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ELECTRIC LOCOMOTIVES OPERATING INSTRUCTIONS

1. Lights will not go on when motor alternator is not running The following items are to be checked a b c Battery isolating switch is closed All miniature circuit breakers MCB are ON Renew battery positive or negative fuses if required located in fuse box adjacent to storage batteries Bis Pantograph will not go up Air supply isolating cocks on bulkhead in machine Pantograph rotary isolating switches in high The following items are to be checked a Reverser handle is not in Isolate b High tension compartment door is closed and correctly locked c Pantograph control circuit breaker is ON d compartment correctly positioned Line Voltmeters do not register The following items are to be checked a Pantograph is up b tension compartment correctly located c If the line voltmeter is not registering a reading and power is available indicated by motor ammeter registering a reading the locomotive may be operated normally A suitable entry is to be recorded in the log book The 112 Both compressors fail or will not start The train is to be brought to a stand immediately and secured by the application of sufficient hand brakes to hold it stationary and protected in accordance with regulations The following items are to be checked a Line voltmeter is registering overhead supply is available b Compressor control circuit break
2. There are six 6 traction motors three on each bogie giving traction on all wheels Each traction motor is supported by axle suspension bearings A lateral hydraulic snubber is provided on the bogie located adjacent to the inner axle The introduction of this type of snubber should improve riding characteristics In addition two traction snubbers are used to control swivelling of the bogie 48 Shrunk onto the motor armature shaft is a pinion that meshes with a drive gear pressed onto the driving axle The gear ratio between the pinion and the drive gear is expressed by two figures such as 79 20 for the 130 km h gearing used on this locomotive The first number indicates the number of teeth on the drive gear and the second the number of teeth on the pinion Armature bearings are of the roller type and axle suspension bearings are also roller bearing type Control Equipment The control equipment is arranged for the motors to be connected either six in series two paralled circuits each of 3 motors in series or three parallel circuits each of two motors in series Four weak field positions are provided in each combination Contactors are of the electro pneumatic type Resistances are of strip metal type They are provided with blowers which come into operation when the resistances are in circuit for over a prescribed time Provision is made for regenerative braking in series and series parallel The control voltage is 12
3. When the motor alternator commences to run 415V 50HZ three phase power will be fed to the control and auxiliary circuits With main reservoir fully charged to 700 800 kPa open brake valve cut off cock and MU2A valve and test brake as follows 1 The independent brake valve is to be in the application position and the automatic brake valve in the release position The brake valve cut off valve set at IN and MU valve in the lead or dead position on the brake pedestal being tested 2 Check the main reservoir brake pipe and equalising reservoir pressures The brake pipe and equalising reservoir pressure should be 500 kPa The main reser voir pressure 700 to 800 kPa 3 Place the independent brake valve in the release position The flashing light is to be acknowledged whilst the brake test is being carried out 4 Place the automatic brake valve in the minimum reduction position and note that a minimum reduction of 50 kPa takes place in the equalising reservoir and brake pipe pressures The brake cylinder pressure should rise to between 70 and 105 kPa 5 Release the engine brakes with the independent brake by depressing the handle in the release position until a full release of brake cylinder pressure is obtained 10 ble 12 13 14 85 Place the auto brake valve in the service application zone and reduce the equalising reservoir and brake pipe pressure by 75 kPa Note that the regulating
4. Photograph of P amp C Gauge and 3 Way Cock ous The supply M G circuit breaker is located in the low tension cabinet No 2 end The M G switch is labelled motor generators and is located on the Driver s stand For the exciter motor generator to be running it is necessary that the miniature circuit breaker in the low tension cabinet No 2 end should be closed and the supply motor generator to be running Both motor generator sets are protected by an auxiliary differential overload relay which will operate if a defect occurs in either set The auxiliary differential overload relay is reset by switching off the motor generator switch on the driver s panel On switching on the generator sets should operate unless a sustained fault is present AIR COMPRESSOR CONTROL For the air compressors to be running it is essential that the two compressor switches in the No 2 low tension electrical cabinet are turned on There is a separate switch for each compressor and either compressor may be operated separately when required Under normal operating conditions both compressor are to be switched on at all times A D type electro pneumatic governor is provided in the compressor control circuit When main reservoir air pressure rises to the pressure at which the governor is set normally 800 kPa the governor stops the operation of the compressors When the pressure has fallen to 700 kPa the operation starts again PANTO
5. An additional relay has been fitted to ope wheel slip bleeper and light whenever the maste accelerating handle is positioned at notch 1 he resistance tion is he fans in each h lights up ll remain stance is in when the the light that the one minute ing over perating ircuit e have not ocomotives e slip in y of the a similar which is any wheel rotate eed there els r to life and bleeper to operate ed through rate the r controller 12 This arrangement is intended as a warning that is being fed through the resistances and with such current insist ence that a driver cannot erroneously return the throttle to notch 1 when intending to shut off Should the wheel slip bleeper and light fail to oper ate with the master controller accelerating handle at notch 1 it may be due to auxiliary control circuit breaker in No 2 end being tripped This would result in a failure of the sand gear and an immediate examination should be made to ensure this circuit breaker is turned on HEATERS Each driver s cabin is provided with one high tension 1500V heater two low tension 120V window and foot heaters and a food heater These are controlled by separate switches whic located in the driving cabin Their circuits are protected by circuit breakers located in No 2 low compartment The current for the low tension heating circui nh are tension ts is supplie
6. Blue Light Brake Equipment Cab Cab Refrigerator Change of Combination Changing Operating Stations Compressors Control and Brake Valve Handles Control Circuit Control Equipment Control of Resistance Fan Motors Control Switch Connection of Regeneration with Air Brake Control Governor CGV Pneumatic Control Switch Circuit Breakers and Switches Demisters Differential Current Detector Discharged Battery Division of Units Driver s Desk Driving Methods Driver s Spare and Emergency Equipment Electrical Cupboard Electric Locomotives Multiple Units Electric Locomotives Single External Alternating Current AC Power Supply PAGE NO PAGE NO 46 Cl 85 11 21 31 103 74 9 68 8 67 48 54 76 2 57 121 4 51 2 47 Tea 26 101 ZL 3a 53 3 48 10 70 6 26 122 78 73 67 110 32 103 54 88 33 109 81 29 28 50 INDEX Failed Fan Alarm Failed Fan or Resistor Overheat Detector Failed Motor Alternator MA Set Failure of Traction Motor Blowers or Resistance Blower Fans Failure of Alternating Current AC Supply from the Motor Alternator Faults Failures and Their Remedy 36 General Description Heaters Hotplate Headlights High Speed Circuit Breaker Interruption of Overhead Supply Interim Progress Examination Isolating Cocks Jumper Coupling Jumper Wiring Load Meter Ammeter Loss of Overhead Power Loss of overhead Power on Heavy Gradients Line Switch Red Indicat
7. and then return it immediately to the previous position to continue acceleration at about 800 amps At about 27 km h the resistance light will go out again for running in series parallel If speed must not exceed 60 km h and the grades are still easy series parallel is suitable for all but the heaviest trains If higher speed is required as soon as the resistance light goes out move the handle to notch 5 for transition and back again to the 800 amp position to accelerate to parallel Lifting a heavy train on a steep gradient Care must be taken to allow time for brakes to release fully before attempting to accelerate the train This is no problem if the train is being held with the independent brake only but if the automatic brake is applied the brake handle should be moved to release before applying power 89 As the brakes start to release mov up to about 600 or 700 amps to hol off When the locomotive sta come e the power handle to step d the train as the brakes rts to move forward allow t to travel one or two engine lengths to check the brakes re free before advancing the controller If the engine oes not move advance the controller in small steps of bout one millimetre until the train moves and leave it in his position for an engine length or so Then advance he controller towards 900 amps until wheel slip is xperienced If slips occur within 2 or 3 seconds of each ther the handle should be brought back in small steps
8. line volt meter 4 Proceed to the No 2 cab switch on the compressors then return to machine compartment and open inlet cock to pantograph and control air reservoir NOTE It is necessary to keep pumping until main reservoir pressure is 500 kPa and three way cock is moved to the horizontal position Departure end 1 Switch on supply motor generator The exciter motor generator will start up automatically when the supply motor generator is up to speed 18 2 Open driver s brake valve isolating cock and test independent and automatic brake valves in the following manner NOTE During the following test the cutting in and cutting out points of the air compressor governor hould be checked The vigilance control button is o be operated and the volume timing reservoir ressure maintained in the operating zone whilst he brake test is being carried out Any irreg larities detected should be reported this also pplies to incorrect pressures or adjustments hat are noticed on other tests n toc ct O ct Test 1 Air Pressure With main reservoir fully charged place both driver s brake valve handles in running position check air gauges to ensure that correct air pressures are being carried Main reservoir pressure should be governed within the limits of 700 to 800 kPa The brake pipe and equalising reservoir pressure must be adjusted to 500 kPa Test 2 Minimum Reduction Feature Move t
9. switch group and vigil ance control isolating cocks are open and sealed The dead locomotive device is closed Unlock high tension door interlock with reverser key two movements and move operating lever up 1 Cab The following items are to be checked Low tension cabinet for supply of spare globes Driver s brake valve isolating cock is closed All switches on driver s control panel not required are switched off A 4 Insert control key and switch on 5 Press pantograph raise button No 1 High Tension Compartment 1 Check that the required high tension fuses are in circuit 2 Operate wheel slip relays check bleeper and light functions No 2 High Tension Compartment 1 Operate wheel slip relays check bleeper and light functions Ensure high tension doors are closed correctly proceed to machine compartment move operating handle of high tension door interlock down and lock with reverser key two movements To raise pantograph 1 Ensure one pantograph raising magnet valve is energised Move three way cock to horizontal position and open outlet cock from pantograph and control air reservoir 2 Should this method fail place three way cock in upward position and open wheel valve on storage reservoir 3 If pantograph fails to rise close wheel valve on storage reservoir and operate hand pump until pantograph makes good contact with the overhead wire by observing the
10. 2 wires are crossed between junction boxes HIGH SPEED CIRCUIT BREAKER locomotive to protect the motor circuit of develop The circuit brea The high speed circuit breaker HB is provided on the the high tension powering circuits and the motor alternator should a fault ker operates at a high speed and is capable of opening the high tension circuits when fault currents of up to 50 000 amperes flow The circuit brea corse a A RESET magnet the circuit brea ker incorporates three operating valve for the initial picking up of ker This magnet valve is only energised while ever the overload reset button is pressed b A HOLDING coil this coil holds the circuit breaker closed when the overload reset button is released and thirdly c A TRIPPING coil or Bucking Bar which causes the circuit breaker in the event of a fault in the high tension to trip 66 Location The high speed circuit breaker is located in the high tension compartment adjacent to the main and vernier camshaft group Operation The high speed circuit breaker is closed by pneumatic action when the high speed circuit breaker RESET magnet valve is energised The RESET magnet valve energises when the overload reset button ORB1 or 2 on the driver s instrument panel is pressed and the reset relay RSR operates and closes its contacts which are in series with the high speed circuit breaker RESET mag
11. COMBINATIONS Each locomotive is equipped with six M V 272 traction motors which are axle mounted Motors Nos 1 2 and 3 are on one bogie and motors Nos 4 5 and 6 on the other bogie The motors can be connected in any of three speed combinations by electro pneumatic unit switches 1 Series six motors in series 2 Series Parallel two parallel circuits each of three motors in series 3 Parallel three parallel circuits each of two motors in series Bie In each combination resistance is first included in circuit with the motors It is cut out by moving the accelerating handle of the master controller from the off to No 20 position After all resistance has been cut out in each combin ation there are five stages of weak field MASTER CONTROLLER There is a master controller in each driving cabin It has the following three handles Reversing Handle This handle has three forward positions which are Forward series Forward series parallel Forward parallel It has two reverse positions which are Reverse series Reverse series parallel The reverse handle can only be removed when it is in the off position It can not be moved to or from the off position unless the accelerating handle is in the off position Accelerating Handle The accelerating handle has the following positions 0 Off position 1 20 Accelerating notches commencing on notch 1 with all resistances in circ
12. NVAR will operate and energise the motor alternator contactor MAC and Compressor 68 Contactor CC permitting these auxiliary machines to operate At the same time the fault alarm circuits also become oper ative when the Pan up button is pressed and Auxiliary relays AR energised When the Pan down button is pressed the Auxiliary relays AR are de energised opening the motor alternator contactor MAC and Compressor Contactor CC before the pantographs leave the overhead wire This ensures that current is not flowing from the overhead wire to the pantograph and prevents any arcing that may damage the pantograph strips or contact wire due to the auxiliary machines operating NOTE When stabling both Pan down buttons must be pressed AIR COMPRESSORS The air compressors are driven by 1500 volt electric motors and are controlled in output by an electro pneumatic governor In order for the compressor contactors CCl and CC2 to operate the following circuit breakers and switches must be turned on a Train Control Circuit Breaker TCB This is located on the main circuit breaker panel b Compressor Circuit Breaker CMCB Also located on the main circuit breaker panel c Compressor Control Switches CMS1 and CMS2 These rotary switches are located in the top right hand side of the electrical compartment The compressor control circuit is fed through the compressor motor circuit breaker and a compressor
13. Obtain Driver s Daily Report Sheet Reverser Key and Control Key On arrival at locomotive observe that both pantograph isolating switches are closed Peruse Log Book and commence preparation at No 2 end No 2 Cab The following items are to be checked 1 Hand brake is applied 2 Low Tension cabinet a All circuit breakers are switched b Close battery switch on NOTE The battery switch is to be open before the low tension fuses are renewed 3 Driver s brake valve isolating cock is closed Photos of Spare Fuses and Fuse Tester 4 Tex All switches on driver s control panel not required are switched off Whilst passing through the locomotive to the No 1 end check the following spare equipment a 3 control jumpers Black Red and Grey b Equipment boxes are closed and sealed c Hook stick is in position da 3 fire extinguishers are sealed Machine centre compartment No The following items are to be checked The resistance fan motor circuit breakers are switched 1 on four in each cabinet Test the 160 amp 40 amp 18 amp spare fuses which are located on one end of the regenerative electrical cabinet A fuse tester with light and switch are provided on the opposite end of the box Compressors oil level is sufficient The main reservoir sanding relay distributing valve pantograph and compressor governor isolating cocks are o pen The fan time delay reservoir
14. action also isolates the blue light and bell Supply Indicating Relay SIR This relay is located on the 120 volt side of the battery charger and operates the blue light and alarm to indicate that the output from the alternator is lost due to the motor alternator AC control circuit breaker battery charger circuit breaker BACB or supply indicator circuit breaker SIRB tripping out Under normal circumstances the blue light and bell will be cancelled when the circuit breaker is reset Remote Supply Circuit Breaker If the batteries are discharged to the point where the auxiliary machines cannot be started provision is made in the jumpers to obtain a 120 V remote supply from a battery charger to another 85 class locomotive This is connected when jumper couplings are inserted and Remote Supply circuit breaker RSB seal is broken and switched ON on both locomotives The operation of the circuit breakers will cancel the Failed Alternator indication and alarm by energising the Supply Indicating relay S I R Once the auxiliary machines are started the Remote Supply Circuit breakers on both locomotives must be opened and the defect recorded in the log book Note In the event of the motor alternator failing ona locomotive in a multiple consist control circuit current 120 volt can be obtained by adopting this procedure but in all cases the control circuit cut out switch CCOS must be located in the off posi
15. are not exceeded to cause unstable traction motor operation 62 The maximum armature current limit of 900 amperes in braking is gradually decreased to 690 amperes automatically during a time interval of ten 10 minutes to prevent over heating of the traction motors From the above it will be noted that the braking effort will be gradually reduced after the initial application even though the regenerative braking handle is in a fixed position The current limit is reset to 900 amperes by moving the regenerative handle to OFF position and back to regeneration zone Selection of either series or series parallel under regenerative braking is automatically controlled and dependent on speed up to 55 km h series and above this speed series parallel combination When speed falls below 35 km h and regeneration was initiated in the series parallel combination and braking is to continue then series combination is to be selected This is achieved by shutting off regenerative braking and then re applying whilst travelling at the slower speed A voltage polarity detector VPD is provided to detect that the voltage of the armature circuit is higher than the overhead supply voltage before closing the line switches to commence braking This detector monitors the output voltage of the traction motors and compares this voltage with the voltage of the overhead supply When a difference of 100 volts D C is detected with the motor
16. automatic air brake should be made to check the speed This will reduce the braking effort being exerted by the locomotive and stop the wheel slide At the same time the regeneration handle should be moved to reduce the amount of braking OVERVOLTAGE PROTECTION If the voltage generated by the traction motors exceeds 2050 volts the overvoltage relay will trip and cut off regeneration Care should be exercised in setting up regeneration not to allow the motor volts to greatly exceed the line volts before connection is made to the line by movement of the accelerating handle to notch 20 Bits If the overvoltage relay trips during regeneration an automatic air brake application should be made The accelerating handle should be returned to the off position and the regenerating handle to the motoring position The overvolt reset button should then be pressed after which regeneration may be commenced again The line voltage should not be allowed to exceed 2000 volts It can be reduced by a reduction in the amount of current regenerated and if necessary using the auto matic air brake to supplement the regenerative braking effort START IN SERIES REGENERATION A train may be started in series regeneration from rest if on a falling grade The regeneration handle should be placed in notch 2 and the accelerating handle advanced notch by notch to position 20 and the regeneration handle adjusted as required The locomoti
17. braking is controlled by variation of the traction motor field current Regeneration Brake Control Regenerative braking can only be obtained if the reverser handle is in the forward position The braking range is set to provide maximum to minimum braking provided the current and weak field ratio limits are not exceeded to cause unstable traction motor operation 97 The maximum armature current limit of 900 amperes in braking is gradually decreased to 730 amperes automatically during a time interval of ten 10 minutes to prevent over heating of the traction motors From the above it will be noted that the braking effort may be gradually reduced after the initial application even though the regenerative braking handle is in a fixed position The current limit is reset to 900 amperes by moving the braking handle to OFF position and then returning it to the braking zone When the speed is more than 55 km h braking occurs within the series parallel combination automatically When the speed is more than 20 km h and between 55 km h series combination is selected automatically In the event of the braking combination needing to be changed the regenerative braking handle is to be returned to the OFF position and braking will then be established upon the opening of the regenerative braking handle in the correct combination A voltage polarity detector VPD is provided to detect that the voltage of the armature circuit is
18. cases One in each cabin 34 FOR COUPLING TO ANOTHER LOCOMOTIVE 3 jumper couplings In No 2 End Corridor TOOLS 1 spanner hose M R amp B P 1 y A Bogie M R 1 n n B Cyl In sealed box in 1 Sand No 1 end corridor 1 pin punch 1 chisel 1 hammer SPARE AND EMERGENCY EQUIPMENT 1 air hose M R dt M i B P das SW B Cyl In sealed box in iy n Sand No 1 end corridor 1 Rope 1220 mm 2 fuses main aux H T 160 amp located on the end of 2 fuses generator H T 40 amp the regenerative elec 2 fuses compressor H T 18 amp trical cabinet 2 fuses 100 amp L T located in the small Generator amp Battery cabinet No 1 end 1 kit bucket 1 hook stick In No 1 end corridor 3 fire extinguishers RESISTANCE FANS AND MOTOR GENERATORS YELLOW INDICATOR LIGHTS There is a yellow indicator lamp on each driver s panel for the resistance fan motors and for the motor generators If this lamp is alight it indicates either that one of the motor generators has stopped or that one of the resist ance fans has stopped If the lamp is alight when the accelerating handle is in the off position or in notch 20 position the indication is that one of the motor generators has stopped When operating in multiple unit consists the indicator light shines if a resistance fan or a motor generator on any locomotive is not operating Photo of Resistance Fan Control Panel 35 When t
