CONTROLS AND OPERATION OF MULTIPLE-UNIT LOCOMOTIVES

Multiple-unit locomotives have slightly different controls, consequently, their operation also differs in a few respects. Operating instructions previously covered in this manual apply except as indicated in this section.

SINGLE-UNIT OPERATION

STARTING THE ENGINE

Following procedure on page 16 except for air pumping. To pump air faster, pull out Motor-control switch, move reverse handle to Forward or Reverse position, and then advance throttle not more than four notches. Some air pressure is required before throttle will operate engine above idling speed.

MOVING THE LOCOMOTIVE

Push in Motor-control switch and follow procedure on page 16 except in Step 3 the controller handle has only one position for Forward and Reverse. For normal operation, put Series-holding switch in SP position. Transfer from Series to Series-parallel to Reduced Field as locomotive speed increases and from Reduced Field back to Series-parallel is automatic. Transfer from Series-parallel is made manually by closing throttle, moving Series-holding switch to S position, and reopening throttle. To stay in Series connection, leave Series-holding switch in S position.

OPERATING THE THROTTLE

Advance the notch-type throttle by moving it positively from notch to notch -- do not leave it halfway between notches. There are eight power notches in addition to idling notch. When pulling a heavy train, leave throttle a few seconds in each notch when advancing throttle.

OPERATING THE SANDERS

Depress foot switch on floor. Reverse handle automatically controls sanders for forward or backward movement.

MULTIPLE-UNIT OPERATION

Operation with two locomotives in multiple is essentially the same as single-unit operation except that both locomotives are controlled from one engineman's position.

CONNECTION UNITS TOGETHER

Couple two units together and connect air-lines and train-line jumpers. Be sure that each plug is pushed all the way into socket until socket cover latches on plug. To open air-line cocks on trailing unit, move brake-pipe cutout cock to No.2 position. Move automatic-brake valve to Lap position, move independent brake valve to Running position, and remove both handles. Close throttle. Move reverse handle to Neutral position and remove handle.

STARTING THE ENGINE

Start engines in the same manner as for single-unit operation. Engine in leading unit must be started first. Control switch and Fuel-pump switches must be open on trailing locomotive. Faster air pumping is obtained on both units by advancing throttle on leading unit with Motor-control switch open.

MOVING THE LOCOMOTIVE

Be sure Series-holding switch on trailing unit is in SP position, otherwise this unit will stay in series when switch on leading unit is thrown for normal operation.

SHUTTING DOWN THE LOCOMOTIVE

Opening Fuel-pump switch on leading unit stops both engines. Otherwise steps on page 17 apply.

OPERATING GAGES

While operating, watch trailing unit t to see that water temperature doesn't exceed 180 deg F. Experience will indicate how to set shutters.

OPERATING HEADLIGHT

Open all headlight switches on trailing units. Push Far-headlight-dim and Far-headlight-bright switches on leading unit to light far headlight on trailing unit.

SHUTTING DOWN ONE ENGINE

Disconnect train-line jumper between units to stop engine on trailing unit. Close all doors, windows, and ventilators. In freezing weather, drain cooling system.

ASCENDING GRADES

If train slows down enough on a grade to light the overload indicator, or, if the locomotive is equipped with a loadmeter and the loadmeter pointer indicates more than 730 amperes, close throttle and then reopen it. On a grade with dips in it, close throttle, put Series-holding switch in S position and reopen throttle. Perform either operation smoothly and quickly to prevent stalling the train. When approaching grades that you know will require the above transfer, make transfer before train gets on grade. Throw switch to SP position when over the grade and train speed increases.

OPERATING UNDER UNUSUAL CONDITIONS

ENGINE WON'T TURN OVER WHEN STARTING BUTTON IS PRESSED

• 1. See that controlled handle is in neutral position.
• 2. See that battery switch and Control switch are closed.
• 3. See that engine-start and control fuses in control stand are good; also see 110-amp fuse in control cabinet. If engine still doesn't turn over, the electric circuits may need checking. Call maintainer.

