1. Check starting contactors (ST+ and ST-). If the contactors fail to close, causes may be:
2. If the starting contactors close, causes of failure to rotate may be:
1. Check to see that engine shutdown lever is in "RUN" position or throttle in "IDLE".
2. Check cylinder test valve at each cylinder, making sure that they are closed.
3. Check injector linkage in event that it may be stuck in shutdown position.
4. Check to see that overspeed trip shaft is latched in "RUN" position.
5. Check for proper fuel supply. 15-Ampere fuel pump fuse in control switch box may be blown. Check emergency fuel cutoff valve.
NOTE: If engine fires but dies, trouble may be due to excessively cold oil. Manipulate layshaft manual control lever or injector layshaft wrench as under "To Warm Up Engine," Section 3.
First note whether engine speeds up. If it fails to do so, check for causes listed under "Engine Will Not Speed Up When Throttle Is Opened." If the engine speeds up, check the position of the battery field contactor and the "S" contactor on locomotives with automatic transition, or the battery field contactor and line switch on 600 HP locomotives which do not have transition equipment. The line switch of the 600 HP is similar in construction and purpose to the "S" contactor. It is located under the cab floor, left side. If both battery field contactor and "S" contactor (or line switch) are closed, check items listed under 1. If both are open, check list 2. If the battery field contactor is closed and the "S"' contactor (or line switch) is open, check for cause under 3. If the battery field contactor is open and the "S" contactor (or line switch) closed, check for trouble under 4.
NOTE: When checking action of contactors, open throttle approximately 1 inch. After observing position of contactors, close throttle. If it is necessary to check the contacts or interlocks of any high voltage equipment (P1, P2 or S contactors, line switch or reverser drum), stop engine for safety.
600 HP With 1000 HP
Auto.
Early Late Trans. Early Late
1. If the engine speeds up -
both 8 contactor and
battery field contactor
closed:
a. Hand brake applied x x x x x
b. Independent air brake
applied x x x x x
C. Battery field fuse (60
amp.) blown in low
voltage cabinet x x x x x
2. Both battery field contac-
tor and "S" contactor (or
line switch) open:
a. Positive fuse (60 amp.)
blown in low voltage
cabinet (1000 HP) or
electrical cabinet
(600 HP) x x x x x
b. Control switch open in
control push-button
switch box x x x x x
c. Control fuse (30 amp.)
blown in control push-
button switch box x x x x x
d. Reverse lover in neutral x x x x x
e. Reverser drum failing to
operate and not fully in
position corresponding
to reverse lever setting x x x x x
f. Interlock on reverser
drum dirty or not making
contact x x x x x
g. Ground, relay tripped x
h. One or both starting
contactors stuck closed
or interlock open or
dirty x x x
3. Battery field contactor
closed - "S" contactor
(or line switch) open:
a. Either motor cutout
switch down (open). x x
b. Interlock on P1 con-
tactor (closed when P1
is open) open or
poor contact x x x
C. Low control air pressure x x x x x
d. Defective "S" contactor
magnet valve or other
mechanical difficulty x x x x x
4. Battery field contactor
open - "S" contactor (or
line switch) closed,.
a. Generator field switch
open in control pushbutton switch box x x x
x x
b. Generator field fuse (15 amp.) blown tn control push-button switch box
x x x x x
c. Throttle switch making
poor contact or open,
because throttle insuf-
ficiently opened x x x x x
d. Ground Protective relay
tripped x x x x
e. One or both starting
contactors stuck closed
or having interlocks
open or dirty x x
f. Shunt field contactor
(SH) not closing because
of mechanical or elec-
trical defect x x x x
g. Interlock on shunt field
contactor open or dirty x x x x
h. Wheel slip relay open x x
i. Wheel slip relay closed x x
NOTE: On all locomotives except early 600 HP models, the shunt field contactor must close to establish the circuit which closes the battery field contactor.
On early 600 HP locomotives only, the shunt field contactor may be open although the battery field COntacto.r is closed. In case locomotive will not move or develops little power, check shunt field contactor. If open, while battery field contactor is closed, causes are poor contacts in ground protective relay or detective shunt field contactor.