19. circuit from an overload of current in a similar manner to a thermal type It has a magnetic coil and spring loaded armature plate incorporated in the switch When the amperage exceeds the value of the circuit breaker the magnetic coil overcomes the tension of the spring and moves the armature plate sufficiently to permit the switch to trip off and open the circuit The toggle portion of these switches displays a white band which provides a positive indication of whether the circuit breaker is switched on or off Powering Switch In the on position the control circuit completes the traction circuit when power is applied and in the off position the traction power circuit is interrupted Therefore it is essential that this switch be on at the driving location and switched off in trailing locations Note With this switch off the Motor Alternator will not run and line switches will not close to complete the power circuit Blank Page Photo of Battery Charging and Fuse Panel 54 BATTERY FUSE PANEL The battery fuse panel located adjacent to the battery boxes contains the following equipment a three 3 battery fuses i 60 amp battery positive fuse BPF ii 60 amp battery negative fuse BNF iii 60 amp spare fuse b three 3 auxiliary fuses i 10 amp auxiliary positive fuse ALPF ii 10 amp auxiliary negative fuse ALNF iii 10 amp spare fuse c a fuse tester The auxili
20. cut out switch is located in the Electrical Cupboard and is labelled ON and OFF In the ON position normal operation is available but in OFF position the power circuit for traction motor operation is isolated together with the red fault light and alarm bell However the placing of the control circuit cut out switch CCOS does not prevent the control circuit from being operated by the accelerating handle regenerative handle and reverser on the isolated locomotive which permits power to be applied on trailing locomotives from the leading locomotive when it is dead Supply Isolate Switch SIS This switch is located on the circuit breaker panel and is labelled ON and OFF 53 When moved to the OFF position it isolates the motor alternator and also the alarm circuit blue light and bell LOAD METER AMMETER The load meter is of the centre zero type clockwise motoring and anti clockwise regen brake with a continuous rating zone extending up to 690 amps and an overload zone coloured red for both motoring and when operating in regenerative brake One hour rating under full power is 725 amps CONTROL CIRCUIT The control circuit consists of battery charging control and small motor circuits contactor and relay coils lighting circuits and air conditioning The control circuits are protected from overload by numerous magnetic circuit breakers and fuses A magnetic circuit breaker protects the
21. helical auxiliary springs Line Drawing of High Tension Circuits 3 Axle boxes are of the single bearing self aligning SKF roller type TRACTION MOTORS There are six traction motors per locomotive each rated at 475 k W at the one hour rating and 430 k W continuously at 725 amps The motors have six poles and are lap wound Armature bearings are of the roller type and axle suspension bearings are of the sleeve type Pinions are of nickel chrome case hardening steel and the gear wheel rims are of nickel chrome oil hardening steel The gear wheel rims are mounted on the gear wheel centre through rubber bushes The traction motors are located laterally in the bogies by rubber bushed links This relieves the ends of the suspension bearings of thrust The traction motor nose is mounted between rubber pads CONTROL EQUIPMENT The control equipment is arranged for the motors to be connected either six in series two parallel circuits each of 3 motors in series or three parallel circuits each of two motors in series Five weak field positions are provided in each combination Contactors are of the electro pneumatic type Resistances are of strip metal type They are provided with blowers which come into operation when the resistances are in circuit for over a prescribed time Provision is made for regenerative braking in series and series parallel The control voltage is 120 D C There are two mot
22. is moved from the off position the line switches will open causing the red light to shine upon the following events occurring 1 Any one of the four protective relays operating 2 Flat batteries insu the unit switches 3 Loss or low pantograp fficient control current to close h and control air pressure 4 Switch group isolating cock closed 5 Pneumatic control swi below 350 kPa tch open brake pipe pressure 6 Setting up and going out of regenerative brake normal operation 7 Pausing for more than one second between off and No 1 notch position when opening the accelerating handle 43 INTERRUPTION OF OVERHEAD SUPPLY This will be indicated by loss of power and no reading on the line voltmeter The line switches will open through the action of the no current relay which is de energised on loss of line voltage and the red indicator light will shine Return the accelerating handle to the OFF position and when power is restored as indicated by the line volt meter and main reservoir air pressure has been restored notch up again in the normal manner NOTE If overhead power is not restored within two minutes the instructions as outlined under Loss of Overhead Power must be carried out in their entirety INTERIM PROGRESS EXAMINATION FOR 46 CLASS ELECTRIC LOCO MOTIVE DRIVERS 1 What is electricity and what are the three effects 2 How is it measured 3 What
23. is opened as previously described When the defect cannot be rectified the locomotive is only to be operated light in accordance with the following If the resistance fans or traction motor blowers fail for any reason or if the thermal overheat device in the main resistance boxes operate this alarm will be energised A check should be made of the circuit breakers and switches EIO It will be necessary to wait fifteen 15 minutes for the resistances to cool and for the alarm to be de energised should the alarm operate more than twice in quick succession and train working conditions are not such as to permit a cooling down of resistances the unit should be considered a failure and isolated If train working conditions would permit a cooling down of resistances e g reaching the top of a grade with a downhill or lighter grade continue with operation Failure of resistance cooling and or traction motor blowers the following amperages must not be exceeded 270 amps 15 minutes 230 amps 25 minutes 150 amps continuous WHEEL SLIP SLIDE LIGHT AND BLEEPER FAIL TO OPERATE Remedy a Check wheel slip circuit breaker on circuit breaker panel is not tripped Sanders will not operate Remedy a Reverser handle correctly positioned for direction and operate powering handle and return to OFF b Control positive CPB circuit breaker is not tripped c Check sander magnet valve isolating cocks on right wal
24. is pressed until alarm ceases FAILED MOTOR ALTERNATOR MA SET The blue light will shine and alarm bell will sound in the event of output from the motor alternator being lost In addition the blue light will shine and alarm bell sound in accordance with the following i Motor alternator AC control circuit breaker tripped ii Battery charger circuit breaker BACB tripped iii Supply indicator circuit breaker SIRB tripped iv Main alternator supply breaker ACB tripped Under normal circumstances the blue light and bell will be cancelled when output supply is restored by the resetting of the circuit breaker Motor Alternator MA Set Fails with both the Blue and Red Lights Shining and Alarm Bell Sounding This indicates a fault on the high tension side of the motor alternator and the probable cause is the motor alternator overcurrent relay MAOCR has operated and tripped the high speed circuit breaker causing the line switches to open and isolating the 1500 volt overhead supply which will stop the motor alternator SVa To reset the motor alternator overcurrent relay MAOCR operate the fault reset button on the driver s control stand This will cancel the red light and immediately the motor alternator commences to produce current the blue light and bell will cease to function A time delay of approximately fifteen 15 seconds applies Wheel Slip Slide Indicator Light White light and buzz
25. km h but above this speed the maximum amount of braking effort obtained falls off in inverse ratio to the speed For instance at 50 km h the maximum braking effort obtainable is only half that obtainable at 25 km h Regenerative braking is also available in the series parallel combination at speeds of 50 km h and upwards In this case full braking can be obtained at 50 km h and the maximum braking falls off in inverse ratio to the speed It should be noted that full braking effort can be obtained at only two speeds namely 25 km h in series and 50 km h in series parallel Operation at other speeds means a reduction in the amount of braking obtainable The maximum loads which can be braked at a steady speed on different grades without overheating the traction motors or danger of wheel sliding are as follows Grade Load which can be braked in series at 25 km h or series parallel at 50 km h 3 590 tonnes 2 5 TES ue 1 7 1275 mt 1 25 1887 mt 1 1 2193 WHEN REGENERATIVE BRAKING SHOULD BE USED The regenerative brake is designed to maintain an approximately constant speed when descending grades and it should be used for this purpose If rapid deceleration or a stop is required the automatic air brake should be used As the regenerative brake is applied only on the locomotive care must be taken to avoid sudden application or release which would impart a shock on the train OPERATION OF MASTER CONTROLLER IN R
26. lined through the jumper coupling and will shine on all locomotives when the brakes are applied on one or more of the locomotives in a multiple unit consist 58 Brake Cylinder Pressure Blue Light Shines The blue warning light will shine whenever the brakes are applied and pressure in the brake cylinders exceeds 30 kPa Should the blue warning light shine when the loco motive s are being operated with the brakes released immediate action is to be taken to release the brakes in accordance with current instructions NOTE This particularly applies in a multiple unit consist as severe damage can be caused to a trailing locomotive due to the brakes failing to release from a slight overcharge of the brake pipe Failed Fan Alarm Amber light and bell Power circuit is interrupted automatically The failed fan alarm will operate in the event of a resistance or traction motor blower fan stopped due to a fan circuit breaker tripping or contactor failing to close Move the accelerating handle to the off position and check resistance fan and traction motor blower circuit breakers are not tripped When necessary reset a tripped circuit breaker and operate the reset button at the side of the electrical cupboard adjacent to the Emergency Light Engine Switch labelled fan reset Should the circuit fail to reset the alarm will continue to operate and it will be necessary to move the Emergency light locomotive switch to
27. master troller weak field Circuits Auxiliary control protects pantographs sander circuit and wheel slip bleeper Exciter control protects the exciter motor generator control circuit Corridor Adjacent to each cab door Corridor light switch Machinery Compartment 8 Resistance Fan M C B s 4 in each of two cupboards on H T compartment walls 15s To operate locomotive lights the battery isolating switch must be closed together with the lighting M C B s Individual groups of lights are then controlled by their respective switches as required PREPARATION AND STABLING 1 In the event of any equipment being found cut out unless labelled Not to be used or in the absence of a relevant entry in the Log Book such equipment must be Cut In 2 If any authorised employee be at work on an electric locomotive at the time when the driver arrives to com mence testing operations and if such work is likely to affect the electrical or air equipment the driver must not proceed with the testing operations on the locomotive concerned or cause the locomotive to be moved until the work has been completed and all danger discs removed from the departure end of the locomotives 3 When an electric locomotive is stabled at a depot the procedure outlined for stabling must be carried out by the stabling driver unless instructed not to do so by the Locomotives Supervisor PREPARATION
28. necessary to remedy the defect What is the purpose of the control circuit indicate two 2 sources of supply to the control circuit What is the purpose of traction motor blowers and where are they located What is the purpose of a differential overload relay b overload relay c no current relay d over voltage relay What action is necessary in the event of the relays tripping 24 25 26 Zab 28 29 30 Shes 32 33h 34 35 36 Sos 38 39 40 41 42 45 Explain the operation of the line switch red indicator light Explain the operation of the yellow light If a pantograph is damaged in service what is the required action of the driver If the locomotive fails to make a correct transition change what action is taken by the driver If the wheel slip light and bleeper fail to operate hen the accelerating handle is moved to No 1 notch what is the cause f the locomotive fails to move when the accelerating andle is opened and the red and yellow indicator ights are out what is the cause POH What action is taken by the driver in the event of loss of overhead power What type of brake is fitted to the 46 class locomotive What is the compressor arrangements How are the compressors controlled in output In addition to air brake needs what else is supplied from the compressors What is the function of the distributing
29. pantographs to be raised on each locomotive Metropol Rhodes and Nepean Katoomba Location itan Area Gosford River and Between places generally Liverpool Bridge and Lithgow stated and Katoomba Glenlee Light Engines one two or three locomotives d 1 Hauling Trains single locomotives any speed 2 Two units coupled below 90 km h 2 above 90 km h a Three units coupled any speed c 1 b NOTES The rear pantograph should normally be raised where only one is permitted a Speed not to exceed 90 km h on this section b Two pantographs should be raised on each locomotive between Lithgow and Newnes Junction only in the up direction c Locomotives must not be operated in parallel To comply with these instructions it will be necessary for drivers of coupled electric locomotives to raise and lower the pantographs if necessary when passing the following points West Penrith Katoomba Newnes Junction up only North Rhodes South Liverpool North Shore Hornsby Sis Pantographs may be raised or lowered with the loco motive s in motion providing the master controller is first moved to the off position It is important to ensure at all times that pantographs are in the fully raised or lowered position to avoid damage to overhead equipment MULTIPLE UNITS When operating with multiple units the normal practice is for all locomotives to have the jumper couplings inserted between them thus pro
30. pipe hose 25 millimetres 1 brake pipe hose 32 millimetres 1 rope 1220 millimetres Spare fuses 1 x Compressor 20 ampere 1 x no volt relay 10 ampere 2 fire extinguishers FAULTS FAILURES AMD THEIR REMEDY The following is a complete coverage of the defects that may manifest themselves due to the malfunction or complete breakdown of equipment and the appropriate action required of the driver In the event of a defect developing before attempting to rectify the fault ensure all circuit breakers are on and check which fault light is shining ES Discharged Battery In this case the auxiliary machines cannot be started when battery voltage is less than 70 volts DC until coupled to another 85 class locomotive Remedy a Couple another locomotive to the unit with flat batteries b Connect the jumper coupling between the units c Check that motor alternator is operating on normal locomotive d Break seals and place Remote supply circuit breakers RSB on both locomotives in ON position e Raise pantographs on disabled unit and start the motor alternator and compressors f Place the remote supply breakers RSB in the OFF position on both locomotives once motor alternator commences operation g Enter defect in log book CTI Caution Be sure remote supply breakers RSB are turned off before coupling or uncoupling locomotives otherwise severe burning of the jumper pins will occur
31. slightly higher than the overhead supply voltage before closing the line switches to commence braking LOSS OF OVERHEAD POWER Loss of overhead power to a locomotive can arise from two possible causes namely i A fault within the electrical equipment of the electric rolling stock Cia Loss of supply to the overhead wiring caused by an overhead wiring fault or by loss of supply to a sub station Electric Locomotives Single Units i As soon as possible after the initial loss of power return the Powering Handle to the off position and if using regenerative brake the regenerative handle to the off position Avoid stopping with any portion of the train on a bridge viaduct catch points crossing or in a tunnel under an air gap or any position likely to obstruct trains on another line Gi iii iv v vi vii viii ix 98 If supply is not available two minutes after the initial loss of power the driver should switch off motor generators and compressors lower pantographs observe that they are lowered Four minutes after the initial loss of power the driver should raise one pantograph and arrange to have it carefully observed when it makes contact with the overhead wire If a flash occurs and power goes off immediately as indicated by the line voltmeter in the driver s cabin it is probable that there is a fault on the locomotive If such is the case the pantogra
32. tension electrical cabinet together with control equipment as follows 1 Voltage regulator and control 2 Battery switch open open open amp sealed open amp sealed closed open closed closed open open open 3 Battery charging ammeter 4 Two 2 compressor switches 5 Two rows of circuit breakers which protect the following circu tea a 10 amps No 1 end lights b 10 amps No 2 end lights c 10 amps corridor lights d 10 amp compressor control e 10 amp supply motor generator f 30 amp main control g Spare h 20 amp control pos 1 i 20 amp control pos 2 d e h 1 O m 14 j 10 amp auxiliary control k 10 amp vigilance control 1 10 amp voltage regulator m 10 amp exciter control n 10 amp food heater o 10 amp cab heater p 20 amp window amp foot heater q spare The function of the circuit breakers is self explanatory with the exception of the following Main Control protects all low tension circuits to the master controller indicator warning lights vigilance control and Hasler speed recorder Compressors both compressor circuits Supply motor generator protects t he supply motor generator control circuit Control positive No 1 circuit pro con tects all master troller circuits except weak field also the Control positive No 2 circuit pro con fan indicator light tects all
33. that the pneumatic control switch operates to cut out regenerative brake and that the air brake re applies on the locomotive Return the accelerating handle to the off position Test 7 Flowmeter Test Return the automatic brake valve handle to running position and note that one hand of the Flow Indicator Gauge momentarily drops towards zero and then returns to the normal fully charged position overlapping other hand Test 8 Independent Application with Regeneration Place the accelerating handle in the first notch Move the independent brake valve handle to slow application position and check that a brake application is obtained and that the setting of the reducing valve 325 kPa is correct and leave brake valve handle in this position Move the accelerating handle to the off posi tion the regenerative handle to MOT and reverser key to off position Test 9 Distributing Valve Safety Valve Reduce brake pipe pressure fully with the automatic brake valve handle in emergency position and check that the distributing valve safety valve lifts when 400 kPa brake cylinder pressure has been obtained Release brakes by returning both brake valves to running position 3 Move reverser key to forward series position Move accelerating handle to the first notch position and then back to off Operate sanding foot button Return reverser key to off position and remove key Switch off supply motor generator tu
34. the Emergency position to restore power on the locomotive Resistance notch indication Amber light This light shines on all units when the accelerating handle is opened and will continue to shine until all resistance is notched out of circuit by the automatic action of the camshaft i e the light shines to indicate to the driver that resistance is in circuit and continuous operation of this light beyond a reasonable time period will require attention to determine the cause 59 It is important to note that forward transition cannot be achieved while the amber light is shining with resistance remaining in circuit Thermal overheat device is a protective device and operates if any excessive overheating occurs within the starting resistances Resistor overheat alarm amber light and bell Power circuit is interrupted automatically The amber resistor overheat alarm will operate to indicate over heating of the resistances and under normal conditions should be able to be reset within a period of three 3 minutes by moving the accelerating handle to the off position and operating the reset button adjacent to the Emergency Light Locomotive switch at the side of the Electrical Cupboard labelled fan reset Should the resistor overheat circuit fail to reset after the reset button has been operated a number of times and a period of not less than five 5 minutes has elapsed then the Emergency Light Locomotive S
35. traction motors is interrupted and cannot be re applied for a period of three minutes The failed resistor blower amber light will shine and alarm bell will sound When operating under these conditions the following ammeter readings must not be exceeded 150 amps continuous 230 amps for twenty five 25 minutes 270 amps for fifteen 15 minutes Regenerative brake is inoperative POWER FAULT INDICATOR RED LIGHT SHINES Whenever the line switches open on fault with the accelerating or regenerative handles in the open position and the control circuit is complete the red light will shine and alarm bell will sound In addition upon the line switches opening the motor alternator MA set will also stop and therefore the blue light will also shine The energising of the alarm circuit will cause the light s to shine on the affected unit and the alarm bell to sound on all units due to the following 10 FLS Fault in traction circuit One of the following circuit breakers may be tripped Train Control control positive or pilot motor Overcurrent to traction motors overload relays tripped 1400 amps Fault on motor alternator stopped Overvoltage relay tripped 2050 volts applies in either motoring or regeneration Failure in camshaft control Pilot motor circuit breaker tripped or camshaft not returned to start position High speed circuit breaker tripped Opening of control governor Pneumatic control s
36. valve Describe the principal parts of the distributing valve What happens when the driver s automatic brake valve handle is placed in the lap position If one compressor fails what action is taken If both compressors fail what action is necessary How can the defects be traced and remedied What action is necessary in the event of a vigilance control penalty brake application What action is necessary if it cannot be reset 46 85 CLASS ELECTRIC LOCOMOTIVES 47 85 CLASS LOCOMOTIVES GENERAL DESCRIPTION The 85 class electric locomotive is employed in the haulage of freight and passenger trains over the various lines within the electrified area General particulars are as follows Voltage 1500 D C Wheel arrangement CO CO Mass 120 tonnes Axle load 20 tonnes Wheel diameter 1250 mm Bogie Wheel base 4000 mm Total wheel base 14400 mm Length over buffers 19000 mm Overall width 2883 mm Height from rail level to pantograph lowered 4330 mm Horse power 2700 kw Maximum speed 100 km h Low tension supply 120 D C Dead hauling mass 125 tonnes Cab The locomotive has a driving position at each end with suitable accommodation for the enginemen Housed within the locomotive is the control equipment traction motor blowers starting resistances blower fans and motor alternator set Two electrically driven compressors are mounted on the underframe also the battery charger and batteries Traction Motors
