Locomotive lights are controlled from the lighting isolator and changeover switch in the BATTERY position while the locomotive is in service. Two pilot lights, one in the engine compartment and one in the generator compartment, are permanently lit when this switch is in position.

To operate the remaining lights, use the various switches as required. If no lights are obtainable, check that the lighting miniature circuit-breaker in the control cubicle is switched on.

Keep the exterior and interior of the locomotive clean and tidy. No waste, rags or loose tools should be left lying about. Keep the control cubicle and machine covers in position. Keep all doors closed. Report any leakages of fuel, lubricating oil or water.

Pipes are coloured for identification:-

DRIVER'S DAILY DUTIES

Preparation for Service
(1) Obtain the master controller locking key, control switch key, A.T.C. key (when fitted), and combined door key, locker key and carriage key.
(2) Check that the locomotive has been fully serviced by the maintenance staff.
(3) Place the lighting isolator and changeover switch to BATTERY, and close the battery isolating switch; the fire alarm bells will sound. Silence the bells by the adjacent FIRE ALARM RESET button.
(4) Release the thumb-screw from the operating head, and the split pins from the remaining heads of the main fire extinguisher bottles.
(5) Check that the detonator case, tool kit and portable fire extinguishers are intact.
(6) Open the control reservoir isolating valves.
(7) Check that the engine and exhauster isolatin~ switches are closed, and set the braked/unbraked switch to the appropriate position. When the locomotive is running light, the switch must be placed in the BRAKED position.
(8) Pull the engine overspeed trip to check that it is latched in.
(9) Check that the controls in the rear cab are in the correct position, with the vacuum-brake valve in NEUTRAL, the airbrake valve in the RELEASE position, the hand-brake OFF, the boiler isolator closed, the red marker lights ON if required, and other apparatus OFF.

Starting the Diesel engine

(1) Check the control air pressure. If it is below 35 lb in2, make the start from the engine room.
(2) Insert the key into the control switch on the cab switch panel, and turn it. The ENGINE STOPPED light is at full brilliance.
(3) Insert the key into the master controller and unlock.
(4) Move the selector shaft to the ENGINE ONLY position. The main and fuel transfer pumps will start.
(5) If the start is made from the cab:Press the ENGINE START button, and hold it in until the ENGINE STOPPED light dims. Release the START button. This will start all engines when working in multiple.
If the start is made from the engine room:Press the LOCAL ENGINE START button, and hold it in until the engine has run up to idling speed and the lubricating oil pressure gauge is steady. If the control air pressure is below 35 lb/in2, the emergency handle on the engine should be held over during the whole start operation until air pressure builds up sufficiently to hold the engine-run valve. This will start only the one engine when working in multiple.

During starting, the emergency handle must be used only if the air pressure is inadequate after a long shut-down, and not otherwise. The lubricating oil and water pressure safety devices are inoperative while the emergency handle is in use.

When the start button is pressed, the main pump set runs at high speed from the battery until sufficient oil and water pressure is built up to operate the lubricating oil and water pressure switches. When contacts in these switches are made, the battery motors the main generator. If the engine does not turn over, check the water level in the header tank by the gauge glass, and use the TEST push-button for the main pump set to check that the lubricating oil pressure registered on the gauge exceeds 5 lb/in2. If the engine turns, but does not fire, check by the gauge glass that the fuel header tank is full. To fill the tank, put the fuel transfer pump test switch to TEST to allow the pump to run from the battery. Return the switch to NORMAL when the tank is full. If the engine cannot be started after these checks have been made, the matter must be reported immediately.

With the engine running, and the selector shaft in the ENGINE ONLY position, no power circuits are made, and the deadman's pedal does not function, but the auxiliary generator provides power for the auxiliaries and battery charging with the engine at idling speed (375 r.p.m. approximately).

With the engine running. and the selector shaft in the OFF position, the engine runs at idling speed as before. To reduce noise, remove the control key switch to stop the exhausters and blowers.

(6) After the air pressure has reached 70 lb/in2, release the handbrake and check the power-brake operation from both vacuum and air-brake valves, and test the horns. The maximum brake cylinder pressure is 75 lb/in2.
(7) Depress the deadman's pedal. Move the selector shaft to FORWARD or REVERSE, and test the deadman's device. Return the selector shaft to OFF or ENGINE ONLY until ready to move off. (FORWARD on the master controller indicates movement in the direction the driver is facing. Elsewhere, forward means that No. 1 end leads).

The locomotive is now ready for traffic.

