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Drivers Manual

Class 31 Locomotive

Wirksworth T & R S Modification Department

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Drivers Manual

Class 31 Locomotive

Written By: Richard Waterhouse

Edited By:

Alistair Gregory

Approved By:

Timothy Moore

Wirksworth T & R S Modification Department

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Drivers Manual

Section 1

Locomotive Description

Wirksworth T & R S Modification Department

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Introduction

The Class 31 was built by Brush Traction in Loughborough between 1957 and 1962, the build totalling 263 locomotives. Traction was original provided by a 1365hp Mirrlees JVS12T power unit driving a Brush Main Generator, providing electrical power to drive 4 Brush Traction Motors on the A-1-A A-1-A bogies. Major problems mainly involved with fatigue were found with the Mirlees power units during overhaul and it was decided to replace the engines in the entire fleet. Replacement engines were ordered and a 1470hp English Electric 12SVT power unit was fitted to all locomotives during a three year modernisation programme. The first series of locomotives were built with train identification discs which became obsolete during the build. The later locomotives where built with a ‘Headcode’ box, which gave their cabs a slightly different appearance. The Class 31 locomotives were built to operate with the vacuum brake system but during a later refurbishment programme were also fitted with air brake equipment, becoming dual braked. All locomotives were fitted with Spanner Mk1 boilers to provide steam heating for coaching stock but were gradually removed as steam heating became obsolete in the early 1980’s. As electric train heat and air conditioned coaching stock became wide spread on the Rail Network, it was decided to fit some Class 31locomotives with Electric Train Supply equipment. These locomotives were numbered in the 31/4 sub class and a total of 70 received the modification between 1972 & 1987. All locomotives were gradually withdrawn in the mid1990’s as the privatisation of British Rail was completed. A very small fleet of main line certified Class 31 locomotives are now operated by Network Rail and Railway Vehicles Engineering Ltd in Derby. 31414 is Wirksworth’s sole Class 31 locomotive, which is privately owned and not the property of either Wyvern Rail plc or the Ecclesbourne Valley Railway Association. Being a Class 31/4, it is dual braked and fitted with Electric Train Supply.

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Technical Specifications

Engine English Electric 12SVT Engine Horsepower 1470hp @ 850rpm Idling Speed 450rpm Overspeed trips 980rpm Shut Down Oil Pressure 18-20psi Lub Oil Capacity 100 gallons Main Generator Brush TG160-48 Aux Generator Brush TG69-42 Aux Alternator (31/4 Only) Brush BL100-30 Traction Motors Brush TM73-68 Number of Traction Motors 4 Max Tractive Effort 35900 lbs Power at Rail 1170hp Fuel Tank Capacity 500 Gallon/2275 litres Emergency Fuel Tank Capacity 50 Gallon/ 225 litres Length 56ft 9in/17.3m Height 12ft 7in/3.8m Width 8ft 9in/2.7m Weight 107 Tonnes Brake Force 48 Tonnes ETH Index (31/4 Only) 66 Route Availability 5 or 6 (31/4) Maximum Speed 90mph Wheel Arrangement A-1-A A-1-A

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Drivers Manual

Section 1a

Locomotive Exterior Equipment

Wirksworth T & R S Modification Department

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Class 31 Front end

Class 31 locomotives were fitted with both Air and Vacuum braking systems. The Vacuum brake system is now in use on only a very small percentage of vehicles and as a result, the vacuum brake system has been isolated on the Network Rail operated locomotives 31105, 31233 & 31285. Other Class 31’s still carry operational Vacuum braking system equipment and some are also fitted with Electric Train Supply (E.T.S) equipment. The differences of the locomotives buffer beam equipment are shown. (Page 10)

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Buffer Beam - Dual Brake Locomotive, ETS fitted.

1. Air Brake Pipe 2. Main Reservoir Pipe 3. Regulating Air Pipe 4. Vacuum Brake Pipe 5. Multiple Working Jumper Cable 6. Multiple Working Jumper Cable Socket 7. ETS Cable 8. ETS Cable Socket 9. Draw Hook 10. Screw Coupling 11. Lifeguard 12. Sand Box 13. AWS Receiver 14. Warning Horn

1

2 2 3

3 4

5

6

7 8

9

10

11 11

12 12

13

5

1

7

Multiple Working

Cable Stowage Point

14

View from behind buffer beam

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Locomotive Exterior

The Nº1 end of the locomotive is always the end nearest the radiators. Battery Box

Batteries provide the current for motoring the Main Generator to start the Diesel engine and provide power to the auxiliary systems when the locomotive is not running. Ensure that catches and locks on the battery box covers are secure during preparation duties.