37. 0 D C Batteries The batteries consist of 54 cells of the lead acid type with a capacity of 55 amps hours The ba located on tery switch being a double pole knife type he upper portion of the circuit breaker panel Motor Alternator MA Set The motor alternator MA set produces three phase 415 volts of current for the operation of the traction motor blowers starting resistance fan motors hot plates cab heaters air conditioning and alternating current AC control apparatus Portion of this current is rectified to 120 volts DC for operation of the control circuit and battery charging A separate three phase supply is provided by the motor alternator for regenerative braking 49 The control circuit of the motor alternator MA set is protected by the motor alternator control circuit breaker M A C B located on the circuit breaker panel and it is essential that it be on to permit continuous operation of the motor alternator while ever the locomotive is in service High tension current from the overhead drives the machine and protection is provided by the Differential Current Detector and overcurrent relay M A O C R through the operation of the High Speed Circuit Breaker The three phase 415 volt output has an overvoltage protector and in addition is protected by the alternator current AC circuit breaker located on the wall adjacent to the alternator Regenerative brake excitation supply is prote
38. Compressor control circuits both compressors Pan up Pan down and auxiliary relays set and trip coils Motor alternator and com pressor operation motor alternator con tactor for supply to motor alternator MA set Compressor Control Circuit and control positive through the reverser contacts Master Controller supply through the control governor and regener ative brake control Sanding magnet and reset buttons through reverser contacts Traction control circuits No 2 end lights cab timetable coupler steps number marker panel and toilet No 1 end lights cab timetable coupler steps number marker and panel machine room lights and high tension compart ment lights Ads 18 TIe 20 21 22 23a 24 25 26 ahs 28 29 30 3T 32 33 34 35 80 Headlight HLB Spare Demister DB Hotplate HPB1 My HPB2 Heater CHB1 1y CHB2 Resistor Blower Motor RBB11 i i RBB12 RBB21 R i RBB22 Battery Charger BACB Wheel slip slide Blower motor control BCB Motor Alternator Control MACB Pilot Motor Control PMB Traction Motor Blower MBB1 Traction Motor Blower MBB2 Battery Knife Switch BS Headlight circuit Demister circuit Hotplate No 1 end Hotplate No 2 end Cab heater No 1 end 2 end Cab heater No Resistance blower fan motor circuits Battery charger indicator c
39. EGENERATION If the speed is between 25 km h and 50 km h place the reverser handle in forward series 25 If the speed is above 30 km h place the reverser handle in forward series parallel Place the regeneration handle on a notch corresponding to the speed The following table shows the position of the reverser handle and regeneration handle for various speeds Approx Speed km h 100 70 50 25 50 30 20 15 Combination Series Parallel Series Regen Notch dpe Se Oe tS Tta Sp LOr TS The proper position of the handle is indicated by the reading of the motor voltmeter which should approximately balance with the line voltmeter When the regeneration handle has been placed in the appropriate position with the line and motor volts balanced the accelerating handle should be moved steadily round to No 20 position The regeneration handle should then be moved to suit the speed and braking effort required Movement of this handle should always be effected slowly Movement towards notch 15 increases braking effort and movement in the opposite direction decreases it TO SWITCH OFF When it is desired to switch off regeneration the regeneration handle should be moved slowly until the armature current is zero The accelerating handle should then be returned to the off position The regeneration handle should then be returned to the motoring position If while regeneration is in operation it is necessary
40. F ALTERNATING CURRENT AC SUPPLY FROM THE MOTOR ALTERNATOR OR BATTERY CHARGER INOPERATIVE The alarm circuit will be energised causing the blue light to shine and alarm bell to sound should the failure occur on the motor side of the alternator then the red fault light will also shine with the accelerating and or regenerative brake handle in the off position The following items are to be checked 1 Line voltage is more than 1100 volts Note If the line voltage is less than 1100 volts then the no volt relay will function 2 Accelerating and regenerative brake handles are in the off position 3 Press the fault reset button if the red indicator light is shining 4 Motor alternator AC supply circuit breaker is not tripped 5 Battery charger circuit breaker is not tripped 6 Supply indicator circuit breaker is not tripped When the defect cannot be rectified or no defect is evident move the emergency light locomotive switch to the emergency position and proceed as a light locomotive To silence the alarm and extinguish the blue light isolate the motor alternator by turning off the supply isolate switch Under these conditions the motor alternator is a failure the traction motor blowers and starting resistor blower fans will not operate Notching is only possible in positions 1 to 3 of the accelerating handle and the locomotive can only be operated up to full series The ammeter readings should
41. GRAPH CONTROL The pantographs are raised by air pressure from the pantograph and control reservoir When the locomotive has been shut down for some time the pantographs are raised by air from the pantograph storage reservoir or by a hand pump In the air supply pipe line to the pantograph cylinders there is an isolating cock which is connected to the inter locking mechanism for the doors of the high tension compartments This prevents the pantographs being raised until the doors are closed and locked The pantograph raising magnet valve must be energised to open the air valve and allow air to flow to the pantograph cylinder Line Drawing of Resistance Fan Motor Circuits 10 The air supply to the pantograph also passes through a three way cock dew The three positions of this cock are as follows In this position the handle is horizontal and the panto graphs are connected via their electro pneumatic magnet valves to the pantograph and control reservoir air supply the locomotive is in service In This is the normal position of the cock whilst this position the handle points upwards and the panto graphs are connected via their electro pneumatic magnet valves to the storage of reservoir the pantographs can be raised from the s In this position one torage reservoir by opening the storage reservoir wheel valve Should the storage reservoir have no air pressure tograph may be rais
42. It is also quick to respond to controller handle movement and to changes in the overhead voltage When two units are coupled the heavy demand placed on the overhead to carry away the braking current is frequently more than the overhead wires can conduct This leads to an overvoltage trip and failure of the regen brake Regenerative brake should be handled in the following manner 95 Series braking is suitable if the train speed is not to go higher than 60 km h and until the changes mentioned above are completed is the more reliable mode to use Select regeneration when the train speed is 45 km h or slower but not below 25 km h and leave the brake handle at the minimum brake position while the brake circuit is set up and the train bunches gently on the locomotive After the slack has bunched move the handle to the approximate position required depending on the load and grade This position provides a constant brake effort regardless of the speed and thus needs adjustment as the grade changes in the same manner as the power handle does to alter weak field steps when running through undulating country When moving the brake handle to control the degree of braking it is more useful to watch the line volts meter than the armature current meter The speedometer shows if more or less braking is required and because of the fine response of the controls very small movements of the handle make a considerable change to the current and voltag
43. PPING The wheel slip relays operate a lamp and bleeper in each driver s cabin if a wheel slip occurs The lamp and bleeper also operate during transition changes and where ever the accelerating handle is in the first notch position Wheel slips should be quickly corrected by the use of sand and by a reduction in power by moving the accelerating handle towards the off position until the slip is arrested In weak field combinations a slipping speed high enough to burst an armature can be attained if these notches are used above the current prescribed REDUCTION OF SPEED When it is necessary to reduce speed the accelerating handle should be returned to the off position the reverse key moved to a lower speed combination and the accelerating handle advanced rapidly to notch 20 SECTION INSULATIONS IN OVERHEAD WIRE Section insulators in the overhead wire separate sections of the wire and there may be a difference of voltage on each side To reduce sparking at section insulators whenever practicable the locomotive should be coasted under them Drivers should endeavour to switch off power while the pantographs are passing under section insulators REGENERATIVE BRAKING During regeneration the power generated by the motors is fed back to the overhead wire for use by other trains Regenerative brake is available in the series combin ation at speeds of approximately 25 km h 24 Maximum retardation is available at 25
44. STATE RAIL AUTHORITY OF NEW SOUTH WALES LOCOMOTIVES BRANCH lt ELECTRIC LOCOMOTIVES OPERATING INSTRUCTIONS F A GODFREY LOCOMOTIVES MANAGER 1981 Reprinted March 2003 HB 46850P81 DOC SRA 81 38 STATE RAIL AUTHORITY OF NEW SOUTH WALES LOCOMOTIV ES BRANCH ELECTRIC LOCOMOTIVES OPERATING INSTRUCTIONS B ES Locom y Authority A GODFREY otives Manager 1981 46 CLASS ELECTRIC LOCOMOTIVES Photo of side of 4610 ie 46 CLASS LOCOMOTIVES GENERAL DESCRIPTION The 46 Class electric locomotives are employed in the haulage of freight and passenger trains over the various lines within the electrified areas General particulars are as follows Voltage 1500 D C Wheel arrangement COy 2 CO Mass 114 Tonnes Dead hauling mass 120 Tonnes Axle load 19 Tonnes Wheel diameter 1133 mm Bogie wheel base 4270 mm Total wheel base 12505 mm Length over buffers 16470 mm Overall width 2974 mm Height from rail level to pantograph lowered 4422 mm Maximum speed 112 km h Low tension supply 120 Va DeC Photo of Driver s Stand No 2 end CAB The cab has a driving position at each end with comfortable accommodation for driver and observer The cab ends are specially shaped to give an attractive appear ance The locomotive houses control equipment motor gener ator sets traction motor blowers and air compressors The space between the centre longitudinals of the under f
45. Three units coupled any speed c 1 b NOTES The rear pantograph should normally be raised where a b c d e only one is permitted Speed not to exceed 90 km h on this section Two pantographs should be raised on each locomotive between Lithgow and Bell only in the up direction Locomotives must not be operated in parallel Light locomotives may run at normal track speed To comply with these instructions it will be necessary for drivers of coupled electric locomotives to raise and lower the pantographs if necessary when passing the following points West Penrith Katoomba Bell up only North Rhodes South Liverpool North Shore Hornsby 101 f Pantographs may be raised or lowered with the locomotive s in motion providing the powering handle is first moved to the off position It is important to ensure at all times that pantographs are in the fully raised or lowered position to avoid damage to overhead equipment MULTIPLE UNIT OPERATION These locomotives can only operate with other 85 Class locomotives in a multiple unit consist At all other times should it be necessary to operate with locomotives of different types then both units must be manned When operating with multiple units the normal practice is for all locomotives to have the jumper couplings inserted between them thus providing for control of all locomotives from the leading driver s cabin The locomotives
46. Tripping of the overload relays will be indicated by lighting of the line switch indicator lamp a sudden loss of power The M G and zero readings on both ammeters sets will continue to operate and the line voltmeter will register The accelerating handle should be returned to the off position and the overload relay reset button pressed The accelerating handle can then be notched up again carefully The overload relays twice in succession 42 should not be reset more than After the tripping of the overload relays the loco motive should not be operated beyond full series for 1 minute nor beyond series parallel for a further period of 5 minutes When the overload relays have tripped twice in quick succession the locomotive is considered to be a failure and the Maintenance Staff informed of the circumstances When operating in multiple unit consists if the overload relays trip the line switch red indicator lamp will shine on all units THE LINE SWITCH RED INDICATOR LIGHT The line switch red indicator light will shine whenever the line switches are open with the accelerating handle in motoring and the control circuit complete In exception to the foregoing When setting up for or going out of regenerative braking the line switch red indicator light will shine whenever the regenerative handle is opened and the accelerating handle is in the TOLE position When the accelerating handle
47. ake pipe and number 3 and 4 independent air hoses after closing the air hose cocks Reduce the brake pipe pressure on the stationary loco motive or locomotives by opening the brake pipe cock Ease up and uncouple Attach the air hoses to the dummy couplers Close the jaw of the automatic coupler and insert safety hook in the locking lever Close the brake pipe cock STABLING When the locomotive has been brought to a stand at the abling the following duties should be carried ct ct Place the automatic brake valve handle in the running position and the independent brake valve handle in the application position Apply both hand brakes Switch off the supply motor generator at the tumbler switch on the driver s desk Switch off compressors heaters and lights Press pantograph lower buttons and lower pantographs Turn pantograph three way cock to the down position open the storage reservoir wheel valve and charge the storage reservoir Close wheel valve tightly Close the P amp C reservoir inlet and outlet cocks Remove the reverser key and turn off control switch Enter all defects in the Log Book When leaving locomotive open battery switch close all windows and doors DRIVERS SPARE AND EMERGENCY EQUIPMENT The following equipment shall be carried on 46 class electric locomotives DRIVER S EQUIPMENT 1 tail disc In No 1 cabin 2 cases of 12 detonators One in each cabin 2 red flags in flag
48. all windows and doors 6 Hand brake to be applied Enter all defects in the log book 7 Chocks to be placed each side of No 2 wheel POSITIONING OF CONTROLS FOR HAULAGE OF DEAD LOCOMOTIVES Should a locomotive fail and be left at a station the qualified Driver prior to leaving the unit must secure the locomotive by means of the hand brake and carry out normal stabling duties and leave the unit in order vide instructions relating to the haulage of the unit An electric locomotive of any type when required to be hauled dead must not be attached to a train unless a qualified Mechanical and Electrical Equipment Branch Technical Officer or Technician has certified to its fitness to be hauled Where possible a Driver required to haul a dead locomotive should contact the District Manager Locomotives and Rolling Stock or other Technical Officer nominated for clearance to do so locomotive Tg 107 The following procedure is to be adopted on the dead Under normal operating conditions when the No 3 control and No 4 independent release air hoses can be satisfactorily coupled for multiple unit air brake operation a Air brake equipment is to be set up for normal multiple unit operation b Powering handle in the off position regenerative handle in the Off position and reverser handle removed in Isolate position c All switches to be turned OFF on the control stand circuit breakers on the contr
49. and relay valves function and the brake cylinder pressure increases Conduct a power and sand test Place brake valve cut off valve in the out position check the brake piston travel is within required limits and sands are working correctly Note that the brake pipe pressure has not seriously reduced or increased with the brake valve cut off valve set in the out position Regenerative Brake Test Place the reverser in the forward position and set brake valve cut off valve in the in position Move the regenerative handle to the braking position Note that minimum brake cylinder pressure releases When the brake cylinder pressure has released reduce the brake pipe pressure to below 250 kPa Note that the locomotive brakes re apply Move the regenerative handle to the off position Place the automatic brake valve handle in the release position Note the brake pipe and equalising reservoir pressure is restored and the locomotive brakes release Fully apply the independent brake and check the brake cylinder pressure rises to 325 kPa Move the acceler ating handle to position 1 Note the loadmeter ammeter reading indicating that the pneumatic control switch has closed Move the accelerating handle to the off position Place the automatic brake valve in the emergency appli cation position ote that a heavy reduction occurs in the brake pipe and equalising reservoir pressure Move the automatic brake valve hand
50. antographs b A check is to be made between the units to ensure that there is no leakage on the air hose connections c Release the hand brake d Move the reverser handle from the isolate position operate powering switch to on press the fault reset button to restart the motor alternator e Proceed with normal operation 105 Coupling for Multiple Unit Working Observer s Duties 1 Upon preparing to couple the units open and centre the automatic couplers to ensure they engage when brought together vA hen the automatic couplers are brought together wait hat they are properly engaged Then secure the auto W until the driver test pulls the couplings to make sure jei matic coupling locking latch in position 3 Couple up the brake pipe main reservoir and one set of independent brake air hoses 4 When driver signals open the air hose cocks between the units 5 Ensure the jumper head is inserted correctly NOTE In all cases where time is allowed for the turning of units and piloting locomotives to whistling out point such duties must be performed by the observer MULTIPLE UNIT OPERATION DIVISION OF UNITS When units are being divided in multiple unit working either in depots or at stations enroute to suit traffic requirements the following procedure is to be adopted 1 When the locomotives have been brought to a stand they are to be secured with a full application of the ind
51. are to be prepared as described in preparation duties Each locomotive is equipped with a 42 pin jumper coupling at each end and suitable air hose couplings When the locomotives are coupled for multiple unit operation one jumper coupling is to be connected between the locomotives The brake pipe and main reservoir No 3 control and No 4 independent release air hoses are to be coupled and all relative air hose cocks opened Control and Brake Valve Handles When operating with units in multiple unit consists reverser handle automatic brake valve handle and the independent brake valve handle should be in position on the appropriate equipment in the leading driver s cabin In all other cabs in the locomotive consist the reverser must be removed from the control stands in Tsolate position Brake equipment cut out in accordance with instructions CHANGING OPERATING STATIONS The following procedure is to be adopted when changing operating stations 1 Fully apply the independent brake and place M U valve in the trail position Move the independent brake valve handle to the release position and remove the handle 102 Reduce the brake pipe pressure by placing the automatic brake valve in the handle out position reducing the equalising reservoir and brake pipe pressures to 70 kPa move the brake valve cut off valve to OUT position The accelerating and regenerative brake handles are to be in the off position an
52. ary fuses protect the two fuse testers the one located within the battery fuse panel and secondly the fuse tester located within the high tension compartment During preparation the spare fuses are to be tested in the following manner 1 Operate light switch to ensure light bulb functions 2 Turn off light switch 3 Lay fuse to be tested across the test block If the fuse is good the light should shine In the event of the fuse test light not functioning check the globe is not defective and renew the defective fuse with the spare provided DRIVER S DESK It is located directly in front of the driver and is equipped with the following Two air brake pressure gauges Flowmeter Loadmeter Ammeter Pan up buttons front and rear Pan down buttons front and rear Headlight switch 3 positions Wheelslip slide alarm White light Brake cylinder pressure Blue light Reset button OAANDHDUABWNHE 10 TI IZ 55 Failed Fan Amber light Resistance notch Amber light Resistor overheat detector Amber light Control Panel 1 Timetable light 2 Panel light 3 Powering Switch 4 Cab light 5 Vigilance control button 6 Demister 7 Cab heater 1 8 Cab heater 2 Observer s Panel Power Fault light Red light Alternator failure Blue light ODANDHDUABWNHE Step light toggle switch Marker light Marker light Cab light Panel light Cab heater 1 Cab heater 2 In addition win
53. at light and bell are energised and the power circuit is interrupted until the temperature is reduced in the resistance compartments Under these circum stances it is necessary to wait until the resistances ie cool down and an additional period of 180 seconds to elapse when the alarm bell ceases to function which may take up to fifteen 15 minutes When necessary to reset a circuit breaker it is also necessary to operate the reset button at the side of the electrical compartment adjacent to the emergency light engine switch labelled fan reset Should the resistor overheat circuit fail to reset after the reset has been operated a number of times anda period of not less than five 5 minutes has elapsed then the Emergency Light Locomotive Switch is to be moved to the Emergency position Failure of Traction Motor Blowers or Resistance Blower Fans In the event of the failure of a traction motor or resistance blower fans the power circuit is interrupted automatically The failed fan alarm light and bell will operate Move the accelerating handle to the OFF position and check resistor fan and traction motor blower circuit breakers are not tripped When necessary reset a tripped circuit breaker and operate the reset button at the side of the electrical cupboard adjacent to the Emergency Light Engine Switch labelled fan reset Should the circuit fail to reset the alarm will continue to operate and it will be necessa
54. be controlled during notching in resistance to a maximum of 400 amps which will restrict operation to light locomotive running only The notching of starting resistances out of circuit must be completed within sixty 60 seconds to prevent overheating of the resistances without the blower fans 116 Should this period be exceeded then power to the traction motors is interrupted and cannot be re applied for a period of three 3 minutes In addition the failed resistor blower fan amber light will shine and alarm bell will sound When operating under these conditions the following ammeter readings must not be exceeded 150 amps continuous 230 amps for twenty five 25 minutes 270 amps for fifteen 15 minutes Regenerative brake is not available FAILED FAN OR RESISTOR OVERHEAT DETECTOR The alarm circuit will be energised causing the respective amber light to shine and alarm bell to sound The following items of equipment are to be checked Ascertain whether traction motor blower or resistance blower fan is defective a If thermal overheat detector operates The amber light will shine and it will be necessary to press the fault reset button bo Check blower motor control circuit breaker BMCB is ON c Check traction motor blower circuit breakers are ON d Check resistance blower circuit breaker RBB are ON Note There is a time delay in blower fans starting up when accelerating handle
