The air gauges are located on the engineer's instrument panel and show the main reservoir, equalizing reservoir, brake cylinder, and brake pipe pressures.
Earlier models of both 600 and 1000 HP locomotives are equipped with a tachometer on the engineer's instrument panel. The reading of the dial shows the engine speed in RPM. The tachometer should show 275 RPM with engine idling and 800 RPM with throttle fully open. Locomotives - built after January 1, 1945 have no tachometers.
The gauge shows the temperature of the engine cooling water leaving the engine. Earlier locomotives have two gauges, one for each cylinder bank outlet. Later locomotives have one engine temperature gauge only. Engine temperatures should be kept between 150 and 180 degrees, as described in Section 3.
When wheels slip the light will flash on and off. If the locomotive (1000 HP only) is operating in series-parallel and overloaded, the light will burn steadly. Both actions are described under "Locomotive Protective Devices," Section 1.
The reading shown by the gauge on the engineer's instrument panel is the pressure of the fuel in the line returning from the engine to the main fuel tank. The gauge should read approximately 5 pounds.
The gauge indicates the pressure of the oil in the lubricating system at the rear of the engine. With hot oil, the reading should be 20 pounds or more at 800 RPM.
This gauge shows the pressure of the oil being directed inside the pistons for cooling. With hot oil, the pressure will vary from 5 pounds at idle to 2 5 pounds at 800 RPM.
The gauge is located on the right side of the high voltage or electrical cabinet. Pressure should be maintained at 80 pounds, plus or minus 3 pounds.
Located in the low voltage cabinet on 1000 HP locomotives or on the side of the electrical cabinet of the 600 HP locomotives, the ammeter shows the charge or discharge current of the battery.
The instrument is installed in the low voltage cabinets or electrical cabinets on earlier models only. It shows the output voltage of the auxiliary generator and normally reads approximately 74 volts.
Two fuel oil pressure gauges are provided. One is connected to the discharge line of the fuel pump and shows the pressure of the fuel before it enters the first discharge fuel filter (Nugent on earlier locomotives - Ful-flo on later locomotives). The second gauge is connected to the line between the two discharge filters and shows the pressure of the fuel as it enters the duplex sintered bronze filter. The main purpose of the gauges is to provide a check on the condition of the fuel filters. See "Lack Of Fuel," Section 4.
A water glass is provided on the water tank of the engine cooling water system. The level in the glass, when the engine is running, should be above the line painted on the tank marked "Minimum Water Level."
A gauge is provided to indicate the pressure in the intercooler of the air compressor. When the compressor is "loaded" or pumping air, the gauge should read approximately 32 pounds.
The gauge is located at the left side of the air compressor and shows the lubricating oil pressure. With hot oil, the reading should be approximately 12 to 15 pounds at 800 RPM engine speed.
The throttle controls the speed of the Diesel engine. However, if the piston of the engine shutdown cylinder is in the position which holds the engine speed to idle, the engine will not speed up when the throttle is opened.
When the throttle is opened, it closes the throttle switch which is in the circuit operating the shunt and. battery field contactors.
Transition from series-parallel back to series operation is accomplished by closing the throttle and reopening it. Locomotives built since January, 1948, are equipped with the pneumatic hydraulic governor.
The speed of the engine is controlled by air pressure moving a diaphragm and levers in the governor, increasing the engine speed as the air pressure is increased by opening the throttle, and decreasing engine speed as the air pressure is reduced by closing the throttle. The throttle linkage formerly used has been eliminated.
A throttle switch is located in the control stand, controlling the shunt field and battery field circuits, and is actuated mechanically by a cam as the throttle is opened and closed.
A spring loaded button on the outer end of the throttle handle, (very similar to that used on road locomotives) allows the throttle lever to be moved one step farther than the idle position, (when the button is depressed). This additional movement of the throttle lever closes the contacts of the shut down switch, energizing the shut down solenoid in the governor, which in turn will stop the engine. The throttle lever must be placed in idle position to start the engine.
Switcher locomotives built for multiple unit operation use a control stand very similar to that used on F3 locomotives. Engine speed is controlled by, the notched throttle and the electro-hydraulic governor. The interlocks have been removed between the6 throttle notches, permitting the throttle to be opened more quickly, if needed.