Fuel Tank and Gauge The fuel is carried in a 500 Gallon underslung tank which is fitted with a gauge and a filling point on each side of the locomotive. The gauge is marked out in 100 gallon sections.

Nº1 End

Nº2 End

Battery Box

Fuel Gauge

Radiators Access Door

1 2 3

4 5 6

Axle Nº

Traction Motor Nº

1

2

3 4

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Bogies

The locomotive has an A-1-A A-1-A wheel arrangement, ‘A’ being a powered axle and ‘1’ being an unpowered axle. The bogie suspension is a combination of coil and leaf springs.

Brakes Each Bogie has 4 brake cylinders. Each cylinder applies 3 tread brake blocks onto the wheels, 2 onto the powered axle and 1 on the unpowered axle. (See above) A manually applied handbrake situated in each cab, will apply the brake blocks operated by the two outer brake cylinders only.

The bogie brakes are operated by two separate independent braking systems, the straight air brake and the automatic brake. The automatic brake will apply the brakes on all vehicles on a train; the straight air brake will apply the locomotive brake only. If the brake system requires isolating due to a brake fault, the automatic and straight air brake systems on each bogie can be isolated independently. A Straight Air or an Auto Air Isolation Cock can be located behind the chassis above each bogie, at the bottom of the drop in the body, on both sides.

The locations of all these cocks can be found on the diagram on Page 73 Sanding Equipment Each bogie has four sand boxes, one fitted to each corner. Sand can be used to aid traction if poor railhead conditions are encountered. The sand is applied by the use of air pressure when the Driver presses the ‘Sand Application Button’ under the Drivers desk.

Sand will only be applied onto the rail under the wheels on the leading powered axles on each bogie. If the air supply to the sanding equipment needs to be isolated, two isolation cocks (one for each direction) are located in the engine room underneath the radiator fan drive tunnel.

Brake Cylinder (b)

Brake Cylinder (a)

a a a b b b

S.A.I.C or A.A.I.C

Sand Box

Sand Application

Pipe Sand Isolation

Cocks

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Drivers Manual

Section 1b

Locomotive Cab Equipment

Wirksworth T & R S Modification Department

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Driving Cab – Drivers Desk

1. Brake Pipe Gauge 11. NRN Radio & Handset 2. Brake Cylinder Pressure Gauge 12. Headlight Switch 3. Ammeter 13. TPWS Panel 4. Speedometer 14. Engine Start & Stop buttons 5. Auto Brake Handle 15. Cab & Desk light switches 6. Straight Air Brake Handle 16. Engine Stop, Wheelslip & Alarm lights 7. Power Handle 17. Windscreen Wiper & Washer Control 8. Master Switch 18. Warning Horn Control Lever 9. AWS Cancellation button 19. DSD Pedal 10. AWS Indicator 20. Sand Application Button

Demister & Foot warmer

Switches

1 2 3 4

5

6

7

8

10

11

9

12

13

16

15

14

17

18

19 20

11

Vacuum Gauge (Dual Brake Only)

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Driving Cab- Non Drivers Side

DSD Isolation Cock - Nº1 Cab Only Located behind a hinged panel in the centre of Nº1 cab are the following components 1. DSD Isolation Cock 2. Brake Feed Cut Off Valve 3. Brake Application Unit A full description of the operation of these components can be found on Page 18.

Main Reservoir Pressure Gauge

DSD Hold Over

Button

Warning Horn

Control

Windscreen Wiper

Control

Access to DSD Isolation Cock (Nº1 Cab Only)

1

2

3

1

Fire Extinguisher

Exhauster Speed-Up Governor

(Dual Brake)

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Drivers Cab – Bulkhead

1. AWS/TPWS Change Ends Switch 2. AWS/TPWS Isolation Handle 3. Fire Extinguisher Pull Handle 4. Fire Alarm Bell 5. Lighting Switches 6. Main Lighting Switch (Nº2 Cab Only) 7. AWS Horn 8. AWS Bell 9. Brake Timing Indicator 10. Vacuum Chamber Release Valve 11. Handbrake 12. Handbrake On/Off Indicator