55. be pushed up to the horizontal position which will release the bolts on High Tension doors The H T interlock lever can not be moved to the horizontal position until the pantographs have been lowered and the double action isolating switch open CONTROL SWITCH raise circuit and master controller it is necessary that the control switch be closed It is important that when locomotives are coupled together with the jumpers inserted only one control switch should be closed on all locomotives the first position The accelerating handle should then be steadily moved to position 20 and In order to obtain control current for the pantograph OVERLOAD RELAYS In case of a fault on the 1500 volt equipment the locomotive is provided with overload and differential over load relays which will trip and open the line switches to cut off power The overload relays trip if excessive current 1250 amps passes through their coils The differential over load relay trips if the amount of current flowing into the power circuit is different from the amount flowing out This indicates an earth fault in the equipment It is necessary to set the differential overload relay if the control switch has been turned off Overload relays are reset by pressing the reset buttons on the driver s panel The top button resets the overload and differential overload relays the bottom button resets the overvoltage relay They should no
56. ck open compressor oil level checked by lifting filler cap main reservoirs including battery box and condition of spare fuses Enter cab at No 1 end carry out instructions as previously detailed in No 2 cab lower and raise pantographs to ensure correct operation Lower leading pantograph if it is not required Set required tail and number lights Check red flags detonators headlights windscreen washers wipers marker gauge and interior lights At departure end set up for operation and release hand brakes 87 OPERATION PROCEDURE Powering Control Handle When working round a yard where precise control is required in small steps the first three notches are used Notch 2 is a hold or neutral position and each time the handle is moved from this position the locomotive switchgear responds by changing one step Placing the handle in notch 3 provides more current and tractive effort by cutting out one step of resistance To it is necessary first to return to notch 2 and then go again to notch 3 take the next step Rapid repeated movement of the handle between 2 and 3 will provide a number of succession if a high current is required steps in quick If the speed or current is too high moving the handle between 2 and 1 will increase the resistance one step for each movement provided the amber no When working wit tching light is no h a train or light extinguished engine on th
57. cted by three large fuses bolted to the wall adjacent to the motor alternator and are not to be renewed by enginemen Should a defect develop on the motor side of the alternator the motor alternator overcurrent relay M A O C R will operate and trip the High Speed Circuit Breaker isolating the 1500 volt overhead supply to the motor alternator Similarly an overvoltage relay OVD protects the output side of the motor alternator and should a defect develop OVE energises the motor alternator overvoltage relay M A O V R which de energises the motor alternator contactor MAC This interrupts high tension current supply to the motor alternator and upon it being stopped the alarm circuit is energised Operation of the motor alternator overcurrent relay M A O C R will cause both the blue and red lights to shine and the alarm bell to sound The tripping of the overvoltage relay M A O V R will cause the motor alternator output to be interrupted the blue light will shine and alarm bell will sound The motor alternator overcurrent relay M A O C R and M A O V R are reset and the warning lights and bell cancelled by operating the fault reset button on the driver s stand 50 Supply Isolate Switch SIS This switch is located on the circuit breaker panel and is normally on Should a defect develop or it becomes necessary to isolate the motor alternator for any reason the switch is to be turned off This
58. d from the supply motor generator and high tension heater from overhead supply ISOLATING COCKS The isolating cocks provided in each locomotive are listed below together with the correct running position of each cock Brake valve isolating cock at driving end open Brake valve isolating cock at non driving end closed One compressor governor isolating cock open One main reservoir isolating cock open Two pantograph isolating cocks open Two pantograph and control reservoir isolating cocks inlet and outlet open Three way pantograph cock open handle horizontal towards corridor One switchgroup isolating cock open amp sealed One time delay reservoir isolating cock open amp sealed Blank Page Photo of Low Tension Cubicle 3s One sander isolating cock One distributing valve isolating cock One Vigilance Control main reservoir isolating cock One Vigilance Control brake pipe isolating cock One dead engine cock Two brake cylinder isolating cocks All drain cocks Hose coupling cocks not connected to adjacent locomotive One isolating cock underneath the driver s seat isolates the air supply to both air ride seats in the cab One locomotive whistle isolating wheel valve located below roof level one in each cab One main isolating wheel valve in No 2 cab SWITCHES AND CIRCUIT BREAKERS LOW TENSION CUBICLE No 2 Electrical Cabinet All circuit breakers and switches are located in the No 2 low
59. d the reverser handle placed in the isolate position and removed The motor alternator will stop when the reverser handle is moved to the Isolate position The Powering switch is to be turned off The driver is to remain at the control stand being vacated with the automatic brake valve in the handle out position The observer is to proceed to the stand being cut in fully apply the hand brake insert the independent brake valve handle place the M U valve in the lead or dead position release and fully apply the brakes The driver is to observe that the brakes have released and applied and not less than 300 kPa is indicated on the brake cylinder gauge and remove the automatic brake valve handle Proceed to the control stand being cut in with the automatic brake valve and reverser handle insert the automatic brake valve handle and reverser handle then place the brake valve cut off valve at the position we in Move the reverser handle from the isolate position turn on the Powering switch and press the fault reset button to restart the motor alternator The failed alternator blue light and bell will operate for approximately thirty 30 seconds due to it being necessary for the alternator output to exceed a predetermined voltage before the alarm ceases Note When the reverser handle is moved to the isolate 10 position the high speed circuit breaker trips and opens the line switches which st
60. dscreen washers and wiper controls are provided for both the driver s and observer s position Alarms and Safeguards The locomotive is equipped with the following alarms and safeguards Tx An alarm bell and buzzer are provided to warn the driver that one of the safeguards has operated Coloured lights indicating the various troubles that can occur in conjunction with the ringing of the alarm bell located at each driving position and are as follows Power Fault Indicating Light PFIL Red light and bell operates if any of the following occurs a Fault in traction circuit b Overcurrent in traction motors straight overload operation 1400 amperes c Overcurrent on motor side of motor alternator high tension 56 d Opening of the control governor e Overvoltage relay tripped out 2050 volts f Failure in camshaft control to respond correctly Faults a b c d cause the high speed breaker to open and this opens the line switches which will also cause the blue light to shine Faults e f only cause line switches to open When the PFIL Red power fault indicator light operates under power return the accelerating handle or regenerating handle to the OFF position and press the fault reset button In the event of the motor alternator stopping the Blue Failed Alternator light FAL will also shine NOTE There is a time delay of up to fifteen 15 seconds from the time the reset button
61. e brake cylinder pressure blue light is to 30 kPa Upon the the switch opens the blue train lined through the jumper coupling and will shine on all when the brakes are applied on one or more of the locomotives in a multiple unit consist locomotives 122 Brake Cylinder Pressure Blue Light Shines The blue warning light will shine whenever the brakes are applied and pressure in the brake cylinders exceeds 30 kPa Should the blue warning light shine when the locomotive s are being operated with the brakes released immediate action is to be taken to release the brakes in accordance with current instructions NOTE This particularly applies in a multiple unit consist as severe damage can be caused to a trailing locomotive due to the brakes failing to release from a slight overcharge of the brake pipe The opening of the following miniature circuit breakers may cause operating difficulties with no alarms 1 Train control circuit breaker TCB 2 Control circuit breaker CCB 3 Control positive circuit breaker CPB 4 Fault circuit breaker FIB 5 Pilot motor circuit breaker PMB 6 Regenerative brake circuit control RCB 7 Wheel slip slide circuit breaker WSB Control Governor CGV Pneumatic Control Switch The pneumatic control switch is operated by brake pipe pressure opening if brake pipe pressure falls below 250 kPa and closing when pressure is restored to not less than 350 kPa When b
62. e in 4 range is arranged to provide a steady level of response for each position The minimum braking effort is kept low to reduce as far as possible the shock to the train as regenerative brake is set up and the maximum brake looks for an adhesion level that may well be higher than track conditions allow Automatic slide control is available and frequently sufficient Automatic voltage control is not provided however so that care must be taken to ensure that the overhead line voltage does not rise above 2 000 volts If the speed is below 45 km h when entering regener ative brake the motors will be connected in series and the operating range will be between 25 and 60 km h with the brake being most effective between 35 and 40 km h For series parallel regeneration the speed must be over 55 km h when entering regeneration and the operating range will be 45 to 90 km h with the most effective brake being available between 52 and 57 km h REGENERATIVE BRAKE CIRCUIT There are two stages of regenerative braking The six 6 traction motor armatures are either connected in series or in series parallel with 3 motors in series in each group The six traction motor fields are separated from the high tension circuit and connected in series in both stages The fields are supplied by means of an exciter rectifier and step down transfer from the 415 V auxiliary supply from the motor alternator MA set The amount of regenerative
63. e main line the controller is used mainly in the range between notch 4 and notch 5 w level of current and minimum position of t at 340 amps while the here each position therefore tractive switchgear steps represents a fixed effort In the he 4 range the motor current is held hrough the resistances and the train gains speed gradually on relatively level trac current is 900 amps w of 28 k In the maximum position stepping hich requires adhesion in excess to avoid wheel slip Trains on an easy grade will accelerate more quickly than the locomotive switchgear can step through the resistances so that the current stays low If the handle is brought back to the position represented by this current In fact sudden increase in current out and field notches The it would make no difference to the acceleration it is good practice to do this to avoid the when all resistance is cut the switchgear starts stepping through weak final notch of the controller beyond the 4 range is number 5 where the signal is given to the switchgear If the train has been running for some time in 4 range after resistances have been cut out the motors will be operating in the weak field region to make and will need to be broug This in a delay before transi making transition transition takes a little tion is started ht back to full field before time and results 88 Drivin
64. e overload relays trip if the current flow to the traction motors exceeds 1400 amperes The Differential Current Detector trips if the amount of current flowing into the circuit is different from the amount flowing out This indicates an earth fault in the equipment The differential and overload relays are reset by first returning the powering or regeneration handle to the off position and then by pressing the fault Reset button on the driver s stand They should not be reset more than twice in quick succession Repeated settings will damage the equipment and may result ina fire When the powering or regeneration handle is in the open position the tripping of the overload relays and differential current detector is indicated by the presence of the Red Power Fault indicator light on the affected unit and the alarm bell on all units in multiple Overvoltage Relay OVR This relay is energised during regeneration and opens the line switches if the voltage which is being generated exceeds 2050 volts It is reset by returning the regener ative handle to the OFF position Indication Red Power Fault Indicator light on affected locomotive Alarm bell on all units in multiple AUXILIARY RELAYS AR 1 AND 2 Two auxiliary relays are mounted at each end of the locomotive adjacent to the respective Pan Up and Pan down magnet valves An auxiliary relay AR must be energised before the no volt auxiliary relay
65. e resetting of the auxiliary differential overload relay must be restricted to twice only as repeated tripping may be due to the continual flashing over which could cause serious damage to the generator In case of failure of the supply motor generator it is important that the driver operates the supply motor gener ator tumbler switch to ensure that the auxiliary differ ential overload relay has not tripped MOTOR GENERATOR CONTROL SWITCHES While the locomotive is in service it is necessary for both the motor generators to be running to provide ventil ating air for the traction motors Also the supply motor generator set must be running to provide 120 volt control current and keep the battery charged The motor generators are to be running at least five minutes before locomotive movement commences and are to be kept running whilst the locomotive is working and making demands on battery current The motor generators are to be kept running for a period of not less than five minutes after the cessation of any locomotive movements Each motor generator set is provided with a no current relay which makes contact if the machine is not running and lights a yellow lamp in each driver s cabin as a warning to the driver For the supply motor generator to be running the miniature circuit breaker in the low tension cabinet No 2 end and the motor generator two way tumbler switch on one of the driver s desk panels must be closed
66. e values The handle should be adjusted in very small movements of only one or two millimetres when the desired running speed has been reached When the line voltage reads over 1900 volts a watchful eye should be kept on the voltmeter and fine adjustment made of the controller handle to check that it does not rise above 2 000 volts It is possible for the current to rise towards 900 amps at the upper end of the speed range This may be tolerated for only a few minutes at a time and current over 850 amps should be avoided If the speed range is generally above 50 km h enter regenerative brake at about 60 km h pause in minimum to bunch slack and then advance the handle to the required position generally the same position as is used for series braking to match the load and grade Be warned to watch the voltmeter carefully as even a single unit locomotive could lead to over voltage If wheel slide is experienced it will usually be detected and corrected automatically and quite quickly However in bad rail conditions it may be necessary to reduce the regenerative brake manually to correct a bad slide that is beyond the automatic control There is no need to go out of brake but it should be left at minimum 96 for 2 or 3 seconds before restoring the handle a little way short of the previous position and then gradually increasing the brake to the required level Regenerative Control Handle This handle like the power handl
67. each end of the locomotive adjacent to the pantograph magnet valves which isolates the air supply to the respective pantograph roof cylinder when the handle is placed horizontally and is to be used to ensure the pantographs cannot be raised accidentally when running under dead sections of wiring TRACTION MOTOR BLOWERS Two traction motor blowers are provided one at each end of the machine compartment and are driven by 415 volt 3 phase power from the motor alternator MA set Protection is incorporated in the traction motor and resistor blower fan motor circuits against overheating If the fan motor contactors are not closed within sixty 60 seconds this is detected by interlocks on the contactors the failed resistor blower fan amber light and alarm bell operates and power is automatically interrupted for a period of three minutes When the Resistor overheat circuit operates it is of the utmost importance that it is recorded in the log book and the maintenance staff fully informed of the circum stances at the depot at the termination of the trip 70 Control of Resistance Cooling Fan Motors Resistance cooling fan motors cool the starting and vernier resistances Ten 10 seconds after power is applied Nos 1 and 2 cooling fans start After a further five 5 seconds Nos 3 and 4 cooling fans start If all resistances are cut out within ten 10 seconds the fans do not start The cooling fans stop three minutes after p
68. ed by using storage reservoir wheel valve is to be pan The before using the hand In wards pan it can be c charging t prevent loss of air are lowered There are valves one for pump this position the handle is ver The storage reservoir is connected tograph and control reservoir air supply harged by opening its wheel valve he wheel valve should be tightly closed to In this posi and isolated valve is operated by two push buttons each driving cabin This enables all the the hand air pump turned off tical pointing down to the so that After tion the pantographs two pantograph electro pneumatic magnet the control of each pantograph Each magnet up and down in front or all rear pantographs to be operated together when locomotives are coupled for multiple unit operation Each pantograph magnet valve has an isolating cock fitted roof cylinder which will isolate the air supply to the pantograph During normal working both isolating cocks should be open The pantograph push buttons are located to the left of the switch panel CONTROL OF RESISTANCE FAN MOTORS The main resistances fans which start up after resistors for one minute minutes after current has are ventilat power has be They keep r ceased to fl ed by motor driven en on the main unning for three ow in the resistances DE During some master controller operations t fans
69. ependent brake and hand brakes are to be applied 2 The observer is to remove the jumper coupling and secure it in the dummy receptacle Close the brake pipe main reservoir and independent brake pipe air hose cocks and uncouple the air hoses 3 On the Trailing Unit Place the automatic and independent brake valve handles in position Move the M U valve to the lead or dead position and fully apply the indepen dent brake Place the brake valve cut off valve at the in position and move the automatic brake valve handle to the release position 4 The observer will then ease the Driver up disengage the automatic couplers and attach air hoses to the dummy couplers 106 5 Two wooden chocks are to be located on each side of the No 2 wheel of the stationary locomotive 6 On leading locomotive proceed with normal operation STABLING When the locomotive has been brought to a stand at the point of stabling the following duties should be carried out 1 Fully apply the independent brake 2 Reduce the brake pipe pressure by placing the automatic brake valve handle in handle out position place the brake valve cut off valve in the OUT position 3 The powering handle is to be in the off position the Regenerative handle in the off position the reverser handle placed in the Isolate position and removed 4 Press Pan down buttons to lower pantographs 5 When leaving locomotive open battery switch close
70. er c Compressor governor synchronising circuit breaker CMGB d Train control circuit breaker TCB e Compressor governor isolating cock open and contact points closed f Compressor switches CMS1 CMS 2 correctly positioned g Test and renew compressor fuses if required Note When operating in multiple unit consists the governor synchronising circuit breaker GSCB should also be checked One Compressor only fails or will not start Continue with normal operation if sufficient air pressure available and at earliest convenient opportunity a Check compressor motor switches CMS1 CMS2 are turned ON in electrical cabinet b Renew 20 ampere compressor fuse Failure of motor alternator following items are lost a One source of supply for low tension circuit b Battery charging c Traction motor blowing and pressurisation of high tension compartment na ee d Resistance fans e Regenerative brake f Air conditioning g Automatic notching and transition change h Cab heaters hotplates demisters Effect The alarm circuit will be energised causing the blue light to shine and alarm bell to sound The battery ammeter will also register a discharge Should the defect be on the motor side of the alternator the red fault light FIL will also shine Remedy Return powering or regenerating handle to OFF position Press reset button to reset high speed breaker The f
71. er operates if either of the above occur When powering the armature current is reduced to the affected wheel and automatic notching stops until wheel slip is corrected The tractive effort should be reduced by easing the accelerating handle toward minimum position in notch 4 as well as operating the sander button if continual slipping is experienced When operating in regeneration the braking effort will automatically be reduced When continual wheel slide is experienced the regenerative handle position should be adjusted to correct the slide When the wheel slip slide occurs during pneumatic braking no automatic correction is effected and braking effort should be reduced in conjunction with sanding If continual wheel slip slide is indicated a check must be made to ensure all wheels are capable of rotating freely If not the unit must be isolated and considered a failure Brake Cylinder Pressure Blue Light The brake cylinder pressure blue light is provided to warn the Driver should the brakes inadvertently apply on the locomotive or on any trailing locomotive fitted with this switch in a multiple unit consist The light is normally extinguished while ever the brakes are released When pressure in the brake cylinder rises to 30 kPa the switch closes and the blue light shines Upon the pressure falling to 10 kPa the switch opens the blue light is extinguished The brake cylinder pressure blue light is train
72. g Methods Starting in a yard Use notches 3 and 2 to start the locomotive and stretch the slack Go back to notch 1 to reduce speed if the locomotive is rolling too easily hen the van is moving use notches 3 and 2 to accelerate the rain sufficiently to clear the yard Alternatively if the rain is a heavy one requiring considerable current to tart and is being held on the engine brake with the train rakes released the handle may be moved directly to the position in 4 which will provide almost 400 amps to hold he train The independent brake is released as current uilds up and the controller handle is advanced in small teps till the train starts The handle may be left there s the train accelerates until speed is sufficient to move hrough the rising grade of the yard when the handle is moved nearer to 4 minimum to reduce the tractive current and hold a steady speed Dudda tonod Starting on level or easy grade Release the automatic brake and as the train brakes ease off move to notch 4 minimum to hold the train Advance the controller handle in small steps to build up current sufficiently to move the locomotive and hold at this position until the train is stretched and the van is moving Then advance the handle to achieve about 800 amps and provide rapid acceleration with quick stepping through the resistance When the resistance notch light goes out at about 12 km h move the handle directly to notch 5 for transition
