The following operations should be performed when the engine is to be started after a layover. If the engine has been stopped for a short period, such as crew change, etc., step 6 may be omitted.
1. Place reverse lever in "neutral" position.
2. Place shutdown lever in "RUN" or throttle in "IDLE."
3. Close control switch and fuel pump switch. Open generator field switch.
4. When fuel gauge shows pressure, press engine "START" button in and hold until engine fares. When starting an engine containing very cold oil, it may be necessary to hold the injector layshaft of the engine in slightly open position for a few minutes to keep the engine from dying after starting. Use the injector layshaft wrench for this purpose in earlier locomotives, and the layshaft manual control lever in later locomotives. Hold the layshaft just far enough to keep the engine turning over until the governor takes control.
NOTE: Starting contactors will not close and start the engine if reverse ever is in forward or reverse position (Isolation switch, if used, must be in "Start"position). Check starting contactors after engine is started to make certain they are open. Check ground protective relay to see that it has not started when engine is started.
1. Close shutters, if open. (Manual)
2. Check lubricating and piston cooling oil pressures. If readings are excessive (gauge hands at or near the pin), hold engine speed below idling by use of injector layshaft wrench or manual layshaft control lever, as under item (4) of "TO START ENGINE." Continue this action until the oil warms up to the point where gauge readings come within scale of the dials with engine idling.
3. Allow engine to idle until temperature rises to 125 degrees.
1. Close throttle.
2. Pull generator field switch out.
3. Place engine shutdown lever or throttle in the "Stop" position.
4 . Place reverse lever in neutral and remove lever from controller.
1. Check lubricating and piston cooling oil pressures.
2. Make sure engine cooling water temperature is 125 degrees or over.
3. Check main reservoir pressure. If air is not fully pumped up during warm-up period, the engine may be speeded up by opening the throttle about 1-1/2".
CAUTION: Keep the reverse lever in neutral and the generator field switch open.
4. Check control air pressure.
5. Release hand brake.
1. Make certain that hand brake is released.
2. Close generator field switch.
3. Place reverse lever in direction locomotive is to be moved.
4. Release air brake.
5. Open throttle as required.
1. Throttle During operation, it is never necessary to move the throttle hastily, except in an emergency. The throttle, should be opened with a steady motion but gradually enough to move the load without slipping the wheels. Particularly, the throttle should not be "pumped" (rapidly opened and closed) when starting. This action opens and closes the shunt field and battery field contactors each time the throttle is shut off, resulting in deterioration of these parts of the equipment if the practice is continued.
When operating over railroad crossings, the throttle must be reduced to about one-third of full throttle until all of the locomotive wheels have passed over the crossing. This is to prevent arcing of the brushes on the traction motor commutators when the wheels are jarred crossing the frogs.
CAUTION: If wheel slipping occurs, the throttle be reduced until slipping until stops before any sand is used. Sand should be used to prevent slipping, not to stop slipping. If wheel slip light shows steady (on 1000 HP locomotives only), the throttle should be returned to Idle and then reopened. This will effect transition from series-parallel back to series.
2. Reverse Lever
Under no conditions should the reverse lever be moved while the locomotive is in motion. Any attempt to do so will result in damage to the equipment. When leaving the locomotive, the reverse lever should be removed from the controller.
3. Transition
When the locomotive is being used in heavy yard switching service, or when the operating conditions are such that frequent backward transition would be required, the selective transition switch should be "IN-SERIES" thus keeping the traction motors connected in series.
When the locomotive is being used on fast, light switching or transfer work where it will be operating at speeds above the transition speeds shown in the table much of the time, the switch should be in the "OUT-AUTO" position. Under these conditions, the switch will be pushed in only at such times when it is apparent that the period of series-parallel operation will be short, and hence continued series operation is advisable.
