If the deadman's pedal is released when the master controller selector shaft is at FORWARD or REVERSE, power is cut off and a brake application is made after five to seven seconds delay, unless the pedal or push on the opposite side of the cab is operated in the meantime. The diesel engine continues to run at its idling speed (375 rpm).
After a deadman's application, to regain control return the power shaft wheel to OFF, and depress or push the deadman's pedal. The vacuum builds up to 2lin. Hg. As soon as the brakes are released proceed in the normal manner.
It is forbidden to allow the locomotive to coast with the master controller selector shaft in the OFF or ENGINE ONLY position because the deadman's device is then inoperative, or to interfere with the operation of the deadman's device.
If there is a failure, isolate the deadman's equipment by breaking the seal on the deadman's isolating cocks and closing the vacuum cock. If it is still impossible to move the locomotive, close the deadman's air-isolating cock before making a further attempt. The locomotive should be operated in this way only long enough to take it out of service: if help is available, complete the journey.
Normally, with the diesel engine and blowers running, all indicator lamps are dim, but they become bright when there is a fault. If an indicator light fails without apparent cause, it may be due to bulb failure, and must be investigated as soon as possible.
All indicator lights are switched off when the control key switch is opened, whether the diesel engine is running or not.
(1) Alarm Lamp
The blue alarm lamp in the cab becomes bright when any fault indicators in the generator compartment operate. The indicators should be examined immediately; when working in multiple, examine the indicators in each locomotive.
(2) Fault indicators
The red overload and earth fault indicator in the generator compartment becomes bright when there has been either too much current (overload) or an insulation breakdown to the locomotive frame on the power circuits. In either case, the power will have been cut off automatically. When this happens, return the controller power shaft wheel to OFF, and depress the reset button when the indicator (and cab alarm) lamp goes dim. Notch up again; if the fault persists, the power will again be taken off automatically, and the lamp will come on full. If the trouble has not cleared after two further attempts, check in the control cubicle which overload indicator flag is showing white and not red, noting the corresponding traction motor number or earth fault. If a flag is down, either cut out the corresponding motor with the master controller locking key inserted in the motor cut-out switch, and proceed on the remaining motors (see below), or break the seal on the earth fault-isolating switch and turn to OUT. In the event of simultaneous motor overload and earth fault indications, isolate the earth fault first and attempt to reset overload indicator and reapply power before cutting out a motor. Record what you do on the repair card, and report the matter on return to the depot.
The red high-water temperature warning indicator in the generator compartment becomes bright when the temperature of the engine outlet water has reached 190°F. If the temperature continues to rise to 195°F, the engine will be automatically shut down. If this happens, check that there is enough water in the header tank, and that the cooler fan is running at high speed; if not, check its fuse. If the fan is running at high speed, and no other fault can be found, the engine power must be reduced by notching back. If the co&er fan is running, but not at high speed, break the seal on the cooler fan control switch and move to HIGH. Record \\'hat vou do on the repair card and report the matter on return to the depot.
The red blowers stopped indicator in the generator compartment becomes bright when any or all of the blower motors have stopped. When the blowers stop, because the diesel enL'ine has stopped, no alarm indication is given in the cab, and no action need be taken.
If a traction motor blower has failed, proceed, but notch up slowly, and do not exceed 750 amp except to start the train. The locomotive should be taken out of service at the earliest opportunity.
(3) Engine stopped light
The red engine stopped light in the cab becomes bright when any of the engines of the locomotives working in multiple stops. Refer to the fault indicators in the locomotive concerned.
(4) Wheel slip light
No wheel slip relays are fitted. The amber wheel slip light in the cab only becomes bright when slipping occurs on a locomotive of another type working in multiple. Return the power shaft wheel to OFF, and use the sanders before notching up again slowly.
The locomotive's performance will not be noticeably affected by a traction motor cut-out. The rated currents of the locomotives will be reduced to 1320 amp at continuous rating, and 1440 amp at one-hour rating. The wheels may slip before the overloads trip and cut off the power at 2800 amp (700 amp per motor).
The overspeed trip device at the free end of the engine protects the diesel engine against damage through overspeed. In its normal position, the red handle is away from the overspeed trip housing. When tripped, the handle is held near the casing by a sprin a and the fuel supply to the engine is shut off. To reset. pull the handle away from the housing until it latches in the normal position. It is unlikely to cperate unless the engine governor fails. but on occasions it may operate when notching up too quickly, or \\'hen the electrical overloads trip on a high notch.
When the engine fails, the engine-isolating switch must be opened. If working in multiple, operate the locomotive as described previously. Otherwise proceed as described below.