1 2

3

4

5

5

6

6

7 8

8

9 10

11

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Brake Feed Cut – Off Valve The brake pipe is fed via the Drivers brake handle when it is in the ‘Running’ position. The Brake Feed Cut-Off Valve controls the supply of main reservoir air pressure to the brake handle. The Brake Feed Cut-Off Valve is controlled by air pressure from the brake application unit and prevents the Drivers brake handle valve from feeding the brake pipe during a

• DSD application

• AWS/TPWS application

• Low Main Air Pressure application

The feed cut-off valve will not open until the Main Reservoir Pressure reaches 95psi/ 6.6Bar. If the MRP falls below 65psi/ 4.5Bar the brake feed cut-off valve will close. A Brake Feed Cut-Off Valve is fitted inside the front end compartment in each Driving cab. Brake Application Unit - Nº1 Cab Only

The brake application unit works in conjunction with the brake feed cut off valve to initiate a brake application. The brake application unit will stop the supply of MRP to the brake feed cut-off valve and also vent the brake pipe should the:

• DSD unit become de-energised.

• AWS be activated.

• MRP drop below 65psi/4.5Bar

Driver Safety Device Isolation Cock The DSD is only energised when the reverser handle is in the ‘For’ or ‘Rev’ position. The DSD pedal underneath the Drivers desk must be depressed to prevent the brake from being applied. If the DSD is released, the brakes will start to apply after 5-7 seconds. The air brake pipe governor (See Page 19) will cut – off traction power. The DSD will function normally on locomotives coupled in multiple. The DSD can be isolated if it becomes defective. The DSD must be isolated on a traction unit that requires to be hauled dead to allow the brake pipe to be charged. A DSD hold over button is located at the non driving side of the cab if required.

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Access Panel Nº2 Cab Only Located in the compartment behind the panel in the centre of Nº2 cab is:

Air Brake Pipe Governor The Governor operates to cut off traction power if the brake pipe pressure falls below 45-48psi or 3.4Bar. Traction Power will not be regained until at least 58-62psi or 4.3Bar. Drivers should ensure that traction power is gradually ‘Shut off’ before applying the brake as it possible to keep traction power applied even with a full service brake application. Exhauster Speed-Up Governor

Fitted to Dual Brake locomotives only. Brake Feed Cut-off Valve. (See Page 18)

Class 31/4 Electric Train Supply

Class 31/4 locomotives fitted with ETS have a control panel fitted in each cab. These controls fitted to the centre access panel have a Train Heat ‘On’ button, Train Heat ‘Off’ Button, Train Heat Indicator lamp and associated Lamp Dimmer Switch. The lamp will illuminate when the ETS is ON.

Warning Horn Isolation Cock

Located behind a removable panel below each Warning Horn Control Lever is an isolation cock. If it is only necessary to isolate one control lever, the lever located at the opposite side of the cab will still operate the warning horn.

Brake Feed

Cut-Off Valve

Air Brake Pipe

Governor

Exhauster Speed-up Governor

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Drivers Manual

Section 1c

Locomotive Internal Equipment

Wirksworth T & R S Modification Department

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Basic layout of the English Electric diesel engine and the components it drives

DC Current from Main Generator

Radiator

Radiator

N°4 N°3 N°1 N°2

110V DC

1 2 3 4 5 6 EE 12 SVT 1470hp Engine 1 2 3 4 5 6

‘A’ Bank

‘B’ Bank

Main Generator

Auxiliary Generator

Header Tank

Compressors x 2

Blower Motors x 2

Lighting & Heating

Battery Charging

Control Circuits

Fuel Pump

Exhausters x 2

N°1 End N°2 End

A - 1 - A A - 1 - A

Traction Motors

Radiator Fan Engine Driven Turbocharger

One each bank

Control Cubicle

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The English Electric Diesel Engine

The diesel engine fitted to the Class 31 is an English Electric 12 SVT. 12 denotes the number of cylinders. S denotes that the engine is supercharged or turbocharged. V denotes the layout of the cylinders (‘V’ formation). T denotes that it is suitable for Traction purposes. The engine develops 1470 brake horsepower at the flywheel at 850 rpm. The end of the engine with the Generator attached is referred to as the ‘Working’ end and the opposite end is referred to as the ‘Free’ end. Looking at the engine from the ‘Free’ end the bank of cylinders on your left is referred to as ‘A’ bank and on your right is referred to as ‘B’ bank.

