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DIESEL LOCOMOTIVE OPERATING NO. 2315 for MODELS F9, FP9, FL9. Manual - part 5

OPERATION

F9-2-657

Overspeed Trip And Fuel Flow Check

Fig. 2-2

the engine, Fig. 2-2.

Check position of overspeed trip.

3. Check position of governor low oil trip button. 4. With the

isolation switch in the START position, firmly press IN the

engine START button and hold it

in until engine completely starts

(not over 15 seconds), Fig. 2-3.

After the engine is started,

check lube oil pressure.

Check ground relay. 7.

Idle

the

engine

until

water

temperature becomes normal.

See Section 3 if trouble is

experienced

starting

the

engine.

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OPERATION

203 Placing An Engine On The Line

Before the engineman can

control the speed of the engine with the throttle lever, the engine must

be placed "on the line," and the "Engine Run" switch must be in the

"ON" position.

1. After the oil pressure has

built up, the engine is

placed "on the line" by

merely

placing

the

isolation

switch

the

RUN position, Fig. 2-4.

2. If an engine has been taken

off the line for any reason,

DO NOT place it " on the

line" if the locomotive is

being operated in dynamic

braking.

204 To Stop Engine

There are three ways of stopping the engine,

which can be designated as (1) normal, (2) under power and (3)

emergency.

Normally stopping an

engine

applies

when

the

locomotive is standing still. In

this case the isolation switch is

placed in the START position

and the STOP button on the

engine control panel is pressed

IN until the engine stops, Fig.

2-5.

Under power, in dy-

namic braking, or whenever

necessary, an engine can be taken "off the line" by pulling the

engine manual layshaft closed until the engine stops, Fig. 2-6.

After stopping the engine,

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OPERATION

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To Stop Engine

Emergency Stop

Fig. 2-6

Fig. 2-7

place the isolation switch in the START position.

3. In an emergency all engines "on the line" are simultaneously

stopped by pulling the throttle lever away from the controller,

Fig. 2-7, and pushing the throttle lever as far to the right as

possible to the STOP position.

When engines are shut down in this manner, the "Blue"

alternator failure light will light up and alarm bells will ring. The

isolation switch must be placed in the "Start" position on each

unit to silence the bells and extinguish the lights.

205 Securing Locomotive For Layover

1. Place independent brake valve handle in FULL application position.

2. Place the reverse lever in NEUTRAL and the throttle in IDLE.

3. Place the selector lever in the OFF position and remove the reverse

lever from the control stand.

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OPERATION

4. In each unit, at the engine control panel, place the isolation

switch in the START position and press in on STOP button until

engine stops. When engine stops, place "Fuel Pump" switch in

"OFF" position.

5. Place all switches at the engineman's control panel in the OFF

position.

6. In the electrical cabinet, on the distribution and low voltage

panels, open all knife switches. 7. Set hand brakes and block

wheels if necessary. 8. Cover exhaust stacks, if there is danger of

a severe rain.

9. Take proper precautions against the freezing of the cooling

system water in cold weather, see Art. 221.

HANDLING LOCOMOTIVE

206 precautions Before Moving Locomotive

1. NEVER move a locomotive, under its own power, without

having first observed proper application and release of the brake

shoes.

Check the main reservoir and the control air pressures.

Release hand brakes and remove any blocking of the wheels.

Engine water temperature should be normal.

5. See that ground relays are set and isolation switches in "RUN"

position.

207 Handling Light Locomotive

With the engines placed "on the

line" and cab preparations completed the locomotive is handled as

follows:

Move "Generator Field" switch to ON.

2. Insert and move the reverse lever to the desired direction. (This

lever is to be moved ONLY when the locomotive is standing

still.)

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OPERATION

F9-2-657

3. Place the selector lever in the No. 1 position. 4. Depress safety

control foot pedal (if used).

Release the air brakes.

Open throttle a notch at a time.

7. Note that the locomotive rolls freely - care should be used in

judging the speed.

The throttle must be in IDLE before coming to a dead stop.

208

Coupling To Train And Pumping Up Air

1. Locomotive should not be moved with air hoses hanging free on

nose of "A" units.

2. In backing onto a train it may be desirable to use the attendant's

call in rear "A" unit or train signal whistle valves at rear of "A"

and "B" units for signaling.

Valve and cocks.

Nose angle cock is behind pilot on fireman's side.

b. Steam line valve is behind pilot on engineman's side (pilot

plate must be removed to connect steam line).

c. The trainline signal whistle cutoff cock in the nose

compartment is on the signal line reducing valve at the front

of air brake rack.

