Index Locomotives - books DIESEL LOCOMOTIVE OPERATING NO. 2315 for MODELS F9, FP9, FL9 - manual 1997 year
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OPERATION
F9-2-657
to avoid repeated wheel slip will rarely be necessary. Also, manual
operation of the sanders by the engineman at points on the road where
slippage is likely to occur can be eliminated.
211
Acceleration Of A Train
After the throttle is in the 8th
notch and the train begins to accelerate, the indicating meter pointer will
move
slowly
to
the
left.
Forwardand
backward
transitionwill
automatically take place without any attention on the part of the en-
gineman, other than necessary throttle reductions to keep under any
speed restriction.
212 Slowing Down Because Of A Grade
As the train slows down on
a grade the pointer on the indicating meter will move slowly toward the
right. Backward transition will take place automatically.
213 Locomotive Operation At Very Slow Speeds The operation of these
locomotives, regardless of gear ratio, is not governed by any specific
short time ratings.
In most cases, the locomotives may be operated up to the limit of
the adhesion attainable.
Pulling tonnage trains at very slow speeds should be done with
the throttle in Run 8 position. In the event of a wheel slip indication
(wheel slip light flashes on), the locomotive wheel slip control system
will automatically apply sand to the rails (automatic sanding switch in
ON position) and reduce the power to a point where slipping stops. If
continuous wheel slipping on sand occurs, due to unusual rail operating
conditions, the throttle can be reduced for short periods. Under these
circumstances, operate at reduced throttle, provided it is not necessary
to reduce below the 5th throttle position to correct for a continuous
wheel slip. If slipping persists, tonnage should be reduced.
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F9-2-657
OPERATION
If there are any questions about an unusual operation of the
locomotive, such as a passenger locomotive operating in freight service,
Electro-Motive will, upon request, analyze the actual operation and
make specific recommendations.
BRAKING
214
Air Braking With Power
The method of handling the air
brake equipment is left to the discretion of the individual railroad.
However, when braking with power it must be remembered that
for any given throttle position the draw bar pull rapidly increases as the
train speed decreases. This pull might become great enough to part the
train unless the throttle is reduced as the train speed drops. Since
the
pull of the locomotive is indicated by the amperage on the load meter,
the engineman can maintain a constant pull on the train during a slow
down, by keeping a steady amperage on the load meter. This is
accomplished by reducing the throttle a notch whenever the amperage
starts to increase. It is recommended that the independent brakes be kept
fully released during power braking. The throttle MUST be in Idle
before the locomotive comes to a stop.
MISCELLANEOUS OPERATING INSTRUCTIONS
215 Multiple Unit Operation
In operating these units in multiple
with each other the operating controls of the locomotive are set up as
outlined in Art. 217. When set up for multiple unit operation, the
following precautions should be observed.
If the units of the consist are of different gear ratios, the
locomotive should not be operated at speeds in excess of that
recommended for the unit having the lowest maximum permissible
speed.
-214-
OPERATION
F9-2-657
If some of the units in the consist have an overload short time
rating, the locomotive operation should be governed by the overload
short time rating of the unit having the highest minimum speed.
When "F" type units not equipped with automatic transition are
operated in multiple with an F9 type locomotive as the lead unit, the
selector lever must be movedto effect forwardand backward transition
on these units. Movement of the selector lever to effect manual
transition is made with reference to the locomotive speed, depending on
the gear ratio of the unit or units being operated manually, see table
below. The throttle should be reduced to the 6th notch when moving the
selector lever from 2 to 3 or 3 to 2. Movement of the selector lever in
the F9 type lead unit does not effect transition on that unit or any other
units in the consist equipped with automatic transition.
MANUAL TRANSITION SPEEDS
FOR VARIOUS GEAR RATIOS
From
Pos.
To
Pos.
65/12
62/15
61/16
60/17
59/18
58/19
57/20
56/21
1
2
15
19
21
23
24
26
28
30
2
3
19
25
27
29
31
34
36
39
3
4
40
52
57
61
66
71
75
81
4
3
40
52
57
61
66
71
75
81
3
2
19
25
27
29
31
34
36
39
2
1
15
19
21
23
24
26
28
30
When the "F" type unit not equipped with automatic transition is
operated as the lead unit in the consist, manual transition should be
effected by moving the selector handle in accordance with the load
meter indications. Automatic transition, in trailing units so equipped,
will take place automatically without reference to the movement of the
selector handle.
- 215 -
F9-2-657
OPERATION
216 Uncoupling And Coupling Units In Locomotive
1.
To uncouple units:
a.
Apply brakes and close angle cocks on both units on all air
hoses.
b.
Take down all jumper cables between units. c. Break hoses
and separate units by uncoupling.
2.
In coupling units:
a.
Couple and stretch units to insure couplers are locked.
b.
Connect hoses and jumpers and be sure all angle cocks on all
air hoses are opened in both units.
c.
In any non-operating cab, cut out the brakes and place all
switches at the engineman's control panel in "OFF" position.
Remove the reverse lever from the controller in all trailing
units.
217 Changing Operating Ends
When
the
consist
of
the
locomotive includes two "A" units, the following procedure should be
followed in changing from one operating end to the opposite end:
1.
If the locomotive is equipped with electropneumatic brakes and
the brake has been in use, change the brake selector on the
automatic brake valve to "AUTO" and open electropneumatic
brake switch.