‘B’ Bank ‘Free’ end

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Lubricating Oil System The engine sump is the main reservoir for the lubricating oil. A fuse protected, motor driven pump located at floor level on ‘A’ bank side, primes the system and supplies oil to the engine components before the engine is started. The fuel racks will not move to their ‘engine start’ position until the engine oil pressure is sufficient. To achieve this, the engine must be ‘primed’ for at least 2 minutes. As soon as the engine starts, an engine driven pump takes over and feeds oil at a higher pressure into the system. The oil is cooled as it passes through radiator elements in the cooling system.

Filters ensure the oil is free from particles of dirt or debris; this prevents damage to bearings, high tolerance moving part and prevents oilways from becoming blocked. Two oil filters are located at the ‘Free’ end of the engine in front of the radiator units. If the oil pressure becomes excessively low the engine will be automatically ‘shut down’ by operation of the Woodward Governor. The engine will be ‘shut down’ if the oil pressure falls to 18-20 psi. An Oil level Dipstick is located on ‘A’ Bank side of the engine. Lubricating oil pipes are painted Salmon Pink. Fuel System Fuel is drawn from the 500 gallon main fuel tank by the fuel transfer pump situated on ‘B Bank’ side of the engine. The transfer pump is supplied with current from the auxiliary generator once the engine has started and is fuse protected. The fuel is filtered through the primary fuel filter to remove any particles of dirt as it is drawn from the tank.

Twist the fuel filter cap during preparation duties. Fuel is then fed via a secondary fuel filter into the fuel rails, which feed each of the 12 fuel pumps for each of the 12 cylinders of the engine. The exact amount fuel required is supplied from each fuel pump to its associated injector and is then forced into the cylinder at the correct time, through the injector nozzle. The amount of fuel delivered by each fuel pump is determined by the engine rpm required, any unused fuel from each fuel pump is returned to the fuel tank. Pipes carrying fuel are painted light brown.

Oil Filter

Oil Priming Pump

Dipstick

Fuel Transfer Pump

Primary Fuel Filter

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Emergency Fuel Tank Located at roof height in the compartment behind the Driving cab at Nº1 end, is a 50 gallon emergency fuel tank. The tank is fed fuel by the fuel transfer pump if required to keep it topped up to its maximum capacity.

Should the main fuel tank become empty or the fuel transfer pump fail, fuel will be gravity fed from the emergency fuel tank into the fuel system. When the fuel level in the emergency tank falls below 42 gallon, a Mowbray float switch will operate a ‘red’ low fuel warning light on the control cubicle. The blue Alarm Fault light will become ‘bright’ on the Drivers desk.

Sufficient fuel should be available for approximately 30miles. If the main fuel tank is empty and fuel transfer pump is still running, the transfer pump must be isolated to prevent air from being pumped into the system. To isolate turn the F.T.I.S located on the Control Cubicle to ‘Off’.

Turn the F.T.I.S to ‘Off’ as soon as possible if a low fuel level is suspected

Emergency Fuel Tank

Gauge

Mowbray Float

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Cooling System A water pump draws cool water from the radiator panels and delivers it to the engine inlet manifold where it feeds into water jackets to cool the cylinders, cylinder heads and the turbochargers. The water leaves the engine from the outlet manifold, hot water passes back into the radiator and back to the pump. If the water is still cool, a by-pass valve allow it to flow directly back to the water pump.

A 40 gallon Header Tank fitted with a gauge or sight glass will keep the system topped up to maximum capacity. The tank contains a Mowbray Float switch that will ‘Shut down’ the engine should the water fall below ¼ level. A low water level ‘red’ fault light will illuminate on the control cubicle and also the ‘blue’ alarm light will become ‘bright’ on the Drivers desk.

A temperature switch is situated in the return section of the cooling system. In the event of High Water Temperature (195ºF/90ºC) a ‘red’ fault light will illuminate on the control cubicle and the ‘blue’ alarm light will become ‘bright’ on the Drivers desk. Water is cooled by air flow through the radiators. A roof mounted radiator cooling fan is driven from the ‘free end’ of the engine. The drive is taken by a cardan shaft and then via a gearbox which turns the drive through 90º and up to the cooling fan. Pipes carrying coolant are painted dark blue.

Header Tank Water Level

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Fan Clutch Modifications Some locomotives have a modified cooling fan drive system which has an electrically operated fan clutch fitted. The clutch, when energised provides drive from the engine to the cooling fan if the coolant temperature is above ‘normal’ operating level. The operation of this clutch is controlled by a thermostat. The fan clutch is protected by a circuit breaker situated on a control unit adjacent to the clutch.