ENGINE TURNS OVER, BUT WON'T FIRE

• 1. See that Fuel-pump push button is closed, and fuel-pump fuse is good.
• 2. If fuel-pump runs, but pressure doesn't build up to 30 lb., inspect fuel supply, filters, and piping for leaks or stoppage. See that emergency fuel-cutoff valve is open.
• 3. If the piston rod on the governor power piston doesn't move upward when the engine is turning over, check wiring to the governor solenoid.
• 4. Make sure overspeed-trip rack and cutout buttons on diesel engine are in reset position.
• 5. See that injection pumps are not air bound. Loosen bleeder plugs on Bosch pumps until fuel flows out, then tighten plugs.
• 6. If engine is very cold it may not be turning over fast enough to start. Preferably heat the cooling with low-pressure steam. See page 33. Otherwise loosen half the indicator plugs in the cylinder heads -- cylinders 1, 4, 5 or cylinders 2, 3, 6.

LOCOMOTIVE WILL NOT MOVE WITH ENGINE RUNNING AND THROTTLE OPEN

• 1. Close throttle and open slowly -- see that brakes are off and that wheels aren't slipping.
• 2. See that control-air pressure is 70 lb. If not, and main-reservoir pressure is up, reducing valve may be stuck. Try tapping it.
• 3. See that ground relay is not tripped. If tripped, see page 23.
• 4. See that control fuse is good, also 10-, 80- and 110-amp fuses in control compartment.
• 5. On multiple-unit locomotives, see that Motor-control switch is closed and its fuse good.

If above procedure does not correct condition, call maintainer.

LOCOMOTIVE STAYS AT LOW SPEEDS

This generally indicates that control is not transferring from Series to Series-parallel and or engine output is down. Operate in Series position until condition can be corrected.

LOCOMOTIVE MOVES UNDER POWER WITH THROTTLE CLOSED

The throttle switch is probably stuck. To stop locomotive, pull out fuel pump switch and apply brakes.

DIESEL ENGINE STOPS

• 1. Check fuel-oil supply and pressure. If pressure is not up, see page 42.
• 2. Bar engine over manually to see if it is free.
• 3. Check lubricating-oil supply. Press Engine-start button to see whether pressure builds up properly. If it does not, see page 43.
• 4. Check position of overspeed trip. If tripped, reset and start engine.
• 5. If no cause of shutdown can be determined, it is probably the result of faulty governor action. Call maintainer.

FUEL PUMP DOESN'T RUN

• 1. See that Fuel-pump switch fuse is good.
• 2. See that 110-amp fuse in control compartment is good.
• 3. Check fuel pump for binding of shaft.
• 4. If pump still doesn't run, call maintainer.

LOCOMOTIVE HAS LITTLE POWER WHEN THROTTLE IS OPENED

• 1. See that both exciter and generator-field contactors close when throttle is open. If not, call maintainer.
• 2. See that 10, 80, and 110-amp fuses in control compartment are good, and that battery is charged.
• 3. Inspect throttle mechanism -- make sure that throttle shaft or adjusting lever is connected at governor. On multiple-unit locomotives, call maintainer.
• 4. See that auxiliary-generator-exciter set drive belts are not slipping.
• 5. See that fuel-oil pressure is correct.
• 6. See that all cylinder are firing.

FUEL-OIL PRESSURE DROPS

• 1. Check fuel-oil supply.
• 2. See that fuel pump is running. If pump is stopped, see above.
• 3. See that emergency fuel-cutoff valve is open.
• 4. Push handle of duplex filter in control compartment to opposite site to make sure filter is not clogged. Report this to maintainer.
• 5. Rotate handles of Bosch filters on side of engine to sure they are not clogged.
• 6. Check for leaks on suction side of fuel pump.

LUBRICATING-OIL PRESSURE DROPS

• 1. Check oil level in engine.
• 2. Check for clogged Cuno filters and clean by rotating handles.
• 3. Check for leaks.
• 4. Check valve in line to waste-packed oil filter may be stuck. Try tapping it.

AIR PRESSURE DOES NOT BUILD UP

• 1. See that main reservoir drain valves and brake-pipe angle cocks are closed.
• 2. Compressor governor may be stuck. Try tapping it.
• 3. Faulty compressor. Call maintainer.

LOSS OF AIR PRESSURE

• 1. Compressor governor may be stuck -- try tapping it.
• 2. Control air should be 70 lb. -- check control-air reducing valve, cutout cock, and stainer under locomotive frame.

