The successful and dependable operation of these locomotives is almost entirely dependent upon the quality of inspection and repair at regular maintenance periods, as well as the proficiency of the operating crews. As a supplement to terminal maintenance, a "pre-service check" should be made by the engine crew upon boarding the locomotive.
200 Before Boarding Locomotive-inspect Exterior Of Locomotive And Running Gear For:
201 Precautions Before Starting Engine 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 of time, or if less than the time limit set by the mechanical officials of the individual railroad, Step 5 may be omitted.
202 To Start Engine
203 To Stop Engine
204 Precautions Before Moving Locomotive
205 To Move Locomotive
206 Maneuvering.
1. Throttle, Handling
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. It is a poor practice and unnecessary to PUMP (rapidly opening and closing) the throttle when starting; a smooth flow of power is more desirable.
If wheel slipping occurs, the engineer should wait until the wheel slip light stops flashing before any sand is used. Sand should be used to PREVENT slipping, NOT to stop it (see Rem 5, Page 206).
When operating over railroad crossings the throttle must be reduced to about one-third of full throttle. This is to prevent arcing of brushes on the traction motor commutators when the wheels are jarred crossing frogs.
2. Reverse Lever The reverse lever is not to be moved at any time that the locomotive is in motion. It is a good practice to remove the reverse lever from the controller, when leaving the locomotive.
3. Transition
If forward transition has taken place and shortly thereafter manual backward transition becomes necessary, it may be done by either of the two following methods:
The forward transition speeds are tabulated in the table below. These calculated speeds shown will vary'slightly in actual service depending on horsepower output, wheel wear, the setting of the forward transition relay and the current limit relay (if used).
The locomotive is not equipped with automatic backward transition. The backward transition speeds are for reference purposes only and are intended to serve as an indicator to the engineman when backward transition must be made.
| Model | Gear Ratio | Max.
Top Speed | Forward Transition Speed | Backward Transition Speed |
|---|---|---|---|---|
| SW8 & TR6 | 65/12 | 55 MPH | 7.1 MPH | 4.5 MPH |
| SW8 & TR6 | 62/15 | 65 " | 9.4 " | 6.1 " |
| SW9 & TR5 | 65/12 | 55 " | 6.0 " | 7.5 " |
| SW9 & TR5 | 62/15 | 65 " | 7.5 " | 9.5 " |
NOTE: The maximum top speed shown refers only to the safe rotational speed of the D27 tractionmotor armature. The actual safe top speed limit should be based on the individual roadbed, weight of rail, and/or other railroad considerations.
The double acting sanding valve is located on the left side of the brake stand. Moving the valve handle forward operates the four sand traps for forward movement; moving the handle to the rear operates the four sand traps for reverse movement.
If wheel slipping occurs, the wheel slip relay (WSR) in the electrical control cabinet will pick up. This will light the wheel slip indicator on the engineer's imtrument panel in the cab. Wheel slip relay action automatically reduces the power output of the main generator which thereby reduces the traction motor torque, stopping the slipping.
It will often be unnecessary to reduce the throttle because of momentary wheel slip action, as the locomotive will automatically reduce its power to stop the slipping and reapply the power after the slipping has stopped. However, under extreme rail conditions, repeated and consecutive slipping may occur. In this case the throttle should be reduced immediately to a throttle position which will apply the maximum power permissible without causing excessive slipping. Sand should be used to prevent slipping, not to stop it.
The method of handling the air brake equipment is left to the discretion of the individual railroad. However, the throttle MUST be in idle before the locomotive comes to a dead stop.
207 Special Operating Conditions
1. Freezing Weather Precautions
If the locomotive is to be left standing out in freezing weather, with the engine shut down, steam should be applied to prevent the engine cooling system from freezing, or, if steam is not available, the system must be drained.