4. After coupling to a train, stretch coupling to make sure it is

properly made. If main reservoir pressure falls below feed valve

setting when brakes are cut in, proceed as follows:

Place "Generator Field" switch in "OFF" position.

Place reverse lever in neutral.

Open throttle to 4th, 5th or 6th notch as needed.

209

Starting A Train

Starting a train depends not only on the

kind of locomotive being used, but also on the type, length, weight,

grade, weather conditions and the amount of slack in the train. Because

of the locomotive's very HIGH STARTING TRACTIVE EFFORT it is

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OPERATION

important that the air brakes be COMPLETELY released before

attempting to start the train. Actual tests have shown that a 100 car train,

having the average uniformly distributed leakage, may require 9 min-

utes to completely release the brakes. It requires approximately 30

minutes (with 130 pound main reservoir pressure) to completely charge

a depleted air system on a similar 100 car train.

The load indicating meter, Fig. 2-8, can be used as a. PULL

METER to judge the tractive effort of the locomotive. Merely looking at

the ground and listening to the engine exhaust may give a false

indication of the locomotive's draw bar pull.

These units are designed to have a COMPARATIVELY RAPID

YET SMOOTH BUILD UP OF POWER. Load regulator movement

will begin as soon as the throttle is opened. The rate of movement and

power build up is determined by a special design pilot valve bushing in

the governor.

With this arrangement a power build-up equal to the throttle

position is very quickly obtained. Any further advancement of the

Load Indicating Meter

Fig. 2-8

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OPERATION

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throttle is accompanied are released. by an almost immediate additional

increase in power. This may be seen by observing the speed with which

the load indicating meter responds to throttle advance.

With a power control of this type the rate and extent of power

build-up is left largely to the desire of the engineman yet is still

controlled by the load regulator and engine governor.

When ready to start, the following general procedure is

recommended:

Place the selector lever in the No. 1 position and move the

reverse lever to the desired direction.

Place foot on the safety control foot pedal (DEADMAN) and

release the brakes.

Open the throttle one notch every 1 to 2 seconds as follows:

To Run 1 - note the load meter pointer start moving to the

right.

To Run 2 - note engine speed increase.

At an easy starting

place, the locomotive may start the train in Run 1 or 2.

To Run 3 or higher (experience and the demands of the

schedule will determine this) until the locomotive moves.

Reduce throttle one or more notches if acceleration is too rapid.

After the train is stretched, advance throttle as desired.

NOTE: If the wheel slip indicator flashes continuously, reduce the

throttle one notch. Apply sand as needed to prevent further

slipping and reopen the throttle when rail conditions improve.

See Art. 210 - Automatic Sanding In Power.

Although it will generally be unnecessary to take slack in

starting, there will be cases where it is wise to do so after making sure

that all brakes

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OPERATION

are released. The throttle should be opened one notch at a time, in

starting the train. A TONNAGE TRAIN SHOULD BE STARTED IN

AS LOW A THROTTLE POSITION AS POSSIBLE, BEARING IN

MIND THAT THE SPEED OF LOCOMOTIVE MUST BE KEPT AT

A MINIMUM UNTIL THE TRAIN HAS BEEN STRETCHED.

Sometimes it is advisable to reduce the throttle a notch or two the mo-

ment the locomotive begins to move, in order to prevent stretching the

slack too quickly. The engineman must be the judge of the acceleration

and the conditions under which the train is being started.

When the locomotive has moved far enough to completely

stretch the train, the throttle may be advanced as quickly as desired, but

should not be advanced so quickly that slipping results. Smooth

acceleration is obtained by opening the throttle one notch each time the

pointer of the load meter begins moving to the left.

210 Automatic Sanding In Power

These locomotives are equipped

with automatic sanding in power to assist in controlling wheel slip.

When operating in transition 1 (as in starting a train) sanding

automatically takes place while slip is in its "creep" or initial stage. In

this manner a wheel slip is "anticipated" and prevented before any

appreciable loss of tractive effort occurs.

In transition 2, 3, and 4 (and on some occasions in transition 1)

automatic sanding, caused by wheel slip, is accompanied by a reduction

in main generator output.

Duration of sanding, after the wheel slip or creep has stopped, is

controlled by the setting of a time delay sanding (TDS) relay. An

"Automatic Sanding" switch on the engineman's control panel cuts in or

out this sanding-in-power feature.

With the automatic sanding feature "cut in" (automatic-sanding

switch in ON position) throttle reduction tp avoid repeated wheel slip

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