FOR DIESEL-ELECTRIC LOCOMOTIVE
WITH 14-EL OR K-14-F AIR BRAKES
The following procedures have been prepared to aid the locomotive operator and crew in correctly performing the functions necessary to control the locomotive.
It is recommended that each crew member thoroughly familiarize himse1f with these instructions before attempting to operate the locomotive.
There are two operating handles (reverse and throttle) mounted on the master controller. They enable the operator to control the locomotive.
Set the hand brake by engaging the ratchet gear dog and by winding the drop-lever handle or hand wheel.
The drop lever handles must be raised horizontally in order to operate the ratchet positioned in the handle head.
To release the hand brake, tighten the brake enough to disengage the ratchet dog. Then release the handle.
Air Brakes (14-EL or K-14-F)
The diesel-electric locomotive has two braking systems: the independent braking system (which controls only the locomotive) and the automatic brake system (which controls both the train and locomotive brakes).
Independent Braking System
The independent brake handle (See Fig. 1), which controls only the locomotive brakes, can be moved to the following positions: RELEASE, RUNNING, LAP, SLOW APPLICATION and QUICK APPLICATION.
· Releases the locomotive brakes when the automatic handle is not in the RUNNING position.
· Releases the locomotive brakes after the brakes have been applied by an automatic application.
· Releases the locomotive brakes faster after an independent application than they can be released in RUNNING.
· The handle will return to RUNNING unless held in the RELEASE position.
Releases the locomotive brakes after an independent application if the automatic handle is in RUNNING.
Normal position of the handle when brakes are released.
Keeps the locomotive brakes applied after the desired brake-cylinder pressure has been obtained.
Applies the locomotive brakes slowly.
Applies the locomotive brakes quickly. Handle returns to SLOW APPLICATION, unless held in this position.
Automatic Brake System
The automatic brake handle controls both locomotive brakes and train brakes with the following positions:
Note: To charge the train-brake system, place the automatic brake-valve handle in the RELEASE position until the brake-pipe gage indicates almost 70-pounds pressure. Then move the handle to RUNNING.
Charges the train-brake system and releases the train brakes as quickly as possible.
Does not release the locomotive brakes.
To prevent over charging the train-brake system, move the handle to the RUNNING or HOLDING position before the brake-pipe gage indicates 70-pounds pressure.
Releases all brakes and keeps them released. This is the normal position of the handle.
Releases the train brakes, but keeps the locomotive brakes applied.
Keeps the brakes applied after a service" application.
Gives an automatic service application of locomotive and train brakes.
Gives the quickest and heaviest train and locomotive brake application.
USE ONLY IN EMERGENCY.
AUXILIARY AIR EQUIPMENT
The horn valve is at the engineman's position forward of the brake-valve pedestal. The horn and windshield-wiper cut-out cock is located in the line below the weighted horn valve.
Each windshield wiper is controlled by a needle valve with the same cut-out cock as the horn.
The sander valve is located below the operate:-' 5 side cab window. The rails are sanded by opening the forward or reverse valve, depending on direction of travel. The same cut-out cock used for the horn and windshield wipers is used for the sander.
GAGES AND INSTRUMENTS
With both brake-valve handles in their RUNNING positions and the air system fully charged, air gages should read:
Main Reservoir and Equalizing Reservoir
Main Reservoir - 90 to 100 pounds per square inch.
Equalizing Reservoir - 70 pounds per square inch.
Brake Pipe and Brake Cylinder
Brake Pipe – 70 pounds per square inch.
Brake Cylinder – 0 pounds per square inch.
Lubricating-Oil Pressure Gage
Normal lubricating-oil pressure is 5 to 15 psi at idling speed.
If the oil pressure drops below these values, immediately shut down the engine and check the oil pressure failure before continuing operating.
Engine-Water Temperature Gage
When the engine is running, the cooling water temperature should be 165 to 180 F(white section of color band).
If the temperature reaches 200F, bring the engine back to idle speed and slowly add water.
CAUTION: DO NOT STOP THE DIESEL ENGINE IMMEDIATELY AFTER A HARD RUN, TO PREVENT DAMAGE TO THE ENGINE AND TO PREVENT THE COOLING LIQUID FROM BOILING AWAY, IDLE THE NGINE FOR AT LEAST FIVE MINUTES TO DROP THE TEMPERATURE.
The load indicator shows the operator the electrical load he is demanding from the locomotive. He must limit his operating time at heavy loads to protect the traction motors and generator. Limit the operating time, according to meter indication, as follows:
Solid Green (to beginning of Yellow) – unlimited
Green and Yellow overlap – one hour
Solid Yellow (from end of Green) – one hour at end of Green graduated in proportion to four minutes at end of scale.
This instrument indicates whether the battery is charging or discharging when the engine is running.
The ammeter is center scaled and graduated on each side to 50 amperes.
Auxiliary and control circuits are protected by one control breaker in each circuit.
When an overload or short circuit occurs, the breaker will ‘trip’ and open the faulty circuit. The handle moves to the center position to indicate a tripped breaker.
Reset the breaker by moving the handle about two degrees beyond OFF, then to ON.
Emergency Fuel Shut –Off Valve
The valve is in the fuel-tank suction pipe and is used to close off fuel flow to engine.
Operate by pulling one of three operating handles” one is located in the operating cab, and the other two located at either side of the locomotive next to the fuel tank.
Re-open the shut-of valve by returning the handle to its original position.
This document was reproduced from a copy of the original ‘GE Operating Instructions for Diesel-Electric locomotive with 14-EL or K-14-F Air Brakes’. – Peter Martin – Old Colony & Newport Railway, May 2007.