73. g handle to No 1 notch position 36 After one minute the yellow light should be extin guished indicating all resistance fans motors are running If the yellow light fails to go out check resistance fan motor M C B miniature circuit breakers and if found to be tripped reset the circuit breaker Check that fan motors are running if found to be stopped enter defect in the Log Book and bring under notice of the maintenance staff FAULTS FAILURES AND THEIR REMEDY The following is a complete coverage of the defects that may manifest themselves due to the malfunction or complete breakdown of equipment and the appropriate action required of the driver dick Lights will not go on when supply motor generator is not running The following items are to be checked a Battery isolating switch is closed b All miniature circuit breakers M C B are c Renew battery fuses on Pantograph will not go up The following items are tobe checked a H T doors are closed and completely locked two movements b Control switch is on c Yellow light on the desk is showing If not check the following items i That lights operate ii Main Control circuit breaker is on No 2 end iii Auxiliary control circuit breaker is on No 2 end iv Correct air pressure is available v Pantograph isolating cocks are open OTs vi If necessary operate the pantograph raise magne
74. ght is extinguished the weak field notches may be used A series of ten 10 starting resistances are provided therefore ten 10 separate notching movements can be made in the low speed notches plus four weak field notches Position 4 Run Up This is the normal operating position and gives the operator flexible control in each combination Position 5 Transition This position is used to achieve forward transition when the powering handle is momentarily placed in this position transition is effected when the notching light is extinguished The accelerating handle should then be placed in position 4 to give flexibility of control 3 Regenerative Braking Handle The Regenerative braking handle has two positions OFF and REGENERATIVE BRAKE The Regenerative braking handle can be operated only when the Reverse lever is in the forward position and the powering handle is in the OFF position There is a hump guide between the Off and the Regenerative brake positions The Regenerative braking effort is controlled according to the angle position of the regenerative braking handle The detailed function of the Regenerative brake is described under Operating procedure Regeneration Brake Control Regenerative braking can only be used if the reverser handle is in the forward position The braking range is set to provide maximum to minimum braking provided the current and weak field ratio limits
75. governor synchronising circuit breaker is also provided on the circuit breaker panel The compressors are under the direct control of the governor which is of the square D type located on the bulkhead of the machine compartment Each compressor may be stopped and started through individual compressor switches behind the right hand door of the electrical cabinet The compressor motors are protected individually by a high tension 20 amp fuse mounted on the panel in the high tension compartment 69 One 1 spare compressor 20 amp fuse is provided for replacement purposes PANTOGRAPH CONTROL The pantographs are raised by main reservoir air pressure when available If air pressure is not available a footpump is supplied at each end of the locomotive and after pressing Pan up button or manually operating the pan up and AR set plungers the respective footpump should be operated till the pantograph makes contact with the overhead wire the compressors commence to run and sufficient air is available to maintain contact between pantograph and contact wire In the air supply pipe line to the pantograph cylinders there is an isolating cock which is connected to the inter locking mechanism for the door of the high tension compart ment This cock is enclosed in the High Tension H T door interlock and prevents the pantographs being raised until the door is closed and locked A two position vented isolating cock is located at
76. h High Tension Inter lock and No 1 End Auxiliaries Compressor Governor Te ISOLATING COCKS Below the Footplates 1 Two main reservoir pipe cocks at each end of the locomotive 2 One brake pipe cock at each end of the locomotive 3 Two sets of No 3 control and No 4 independent release cocks at each end of the locomotive 4 Two brake cylinder isolating cocks left side 5 Main reservoir isolating cock left side In the Cab 1 Brake valve cut off valves one on each brake pedestal 2 Brake pipe emergency cock adjacent to the brake pedestal 3 M U valves for isolating independent brake one on each brake pedestal 4 Refrigerator isolating cock on side panel of refrig erator in each cab 5 A small compartment is provided adjacent to the hotplate in which the following are located i Horn ii Windscreen wipers and washers iii No 2 end An additional isolating cock is provided for the above equipment including the refrigerator In the Engine Room Bulkhead behind No 1 Cab Pantograph isolating cock No 1 end Horn change over cock High Tension door interlock An isolating cock situated below main reservoir which when closed isolates air supply to both high tension door interlock and auxiliaries No 1 end 10 ETa 78 Control air reservoir Compressor governor Vigilance control emergency application valve Control valve on brake equipment stand isolates loco motive aut
77. he accelerating handle is moved to notch 1 the lamp will shine and stay alight for approximately one minute or until the accelerating handle is moved into Notch 20 or off position If it remains alight for more than one minute there is indication of trouble with the resistance fan motors or one of the motor generators In this case a Check that both motor generators are running b Check that all eight fan circuits breakers on the low tension panels in the centre compartment are closed In summary the yellow light will shine normally when the motor generators are not running and the control cir cuit is complete Under operating conditions with the motor generators running the yellow light will shine as follows a For one minute when resistances are in circuit accelerating handle between 1 and 19 notch b Supply motor generator fails or is not producing current battery charging is not taking place c Exciter motor generator fails or is not producing current d One or more of the resistance fan circuit breakers tripped e Supply motor generator 100 amp output fuse defective battery charging contactor is open and exciter motor generator stopped f Switch group isolating cock closed TO TEST THE RESISTANCE FANS 1 Switch on motor generator sets 2 Turn control switch off and then back on again to trip differential overload relay so that power will not be applied 3 Open acceleratin
78. he automatic brake valve handle to lap position and check that the minimum reduction feature is operating by observing the brake cylinder pressure rises to approximately 105 kPa and the brake pipe and equalising reservoir pressure is reduced by approximately 50 kPa Test 3 Independent Release of Automatic Brake Move the independent brake valve handle to release position and note brake cylinder pressure reduces to zero then return brake valve to running position Test 4 Automatic Brake Valve Service Operation Reduce the brake pipe pressure by a further 140 kPa by means of the automatic brake valve and note the rise in pressure as shown on brake cylinder air gauge Test 5 Regenerative Interlock Before making the regenerative interlock test place the reverser key in forward series press overload and overvoltage reset buttons then place the accelerating handle in the first notch noting that a current reading is 19 recorded on the ammeter Return the accelerating handle to the off position With the supply motor generator and the exciter motor generator running reverser key in forward series turn the control key off and then turn it back on place the regenerative handle in first position and with the accelerating handle also in the first notch note that the air brake application releases on the locomotive Test 6 Regenerative Interlock Reduce the brake pipe pressure to zero and check
79. hen isolating the apparatus it should be kept in mind that there are two stages of isolation for vigilance control equipment as follows a Isolation of Emergency Application Valve Only This condition eliminates a vigilance control brake application and still permits the flashing light audible warning portion of the equipment to function The assoc iated isolating cock located at the emergency Application valve inside the locomotive is to be closed b Isolation of the Complete Equipment The isolating cock under vigilance equipment is to be closed The main vigilance control circuit breaker VCB must be opened Note In every case where trouble is being experienced the procedure set out in a above must first be observed and only if a remedy is not effected by this means shall the procedure for b be applied Battery Switch Before opening close both Driver s brake valve isolating cocks Vigilance control penalty valve when de energised will dump brake pipe pressure This action is necessary to ensure the vigilance con trol is isolated by closure of the isolating cocks before the electrical circuit to the penalty magnet valve is interrupted by opening the battery switch Blank Page Line drawing of No 1 end Bulkhead Pneumatics ISOLATING COCKS Horns When closed horns blow at operated end ONLY High Tension Interlock Control Air Vigilance Control Penalty Valve ae 4 6 Pantograp
80. hes CMS1 and CMS2 are the switches for No 1 and No 2 air compressor respectively PREPARATION In the event of any equipment being found cut out unless labelled Not to be used a relevant entry in the Log Book such equipment must be Cut In or in the absence of If any authorised employee be at work on an electric locomotive at the time when the driver arrives to commence testing operations and if such work is likely to affect the electrical or air equipment the position and is only placed in the Test position Photo of Test and Cutout Switches 82 driver must not proceed with the testing operations on the locomotive concerned or cause the locomotive to be moved until the work has been completed and all danger discs removed from the departure end of the locomotives 3 When an electric locomotive is stabled at a depot the procedure outlined for stabling must be carried out by the stabling driver unless instructed not to do so by the Operations Supervisor Preparation Obtain Driver s Daily Report Sheet and Reverser handle On arrival at locomotive peruse Log Book and commence preparation at No 1 end Before joining the locomotive ensure the brake cylinder and main reservoir isolating cocks are open No 1 Cab The following items are to be checked 1 Hand brake is applied 2 Check the powering handle regenerative handle are in off Reverse lever in Isolate and removed 3 Drivers brake
81. hich moves the resistance camshaft one step backward This is repeated until the desired reduction in speed is achieved Operating through Water Under no circumstances should the locomotive be oper ated through water that is deeper than 100 millimetres above rail level and speed must not exceed 3 kilometres per hour Operation over points and crossovers When operating the locomotive at speeds in excess of 40 km h reduce the motoring current by returning the Powering Handle to the minimum current position in Notch 4 seven seconds before the locomotive reaches a railroad crossing or points 93x When operating in regenerative braking reduce the regenerative handle to minimum position as above This action is required to minimise brush bounce and thereby reduces fusion damage between the carbon brushes and commutators of the traction motors Special Driving Conditions Low Overhead Volts The problem of low overhead voltage will be eased a little when the Electrical Branch complete their modifications on the West but it will not be eliminated so that the following notes will apply in the future as well as now The problem arises because too many trains are using the supply from one substation the current demand is too high The voltage falls trains lose speed and time and the temptation is to use weak field to regain speed However under these circumstances the result is even slower running The explanation c
82. il the current drops below 800 amperes When the accelerating handle has been placed in posi tion No 20 it can be left in that position if no higher speed is required Generally this speed will be insuff icient and it will be necessary to pass to the next com bination in accordance with the following description TRANSITION FROM SERIES TO SERIES PARALLEL To change into the series parallel combination the reverse handle is moved from forward series to forward series parallel The accelerating handle is then returned to notch 1 position with the button on the end of the handle depressed The depressing of the button on the end of the handle pre vents the accelerating handle being moved to the off posi tion during transition this prevents the line switches from opening and cutting off power 22 No change takes place until the accelerating handle is returned to notch 1 when transition to series parallel takes place with all resistances in circuit The handle should then be advanced step by step to position 20 as before TRANSITION FROM SERIES PARALLEL TO PARALLEL If a higher speed is required transition to the parallel combination should be made The reverse handle should be moved to forward parallel position and the accelerating handle returned to No 1 position when trans ition to parallel will take place with all resistances in circuit The accelerating handle should then be moved step by step up to n
83. ir cor checked on the dead locomotive NOTE When a main reservoir air supply i from the assisting locomotive the device is to be placed in the open charge the main reservoir on the Hauling of Dead Locomotives from a Depot When a locomotive is being hauled d it will be the responsibility of Depot Of these arrangements to ensure that the de is correctly set up the air brake equipm positioned and connected for dead haulage brakes apply and release satisfactorily w controlled from the hauling locomotive It is not necessary for the Driver of which the dead locomotive is hauled betwe qualified for it but if he is qualified brake equipment with which it is fitted expected to effectively deal with any bra occurring enroute FUSES regenerative reverser handle r hoses are to be and associated eased from the rect operation before departure s not available dead locomotive position to dead locomotive ead from a depot ficers making ad locomotive ent is properly and that the hen remotely the train by en depots to be for the type of he will be ke troubles The following fuses are provided in the high tension compartment a A group of three 10 amp fuses which i Polarity detector positive an These fuses protect the polar arei d negative fuses ity detector circuits which ensure a slightly higher voltage is present in the tra armature than in the overhead ction moto
84. ircuit breaker SIRB and supply indicating relay supply Traction motor and resistance fan blowers control circuit Motor alternator output Main supply to the master controllers and camshaft pilot motors Traction motor blower CLrCuULE Traction motor blower circuit Battery circuit 81 36 Battery Ammeter BA 37 Supply Isolating Switch SIS Controls the operation of the motor alternator and isolates the blue light and bell 38 Main air conditioning supply to both air supply conditioning units below circuit breaker panel Electrical Cupboard Machine compartment Function Compressor Control Switch CMS1 No 1 Compressor Control Compressor Control Switch CMS2 No 2 Compressor Control Control circuit cut out switch CCOS Power control circuits Sequence test switch SQ TEST SWITCH Testing control rotary switch with the positions ON OFF ON OFF circuits The Control Cut Out Switch CCOS is a four position In the OFF position the traction control circuits and motor alternator are isolated and the red power fault indicator light and amber failed resistor blower light will also be isolated The Sequence Test Switch SQ TEST SW is a four position rotary switch with the following positions Normal and Test The switch is carried in the Normal when a sequence check test is conducted without high tension supply at the workshop Compressor Control Switc
85. is a generator 4 What are the principal parts of a generator 5 How is electro motive force produced with a generator 6 What is the purpose of a motor 7 Describe the principle of a motor 8 What is a fuse and what types are used on a 46 class locomotive 9 Describe an open circuit closed circuit short circuit an intermittent circuit 10 Why and how is resistance used on a 46 class locomotive 11 What is meant by a series b series parallel and c parallel combination of traction motors 12 What is the purpose of the regenerative brake 135 14 Is 16 Liy 18 L9 20 ays 22 die 44 Describe the principle of operation of the regenerative brake a Name the high tension fuses in the auxiliary high tension circuit b Name the fuses in the low tension circuit Trace the path of high tension current through the locomotive State what action is necessary before moving a loco motive into a bysiding a where current is normally switched on b where current is normally switched off Describe the operation of the resistance fans a during motoring b during regenerative braking Describe the operation of the three way cock for pantograph raising in each position If the supply motor generator fails a what is lost b what action is necessary to remedy the defect If the exciter generator fails a what is lost b what action is
86. itch SIS Switches and Circuit Breakers PAGE NO PAGE NO 46 Cl B5uGL 92 75 92 24 21 87 26 67 7 29 99 9 69 4 106 53 114 15 81 29 40 120 23 25 96 96 50 58 35 34 27 23 22 23 92 33 106 27 93 70 50 50 13 INDEX PAGE NO PAGE NO 46 Cl 85 GI Traction Motors 3 47 Traction Motor Blowers 69 Transition from Series to Series Parallel 21 91 Transition from Series Parallel to Parallel 2 91 Vigilance Control Equipment 75 Weak Field Notches 22 When Regenerative Braking Should be Used 24 Wheel Slipping 23 Wheel Slip White Indicator Light and Bleeper 11 119 Wheel Slip and Slide Correction 72 Wheel Slip and Slide Correction in Regen Braking 73 Wheel Sliding During Regeneration 26
87. l in machine compartment Horns will not operate If main reservoir pressure is available check isolating cocks for respective cab control No 1 end cab a Isolating cock on bulkhead in machine compartment b Isolating cock in small compartment adjacent to hotplate 120 NOTE Isolating cock on bulkhead isolates air supply for high tension door interlock sands No 1 end windscreen washer wipers refrigerator No 2 end cab a In small compartment adjacent to hotplate check lower b and horn isolating cocks in open position NOTE Lower isolating cock isolates air supply to horns windscreen washers windscreen wipers refrigerator on No 2 end Cab Amenities Respective circuit breaker turned ON on circuit B panel PROCEDURE WHEN LOCOMOTIVE WILL NOT MOVE OR LOSES POWER WHEN MOTORING OR REGENERATING If on a steep failing grade bring the train to a stand by applying the automatic brakes Return the powering handle or regenerating handle to the OFF position Check Overhead current available a Train control circuit breaker is not tripped b Main control circuit breaker is not tripped c Control circuit breaker is not tripped d Pilot motor PMB is not tripped e Control positive circuit breaker is not tripped f Regenerative control breaker is not tripped g Low control air pressure h Low brake pipe air control governor CGV will open and this in turn wi
88. le to the release position and note that the flow meter functions correctly Place the independent brake valve handle in the release position without depressing handle and note that the brake cylinder pressure releases Open emergency cock at base of pedestal and check that brake pipe is quickly and considerably reduced in pressure 15s 16 86 Maintaining feature check Close emergency cock and fully recharge brake pipe Place auto brake valve handle in service zone and reduce brake pipe pressure by 70 kPa Leave handle in this position Open emergency cock slightly to vent brake pipe and note that brake pipe pressure remains constant at the reduced level While the brake test is being conducted the cutting in and out point of the governor is to be checked Lower and raise pantographs to ensure correct operation Set switches as required Isolate brake equipment Place reverser handle in Isolate and remove Alight from locomotive cab on driver s side Examine front of locomotive checking all air cocks are closed and air hoses properly secured to dummy couplers Check automatic coupling in good condition and operates correctly also jumper coupling in good condition and properly secured Pass down the side of the locomotive examine brake shoes and rigging springs etc Check that brake cylinder isolating cocks are open sands flow adequate and sandpipes set to rail main reservoir isolating co
89. ll trip the high speed circuit breaker and open the line switches 121 If the motor ammeter does not read 41 Check for Supply is proved if Tr OVERHEAD Line Voltmeter reads SUPPLY or Motor alternator operates or Compressors operate Zr BATTERY Motor alternator operate SUPPPLY or Compressors operate or Any loco lights operate man CONTROL Motor alternator operates CIRCUIT or SUPPLY Line Switches close or Amber Resistance Notch Indicating Light Indicator lamps light Action if no supply Ensure pantograph in contact with wire and pantograph isolating switches closed High tension door interlock is properly locked Check battery isolating switch is closed and battery fuses are not defective Check Pilot motor control PMB Control circuit CCB Control Positive CPB Regenerative brake control RCBl1 RCB2 This light is illuminated when any of the locomotives in multiple are operating with resistances in circuit during acceleration BRAKE CYLINDER PRESSURE BLUE LIGHT The brake cylinder pressure blue light is provided to warn the Driver should the brakes inadvertently apply on the locomotive or on any trailing locomotive fitted with this switch in a multiple unit consist The light is normally extinguished while ever the brakes are released When pressure in the brake cylinder rises the switch closes and the blue light shines pressure falling to 10 kPa light is extinguished Th
90. matic coupler jaw see that both automatic couplers are in alignment Ease up and when coupled test pull the couplings Place the safety hook in the locking lever of the automatic coupler Couple the brake pipe main reservoir and number 3 and 4 independent air hoses and open the associated air cocks At the control stand being vacated remove the independ ent brake valve handle reduce the brake pipe pressure by 140 kPa with the automatic brake valve close the brake valve isolating cock and remove the brake valve handle Remove the reverser key and place control switch in the off position Obtain the three jumper couplings from the locomotive with the lowest number Insert the jumper couplings in their respective recep tacles between the locomotives Test the operation of the pantographs from the leading locomotive Release the hand brakes applied at the beginning of the amalgamation When the amalgamation is complete a check is to be made to ensure that there is no leakage on the air hose connections between the units DIVISION Ts Apply the hand brakes on the stationary locomotive or locomotives Close all air hose cocks between units Remove the three jumper couplings from their respective receptacles Place the three jumper couplings on the locomotive with the lowest number point of s out Dy 33 Remove safety hook from automatic coupler locking lever uncouple the main reservoir br
91. mbler switch 20 Apply the independent brake fully and then remove the brake valve handle The observer is to proceed to the opposite end with the independent brake valve handle apply the hand brake insert the brake valve handle and then release and fully re apply the brakes The driver upon observing the release and re application of the brakes on the brake cylinder gauge will reduce the brake pipe pressure 140 kPa by placing the automatic brake valve in the service position Close the driver s brake valve isolating cock and remove the brake valve handle Examine front of locomotive checking all air cocks are closed and air hoses properly secured to dummy couplers See automatic coupler is in good order and jumper receptacle lids properly closed Pass along off side of locomotive Examine brake shoes and riggings springs etc Check that brake cylinder isolating cocks are open sand boxes full and working correctly and brake piston travel between 75 to 150 mm Drain water from main reservoirs Vigilance control main reservoir isolating cock open and sealed Enter rear cabin and carry out instructions as prev iously outlined under departure end ote that air pressures indicated on the air gauges do not materially differ from those indicated at the other driving com partment Set required tail lights and release hand brake if applied Examine rear and on side of locomotive as outlined in instruction 4 and 5 E