POORLY MAINTAINED MAIN RESERVOIR PRESSURE

• 1. Compressor valve leaking -- causes low pressure.
• 2. Compressor governor sticking -- causes either high or low pressure.
• 3. Broken unloader pipe -- causes high pressure.
• 4. Sticky unloader valves -- causes low or high pressure.
• 5. Internal failure of compressor -- causes low pressure.
• 6. Closed cutoff cock in governor pipe -- causes high pressure.

HOT CYLINDER

If one cylinder is receiving too much fuel, its exhaust pipe elbow will be hotter than the other, may even become red hot. Cut out this cylinder and report to maintainer.

CYLINDER NOT FIRING

The exhaust elbow of a cylinder not firing will be cooler than the other. Cut out this cylinder and report to maintainer.

CUTTING OUT FAULTY CYLINDER

Disengage injector-pump cutout pin of that cylinder from the overspeed-trip rack by pulling out cutout pin and turning it. Turn the finger downward until the dog of the cutout pin falls in the slot cut in the injector pump casing. The pi then moves in the engaging injection-pump crosshead and holds pump plunger mechanism off injection-pump drive camshaft.

It is permissible to operate at full throttle with one cylinder cut out.

BROKEN FUEL PIPE

If fuel pipe from Bosch pump to nozzle is broken, cut out that cylinder and notify the maintainer.

GROUND RELAY

If possible, call the maintainer to inspect generator and traction motors to determine the cause of the ground. It will operate if there is any leakage from the high-voltage wiring to locomotive frame. This may occur during a "flashover" which in turn sometimes results from bad wheel slipping, throttle slamming or other careless throttle handling.

If the locomotive is in vital transfer or road service, make sure there is no burning smell or serious damage, then reset the relay and proceed. If the relay trips again, open the ground-relay switch, reset the relay, and move the locomotive only far enough to get in the clear.

HOT TRACTION MOTOR SUSPENSION BEARING

This is evidenced by smoke or odor. In switching service, notify the maintainer. In road service, remove the waste, discard charred portions, and repack the bearing, being sure the waste is against the axle. Add plenty of oil, pouring some directly on the waste. After running several miles, inspect the bearing. If it continues t to run hot, try backing off the bearing nuts a slight amount.

UNUSUAL NOISE

If the turbocharger or engine-generator unit gives off an unusual noise, shut down the engine and notify the maintainer.

HIGH ENGINE TEMPERATURE

If the radiator fan will not keep the water temperature normal, check water level, fan shutters, fan belt, and water-pump drive.

An abnormally high reading of themometer at engineman's position with shutters open indicates faulty circulation or low water. Poor circulation is indicated by spasmodic fluctuations of water column in sight glass on expansion tank at a given engine speed; also by localized heating at various points such as cylinder heads, radiator and water pump.

It water is low and engine has just been worked hard, idle until temperature becomes normal. If possible, add water to the system slowly while the engine is idling.

ENGINE OVERSPEEDS AFTER KICKING CARS

If diesel engine continually overspeeds after the throttle is closed, causing overspeed trip to operate, shutdown the engine and notify maintainer. Check Bosch pump rack setting at shutdown position.

ENGINE DIES AFTER KICKING CARS

This usually indicates faulty governor; however, check lubricating-oil system before starting up again.

DEAD-HEAD LOCOMOTIVE

• 1. Close throttle and move reverse handle to Neutral position.
• 2. Open Control switch and main battery switch.
• 3. Close double-heading cock and open dead-engine cock. Leave independent and automatic-brake handles in running positions.
• 4. Close all doors, windows and ventilators.
• 5. In freezing weather, drain cooling water from radiator, engine and turbocharger.

RUNNING WITH ONE BLOWER DOWN

Load locomotive to only half its full capacity if a traction-motor blower is inoperative. Otherwise, the two traction motors, which it normally ventilates will overheat.

MOVING LOCOMOTIVE WITH ONE TRUCK CUT OUT

Maintainer must first change connections to cut out the motors on defective truck.

Start the diesel engine. Set controller for Series-parallel in desired direction of movement and open throttle to move locomotive. Do not overload the motors on live truck. Move locomotive only far enough to rerail it, or get in the clear.

Maintainer will restore wiring to normal when the trouble has been corrected.