If the engine shutdown cylinder holds the engine speed to idle, check lubricating oil and piston cooling oil gauges carefully. If the lubricating oil pressure is 6 pounds or over and the piston cooling oil pressure 5 pounds, speed the engine up slightly by use of the layshaft manual control lever or injector layshaft wrench. Open throttle about one inch and release layshaft lever or wrench. If engine speed holds, resume normal locomotive operation, watching oil pressure gauges carefully. If lubricating or piston cooling oil pressures are low when the shutdown cylinder is operative, or if the engine speed fails to hold when above test is made, stop engine and call for Maintainer or have locomotive towed to maintenance point. Other causes may be disconnected throttle linkage or defective governor.
Make checks outlined under "If Locomotive Does Not Move When Throttle Is Opened."
1. Push in button on ground protective relay (GR). If the relay trips repeatedly, do not load the locomotive until the condition is corrected.
CAUTION: Close throttle to idle before resetting button.
If the reverser drum fails to follow the movement of the reverse lever, check for:
In emergency, it may be possible to operate the reverser drum manually by pressing the buttons on the magnet valve or applying wrench to the square portion of the lower end of, the reverser shaft. CAUTION: Make sure throttle is closed and generator field switch open before attempting such action.
The causes for lack of power listed below are given only for the general information of enginemen. Many of the items cannot be readily identified under yard or transfer service conditions.
In the engine, the causes may be.:
In the electrical system, the causes may be:
Smoke at the exhaust is usually an indication of poor combustion, but may be due also to excess lubricant passing into the combustion chamber. Fuel in a partially burned condition, or engine overload, will cause a black exhaust. If fuel is not igniting, the exhaust smoke may show blue. Blue smoke may appear at light loads, or upon starting, due to low temperature of the combustion chamber. Misfiring, improper fuel; incorrect timing, a faulty injector, or insufficient air may be the cause of exhaust smoke.
Smoke may also be an indication of a continuous engine overload due to improper pilot valve adjustment, plugged pilot valve feed line, or inoperative load regulator.
This trouble may be either complete or partial - i.e., the engine may be getting no fuel at all or an insufficient amount. In the first instance, the engine will stop. In the second, the engine speed will drop off and engine will run irregularly, and hunt, especially when the throttle is opened with the locomotive under load. Causes for complete stoppage of fuel may be:
Causes for insufficient supply of fuel are:
NOTE: Conditions 1, 2, 3 or 4 may sometimes be recognized by low reading of the puge in engine compartment, connected to the line between the fuel pump and the initial discharge filter (Nugent on earlier locomotives, Ful-flo on later models).
The supply of engine cooling water will ordinarily be kept up by the maintenance point. Should it be necessary in an emergency to add water to the cooling system, the following procedure should be followed, using either the top or side filler pipe. See "Cooling System, Section 1.
If the locomotive has been derailed, it must first be determined whether the locomotive can be rerailed under its own power. If one truck, or one pair of wheels is derailed, this can be done by isolating the derailed truck electrically, as outlined in Section 3. With the derailed truck isolated, never operate the throttle in more, than one-half open position.
If the locomotive is to be lifted back on the rail by a crane, the side bearing safety plates should be inspected to determine whether they were bent or cracked.
After the locomotive is rerailed, make a thorough check to determine whether the gear cases, traction motors, or any part of the truck has been damaged. In case of a wreck, a locomotive may be lifted by the coupler shank providing a new coupler is installed and proper blocking is provided between the top and sides of the coupler shank and draft gear box. Electro-Motive will not assume any responsibility for possible damage or breakage of parts by lifting the locomotive in this manner.
The truck and underframe side bearing safety locks on these locomotives have sufficient strength to lift the trucks with the carbody. However, if the trucks are to be lifted with the carbody, a safety chain or cable should be swung around the carbody and trucks and blocking placed between Journal box and pedestal tie bar. The springs should also be blocked.
If it is necessary to remove one or both trucks from under a locomotive, Chart VI shows the various jacking pads and their locations as well as the lift required so the trucks may be removed sideways.
In removing a truck from one end, the opposite end of the locomotive must also be raised at least half-way out of the center bearing casting or two inches, otherwise the center bearing casting will be sprung out of shape or cracked.