92. must be kept on the main reservoir pressure NOTE The compressors will not run at full speed unless the control switch is turned on The compressors will not start if the main reser voir pressure is above 700 kPa 38 Failure of the supply motor generator The following items are lost a b c d e g One source of supply for low tension current Battery charging Traction motor blowing and pressurisation of high tension compartments Exciter motor generator Resistance fans Regenerative brake Low tension cab heaters and hot plates The yellow light will shine on the driver s control panel the battery charging is not taking place and the ammeter will register a discharge The following items of equipment are to be checked a b c d e g Line voltmeter is showing a reading Lights work from low tension supply Turn supply motor generator switch off and then switch it back on This action resets auxiliary differential overload relay Reduce main reservoir pressure and make com pressors run Providing the compressors run the 160 amp aux H T fuse is in good order if not renew the 160 amp fuse Supply motor generator M C B No 2 end is on Switch group isolating cock is open Supply motor generator 40 amp fuse in No 1 H T compartment and renew if necessary If the supply motor generator is inoperative the ven tilating air to the traction m
93. n and secure with the independent brake in the application position hand brake to be applied Dis a ote the brake pipe and brake cylinder pressure b Powering and Regenerative brake handles to be in the Toff position c ove the reverser handle to the isolate position 3 On trailing unit a Move the trailing unit onto the leading unit and engage the automatic couplings Test pull to ensure that they are properly coupled Secure 104 the automatic coupling locking catch in position b Reduce the brake pipe pressure to 350 kPa and place brake valve cut off valve in the out position c Reduce the brake cylinder pressure to 150 kPa d Remove the automatic brake valve handle in the Handle out position Place the M U valve in the trail position and remove the independent brake valve handle in the release position e i Powering and Regenerative brake handles to be in the off position ii Place the reverser handle in the isolate position and remove Couple the brake pipe main reservoir No 3 control and No 4 Independent release air hoses and open the associated cocks Note that the brake pipe and brake cylinder pressures build up on the air gauges to the same setting as on the leading unit Supervise the insertion of the jumper coupling The reverser and brake valve handles are to be suitably located in the No 1 end driver s cab On leading unit a Test the operation of the p
94. n to series parallel TRANSITION Transition from Series to Series Parallel If a further increase in speed is required providing the resistance notch light is not illuminated the Powering Handle is momentarily placed in Notch 5 Transition and returned to Notch 4 causing the transition to Series Parallel combination automatic notching occurs through to Series Parallel Weak Field Using the Powering Handle in this zone accelerating current can be varied from 340 amperes to 900 amperes thus enabling the driver to control his accelerating rate While operating in Notch 4 if a reduction in speed is required the Powering Handle can be moved back thereby reducing the current to the traction motors Transition from Series Parallel to Parallel If a further increase in speed is required whilst operating in Series Parallel the Powering Handle is momentarily placed in Notch 5 Transition and returned to Notch 4 causing transition to the Parallel combination providing resistance notch light is extinguished Once again automatic notching will occur through to Weak Field and by varying the Powering Handle position acceleration current can be controlled between 340 amperes to 900 amperes While operating in Notch 4 if a reduction in speed is required the Powering Handle can be moved back thereby reducing the current to the traction motors The following amperages must not be exceeded 1100 amps when lifti
95. nce door of the high tension compartment 2 Powering Handle The Powering handle has six positions OFF POSITION NO 1 NOTCH DOWN POSITION NO 2 HOLD POSITION NO 3 NOTCH UP POSITION NO 4 RUN UP POSITION NO 5 TRANSITION The position of the powering handle is indicated by the illuminated indicating plate visible from the upper side of the master controller The powering motor current and the motor connection in powering is controlled by the operation of this handle The powering handle can be operated only when the Reverse lever is in Forward or Reverse position and the Regenerative braking handle in the OFF position Positions 1 2 3 are used for low speed operations and permit resistance to be inserted or deleted in series to achieve desired speed as follows Position 1 Notch down When the powering handle is located in this position and returned to position 2 resistance is inserted in circuit Position 2 Hold This position is used when desired speed is achieved and during notching operation 61 Position 3 Notch Up This position is used to achieve an increase in speed By alternating the powering handle between position 3 and 2 positions the desired locomotive speed is attained Each time the handle is placed in position 3 notch up and returned to position 2 Hold a bank of resistance is deleted In this position when all resistance is out of circuit and the amber notching li
96. net valve To maintain the circuit breaker in the closed position once the overload reset button is released a holding coil located within the circuit breaker is energised In series with the holding coil are normally closed interlocks of overload relays OLR1 OLR2 and OLR3 motor alternator over current relay MAOCR and the differential relay DFR If any of these relays trip the holding coil will de energise and the high speed circuit breaker will open In order to again close the circuit breaker it is necessary to reset the tripped relays by pressing the overload reset button The tripping coil incorporated within the circuit breaker detects excessive current flowing through the circuit breaker and causes the circuit breaker to trip No Volt Relay NVR This relay is provided to prevent a re application of power to the traction motors in the event of a loss of overhead current when power is restored When this relay operates it is necessary for the operator to return the powering or regeneration handle to the Off position to reset the No Volt Relay This relay will close when 1100 volts is present in the overhead and will open if overhead falls below a predetermined point 67 Differential Current Detector in case of a fault on the 1500V equipment the locomotive is provided with a differential current relay which will trip the high speed breaker and open the line switches Overload Relays OLR1 OLR2 OLR3 Th
97. ng train for 10 seconds 900 amps for five minutes 730 amps for one hour 690 amps continuous Speed Reduction If a speed reduction is required return Powering Handle to the OFF position until desired reduction in 92 speed is achieved then return the Powering Handle to the appropriate position e g Note There is no backward transition as on a 46 class locomotive If a speed reduction is required from series parallel or parallel combinations the Powering Handle is returned to OFF position and then placed in Position 4 where the locomotive will keep notching automatically to maximum series weak field position If the obtainable speed in this combination is not sufficient series parallel combination is selected by moving the Powering Handle to Position 5 momentarily from OFF position providing the Resistance Notch light is extinguished the control circuit will be established and transition effected This manoeuvre is repeated if a higher combination to Parallel is required Shunting and Low Speed Control in Series Combination From the OFF position advance the Powering Handle to Notch 3 which moves the resistance camshaft one step forward The handle is operated between Notch 2 Hold and Notch 3 Notch up until the desired speed is obtained when the handle is maintained in Notch 2 Hold If a reduction in speed is required the Powering handle is returned to Notch 1 Notch down and back to Notch 2 Hold w
98. nly 1 or 2 millimetres each to prevent frequent slipping f slipping is only one or two occurrences every half inute or so the handle may be advanced slightly to seek he maximum acceleration available tTBHOO AttHM AD gt Extinguishing the resistance light is the signal for moving to notch 5 for transition and then returning the handle to maintain the same stepping current as previously The tractive effort available from 750 amps is suff icient to accelerate a train on most grades and 800 amps will provide good acceleration everywhere This current provides the same tractive effort as 950 amps with a 46 Class locomotive Starting a light train As mentioned earlier the switchgear controlling the resistance steps relatively slowly and will not keep pace with the acceleration of a light train The result being that with the controller handle in the right position for stepping at 600 amps only 400 amps is being achieved The temptation to move the handle round further for quicker acceleration achieves nothing until resistance is cut out when suddenly it steps quickly through weak field notches to yield perhaps 800 amps and a surge of acceleration It would be better to resist the temptation and to move the handle back to match the 400 amps available acceleration will be no slower and there will be no surge into weak field Better still is to place the handle fully in notch 5 so that transition is made immediately resistance i
99. nt The electrical circuit for the operation of the vigilance control equipment passes through the reverser contacts and the acknowledgment buttons are inoperative while ever the reverser handle is in the centre neutral position and become operative immediately the reverser handle is moved to the forward or reverse position It is therefore most essential that before the reverser handle is moved to the centre neutral position the vigilance control equipment is suppressed by fully applying the independent brake and brake cylinder pressure exceeds approximately 200 kPa Failure to ensure that sufficient brake cylinder pressure is present to suppress the vigilance control equipment before moving the reverser handle to the centre neutral position will result in the vigilance control continuing through its timing cycle and when the visible and audible warnings operate they cannot be acknowledged and a penalty brake application will occur 76 In the absence of an acknowledgment after a further period of time a third pair of contacts will close causing a penalty brake application When this occurs the bell is silenced and at the same time the acknowledgment buttons are rendered inoperative for one to three minutes The penalty brake application can be released after the one to three minutes time interval by depressing the acknowledgment button and operating the brake valve in the normal manner Isolating of Equipment W
100. nter departure end cab Open driver s brake valve isolating cock and release hand brake Raise and lower pantographs to ensure correct operation Lower the leading pantograph if it is not required Insert reverser key in master controller in readiness to depart During the preparation of the locomotive check hand lamp red flags detonators and tail disc test head pilot marker gauge and interior lights and set requi red head and marker lights 2s OPERATION PROCEDURE ACCELERATION IN SERIES To start a train or light locomotive the following procedure is necessary 1 The control switch must be in the on position 2 Place the reverser key on the master controller and move it to series forward or reverse as required 3 Press the overload reset button 4 Release the air brakes The accelerating handle can then be moved to the first position and after a pause to the second position and so on When the locomotive is light it should move in the first notch position If attached to a train it may be necessary to move the accelerating handle to the 4th or 5th position to obtain train movement When the train has started the accelerating handle should be moved step by step to position 20 The peak cur rent measured on the ammeter should not exceed 900 amps during notching Peak currents in excess of 800 amperes will probably require the use of sand to prevent wheel slip Another notch should not normally be taken unt
101. ntrol 30 amp M C B No 2 end Control positive M C B No 2 end are not tripped and reset overload and overvoltage relays Take Notch 1 on accelerating handle If motor ammeter shows a reading electrical circuits are now normal and the locomotive can proceed If motor ammeter does not read return accelerating handle to OFF and carry out the following checks to prove the locomotive supply circuits Check for 4 OVERHEAD SUPPLY pas BATTERY SUPPPLY Bye CONTROL CIRCUIT SUPPLY 4 CONTROL AIR SUPPLY 41 Supply is proved if Line Voltmeter reads or Motor Generators operate or Compressors operate Motor Generators operate or Compressors operate or Any loco lights operate Motor Generators operate or Unit switches operate or Indicator lamps light Motor Generators operate or Any unit switch operates OVERLOAD RELAY TRIPPING Action if no supply Ensure pantograph in contact with wire and pantograph iso lating switches closed If these are normal await restoration of power Check battery iso lating switch is closed and battery fuses are not defective heck main control ClBs 2S on upply motor gener bor MCB ison nit switches operate ndicator lamp lights HAW GRO heck pantograph and ontorl air gauge is egistering 500 kPa f not ensure all isolating cocks are open If the gauge is registering ensure switch group iso lating cock is open HRAQ
102. nts If overhead power is lost when a train is ascending or descending a heavy gradient an immediate application of the automatic air brake is to be made to stop the train which is then to be secured by the application of sufficient hand brakes to hold it stationary on the grade and the automatic brake released This instruction must be observed at all times as it is essential that the train be brought to a stand before main reservoir pressure has been depleted When power is restored full main reservoir pressure must be obtained and brake pipe recharged before the hand brakes are released PANTOGRAPHS Most wear on the overhead wire is caused by passage of current to the pantograph strips rather than by friction between wire and strips It is therefore desirable at all times when hauling a train to operate with both pantographs raised The current density at the pantograph strips is thereby kept as low as possible and the rate of wear on the overhead wire kept as low as possible The number of pantographs to be raised is summarised below Locat Betwe state Light Engines Number of pantographs to be raised on each locomotive Metropol Rhodes and Nepean Katoomba ion itan Area Gosford River and en places generally Liverpool Bridge and Lithgow d and Katoomba Glenlee one two or three locomotives d 1 Hauling Trains single locomotives any speed 2 Two units coupled below 90 km h 2 above 90 km h a
103. ol panel to be left ON Battery switch open d Vigilance control emergency cock to be closed e Main reservoir brake pipe No 3 control and No 4 independent release air hoses are to be coupled between the locomotives and associated air cocks opened f The brakes must be operative on the dead locomotive When the No 3 control and No 4 independent release air hoses cannot be coupled between locomotives fitted with 26L brake equipment A competent employee qualified for 26L brake operations must travel on the dead locomotive for the purpose of releasing the locomotive brakes by depressing the independent brake valve handle when the brake pipe pressure is restored upon each release of the automatic brake from the leading locomotive a Driver s brake valve cut off valves are to be in the Tout position b Automatic brake valve handle is to be placed in the handle out position and removed c At the brake pedestal being operated on the dead locomotive the independent brake valve handle is to be carried in the release position and the MU valve placed in the lead or dead position Blank Page Photo of High Tension Compartment Fuse Panel 108 d Powering handle in off position handle in the Off position and removed in Isolate position e Main reservoir and brake pipe ai coupled between the locomotives air cocks opened f Brakes are to be applied and rel leading locomotive and the
104. ollowing items are to be checked a Line voltmeter indicates overhead supply b Press Pan up button to reset auxiliary relay AR c Press reset button to reset high speed breaker HSB d Supply indicator switch SIS e Train control breaker TCB Motor alternator control breakers MACB g Supply isolating breaker SIB h Alternator circuit breaker No 2 end R wall If the alarm still operates manually operate both auxiliary relay reset buttons When the defect cannot be rectified to silence the alarm and extinguish the blue light turn off the supply isolate switch on the circuit breaker panel Under these circumstances the motor alternator is a 114 failure the traction motor blowers and resistor blower fans will not operate When the defect cannot be rectified or no defect is evident move the emergency light locomotive switch to the emergency position and proceed as a light locomotive Notching is only possible in positions 1 to 3 of the accelerating handle and the locomotive can only be operated up to full series The ammeter readings are to be controlled during notching in resistance up to a maximum of 400 amps which restricts operation to light locomotive running only The notching of starting resistances out of circuit must be completed within sixty 60 seconds to prevent overheating of the resistances without the blower fans Should this period be exceeded then power to the
105. omatic brake Dead locomotive device on brake equipment stand Two sets of sanding magnet valves right side engine room wall located over each bogie Pantograph isolating cock No 2 end NOTE The control valve isolating cock is located on the brake pipe and when closed only isolates the automatic portion of the brake i e the independent brake is operative with the isolating cock closed CIRCUIT BREAKERS AMD SWITCHES The following circuit breakers are provided on the circuit breaker panel and protect the various circuits on the locomotive in accordance with the following T Remote supply RSB Completes circuit from sealed open the source of supply on another locomotive in the case of flat batteries Spare Vigilance Control VCB vigilance control circuits Fault Breaker FIB Fault lights bell and buzzer Supply Indicator Relay SIB Operates blue light and bell to indicate loss of motor alternator AC supply Alarm also operates in the event of this circuit breaker tftipping 10 Ti T2 T3 14 LIe 16 Koy Regenerative brake control RCB Compressor Synchronise CSB Compressor Control CCB Pantograph Control PCB Train control TCB Control positive CPB Main Control MCCB Spare Lighting Control 2 LTS 2 Lighting Control 1 LTS 1 Machine room lights MRLB Regenerative brake Control circuits Compressor synchronising Cir rcuitu
106. omes from an examination f what is happening in the locomotive It must be understood that the train be it heavy or light is on a rising grade and needs so much tractive effort to proceed The motor gives its maximum tractive effort for a given current in full field but in weak field to give the same tractive effort the armature current must be increased by the same amount that the field current is weakened As the current drawn by the locomotive increases the voltage falls even further and the loss in voltage is greater than the gain in speed Under these circumstances it is necessary for all trains in the section to draw the minimum current they need so that the voltage drop is as small as possible Whenever the overhead voltage falls below 1300 volts all drivers whether on interurban 46 Class or 85 Class locomotives should run in full field On the 85 Class this is achieved by going to minimum 4 position Empty Coal trains The number of locomotives required to haul a loaded coal train are far in excess of those needed for the return empty journey but the units must also be returned for the next trip It is harmful to traction motor commutators if they run long distances without some current flowing through the brushes so that trailing units must not be cut out to reduce the surplus of power However power can also be reduced by not taking transition and this is the easiest way 94 On relativel
107. omotive around the depot slow controlled speed conditions are gt the correct method of operating the Powering uring normal operating conditions the operation of the Resistance Overheat detection device What is Explain the necessary action to remedy this defect the operation of the Failed Fan Alarm Lo 20 pales 2256 23 24 25 124 What is the necessary action to remedy this defect What is the purpose of the a High Speed breaker b Differential Current Detector c Overload Relay d Overvoltage Relay e Auxiliary Relay AR1 AR2 What action is required if a continual wheelslip indication is displayed during multiple unit operation What is the necessary action to raise a pantograph during preparation a With main reservoir air supply available b By means of the footpump What purpose is the Main Isolating Switch provided and what is driver s responsibility during preparation What is the required reaction when an alternator failure traction motor blower or Resistor Fan failure and what amperage limitations are to be observed What is the required reaction on the part of the driver when overhead voltage is low INDEX Acceleration in Series Amalgamation Air Conditioning Air compressor Control Auxiliary Differential Overload Relay Auxiliary Relays AR1 and AR2 Batteries Battery Fuse Panel Battery switch Bogies Brake Cylinder Pressure
108. ops the alternator The brakes are to be tested in the normal manner and the observer is to release the hand brake under the driver s supervision 103 AMALGAMATION AND DIVISION OF UNITS Multiple Unit Operation Instructions and Amalgamation 85 class electric locomotives may be operated in multiple unit consists of two three and four with their own type When operating in combination with other units all locomotive types must be manned Coupling the locomotive The automatic coupler head is to be placed in position laterally by the observer guard or shunter to ensure that it is lined up correctly for the connection to be made This is particularly necessary when the operation is being carried out on a curve in order to avoid damage to the couplers when being connected To obviate the possibility of damage being caused through couplers not being in the correct position the driver must bring the locomotive to a stand 1 metre from the vehicle to which it is to be coupled so that the observer guard or shunter may satisfy himself that the coupler head is correctly aligned This procedure is essential and must be strictly adhered to when coupling 85 class locomotives to vehicles or locomotives fitted with automatic couplers and buffers for example the buffers may foul the control pipe fittings on 85 class locomotives Coupling of Units for Multiple Unit Operation 1 When the unit is prepared place in positio
109. or Light anual Pantograph Isolating Switches ain Isolating Switch aster Controller otor Alternator MA Set otor Generator Control Switches otor Combinations ultiple Units ultiple Unit Operation o Current Relay o Volt Relay NVR PAGE NO PAGE NO 46 Cl eromen ae 58 118 56 71 117 110 1 47 12 73 LS 65 43 43 123 12 77 63 64 53 27 97 39 42 63 6 62 5 59 48 8 4 51 31 101 105 7 66 INDEX Operation over points and crossovers Operation of the D H Type Equipment Operating Through Water Operation of Master Controller in Regeneration Operation Procedure Overvoltage Protection Overvoltage Relay Pantographs Pantograph Control Performance Positioning of Controls for Haulage of Dead Locomotives Powering Switch Power Fault Indicator Red Light Shines Preparation and Stabling Protection of Train Procedure when Locomotive will not Move Reduction of Speed Regenerative Braking Regenerative Control Handle Regenerative Brake Circuit Remote Supply Circuit Breaker Resistance Notch Indication Resistance Fans Test Resistance Fans and Motor Generators Yellow Indicator Lights Resistance in Series Regeneration Reversing Running Notches Section Insulations in Overhead Wire Shunting and Low Speed Control in Series Combination Stabling Start in Series Regeneration Special Driving Conditions Starting and Vernier Resistances Supply Isolating Relay SIR Supply Isolate Sw