When operating continuously at full throttle such as when hauling a heavy train from one yard to another or anywhere full throttle is used for more than a short distance, Tonnage Ratings given in Chart X must be observed. The minimum continuous full throttle speed for 1000 HP locomotives falls above the transition speeds so continuous full throttle operation will be in series-parallel.
| MODEL | HP | Gear Ratio | Traction Motor Conn. | Cont Speed MPH | Forward Transition Speed MPH | Backward Transition Speed MPH |
|---|---|---|---|---|---|---|
| SW-1 | 600 | 62:15 | Perm. in Series | 7.3 | None | None |
| SW-1 | 600 | 62:15 | Perm. in Ser-Par | 7.3 | None | None |
| SW-1 | 600 | 62:12 | Auto Ser to Ser-Par | 5.6 | 11 | 11 |
| SW-1 | 600 | 62:12 | Perm. in Ser-Par | 5.6 | None | None |
| SW-1 | 600 | 62:12 | Auto Ser to Ser-Par | 5.6 | 8 | 8 |
| NW-2 | 1000 | 62:15 | Ser to Ser-Par | 11*** | 8.5 | 8.5 |
| NW-2 | 1000 | 62:12 | Ser to Ser-Par | 8.3*** | 6.5 | 6.5 |
| NW-2 | 1000 | 62:15 | Ser to Ser-Par | 11*** | 8.5 | 8.5 |
| NW-2 | 1000 | 62:15 | Ser-Par to Par | 11 | 24 | 24 |
| NW-2 | 1000 | 62:12 | Ser to Ser-Pal | 8.3*** | 6.5 | 6.5 |
| NW-2 | 1000 | 62:12 | Ser-Par to Par | 8.3 | 18 | 18 |
* Forward transition takes place automatically - Controlled by a voltage relay
** All backward transitions are made manually
*** This is above transition speed.
4. Headlight
5. Sanding Valve 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.
When using the sanding valve, place the lever in the latched position in the direction the locomotive is being moved. Partial opening of the valve will provide only a "blowout" feature to clean out the sand traps.
Due to the high tractive effort and even running power of the locomotive, it should seldom be necessary to use sand to start or stop a train except under extremely bad rail conditions, and then only sparingly, as sand is injurious to the moving parts of the trucks and traction motors.
6. Cooling Water Temperature Control
The engine cooling water, temperature should be maintained at 165 F plus or minus 15 degs. Water temperature should be held as even as possible.
When leaving a locomotive for any length of time such as a crew change, manually controlled shutters should be closed to maintain the water temperature, especially in cold weather.
On locomotives furnished with automatic shutter control there is no manual control lever in the cab. A temperature control switch is located in the outlet of the cooling system which operates an electro-magnetic shutter control valve. When energized the shutter magnet valve admits air. to a cylinder which opens the shutters. Spring action closes the shutters when the air pressure is released. The shutters open at 170 degs and close at 160 degs. These temperatures may differ somewhat from the gauge temperature due to a difference in location in the cooling system.
Items 7, 8 and 9 below pertain to engine compartment equipment and may be made while the locomotive is at a stop. The other checks should preferably be made when the locomotive is operating at full throttle.
1. Lubricating Oil Pressure Readings should be between 30 and 40 pounds with the engine at 800 RPM and oil warm. The pressure should not fall below 20 pounds at 800 RPM. However, if the water temperature cannot be held below 180 degs F., it will be permissible to operate the engine with lubricating oil pressure as low as 15 pounds. This low limit on pressure can only be permitted when the oil temperature is high as a result of the water temperature being above 180 degs F. The lubricating oil pressure should be 6 pounds or over when the engine is idling.
2. Piston Cooling Oil Pressures Readings should be between 20 and 30 pounds with the engine at 800 RPM and oil warm. If the pressure falls below 15 pounds at full throttle, stop the engine. Pressure should be 5 pounds or over when the engine is idling.
3. Engine Water Temperature the temperature should be kept within the range of 150 and 180 degrees, and as near 165 degrees as possible.
4. Fuel Pressure The reading. of fuel return pressure gauge - sometimes referred to as the cross-flow pressure - should be approximately 5 pounds. If the engine speed diminishes while operating at full throttle and the fuel pressure gauge drops to zero, the fuel filters are clogged. (See "Lack of Fuel," Section 4.) The condition should be reported to the maintenance point.
5. Ammeter While the engine is running, the battery ammeter should show zero or a slight charge. If it shows discharge continually, report the condition to the maintenance point.
6. Voltmeter (On Locomotives So Equipped) The instrument should read approximately 74 volts.
7. Engine Water Levels
The engine water level should be checked periodically. The water level shown in the gauge glass on the tank will vary with the engine speed, being lower, when the engine is speeded up. When the engine is operating at 800 RPM, the level - should not fall below the line painted on the tank or below 3 inches in the glass if no line is shown on the tank. See "Low Water Level," Section 4.