When removing a truck endways, the end at which the truck is to be removed will have to be raised an additional 12 to 13 inches in order to clear the draft gear box and other parts of the underframe. The foot boards on this end will also have to be removed.
If the truck is to be removed sideways, the locomotive will have to be raised by placing the jacks under the jacking pads. After the locomotive is raised to the required height, suitable blocking should be placed under the end frame and draft gear box before removing jacks.
In cases where an overhead crane is not available and Jacks are used for lifting, care must be exercised that Jacks an opposite ends of the locomotive are raised equal amounts so each jack takes one-half the load for that end, otherwise the frame maybe sprung out of shape.
Blocking should always be provided if the locomotive frame is to be held in a raised position for any length of time.
| 1. | Fuel Tank | 11. | Suction Filter |
| 2. | Fuel Tank Sump | 12. | Fuel Pump and Motor |
| 3. | Sight Gauge | 13. | Relief Valve - 60 Lbs. |
| 4. | Fuel Tank Water Drain Plug | 14. | Discharge Filter |
| 5. | Fuel Filter | 15. | Fuel Gauges - Inlet |
| 6. | Emergency Fuel Cutoff Pull Ring | 16. | Sintered Bronze Filter |
| 7. | Fuel Tank Vent | 17. | Injector |
| 8. | By-Pass Return Line | 18. | Relief Valve - 5 Lbs. |
| 9. | Fuel Supply | 19. | Fuel Return Line |
| 10. | Emergency Fuel Cutoff Valve | 20. | Fuel Return Pressure Gauge |
| 21. | Control Switch Box |
| 1. | Water Pump | 12. | Relief Valve |
| 2. | Lubricating Oil Pump | 13. | Lube Oil Cooler |
| 3. | Water Pressure Gauge | 14. | Water Level Gauge |
| 4. | By-Pass Valve | 15. | Cooling Water Tank |
| 5. | Sump Oil Screen | 16. | Radiator |
| 6. | Scavenging Oil Pump | 17. | "G" Valve |
| 7. | Lube Oil Filters | 18. | Roof Filler |
| 8. | Lube Oil Strainers | 19. | Side Filler |
| 9. | Drains | 20. | Cab Heater Valve |
| 10. | Strainer Basket | 21. | Cab Heater |
| 11. | Vent | 22. | Steam Admission Line |
| 1. | Water Pump | 12. | Relief Valve |
| 2. | Lubricating Oil Pump | 13. | Lube Oil Cooler |
| 3. | Water Pressure Gauge | 14. | Water Level Gauge |
| 4. | By-Pass Valve | 15. | Cooling Water Tank |
| 5. | Sump Oil Screen | 16. | Radiator |
| 6. | Scavenging Oil Pump | 17. | "G" Valve |
| 7. | Lube Oil Filters | 18. | Roof Filler |
| 8. | Lube Oil Strainers | 19. | Side Filler |
| 9. | Drains | 20. | Cab Heater Valve |
| 10. | Strainer Basket | 21. | Cab Heater |
| 11. | Vent | 22. | Steam Admission Line |
| 23. | Steam Admission Valve and Check Valve |
The following is a list of abbreviations used to identify electrical equipment on the wiring diagrams. The wire designations appearing on the diagrams conform with the identification bands on the wires throughout the locomotive.
The contactors, pressure switches and relays are shown in de-energized position in the wiring diagram as though the locomotive were standing with the engine stopped and all manually operated switches open.
Interlocks shown in the open position (o_o) are open when the contactor to which they are attached is open. Interlocks shown in the closed position (o-o) are closed when the contactor is open.