2.
REMOVE REVERSE LEVER.
3.
With safety control foot pedal depressed, make an automatic 20
pound brake pipe reduction.
4.
Move the independent brake valve handle to release position;
observe that the locomotive brakes are still applied.
5.
Release safety control foot pedal.
6.
Close brake pipe cutout cock (handle vertical). 7. Move r of a
rotair r valve
to "Passenger Lap"
or "Freight Lap" depending
on service required.
-216-
OPERATION
F9-2-657
8.
Move the automatic brake valve handle to the RUNNING
position and remove the handle from the brake valve.
9.
Remove the independent brake valve handle in the RELEASE
position.
10. Place all switches at the engineman's control panel in "OFF"
position.
11. Place "Headlight Control" switch in "Controlled" position.
12. Proceed to cab at opposite end. Check PC switch and reset if
necessary.
13. On engineman's control panel move "Control" and "Engine Run"
switches to "ON" position, and any other switches on the panel
that are necessary.
14. Insert reverse lever, automatic brake valve and independent
brake valve handles.
15. Move the rotair valve to the "FRGT" or "PASS" position,
depending upon the service desired. 16. Place the independent
brake valve handle in the FULL application position.
17. Open brake pipe cutout cock (handle horizontal), slowly,
pausing from five to ten seconds in mid position.
18. Place unit selector switch in proper position if locomotive is
equipped with dynamic braking. 19. Place "Headlight Control"
switch in proper "Controlling" position.
20. When ready to move locomotive, depress safety control foot
pedal or automatic brake valve handle and move the independent
brake valve to RELEASE position.
NOTE: The "controlled emergency cock" on the control valve section in
all "B" units should be placed in "Freight" (F) or "Passenger"
(P) position to correspond to the rotair valve position in the lead
"A" unit.
-217 -
F9-2-657
OPERATION
218 Handling Locomotive Dead-in-Train
1. Air brake equipment.
a.
Place the independent and automatic brake valve handles in
the Release and Running positions respectively.
b.
Close the brake pipe cutout cock (handle vertical).
c.
Open the dead engine cutout cock.
d.
Move the rotair valve to the passenger (PASS) position.
The locomotive brake will now operate like that of a car in the train.
2.
Electrical control equipment.
a.
Remove the reverse lever from the controller.
b. Place the isolation switch in the START position. If it is
necessary to keep the engine idling for any reason while
towing locomotive, the "Control" and "Engine Run" switches
must be left ON.
c.
If locomotive is to be hauled in a train any appreciable
distance, reverser switch, Fig. 2-9, should be placed in
Neutral and locked in that position. Center the reverser drum
switch in neutral by manually operating the forward and
reverse magnet valve buttons.
To lock the reverser switch in neutral, remove the locking
pin which during normal operation is screwed into the left
hand side of the reverser housing. With the reverser drum
switch in neutral, insert pin into hole in the right side of
reverser housing. Push pin in all the way through the reverser
switch shaft and screw pin into threaded hole.
-218-
OPERATION
F9-2-657
Reverser Switch - Locked In Neutral
Fig. 2-9
219 Doubleheading
Prior
to
doubleheading
behind
another
locomotive, make a full service brake pipe reduction with the automatic
brake valve and close the doubleheading cock. Leave the rotair valve in
"PASS" or "FRGT" position, depending on the type of service required.
Return the automatic brake valve handle to the running position and
place the independent brake valve in release position. The operation of
the throttle is normal, but the brakes are controlled from the lead
locomotive. The engineman on the second locomotive may make an
emergency application of the brakes with the automatic brake valve,
and/or may release his locomotive brakes by depressing the independent
brake valve handle, in the release position.
220 Operation In Helper Service
Bascially, there is no difference
in the instructions for operating the F9 type locomotive as a helper or
with a helper.
-219 -
F9-2-657
OPERATION
In most cases, operation in either service up to the limit of the adhesion
attainable can be obtained. The throttle can be reduced, for short
periods, to prevent excessive wheel slip, but the locomotive should not
be operated below the 5th throttle position.
If other Diesel locomotives having overload short time ratings are used
with the F9 type locomotive in helper service, their operation will be
governed by the permissible length of time the locomotives can operate
at the short time ratings.
To obtain a maximum tonnage rating for any single application, Electro-
Motive will, upon request, analyze the actual operation and make
specific tonnage rating recommendations.
221 Freezing Weather Precautions
In freezing weather, precautions
must be taken to see that water in the locomotive does not freeze when
the engine is shut down for any reason. If an "A" unit engine is shut
down, but trainline steam is available, open steam admission valves into
engine and "G" valve on the cooling water supply tank. The steam
admission valve is located on engineroom floor at left front corner (gov-
ernor end) of engine. Do not confuse this valve with the engine drain
valve. Close valve 3 and open valves 2 and 7, Fig. 2-10. Valve 4 should
be closed, valve 9 cracked open to allow condensate to drain. On a "B"
unit it is only necessary to open the steam admission valve to the engine
and the "G" valve to accomplish the same purpose. If trainline steam is
not available, the entire system will have to be drained.
A. If the engine and steam generator are inoperative and steam from
an external source is supplied to prevent freezing, the following
valves are to be opened:
1.
Engine cooling system.
a.
Steam admission valve to engine cooling water
b.
Steam supply valve to cab heaters.
- 220 -
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