A steam connection is provided on the left side of the locomotive, to the rear of the water filler pipe, and underneath the locomotive frame. When steam is applied to the system, the "G" valve should be opened so that condensate from the steam will not'raise the water level and fill the radiators. A steam admission valve (globe valve) and a check valve are located just above the engine room floor, at the front of the engine, the left side of the locomotive. The steam pressure on should not exceed 50 pounds. When disconnecting the steam line, close the steam admission valve (globe valve) to prevent loss of engine cooling water in case the check valve does not seat properly.
If the cooling system is to be drained, the entire cooling system will drain through the drain valve, with the exception of the right water pump. Open the drain in the bottom of the right water pump housing to prevent its freezing. (Leave the cab heater valve open).
2. Towing Locomotive
a. Remove reverse lever from control stand.
b. If the locomotive is to be towed in a train any appreciable distance, the reverser must be placed and locked in the neutral, or center position. With control air available, the reverser may be centered by lightly punching the button on top of the forward or reverse magnet valve. If control air is not available the reverser must be centered manually. This may be done by placing a small rod through the round hole on the lower end of the reverser shaft and rotating the reverser to the neutral position. To lock the reverser, remove the locking pin normally located in the left hand side of the reverser housing; insert this pin through the hole in the right side of the reverser housing screwing pin securely into place.
c. The air brake equipment should be set according to the air brake manufacturer's bulletins.
3. Isolating One. Power Truck
A three position snap type motor cutout switch is mounted on the, electrical control panel, Fig. 3-1. For normal operation, the arrow on the switch handle points straight up. To cut out #1 truck, turn the switch right (clockwise) and to the left (counter-clockwise) to cut out #2 truck. This motor cutout switch is to be used only in an emergency, or ff a traction motor should develop a minor failure and the locomotive is to be run to the maintenance shop. Do not attempt to move cars with one truck cut out, as serious damage to the electrical equipment may result. Do not operate at more than one half throttle, with one truck isolated.
CAUTION: Isolation of one truck ELIMINATES wheel slip protection on the locomotive or unit affected. The wheel slip indicator will be lit continuously during such operation.
4. 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 mph). Water any deeper than 3 inches above the top of the rail is likely to cause damage to the traction motors.
208 Multiple Unit Operation Switching locomotives are basically designed for single unit operation, but can be arranged for multiple unit operation.
A locomotive equipped for "MU" operation is suppliedwith the same electro-hydraulic governor control and controller that is supplied on transfer locomotives. An isolation switch (Art. 119) is also provided.
These locomotives have an alarm system similar to that on road locomotives. This system is equipped with an alarm bell and signal lights providing protection in case of lubricating oil trouble or hot engine water temperature. In case of trouble the alarm bell will ring in all units but the signal light will be lft only in the unit affected.
The mechanical interlocks on the controller are identical to those on transfer locomotives, given in Art. 703.
The instructions for the operation of the remote control headlight switch are given on, the face of the switch.
Multiple unt t switching locomotives are equipped with a transition, or forestalling, relay (TR). The purpose of this relay is to trainline the function of the lever operated transition forestalling switch. This relay enables the engtneman, in the operative cab, to forestall transition in all units by movement of the transition forestalling switch to the SERIES ("Off") position at his control station. Similarly, the placing of this switch in the AUTO (#I) position allows all units to make forward transition. This lever operated switch can be moved only when the throttle is in IDLE.
The function of the Road Service Switch is also trainlined. However, it must be remembered that this switch must be left in the SWITCHING position in all trafling units in order that the road service switch in the operative cab will have control of the units in consist.
In multiple unit operation close the push-button control switches in the'controlling cab ONLY (see instructions for changing. operating ends, Art. 209).
209 Changing Operating Ends If the locomotive is equipped for multiple operation (6BL Brake Equipment) the following procedure should be used in, changing from one cab to another:
NOTE: When hauling locomotive "dead," place the independent and automatic brake valve handles in the RELEASE and RUNNING positions respectively; move the double heading cock to the "dead" (3 o'clock) position and open the dead engine cock.