| 1. | Headlight Switch | 
|
|---|---|---|
| 2. | Horn Cord | |
| 3. | Light Switches | |
| 4. | Sanding Valves | |
| 5. | Selective Trans Switch | |
| 6. | Reverse Lever | |
| 7. | Bell Valve | |
| 8. | Control Stand | |
| 9. | Throttle | |
| 10. | Instrument Panel | |
| 11. | Engine Shutdown Lever | |
| 12. | Windshield Wiper | |
| 13. | Bell Cord | |
| 14. | Shutter Control Lever | |
| 15. | Cab Heater | |
| 16. | Control Switches | |
| 17. | Feed Valves | |
| 18. | High Voltage Cabinet | |
| 19. | Center Brg. Lubricator | |
| 20. | Double Heading Cock | |
| 21. | Automatic Brake | |
| 22. | Independent Brake |
| 1. | Headlight Switch | 
|
|---|---|---|
| 2. | Light Switch | |
| 3. | Windshield Wiper | |
| 4. | Instrument Panels | |
| 5. | Control Stand | |
| 6. | Sanding Valve | |
| 7. | Automatic Brake Valve | |
| 8. | Selective Transition Switch | |
| 9. | Cab Heater | |
| 10. | Control Switches | |
| 11. | Feed Valve | |
| 12. | High Voltage Cabinet | |
| 13. | Center Bearing Lubricator |
The transition lever is blocked so it has only two positions; namely, "Off-Series" and "Auto." This takes the place of the transition selector switch "TS" as used on conventional switchers.
With, the transition lever in "Off -Series" position, no transition will take place. With the lever in "Auto." position, transition will take place when the main generator voltage reaches the pick-up value of VI relay. Backward transition is made by closing the throttle to idle the same as in all other switchers.
The reverse lever changes direction of movement of the locomotive. It operates the reverser drum in the high voltage cabinet which reverses the traction motors, as described in Section 1. The reverse lever must be in neutral to start the engine.
The switch box is located alongside and to the left of the controller. It contains five push-button switches:
The control switch box contains fuses corresponding to each of the above switches. There are readily accessible by opening the cover on the side of the box.
This switch box is located on the right cab wall, forward of the side window. It contains push-button switches and fuses for:
This control Is located in the controller stand. When pushed in, it prevents or forestalls transition from series to series-parallel, keeping the traction motors in series at all locomotive speeds. When pulled out, forward transition will take place automatically, as described in Section 1. The selective transition switch cannot be pushed in or pulled out when the throttle is full open due to a mechanical interlock in the controller stand. The throttle must be closed approximately 1" before the selective transition switch can be moved from one position to the other. On locomotives having tachometers, this throttle position will represent about 650 RPM.
NOTE: On some 1000 HP locomotives of early manufacture, the selective transition switch was not included as it was a later development. Selective transition switches were later installed on many of these locomotives and were located on top of the high voltage cabinets. Such switches have no interlocks with the throttle and the tachometer must be used to gauge maximum throttle opening at which the switch is to be operated.
This lever is located in front of the controller on the cab front wall and is connected to the shutters through linkage. Opening or closing the shutters regulates the temperature of the engine cooling water.
This lever is located above the controller and its purpose is to stop the Diesel engine. Depressing the button in the end of the lever and moving the lever toward the front of the cab until the lever latches in the "STOP' position will place the engine governor in a shutdown position. The Diesel engine cannot be started until the lever is moved back to the "RUN' position.
The double-acting sanding valve is located to the right of the engineer. Moving the valve handle forward operates the four sand traps for forward movement and moving the handle to the rear operates the four sand traps for reverse movement.
The speed of the wipers is controlled by a needle valve located at each of the wipers, which also turns them on and off - (A master valve located under the engineer's instrument panel controls the air supply to all wipers.) The wipers should not be run on a dry window as dirt on the glass or blade will scratch the glass. The wiper blades should be replaced when the rubber becomes worn or hard.
The headlight switch above the push-button switch box controls the front and rear headlights. The push buttons for these lights must first be "in" before the headlight switch can be used. The front and rear headlight may be on "dim" at the same time if both switches are "in" at the light push-button switch box. Only one can be on "medium" or "bright" at a time.
The horn is operated by an air valve which is controlled by a pull cord, the handle of which is readily accessible to the engineer. The air line to the horn has a cock, located under the right side of the cab floor, which must be open to operate the horn.
The locomotive signal bell is operated by an air valve located at the engineer's station. A pull-cord is located on the front cab wall in case of a failure of the air valve.
The hand brake is located in the cab to the right of the rear cab door. The hand brake acts only on the rear pair of wheels of the No. 2 truck. To set brake, hold down the foot pedal and turn wheel. To release the brake, advance the wheel enough to release the foot pedal and then let go of wheel. Before moving the locomotive, make certain the brake is completely released. Whenever anyone is working around the locomotive trucks, the hand brake must be applied.
A valve located under the engineer's instrument panel controls the flow of water to the cab heater. To insure proper operation of the cab heater and water temperature gauge the valve at the cab heater must be either fully opened or fully closed. Also the drain valves below the water pump (Valve No. 4, Plate IV) must be closed when engine is operating for either the heater or the water temperature gauge to function properly.