Multiple Unit Working

Up to three locomotives may be coupled together in multiple. They may also be coupled together with some Type 2 Brush Traction, Type 2 North British/G.E.C., and Type 1 North British/G.E.C., but special instructions apply in these cases.

For working in multiple, master controllers and associated driving controls are connected to trailing locomotives by train wires forming jumper cables.

Only one set of keys niust be used, and normally both control switch and master controller locking keys will be used in the front cab of the leading locomotive.

If an engine fails, or its associated pumps, cooler fan or main power equipment, open the engine-isolating switch, exhauster and boiler isolators, and put the motor cut-out switch to ALL MOTORS OUT.

If the failure is due to a battery fault, the battery-isolating switch should also be opened. With the control switch key transferred to another locomotive, driving may be continued from the dead locomotive.

If an appreciable distance has been covered with the engine isolated, arrange for the traction motor brushes to be examined for signs of chipping before the locomotive is returned to service.

Coupling-up Locomotives
(1) Couple-up the shackles and all pipe connections, and open the cocks.
(2) Stop the engine. Open the battery-isolating switch on each locomotive.
(3) Couple-up the jumper cables, and make sure that the plu~s are locked in their sockets and safety chains secured. Reclose the battery-isolating switches on each locomotive.
(4) Isolate the vacuum exhausters in the trailing locomotive, and put the vacuum-brake handles to NEUTRAL. Check the position of the braked/unbraked switches.
(5) Check that the air-brake handles are in RELEASE on both locomotives.
(6) Restart the engines from the front cab of the leading locomotives, and check the brakes, horns and deadman's device as for a single locomotive.

Inspecting Jumpers and Pipe Connections
Before starting, and at the end of each trip, check that the jumper plugs are locked, the pipe connections correctly coupled, the cocks open, and all safety chains secured.

Uncoupling Locomotives
(1) Stop the diesel engines. Open the battery-isolating switches before disconnecting the jumper cables.
(2) Disconnect the jumper cables, and secure them in their dummy receptacles.
(3) Close the cocks, and uncouple all pipe connections and shackles.
(4) Close the exhauster isolators on the trailing locomotives.
(5) Reclose the battery-isolating switches, and restart the engines as required.

Normal Operation

Running Light
(1) Depress the deadman's treadle.
(2) Move the selector shaft to the direction of movement required.
(3) Release the brakes. (See Special Instructions)
(4) Move the controller power shaft wheel to Notch 1 or progressively higher as required. The wheel should be operated (in either direction) by deliberate, notch-by-notch movements.
(5) When stopping, move the power shaft wheel to OFF and apply the brakes. Always bring the locomotive to a complete stop before moving the selector shaft to the opposite direction.

Accelerating and Handling a Train
(1) Depress the deadman's treadle.
(2) Move the selector shaft to the direction of movement required.
(3) Release the brakes. (See Special Instructions)
(4) Move the controller power shaft wheel to the lowest notch that will cause the train to move, and notch very slowly until the whole train is stretched and moving. The amount of notching necessary will vary with train weight, track gradient, and curvature.
(5) When the whole train is on the move, advance the power wheel progressively notch by notch as required. (The maximum speed is 75 mph).
During acceleration, the current taken will sometimes exceed the continuous rating of the equipment, which is 1650 amp. Currents much above this can be used for limited periods, as follows:-

* Controlled by current limit relay

2900 amp	Maximum obtainable on Notches 9 and 10*	3 minutes	RED ZONE ON AMMETER
2650 amp		5 minutes
2520 amp	Maximum obtainable on Notches 7 and 8*	6 minutes
2250 amp		10 minutes
2100 amp	Maximum obtainable on Notches 5 and 6*	15 minutes
1840 amp		30 minutes
1700 amp	Maximum obtainable on Notches 3 and 4*	55 minutes

Traction motor overloads are set to trip at 700 amp per motor. Wheels are unlikely to slip on these locomotives, except under very poor adhesion conditions, when it can be detected by an erratic movement on the ammeter.

(6) If sanding is necessary, return the power shaft wheel to OFF, apply sand sparingly, and notch up.
(7) When reducing power, notch down smoothly.
(8) When stopping the train, move the power shaft wheel to OFF and apply the brakes. (See Special Instructions). Always bring the locomotive to a complete stop before moving the selector shaft to the opposite direction.

While in traffic, the driver should inspect the engine and generator compartments, when the opportunity offers. Check that:-

(1) Doors in the generator compartment are securely closed.
(2) The temperatures of all electrical machines (frames and bearing caps) are normal, as far as can be judged.
(3) The control air pressure is normal (70 lb/in2).
(4) The battery is being charged. If the battery is not being charged when the auxiliary generator voltage exceeds 105V, keep the diesel engine running, and report the matter immediately. If the fault has not been corrected within two hours. the locomotive must be taken out of service.
(5) The diesel engine speeds are approximately correct, and that the load regulator is operating in notches 3 and above.

