running
position
Make a full brake application with the
26C(VAC 0 kPa, VR 80 - 100 kPa, ER 320
kPa,
MAR 860 - 960 kPa, BP 320 kPa,
BC 340 kPa)
Quick release independent brakes (BC O kPa)
(TEST OF PILOT AIR VALVE)
Bring automatic brake handle back to
minimum (no change in ER & BP) (TEST
D.I.R.)
Vigilance test (long cycle) (less than 40
sec & more than 85 sec locomotive failure)
Make an application of 100 kPa wait for
equalising needle to stabilise (LEAK OFF
TEST)
Place foot on pedal for 70 sec then son alert
will come on for 4 sec then whistle comes on
Lift foot from pedal and replace foot. There
should be no change in the brake system.
Recharge the system by placing the 26C
handle to running position
Place throttle in notch 2 and listen that the
engine revolutions build up
Make a emergency application with the 26C
(VAC 0 kPa, VR 80 kPa - 100 kPa, ER 0 kPa,
MAR 860-960 kPa, BP 0 kPa, BC 420 kPa)
Open throttle to notch 8and back. Engine
revolutions must not build up (TEST E.P.S)
Recharge the system by placing the 26C
handle to running position
Apply independent brake
Once brake have applied remove foot from
pedal .Brake cylinder cuts out vigilance at
276 kPa (TEST- BCPS)
Observe system for 8 sec. There should be no
change in system
Reverser in neutral
Recharge the system by placing the 26C
handle to running position
Vigilance test (Short cycle)
Place selector in position 1
Place throttle in notch 2 (Engine revs up)
Remove foot from pedal. After 4 sec whistle
will blow
Replace foot on pedal - Whistle stops blowing
(Test pedal, Test safety control magnet valve
and whistle)
Remove foot from pedal - After 4 sec whistle
blows for 4 sec then a penalty brake
application will take place which is equal to a
full service brake application
Once the equalising reservoir needle starts to
drop, try and stop the brake application from
taking place by replacing foot on pedal, but
this should not stop the application from taking
place
Do power test and sand test .
Place reverser in forward position, open
throttle to notch 1 observe load gage and
place throttle in idle position depress sand
pedal
Place reverser in reverse position, open
throttle to notch 1 observe load gage and
place throttle in idle position depress sand
pedal
Test - Hooter, Wipers, Headlight and Cab
Lights
REMEMBER THAT ON A 36 200 THE
REDUCTION RATE SELECTOR COCK
MUST BE PLACED ON NORMAL AND NO: 8
VENT VALVE IN OPEN POSITION.
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