110. or generator sets each driven by 1500 volt motors One set includes a 120 volts D C gen erator which provides power for lighting control and battery charging The other set includes a variable voltage generator which is used for separately exciting the traction motor fields during regeneration and for the supply of current to the resistance fan motors Line Drawing of Traction Motor Combinations 4 Each motor generator set also drives a fan which dis charges into the air duct between centre longitudinals of the underframe and passes thence to the traction motors Each motor is blown with 71m per minute The battery consists of 54 cells of the lead acid type with a capacity of 50 amp hours The two pantographs are of the double pan type They are raised by air pressure controlled by electro pneumatic valves operated from the driver s position A hand pump is provided for use in the absence of air pressure BRAKE EQUIPMENT There are two air compressors each driven by a separate electric motor 3 per minute Each compressor has a displacement of 2m Both compressors are controlled in their output by a square D type compressor governor Brake equipment is of the Westinghouse A7 EL type PERFORMANCE The locomotives are designed to haul 1120 tonnes at 60 km h on rising grade of 1 1 and 410 tonnes at 60 km h on rising grade of 3 Where grades and curves permit they can haul passenger trains at 112 km h MOTOR
111. otch 20 as before WEAK FIELD NOTCHES There are five 5 positions of the accelerating handle after notch 20 In these positions the fields of the traction motors are weakened which increases the loco motive speed These notches should be used if a higher speed than can be obtained in full field is required and if the next higher motor combination will give too high a speed When operating in weak field combinations the accel erating handle is to be reduced one notch each time the current exceeds 750 amperes This applies in all combinations When maximum traction effort is required particularly when operating in series and assisting a diesel hauled train weak field notches should be used to hold motor current above 650 amperes RUNNING NOTCHES Positions 20 to 25 of the accelerating handle are running notches and the handle may be left continuously in any of these positions It should not be left contin uously in positions 1 to 19 as in these positions resistances are in circuit with the traction motors and they are not designed for continuous operation An excep tion to this instruction is given under series regeneration 23 REVERSING The reverser key should never be moved to reverse position while the locomotive is moving forward nor to forward while the locomotive is moving in reverse The locomotive should be stopped before a change in the direction of the reverser key is made WHEELS SLI
112. otors is greatly reduced and care must be taken to avoid overheating the motors In such conditions the average motor currents must not exceed the following values 700 amps for 30 minutes 550 amps for 60 minutes 450 amps continuously If the load is such that the current exceeds these values the train must be placed in the first siding to avoid damage to the motors and the locomotive worked light to a depot The regenerative brake and the resistance fans are inoperative Boe Failure of the exciter motor generator The following items are lost a Resistance fans b Regenerative brake c 50 traction motor blowing and pressurisation of high tension compartments The yellow light will shine on the driver s control panel The following items of equipment are to be checked a Exciter control M C B No 2 end is on b Battery charging contactor If the battery charging is not taking place renew the 100 amp low tension supply motor generator output fuse If the exciter M G is inoperative the average motor currents should not exceed the figures shown under failure of supply motor generator Resistance fan inoperative The yellow light will shine on the driver s control panel If both motor generators are running it is probable hat one or more of the fan motors has stopped and epeated accelerations will overheat the resistances BK ct Check the resistance fan circuit breakers are not
113. ower is removed from the starting and vernier resistances If any cooling fan contactors fail to close or resistor blower circuit breaker trips the line switches are opened automatically within sixty 60 seconds and reapplication of power is stopped for three 3 minutes The failed fan amber light will shine and alarm bell will sound If the resistor overheat operates more than twice in starting then arrangements are to be made to stow the train and remove the locomotive from service as quickly as possible Starting and Vernier Resistances A series of ten starting resistances are provided in two banks with suitable blower fans for cooling purposes Under normal operation an amber resistance notching light will shine while resistance is in circuit during notching In multiple unit operation the amber light remains on in all units when any of the locomotives are powering with resistances in circuit Control of Resistance Cooling Fan Motors Prevention of damage to the resistances by excessive heat is effected by the provision that if the resistance blower fan motors fail to start up within sixty 60 seconds then the alarm circuit amber failed fan light and bell are energised and power circuit interrupted for a period of three minutes A thermal overheat device is provided in the resistance compartments to detect any excessive heating Should the thermal overheat device operate then the alarm circuit amber overhe
114. panel in each cab Hotplate A hotplate is provided in each cab supplied with 240 Volt AC power and each controlled by a three position rotary switch Each hotplate is fed through separate circuit breakers on the circuit breaker panel Headlights Twin sealed beam headlights are provided at each end and fed from 240 volt AC power supply via headlight circuit breakers located on circuit breaker panel Each pair of headlights is controlled by a three position switch located on the driver s console in each cab Circuit breakers are also provided for the high and low beam circuits located below circuit breaker panel Cab Refrigerator Each cab is fitted with a refrigerator which is of simple design and uses air at high pressure for cooling under thermostatic control The cabinet is a top loading type and has a capacity of holding a water bottle and a supply of foodstuffs which may require to be kept cool It is the utmost importance that enginemen keep the refrigerator in a clean and hygenic condition at all times and do not place items of an odorous nature in them The air supply to the refrigerator passes through a two position isolating cock which is open in the vertical position and closed in the horizontal osition The cock is located on the rear panel of the cabinet 74 The air demands for the operation of the refrigerators is high and to ensure sufficient air supply is available for other essential equipmen
115. ph should be lowered and arrangements made for a relief locomotive to be obtained If power is restored and remains restored proceed If there is no flash at the pantograph and power is not restored the pantograph should be lowered The pantograph should be raised after a further period of two minutes for a similar test If there is no indication of return of power it should be lowered again The observer should then be sent to communicate with the nearest signal box The driver should act on instructions received from the Signalman and unless he has definite knowledge that his locomotive is defective he should raise a pantograph every five minutes to test for the return of power and lower it if power has not been restored He should make arrangements for the securing and protection of the train as required in accordance with the regulations Electric Locomotives Multiple Unit In the case of electric locomotives in multiple unit consists the driver should carry out the instructions detailed above for single unit electric locomotives except that operation iii should be applied to one pantograph 99 of the leading locomotive and operation vii to one pantograph of the trailing locomotive Protection of Train The train crew must make arrangements for protection of the train where required in accordance with the provisions of Rule No 243 244 or 245 where applicable Loss of Overhead Power on Heavy Gradie
116. r before the line switches close and regenerative brake becomes effective Should a fuse fai brake becomes inoperative and l regenerative if the ii 109 regenerative handle is open the red fault light will shine and alarm bell sound To correct the fault press the reset button and if this fails to have the desired effect test and renew the 10 amp fuse No volt relay fuse This fuse protects the no volt relay circuit and in the event of it failing overhead supply is lost and the line switches will open causing the red fault light to shine and alarm bell to sound Close the accelerating or regenerative brake handles and press the fault reset button Should this action fail to correct the defect test and if necessary renew the 10 amp fuse b Two compressor 20 amp fuses one for each compressor Should either of these fuses fail the compressor will stop and it will be necessary to test and renew the defective fuse c One spare 20 amp and one spare 10 amp fuse are located in the high tension compartment DRIVERS SPARE AND EMERGENCY EQUIPMENT The following equipment shall be carried on 85 class electric locomotives Drivers Equipment 1 tail disc 2 cases of 12 detonators One in each cabin 2 red flags in flag cases one in each cabin Tools 1 spanner hose M R and B P 1 pin punch 1 chisel 1 hammer 110 Spare and Emergency Equipment 1 screw wrench 1 brake
117. r interlock Check high tension fuses are in position and spare fuses 1 x 20 ampere H T fuse compressor 1 x 10 ampere no volt relay polarity detector Check manual pantograph isolating switches are correctly located and sealed Ensure high tension door interlock properly locked Check motor alternator circuit breaker ACB is in ON position on right wall adjacent to traction motor blower No 2 end No 2 end a Drivers brake valve cut out valve in OUT MU2A valve in dead b All switches on drivers and observers consoles not required are turned off c Insert reverser handle in Isolate position and move to Off position centre d Press pantograph raise button If no main reservoir pressure is available the panto graph is raised by using a footpump one each end of the locomotive 84 In case of insufficient main reservoir air pressure the alarm bell will sound and the Red Power fault light PFL will shine because the high speed breaker will not close until 350 kPa brake pipe pressure is attained The Blue Failed Alternator light FAL will also shine e Check line voltage is normal 1100 1500 V DC Note If the line voltage is less than 1100v the high tension machines will not operate Press Overload Reset Button ORB which should cause high speed breaker to close Red Power Fault Light and Blue Failed Alternator Light to be extinguished also alarm bell to cease sounding
118. rake pipe pressure falls and the pneumatic control switch opens it in turn trips the high speed circuit breaker and opens the line switches causing the red fault light to shine and alarm bell to sound This condition will continue until the brake pipe pressure is restored and control governor closes with the accelerating or regenerative handle in the off position and the fault reset button pressed t0 LI T2 13 14 ee 16 T7 18 123 INTERIM PROGRESS EXAMINATION FOR 85 CLASS ELECTRIC LOCOMOTIVE What is What is What fus What fus Describe Describe What is What is Light What is Light a What b Wha Explain Explain DRIVERS the purpose of the Remote Supply Circuit breaker the purpose of the Control Cut Out Switch es are provided in the Low Tension Circuit es are provided in the High Tension Circuit the positions of Reverser Handle the positions of the Powering Handle the purpose of the Motor Alternator Set the function of the Power Fault Indicating the function of the Alternator Failed Blue the purpose of the Supply Isolate Switch otor Alternator fails is lost t is the remedy the Resistance Notch Indicator light the method of operating the Powering Handle to achieve the different combinations What is Handle w or where required What is handle d Explain the correct method of operating the Powering hen moving the loc
119. rame is enclosed and forms an air duct for the traction motor ventilating air The underframe rests on the bogies through centre castings side bearers and bearers on the ends of the bogies The locomotive is well ventilated by louvres and provided with circular windows There is a passage from each driver s cabin to the machinery compartment in the centre BOGIES The bogies are one piece steel castings On the outer ends of the bogies are mounted buffers and draw gear The inner ends of the bogies are coupled together by a draw bar having spherical bushes at each end The inner ends of the bogies are aligned by a lateral control spring which is provided with an initial compression Relative movement between the inner ends of the bogies increases the compression of this spring Centre castings are provided on the bogie transomes to take the centre castings on the underframe The bogie centre casting can move laterally on a slide but is restrained in the central position by springs having initial compression The centre casting on one bogie is allowed a small amount of longitudinal movement to prevent binding on curves At the end of each bogie there is an end bearer mounted on rubber under compression These bearers align the bogies with the underframe and take the reaction caused by the tractive effort The springing on each side of each bogie is fully compensated Each axle box is provided with a laminated spring and two
120. rating the accelerating handle or regenerative handle of the master controller this indicates a failure of the motor alternator Isolate the motor alternator or camshaft wrongly located in which case enter high tension compartment Check Vernier camshaft on zero c Resistance camshaft on 1 2 Weak Field camshaft on SF4 if not correctly located operate small wheel to rotate armature of respective pilot motor which will cause correct alignment of contacts for operation When a defect is not evident check line voltmeter is registering and if so check the ten 10 amp no volt relay fuse in the high tension compartment and renew if necessary If the alarm bell and the indicator light operate again when the accelerating handle is open the unit should be isolated Do not reset repeatedly because it may seriously damage the electrical equipment When the alarm operates in regenerative braking return the regenerative handle to the off position if the alarm ceases to operate it would indicate the overvoltage relay had operated If the alarm operates repeatedly do not continue to use regenerative braking Turn off regenerative brake control breaker RCB In the event of the indicator light not being extin guished by returning the regenerative handle to the off position press the reset button If the alarm operates when regenerative brake is reapplied after resetting do not use regenerative braking EIT FAILURE O
121. ry to move the Emergency light locomotive switch to the Emergency position to restore power on the locomotive The locomotives can only be operated as a light engine using the low speed notches 1 to 3 and full series only is available Notching through resistances must be completed within sixty seconds with a maximum of 400 amperes per motor during notching When operating under above conditions the following motor currents should be observed 150 amperes per motor continuous 230 amperes per motor for 25 minutes 270 amperes per motor for 15 minutes 12 If operation cannot be achieved without exceeding above amperages a relief locomotive must be obtained Regenerative braking is not available under these conditions WHEEL SLIP AND SLIDE CORRECTION This function is entirely automatic Wheel slip and slide is detected by generators provided on each axle These speed and acceleration differences will be detected by the control system and correction will be made by reduction of current to the traction motor of the slipping wheel set only If wheel slip exists for more than two 2 seconds while operating in resistance notches the main resistance camshaft will automatically move backwards one notch When wheel slip occurs and is not immediately corrected the driver is to take appropriate action by ensuring the rail is being sanded and reducing power to the traction motors to a level where the slip is corrected Sho
122. s cut out and no attempt is made to take unwanted weak field steps Transition is made in the shortest possible time and although some shock is felt on the locomotive it is over too quickly to have a signific ant effect along the train 90 Starting a train with bunched slack As in lifting a train from a yard start off using notches 2 ar ar CEC to stretch the slack and when the van is moving take notch 4 and then accelerate the train as already described Running at Speed As mentioned earlier series parallel combination is suitable for speeds below 60 km h and for light trains on easy grades can even be The controller in the wide 4 range will used up to 80 km h hold the current around the nominal value for each position by taking or releasing weak field steps and the response of the locomotive when moving through the notc h 4 range is very similar to that of a diesel working between notch 4 and notch 8 When working through undulating country the speed must be regulated by appropriate movement of the controller handle If the speed rises it is necessary to shut off and coast too high in minimum 4 Series parallel is useless for general trains at speeds below 40 km h and can only be used for rising grades for speeds about 35 km speed range is 20 to 40 km h series is combination Picking up at speed When it is power after coasting down an incline or to fall for a speed re
123. striction it mus resistance steps are cut out slowly and of ten seconds after moving effective power is available the handle should be moved to pick up metres before the required location to delay and left there while the re and come on again twice as through series and series p finally stepping through parallel should be brought back to the sui anticipated current in weak field the motors Ift arallel combinations resistances the handle table position he speed is low or power has been shut heavy trains on so that where the the appropriate time to re apply allowing speed be remembered that it can take all the controller handle before When running at 100 km h the train 300 allow for this The handle should be moved directly to notch 5 sistance light has gone out have switched While for the off to approach a low speed limit below 35 km h transition beyond series will not be required and the delay providing power will be reduced so that in 2 or 3 seconds before power is needed the handle is moved directly to the current setting in the 4 range that to run the train in series will be suitable 91 For speeds up to 70 km h on easy grades allow 5 to 7 seconds delay or about 100 metres before the point where power is wanted to place the handle in notch 5 and then bring it back to the right current position as soon as the resistance light has come on again after transitio
124. t be reset more than twice in succession Repeated resetting will damage the equipment and may result in a fire When the accelerating handle is in the open position the tripping of the overload relays is indicated by the presence of the red line switch indicator light OVERVOLTAGE RELAY This relay is required during regeneration and opens the line switches if the voltage which is being generated exceeds 2 050 volts It is reset by pressing the reset button on the driver s switch panel Neither the overload relays nor the overvoltage relays can be reset unless the accelerating handle of the master controller is in the off position NO CURRENT RELAY The no current relay will operate upon the loss of the overhead power supply and open the line switches To reset the no current relay return the accelerating handle to the off position AUXILIARY DIFFERENTIAL OVERLOAD RELAY In the event of a flash over to earth on either of the motor generators this relay will operate and open the motor generator high tension contactors thus causing a failure of the supply motor generator which will be indicated by the presence of the yellow light To reset the auxiliary differential overload relay switch off the motor generator tumbler switch on the driver s desk then after a slight pause Switch on again This action will automatically reset the auxiliary differential overload relay if the cause of tripping is minor Th
125. t on the locomo that before vacating the cab Enginemen supply to the refrigerator by placing t tive it is essential close off the air he two position isolating cock in the horizontal position and ensure that only one refrigerator is in use at any time AIR CONDITIONING Air conditioning is provided in bo with 415 V AC Power supplied from the motor alternator set To avoid wear cabs should be switched off Each air conditioning system consi units th locomotive cabs MA the air conditioning unit in unoccupied sts of two separate the compressor condensor unit and evaporator unit The compressor condensor units are mounted on the right hand wall of the locomotive at both end circuit breakers for each unit contains the air circulating fan thermostats and selector switch s and contain the The evaporative unit cooling coil A main air conditioning heaters circuit breaker is located below the circuit breaker panel A test key switch is provided for maintenance purposes The selector swi just below roof level and is labelled Heat High Heat Low Off vent Should the MA se inoperative Air nozzles are located below roof front of by both the Driver and observer Cab heating is best achieved by us tch is located above the Driver s seat Auto Cool fail the air conditioning will be level towards the the cab and can be used to direct the flow of air ing
126. t valve by hand vii Three way cock is in the correct position 3 Line voltmeters do not register The following items are a b c to be checked Pantograph is up Roof isolating switches are closed If the line voltmeter is not registering a reading and power is available indicated by motor voltmeter registering a reading the locomotive may be operated normally A suitable entry is to be recorded in the Log Book 4 Compressors will not start The train is to be brought to a stand immediately and secured by the application of sufficient hand brakes to hold it stationery The a b c d e g 5 One a b The following items are to be checked Line voltmeter is showing a reading Lights work from the low tension supply Switch on supply motor generator If supply motor generator runs the 160 amp aux H T fuse is in good order if not renew 160 amp fuse Compressor control circuit breaker is on No 2 end Compressor switches No 2 end Compressor governor check isolating cock is open Operate latch on the side of the governor by hand if fails to operate normally tie or wedge latch in the upwards position 18 amp or 20 amp compressor fuses in No 1 H T compartment and renew if necessary compressor only will not start Check compressor switches are turned on Renew 18 amp compressor fuses locomotive may be operated normally but a close watch
127. the individual cab heaters in front of the Driver and Observer in conjunction with the heaters in the air The A C circuit breaker panel a High conditioning unit heaters in each cab are supplied with 240 volt Power through cab heater circuit breakers located on Each heater is controlled through Low switch on the respective consoles Tas Vigilance Control Equipment The purpose of the vigilance control equipment is to enable the crew of a locomotive when running light or attached to a train to prove their vigilance by means of a physical action referred to as an acknowledgment at short time intervals An audible or visible warning is given when the time interval has elapsed indicating that an acknowledgment is required Should an acknowledgment not be received after a further short interval of time a brake appli cation at or below service rate is initiated To ensure that the locomotive or train is brought under full control the brake application thus commenced cannot be released until the brake pipe pressure has been reduced to a very low value thus necessitating an actual brake valve manipulation before a release can be made The vigilance control equipment fitted is the E H type with a solid state timing unit controlling a penalty application magnet valve which upon being de energised will exhaust brake pipe pressure to atmosphere i e the system is fail safe Operation of the E H Type Equipme