The correct speeds are:-

NOTCH	1	2	3	4	5	6	7	8	9	10
RPM	367	360	350	385	418	450	475	525	585	625

The idling speed is 375 rpm.

Changing Ends
(1) Move the selector shaft to OFF, lock the controller and remove the key.
(2) Apply the brakes with the vacuum valve.
(3) Turn the control key switch and remove the key. (This will stop the exhausters and blowers when the engine is running.)
(4) Move the vacuum-brake handle to NEUTRAL.
(5) Switch off the heaters, and revise the marker light code.
(6) When working in multiple unit, isolate the exhausters.

At the other end, move the vacuum brake handle to SERVICE BRAKE, insert the keys and turn them. When working in multiple unit, close the exhauster isolators.

Stopping the Engine
Push the ENGINE STOP button, which stops all engines when working in multiple. Alternatively, pull down the emergency lever on the engine, and hold it until the engine comes to rest. This stops only the engine concerned. The engine must not idle unnecessarily.

Stabling the Locomotive
(1) Stop the diesel engine, and switch off all apparatus.
(2) Remove the master controller and control switch keys.
(3) Release the air and vacuum brakes, and apply the hand-brake. Leave the vacuum brake in NEUTRAL.
(4) Replace the thumbscrews and split pins in the main fire extinguishers.
(5) Conserve the air in the control reservoir for the next start by closing the isolating valves on each side.
(6) If the locomotive is to be left for more than two hours, open the battery-isolating switch.
(7) Put the lighting, isolating, and changeover switch to SHED.
(8) Close the windows and lock the external doors.
(9) Hand the master controller, control switch, door keys, and, when applicable, repair card, listing all known defects, to the running foreman in charge of the depot.

Braking
The amount of braking and rate of application depend on the condition of the rail, the speed, loading, grade, etc., and the kind of stop required. As the retarding effect is greater at low than at high speed, the best stop is obtained when the brakes are applied as fully as conditions will permit, and then eased off as the speed of the train decreases, so that at the end of the stop little or no brake force is being applied.

The brake force available on the locomotive is such that, under normal rail conditions, there is little danger of the wheels locking, which would result in a flat, and the locomotive having to be removed from service for repair. Take special care under poor rail conditions.

When making brake applications, the brake-valve handle should be moved smartly, at the same time noting that a definite response is shown on the gauges.

Hauling
In hauling a vacuum-braked, passenger or goods train, with more than one third of the wagons fitted, and coupled up to the vacuum pipe, the braking should be done with the vacuum-brake valve, with the straight air-brake valve in the RELEASE position. Normally, an application of the vacuum brake gives a proportional application of the air brake on the locomotive. This proportional application may be reduced or released entirely by operating the locomotive brake-release pedal, which will help keep the train stretched. The proportional application will be restored automatically, provided that the vacuum brake is fully released before another application is made. If the locomotive brake is wanted before this cycle of operations is complete, it should be applied from the straight air-brake valve.

The braked/unbraked switch should be set at BRAKED.

In hauling a vacuum-braked goods train where less than one third of the wagons are fitted or coupled to the vacuum pipe, the braking will be as above. The braked/unbraked switch should, however, be set at UNBRAKED.

In hauling an unbraked train, braking can be done either by the vacuum-brake or straight air-brake valves. If the vacuum brake valve is used, the straight air-brake should be released; if the airbrake, the vacuum-brake valve should be left in RUNNING. The braked/unbraked switch should be set at UNBRAKED, and only one exhauster need be run.

In running light or in shunting movements, braking can be done as described in the paragraph above, but the straight air-brake valve is recommended. The braked/unbraked switch should be set at BRAKED and only one exhauster need be run.

The vacuum governor cuts off power to the traction motors whenever the vacuum falls below 8in. Hg. Power cannot be restored until a vacuum of l6in. Hg. has been created. Limited current can be applied to the traction motors while the locomotive's brakes are applied in circumstances which render this practice necessary-for example, when co{ipling to a train, or when starting on a gradebut the current should not be sustained any longer than absolutely necessary. The straight air-brake valve applies brakes on the locomotive only, and not on the train.

Locomotive Data & Performance
Description
Driver's Controls, Instruments and Gauges
Driving Instructions
Special Instructions
Boiler Operation
General Maintenance & Lubrication Schedules