At no time should there be rapid fluctuations of level, or bubbling in the glass. Either of these - conditions indicates low water or hot water. Oil appearing in glass should be reported to maintenance.
8. Engine Oil Levels
The engine-oil levels should be checked at least twice in each eight-hour shift. The dipsticks are marked to indicate the permissible limits of the oil levels.
9. Belts
The belts driving the auxiliary generator, fans, and traction motor blowers should be inspected periodically. Loose or broken belts must be reported to the maintenance point promptly. The locomotive should not be operated longer than is absolutely necessary with a broken belt. Should a traction motor blower (1000 HP) be inoperative because of broken belts, the locomotive must not be operated under load. It may be run light to the maintenance point for belt replacement.
1. Purolator Filter Cleaning
On earlier locomotives having the Purolator fuel pump suction filter, the handle of the filter should be turned periodically. The frequency of this operation depends on fuel conditions and is determined in service.
2. Draining Air System
The following points in the air brake and control air system should be drained periodically. The frequency of draining will depend on atmospheric conditions, particularly humidity, and will be determined in service for each locality.
Before starting water heater:
1. To Start Heater
Saturate the torch furnished with the heater (do not use a waste torch) preferably with kerosene; light, and place on top of the refractory lining of the burner. Turn the blower fan motor "ON" and run for about one-half minute to warm the pan. Open the fuel metering valve to the stop. Remove the torch after it has ignited the oil and burned itself out. (This should take about 2 to 3 minutes.)
2. To Adjust The Burner
To regulate the fire, adjust the fuel metering valve maximum stop so that the white flame tips do not come above the door level.
If the flame has smoky tips, adjust the air shutter to maintain white flame tips.
3. To Stop Heater
Close the fuel metering valve and allow the blower motor to run for at least three minutes before switching to "OFF." This is to burn out any loose carbon in the fire pot.
1. Towing Locomotive
When preparing the locomotive for dead-heading or yard movement where it will be towed by other power, remove reverse lover from controller.
2. Running Through Water
Under absolutely no circumstances should the locomotive pass through water which is deep enough to touch the bottom of the traction motor frames. When passing through water, always go at a very slow speed (2 to 3 miles per hour). Water any deeper than 3 inches above the top of the rails is likely to cause damage to the traction motors.
3. Freezing Weather Precautions
If the locomotive is to be left standing out in freezing weather, the system should be drained or steam applied to the system. Drain valves are shown in Charts III and IV. Remove drain plug in bottom of right-hand water pump. A steam connection is provided on the right side to the rear of the fuel tank, underneath the locomotive frame. When steam is applied to the system, the "G" valve should be opened so condensate from steam will not raise the water level and fill the radiators. A steam admission valve and check valve are located at the rear of the main generator, right side. The steam pressure applied to the cooling system should not exceed 50 pounds. When disconnecting the steam line, close the steam admission valve to prevent loss of water in case check valve does not seat properly.
NOTE: The "G" valve was designated as the "low level valve" on earlier locomotives.
4. Air Braking With Power
In order to keep the train stretched while using the automatic air, it may be necessary to brake the train with power still supplied by the locomotive. In such case, the throttle should be reduced. It is very important that the locomotive brakes be released and kept in the released position when the locomotive is supplying power. This must be observed.
5. Isolating One Power Truck (1000 HP Locomotives)
Motor cutout switches are located in the high voltage cabinet to isolate the trucks if one of the locomotive trucks has been derailed or a traction motor has failed. These switches are marked MCO-1 for the front truck and MCO-2 for the rear truck. The switches are of the double pole, double throw type. The normal position of each switch is up. To cutout a truck, the switch for that truck is thrown to the extreme down position, the switch for the other truck being left in its normal position. When one truck is cut out. the selective transition switch should be in "SERIES" position.
If one truck is on the ground, power should not be applied to that truck. Any person throwing a motor cutout switch should clearly understand that it is to be done only in extreme necessity and that the locomotive must not handle any cars with a truck isolated. Do not operate at more than one-half throttle with a truck isolated.