128. tion on the locomotive with the failed motor alternator In addition lower pantographs and turn off supply isolating switch SIS External Alternating Current AC Power Supply An external alternating current A C Power supply socket is mounted on the underframe at No 1 end of the locomotive and a sequence testing switch mounted in the Sl electrical cabinet This is used by the maintenance staff to test the locomotive without having the 1500 V supply This switch should be carried in the Normal position NOTE The sequence test switch controlling supply is next to the control circuit cut out switch CCOS in the electrical cabinet COMPRESSORS There are two air compressors each having a displacement of 2 cubic metres per minute and each is driven by a 1500 volt motor BRAKE EQUIPMENT The locomotive is equipped with automatic 26L Self lapping brake pipe pressure maintaining type of brake equipment This system functions by employing the same 4 pipe arrangement as applies for the A7 B7EL type i e the locomotive pipes are designated Brake Pipe Main Reservoir Control and Independent Release Thus it functions in conjunction with and under control of other locomotives fitted with A7 B7EL systems both in the automatic and independent aspects Main Reservoir Drain Valves Automatic drain valves are fitted to the main reservoir and under normal conditions will drain all water from the main reser
129. to make a rapid decrease in speed the automatic air brake should be applied on the train It is important that as soon as the armature current reads zero the accelerating handle should be returned to the off position otherwise the locomotive may take a motoring mode 26 CHANGE OF COMBINATION To change from series to series parallel or vice versa in regeneration it is necessary to switch off adjust the speed of the train with the air brake and commence regeneration again in the new combination CONNECTION OF REGENERATION WITH AIR BRAKE When the accelerating handle is moved from the off position to commence regeneration an interlock magnet valve on the distributing valve is energised This enables an automatic air brake application to be made on the train without taking effect on the locomotive If however an emergency application of the auto matic brake is made the heavy reduction of brake pipe pressure operates the pneumatic control switch which cuts off the regeneration interlock magnet valve so that an emergency brake application is effective on the locomotive as well as on the train WHEEL SLIDING DURING REGENERATION The motor armature current should be kept at less than 700 amperes to prevent wheel sliding during regen eration If wheel slide occurs the speed of the train will increase rapidly so a close watch on the speed must be kept If wheel slide occurs an immediate application of the
130. to reduce possibility of injury and burning of contact points The receptacle is fitted with a shear pin designed to permit the jumper coupling to be released and avoiding damage to equipment in the event of train being parted Particular attention should be paid to the shear pin during preparation and if defective should be rectified prior to departing from the depot Jumper Wiring Pin No Wire No Function I L Forward 2 2 Reverse 3 3 Powering 4 4 Run UP 5 5 Regenerative Series Parallel 6 6 j Brake gi Transition 8 8 Fault 9 Spare 10 10 Overload overcurrent and HB reset 11 L Pan Up No 2 end 12 12 Pan clown No 2 end 13 3 Brake cylinder pressure indicator 14 CP Control positive 15 15 Pan Up No 1 end 16 16 Pan Down No 1 end 17 B Battery negative 18 Spare 19 CP Control positive 20 20 Sanding control 21 20 n 22 22 Compressor synchronising 23 CP Control positive 24 Spare Blank Page Photo of High Speed Breaker Function Control negative Pin No Wire No 25 CN 26 CN 2q 27 28 28 29 28 30 RT 1 ad RN 1 32 CN 33 VPN 34 BN 35 BN 36 A 37 H 38 B 39 40 40 41 VP1 42 VP2 Regenerative brake demand 65 Control negative Wheel slip Remote supply Regenerative brake pattern voltage Regenerative brake negative Control negative Current pattern negative Battery negative Notch advance Notch hold Notch back Spare Resistance notch indicator Powering current demand Note No 1 and
131. torage reservoir Four minutes after the initial loss of power the driver should raise one pantograph and arrange to have it carefully observed when it makes contact with the overhead wire If a flash occurs and power goes off immediately as indicated by the line voltmeter in the driver s cabin It is probable that there is a fault on the locomotive If such is the case the pantograph should be lowered and arrange ments made for a relief locomotive to be obtained If power is restored and remains restored proceed If there is no flash at the pantograph and power is not restored the pantograph should be lowered he pantograph should be raised after a further eriod of two minutes for a similar test If here is no indication of return of power it hould be lowered again The observer should hen be sent to communicate with the nearest ignal box m et m t he driver should act on instructions received rom the Signalman and unless he has definite nowledge that his locomotive is defective he should raise a pantograph every five minutes to test for the return of power and lower it if power has not been restored ThA 29 ix He should make arrangements for the securing and protection of the train as required in accordance with the regulations ELECTRIC LOCOMOTIVES MULTIPLE UNIT In the case of electric locomotives in multiple unit consists the driver should carry out the Instructions detailed abo
132. tripped If found to be tripped reset the circuit breaker If the defect cannot be rectified resistance should not be inserted during series regeneration The resistances are designed to stand two successive starts each taking five minutes without the fans operating If the fans are not operating and additional starts are required it may be necessary to wait for the resistances to cool down Wheel slip white indicator light and bleeper fail to operate when accelerating handle is moved to Notch 1 Check auxiliary control circuit breaker No 2 end 40 10 Sanders will not operate a Check auxiliary control circuit breaker No 2 end b Check that sander isolating cock is open 11 Locomotive whistle will not operate Check whistle isolating wheel valve located below roof level in each cab and the whistle main isolating wheel valve No 2 cab 12 Low tension cab window and food heaters a Check that motor generator sets are running b Check the respective circuit breakers electrical cabinet No 2 end PROCEDURE WHEN LOCOMOTIVE WILL NOT MOVE OR LOSES POWER WHEN MOTORING OR REGENERATING If on a steep falling grade bring the train to a stand by applying the automatic air brake Return accelerating handle to off position and if using regenerative brake the regenerative handle to the MOT position Move reverser key to Forward Series Check control switch is in the on position Main Co
133. uit with the motors and ending on notch 20 with no resistance in circuit 21225 Weak field notches These notches give higher running speeds than notch 20 which is a full field notch Regenerating Handle This handle is used for regulating the strength of the traction motor fields during regeneration and therefore the speed It has the following positions Mot 6 This position corresponds to the off position of the handle The handle is always left in this position except when regenerative braking is taking place eds In these positions the traction motors are separa excited for regeneration and the field strength is increased from position 1 to position 15 1 is t highest speed running position and 15 the lowest speed position The regenerating handle cannot be moved from or to motoring position unless the accelerating handle is in t off ation handle position tely ne the he Although regeneration is set up by moving the regener to any of positions 1 to 15 it does not act ually commence until the accelerating handle has been moved CO AI ISOLATING SWITCH pus and to The switch is unlocked by inserting the reverser handle into the slot of the High Tension Door Interlock hing the reverser handle up removing it from the slot re inserting it again to push up for the second time free the double action isolating switch The door interlock lever can now
134. uld continuous wheel slip continue for a period of fifteen 15 seconds the power circuit is automatically interrupted and a continuous wheel slip alarm will be given To restore the power circuit close the acceler ating handle and press the fault reset button on the stand in front of the driver When the accelerating handle is moved to the off position and the alarm continues this may indicate a tripped wheel slip circuit breaker and until the tripped circuit breaker is reset the wheel slip alarm will continue Check for defects on the locomotive i e traction motor defects wheels rotating etc and if no defects are evident move the Emergency light locomotive switch to emergency position and proceed as a light locomotive If the wheel slip alarm continues to operate under these conditions place the locomotive in the first available siding and inform the maintenance staff Tay Wheel Slide Protection in Regenerative Brake If a wheel slide occurs in regenerative braking the braking current is reduced to approximately sixty percent of that value set by the position of the regenerative braking handle After wheel slide is corrected the braking current is restored to the value at which the regenerative handle is set Demisters Electric demisters are provided in each cab and supplied with 120 volt DC power through a Demister circuit breaker on the circuit breaker panel and controlled by a toggle switch on the driver s
135. valve cut off in OUT MU2A valve in Dead position 4 All switches on drivers and observers consoles not required are down and off Proceed to machine compartment Check a Circuit breaker panel left wall b Check ammeter for accuracy of zero c Close battery switch d Supply Indicating Switch S I S ON e All circuit breakers up and on except remote supply RSB which is sealed in the open position f Check spare globes supply in adjacent rack 83 Check air cocks on bulkhead behind No 1 cab Vigilance control sealed and all air cocks properly positioned Check fire extinguishers in machine compartment during preparation for charge and check seal Ensure the emergency light locomotive switch is located in the normal position and sealed Check electrical cupboard through small door a Control cut out switch CCOS is in ON position b Sequence test switch is in normal c Compressor motor rotary switches CM 1 and 2 are in ON position Warning Enginemen are warned against opening the electrical cupboard as 415 volts electrical current is present On no account are the doors to be opened while the pantograph is in the raised position or motor alternator operating Check sanding magnet valve isolating cocks open R wall Check brake control valve and dead engine cocks correctly positioned located under traction motor blower No 1 end Operate reverser handle in high tension doo
136. ve for single unit electric locomotives except that operation iii should be applied to one pantograph of the leading locomotive and operation vii to one pantograph of the trailing locomotive PROTECTION OF TRAIN The train crew must make arrangements for protection of the train where required in accordance with the pro visions of Rule No 243 LOSS OF OVERHEAD POWER ON HEAVY GRADIENTS If overhead power is lost when a train is ascending or descending a heavy gradient an immediate application of the automatic air brake is to be made to stop the train which is then to be secured by the application of suff icient hand brakes to hold it stationary on the grade and the automatic brake released This instruction must be observed at all times as it is essential that the train be brought to a stand before main reservoir pressure has been depleted When power is restored full main reser voir pressure must be obtained before the hand brakes are released PANTOGRAPHS Most wear on the overhead wire is caused by passage of current to the pantograph strips rather than by friction between wire and strips It is therefore desirable at all times when hauling a train to operate with both panto graphs raised The current density at the pantograph strips is thereby kept as low as possible and the rate of wear on the overhead wire kept as low as possible 30 The number of pantographs to be raised is summarised below Number of
137. ve will take a motoring current to start after which on a falling grade a braking current will be generated A start in series parallel regeneration from rest must not be made RESISTANCE IN SERIES REGENERATION In series regeneration the accelerating handle may be moved back as far as notch 12 to insert resistance in the motor circuit this will allow of a slight increase in speed in this combination This working does not apply to series parallel regeneration LOSS OF OVERHEAD POWER Loss of overhead power to a locomotive can arise from two possible causes namely i A fault within the electrical equipment of the electric rolling stock ii Loss of supply to the overhead wiring caused by an overhead wiring fault or by loss of supply to a sub station 28 ELECTRIC LOCOMOTIVES SINGLE UNITS G iii iv v vi vii viii As soon as possible after the initial loss of power return the master controller to the off position and if using regenerative brake the regenerative handle to the MOT position Avoid stopping with any portion of the train on a bridge viaduct catch points crossing or in a tunnel under an air gap or any position likely to obstruct trains on another line If supply is not available two minutes after the initial loss of power the driver should switch off motor generators and compressors lower pantographs observe that they are lowered and charge s
138. viding for control of all locomotives from the leading driver s cabin The locomotives are to be prepared as described in preparation duties Each locomotive is equipped with three jumper couplings When the locomotives are coupled for multiple unit operation one set of jumper couplings are to be inserted between the locomotives The brake pipe and main reservoir air hoses are to be coupled and all relative air hose cocks opened When the locomotives are coupled and uncoupled for multiple unit operation the jumper couplings are to be detached and replaced on the locomotive with the lowest number CONTROL AND BRAKE VALVE HANDLES When operating with units in multiple unit consists the control switch reverser handle automatic brake valve handle and the independent brake valve handle should be in position on the appropriate equipment in the leading driver s cabin In the rear locomotive the control switch must be turned off and reverser key removed from the equipment and placed on the control desk The motor generator sets must be left switched on The driver s brake valve isolating cock closed and the automatic and independent brake valve handle removed AMALGAMATION 1 Secure the stationary locomotive or locomotives by applying the independent air brake and hand brakes 32 isconnect air hoses from dummy couplings on both loco motives Remove safety hook from automatic coupler locking Lever and open auto
139. voirs However should the air valve not seat effectively air will escape from the opening in the base If loss of main reservoir pressure in service occurs and it is found to be due to this cause the body of the valve may be lightly tapped to reseat the valve MOTOR COMBINATIONS Each locomotive is equipped with six traction motors which are axle mounted Motors Nos 1 2 and 3 are on one bogie and motors Nos 4 5 and 6 on the other bogie Powering circuit a Series connection The six traction motors and two groups of starting resistances are connected in series OZ The starting resistance is cut out step by step by the resistance camshaft under current limit control b Series Parallel connection The traction motors are connected into two parallel groups each group with three traction motors in series The two resistance groups are connected in parallel c Parallel connection The traction motors are connected in three parallel groups with two traction motors in series The two resistance groups are connected in parallel d Field weakening Can occur in each motor grouping There are four steps of weak field All motors are connected for maximum weak field at starting Line Volt Meter A line volt meter is located at roof level in the left top corner of the driving cab and indicates the overhead line voltage Control Circuit Cut Out Switch CCOS The control circuit rotary
140. voltage being the higher of the two voltages the contactors close and current will commence to flow from the traction motors to the overhead MAIN ISOLATING SWITCH It is necessary for this switch to be closed for any of the 1500 volt equipment to operate The switch is inter locked with the doors of the high tension compartment so that the switch cannot be closed unless the doors are closed and the doors cannot be opened unless the switch is open and the equipment earthed The switch is unlocked by inserting the reverser handle in the Power On position Move reverser handle to handwheel unlocked position Photo of Pantograph isolating switches 63 Turn handwheel through full movement in direction of arrows Move reverser key to door unlocked position and remove To lock door reverse above procedure MANUAL PANTOGRAPH ISOLATING SWITCHES anual pantograph isolating switches are located inside the high tension compartment and enable individual panto graphs to be isolated under emergency conditions The rot ation of the spider wheel opens the pantograph knife switch isolating the pantograph from the rest of the locomotive The manual pantograph isola burnt through interference with high tension compartment ing switches have been he spider wheels in the ct ct To eliminate this problem the maintenance staff will fully close the isolating switch and seal them Should it be necessar
141. will not operate it is only when accelera unduly prolonged and during regeneration that t operate Operation of the resistance fans is shown driver s cabin by a yellow indicator light whic when power is applied to the resistances and wi alight for approximately one minute whilst resi Gir uit As soon as all fans start running or acceleration handle is moved to No 20 position will go out The same lamp will shine as an indication motor generators are not running Should this light remain on for more than there is a possibility of the resistances becom heated and providing the motor generators are o correctly the resistance fan motor miniature c breakers should be checked to ensure one or mor tripped WHEEL SLIP WHITE INDICATOR LIGHT AND BLEEPER The wheel slip relays fitted to 46 class 1 are for the purpose of warning the driver of th motoring or slide in regenerative braking of an locomotive wheels When wheel adhesion to the rail is correct volume of current is fed to each traction motor pinioned to the related locomotive axle when slips the armature of the traction motor has to faster and there is a differential of current f fore between the gripping and the slipping whe This condition brings the wheel slip relay feeds control current to operate the wheel slip and white indicator light The control current the bleeper and white indicator light is suppli the auxiliary control circuit breaker No 2 end
142. witch Loss of overhead supply check line voltmeter No volt relay may have operated Resistance overheat detector operated amber light and bell functions Polarity detector 10 amp fuse blown when operating in Regenerative braking To assist in rectifying the defect press the fault reset button with the accelerating or regenerative brake handle in the off position Should this action fail to correct the fault the following items of equipment are to be checked a b c d Train control control positive or pilot motor circuit breakers are not tripped Brake pipe pressure exceeds 350 kPa to close control governor Pneumatic control switch Resistance overheat device has not functioned which is indicated by the presence of the amber light and bell Test and if necessary renew any one of the three 3 ten amp fuses in the high tension compartment viz positive and negative polarity detector and no volt relay fuses 116 When the indicator light shines when powering return the powering handle to the off position and press the reset button The indication will be extinguished and bell ceases to sound after the motor alternator restarts Note The reset button is not effective when the reverser handle is in isolate or the train control circuit breaker TCB or control positive circuit breaker CPS is in the off position If the alarm bell and indicator light operate again before ope
143. witch is to be moved to the emergency position When the Resistor overheat circuit operates it is of the utmost importance that it is recorded in the log book and the maintenance staff fully informed of the circum stances at the depot at the termination of the run If the resistor overheat operates more than twice in starting then arrangements are to be made to stow the train and remove the locomotive from service as quickly as possible MASTER CONTROLLER The Reverse lever Powering handle and Regenerative braking handle are assembled in the master controller 1 Reverser Lever The Reverse lever has four positions Forward Off Reverse and Isolate Direction in which the locomotive moves is controlled by placing this lever in the desired position The Reverse lever should be moved ONLY when the loco motive is standing still 60 The Reverse lever can only be inserted and removed from the master controller horizontally in the Isolate position The Reverse handle can be moved only when the Powering handle and the Regenerative brake handle are placed in the OFF positions Removal of the Reverse lever locks the operating controls of the master controller When operating the locomotives in multiple unit the Reverse lever should be removed from the master controller in all the cabs except the driving location The Reverse lever is also used for operating the interlock mechanism of the entra
144. y for the pantograph to be iso lated under emergency conditions then enginemen may break the seal and operate the spider wheel concerned A suitable entry must be recorded in the log book OTE In the case of the locomotive becoming derailed enginemen are reminded it is dangerous to touch any part of the framework of the car or bogie unless the pantograph is in the lowered position and clear of the overhead wiring If the pantograph cannot be isolated from the overhead wire the manual isolating switches should be operated to the Open position JUMPER COUPLING The locomotive is equipped with a permanently attached 42 pin jumper coupling and receptacle The 42 pin jumper coupling is removed from its dummy receptacle by turning a small wheel anti clockwise to withdraw a threaded screw thus releasing a locking clamp and freeing the jumper head 64 When placing the jumper coupling in position its face must be located with the matching lugs in the receptacle The locking clamp is then lifted upwards and secured in position with the small hand wheel being turned clockwise moving the threaded screw in to secure it These jumper couplings must be secured to the dummy receptacles and not left hanging loose as they are dangerous in this condition and can cause serious injury to personnel as well as damage to the equipment When removing and inserting jumper couplings Reverse handle should be located in Isolate position
145. y level sections such as Parramatta to Emu Plains the use of series only with weak field stages will run the table and leave very few occasions when a reduction to full field will be required Sometimes the speed will drop towards 40 km h over crests but the time lost will be slight and the train will be kept stretched all the way Beyond Emu Plains series parallel will be sufficient most of the time in maximum weak field Sometimes to keep within a speed limit the controller may be moved towards 4 minimum to reduce the number of weak field steps Double Heading with 46 Class As mentioned earlier the 46 Class unit draws far more current for the same tractive effort than an 85 Class unit for the same reason it draws more current when running at the same speed This is of little consequence unless the grade is severe However on heavy grades there is a risk that not only will the 46 Class unit be overloaded but also if a number of locomotives are involved the abnormally high current in the 46 Units will overload the supply system The driving technique required is to set the 85 Class controller so that the current drawn on the 85 Class is the same as on the 46 Class This ensures that the total load is shared evenly between the units and generally means that the 85 Class will be running with one step of weak field in circuit Regeneration The regenerative brake is very powerful and should be treated with respect for this reason

ELECTRIC LOCOMOTIVES OPERATING INSTRUCTIONS

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