| A | Battery Charging Ammeter |
| BC | Battery Charging Contactor |
| BF | Battery Field Contactor |
| CLR | Current Limiting Relay |
| ESD | Engine Shutdown Cylinder Magnet Valve 0 |
| FOR | Reverser Drum Magnet Valve (Forward) |
| GR | Ground Protective Relay |
| LOP | Low Oil Pressure Alarm Switch |
| LOS | Lube Oil Suction Alarm Switchers |
| MCO1, MCO2 | Motor Cutout Switches |
| P1,P2 | Power Contactors (Series-Parallel) |
| RCR | Reverse Current Relay |
| REV | Reverser Drum Magnet Valve (Reverse) |
| RVR | Reverser Drum Interlock |
| S | Power Contactor (Series) |
| SH | Shunt Field Contactor |
| ST-, ST+ | Starting Contactors |
| TS | Selective Transition Switch |
| VI | Transition Relay |
| VT | Time Delay Relay |
| WSL | Wheel Slip Indicator Light |
| WSR | Wheel Slip Relay |
TONNAGE RATINGS
SWITCHER LOCOMOTIVES
62:15 Gear Ratio
(Based On 10 Lbs. Per Ton Rolling Resistance)
600 BP 1000 HP
Percent Grades Grades Grades Grades Grades Grades Grade
Ruling 0.8 Mile 1 Mile 3 Miles Contin- 1 Mile 3 Miles Contin-
Grade or Less or Less or Less uous or Less or Less uous
Level 3480 3290 2450 2300 4700 3880 3000
.1 2880 2730 2030 1900 3900 3210 2480
.2 2460 2320 1720 1610 3320 2730 2100
.3 2140 2020 1490 1400 2890 2380 1830
.4 1890 1780 1320 1230 2560 2100 1610
.5 1690 1600 1180 1100 2290 1880 1440
.6 1530 1440 1060 990 2070 1690 1290
.7 1390 1310 960 900 1890 1540 1180
.8 1280 1200 880 820 1730 1410 1080
.9 1180 1110 810 760 1600 1300 990
1.0 1090 1030 750 700 1480 1210 920
1.1 1020 960 700 650 1390 1130 850
1.2 950 900 650 610 1290 1050 790
1.3 890 840 610 570 1220 990 740
1.4 840 790 570 530 1150 930 700
1.5 800 750 540 500 1080 880 660
1.6. 750 710 510 470 1020 830 620
1.7 710 670 480 450 970 780 580
1.8 680 640 450 420 920 750 550
1.9 650 610 430 400 880 710 530
2.0 620 580 410 380 840 680 500
2.1 590 550 390 360 800 650 480
2.2 560 530 370 340 770 620 450
2.3 540 510 360 330 740 590 430
2.4 520 490 340 310 710 570 410
2.5 500 470 330 300 680 540 400
2.6 480 450 310 290 650 520 380
2.7 460 430 300 280 630 500 360
2.8 440 410 290 260 610 480 350
2.9 430 400 280 250 590 460 330
3.0 410 380 260 240 560 450 320
Chart VIII
Part 1
TONNAGE RATINGS
SWITCHER LOCOMOTIVES
65:12 Gear Ratio
(Based On 10 Lbs. Per Ton Rolling Resistance)
600 BP 1000 BP
Percent Grades Grades Grades Grades Grades Grades
Ruling 0.8 Mile 1 Mile Conttn- 2 Miles 8 Miles Contin-
Grade or Less or Less uous or Less or Less uous
Level 4280 4040 3050 5230 4390 3970
.1 3550 3350 2520 4340 3640 3290
.2 3030 2850 2150 3700 3100 2800
.3 2640 2490 1870 3220 2700 2440
.4 2330 2200 1650 2850 2390 2150
.5 2090 1970 1470 2550 2130 1920
.6 1890 1780 1330 2310 1930 1740
.7 1720 1620 1210 2110 1760 1580
.8 1580 1490 1110 1940 1610 1450
.9 1460 1380 1020 1790 1490 1346
1.0 1360 1280 950 1660 1380 1240
1.1 1270 1190 880 1550 1290 1160
1.2 1190 1120 830 1450 1200 1080
1.3 1120 1050 770 1360 1130 1010
1.4 1050 990 730 1290 1060 950
1.5 990 930 690 1210 1000 900
1.6 940 890 650 1150 950 850
1.7 900 840 620 1090 900 810
1.8 850 800 580 1040 860 770
1.9 810 760 560 990 820 730
2.0 780 730 530 950 780 690
2.1 740 700 510 910 740 660
2.2 710 670 480 870 710 630
2.3 680 640 460 830 680 610
2.4 650 610 440 800 650 580
2.5 630 590 420 770 630 560
2.6 610 570 410 740 600 540
2.7 580 550 390 710 580 520
2.8 560 530 380 690 560 500
2.9 540 510 360 660 540 480
3.0 530 490 350 640 520 460
Chart VIII
Part 2