If the engine shuts down, and the fuel transfer pump will not run with the test switch to TEST, check that the miniature circuit-breaker in the control cubicle has not tripped, and that the gauge glass shows that there is fuel in the service tank. Break the seal and put the emergency ftiel cock to SFRVICE TANK. Restart the engine and go to the nearest siding or signal box, keeping the power shaft wheel at Notch 4 or below. The locomotive must be taken out of service, unless the fault can be put right, or when operating in multiple, in which case the engine should be isolated.
If no action is taken when the high water temperature warning light becomes bright, the engine will shut down automatically on a further small rise in the water temperature. When this happens, the water can be cooled rapidly by breaking the seal on the shutdown thermostat cut-out switch, and turning to CUT OUT. Restart the engine and leave it running until the warning light goes out. Return the cut-out switch to NORMAL and carry on after recording what has happened on the repair card. The locomotive cannot be moved with the cut-out switch to CUT-OUT.
I For towing the locomotive as a braked vehicle in multiple unit see instructions as discussed.
II If towed as a braked vehicle by some other type of diesel locomotive:-
(a) and if the main reservoir equalising air pipe can be coupled up in addition to the vacuum pipe:-
(1) Remove the master controller locking and control switch keys.
(2) Open the battery-isolating switch.
(3) Close the control reservoir-isolating valves.
(4) Put the vacuum-brake to NEUTRAL and release the air brake in both cabs.
(b) If the air pipes cannot be coupled, proceed as if the locomotive were being towed as an unbraked vehicle by a steam locomotive.
III If towed as an unbraked vehicle by a steam locomotive, proceed as described in II(a), and in addition:-
(1) Blow down all air from the air reservoir.
(2) Use the hand-brake as required.
When the tow is more than 25 miles, lift the carbon brushes of the traction motors to prevent chipping. If this is not practicable examine the brushes before the locomotive is returned to service.
If the flood-water level is less than 6in. above the top of the rail, the speed must not exceed 3 mph. If it is 7.1/2 in. or more above the top of the rail, the locomotive must not be run.
If the Loomotive is being run in tandem with a steam locomotive, the steam locomotive must have enough capacity to move its share of the train weight at the desired operating speed if the diesel-electric locomotive is not to be over-loaded. If currents above the continuous rating (1520 amp) are indicated (except during acceleration), the diesel-electric locomotive is taking more than its proper share of the load, and the power shaft wheel must be notched back, thus allowing the steam locomotive to pick up its share of the load.
The fire alarm system operates the alarm bell in the cab when there is a fire in the engine or generator compartments. When locomotives are in multiple, a fire in one rings the bells in all cabs.
On taking over a live locomotive, check the warning system, using the TEST push-button in the generator compartment. When working in multiple, make sure that the fire alarm bell in the leading cab can be operated by the TEST button in the trailing locomotive.
If the fire bell rings, look for the fire. If the fire breaks out on a moving locomotive, stop the train, stop the engine, and shut down the boiler.
For small fires, use a hand-operated extinguisher. Six are provided, two carbon dioxide type and one carbon tetrachioride type in each cab. For internal fires use the carbon dioxide extinguishers only, and for external fires use the carbon tetrachioride extinguishers only. The carbon tetrachloride type must never be used against internal fires.
For large fires, a carbon dioxide gas system is installed in the engine and generator compartments and the control cubicle. Glass-covered operating handles are provided on the outside of each side of the locomotive and in each cab. To release the extinguisher, pull hard on the handle to the fullest extent of the Bowden cable.
In all cases, the engine must be stopped before operating the main fire extinguishers, otherwise the carbon dioxide will be blown from the engine and generator compartments to atmosphere.
Carbon dioxide is non-poisonous, but anybody who breathes in too much of it will be asphyxiated. Casualties should be removed to the fresh air and given artificial respiration.
When portable extinguishers have been operated. record it as soon as possible on a repair card.
When the main extinguishers have been operated. the locomotive must be taken out of traffic and returned to the depot.
To keep down the risk of fire, do not leave waste or cloths lying about in the engine room, and never use at naked light in or around the locomotive, except in the driving cab, where smoking is permitted.
All live equipment is enclosed, so there is no danger of electric shock while driving. Unauthorised interference with control cubicles, or removing covers or guards, is extremely dangerous; a shock from the power circuits (about 850V) could kill a man.
Drivers should know how to apply artificial respiration.
Locomotive Data & Performance
Description
Driver's Controls, Instruments and Gauges
Driving Instructions
Special Instructions
Boiler Operation
General Maintenance & Lubrication Schedules