Also situated on the Fan Clutch Control Unit is a ‘Test’ Switch. If this switch is moved to the ‘test’ position when the engine is running, the thermostatic control will be overridden and the fan will run continuously. This switch should be used if a High Water Temperature fault is experienced. The Fan Clutch will be in-operative if the Fan Clutch Circuit Breaker (F.C.C.B) ‘trips’, which will also result in a High Water Temperature fault.

The Fan Clutch ‘Test’ switch should be checked to ensure that is in the ‘Normal’ position and that the F.C.C.B is not ‘tripped’ during preparation.

F.C.C.B

Test Switch

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Woodward Governor The main function of the Woodward Governor is to ensure that an adequate amount of fuel is supplied by the fuel pumps to the injectors, by controlling the fuel pump rack so that the engines r.p.m will not fall below a pre-set idling speed or rise above a designed maximum speed. The governor is a speed sensitive mechanism which will keep the engine speed controlled against load variations. When a Driver decides to increase or decrease the engine power the governor responds without causing the engine to ‘hunt’ or ‘stall’. The governor works in conjunction with the load regulator and ‘matches’ the engines rpm to the constantly changing loads acting upon the locomotive.

The Woodward Governor has an oil level gauge which must be checked on preparation to ensure it is above the minimum level required. If the governor shuts down the engine for any reason it will require resetting, the reset button when tripped shows a red band. The engine will not start with the reset button in the ‘tripped’ position.

Reset Button

Oil Level

Gauge

Override Lever

Reset Button Tripped

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Woodward Governor Override lever. In the fully raised position, thposition. When positioned fully opened, the governor has been overridden and the maximum engine speed will be reduced. The Driver will now experience a reduction in power.If the lever is moved to the fully lowered position, the fuel racks will be moved to the no fuel position and the

‘Normal’ Full Power position ½ Power position ‘Shut Down’ position Engine Overspeed Governor

If the overspeed governor should trip, a chrome button which is ‘normally’ protruding will retract out of view.Governor trips, it will move the fuel racks to the ‘no fuel’ position and ‘shut down’ the engine

‘Normal’ position

Governor Override lever.

In the fully raised position, the governor has full control of the fuel rack lower on the quadrant, the fuel rack cannot now be

ernor has been overridden and the maximum engine speed will be reduced. The Driver will now experience a reduction in power.If the lever is moved to the fully lowered position, the fuel racks will be moved to the no fuel position and the engine will shut down.

‘Normal’ Full Power position ½ Power position ‘Shut Down’ position

Engine Overspeed Governor.

An engine overspeed governor is located at the ‘Free’ end of engine on ‘B’ bank. This device is designed to shut the engine down should the engine rpm exceed its maximum, this being approximately 980rpm.

If the overspeed governor should trip, a chrome button which is ‘normally’ protruding will retract out of view. If the Governor trips, it will move the fuel

osition and ‘shut

‘Tripped’ position

30

the fuel rack lower on the quadrant, the fuel rack cannot now be

ernor has been overridden and the maximum engine speed will be reduced. The Driver will now experience a reduction in power. If the lever is moved to the fully lowered position, the fuel racks will be moved

‘Normal’ Full Power position ½ Power position ‘Shut Down’ position

An engine overspeed governor is located at the ‘Free’ end of engine on ‘B’ bank. This device is designed to

ould the mum, this

0rpm.

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To reset, the lever on the overspeed governor must be raised as far as possible and the chrome button will return to its ‘normal’ position.

The engine must not be restarted until visually examined for any signs

of damage.

If the overspeed trips again immediately on starting, the locomotive must be treated as a ‘failure’. If the overspeed trips again when engine speed has been increased after opening the power handle, there may be a fault with the Woodward Governor. The Woodward Governor Override Lever should be used to limit the engines maximum rpm. If the overspeed governor trips, the Woodward Governor may also trip. Check and ‘reset’ both Governors if necessary. Turbochargers

A turbocharger is designed to produce pressurised air, which when forced into an engine cylinders gives greater combustion of the fuel and hence more power. The turbocharger is driven by the engines exhaust gases which pass over blades on a turbine causing it to spin. The turbine is connected directly by a shaft to a compressor fan which draws clean air into the turbocharger & forces it under pressure into the cylinders.

The speed of the turbochargers will vary with the speed of the engine, running between 8000 & 25000 rpm. Two water cooled turbochargers are fitted to the engine, one for each bank of cylinders. Each turbocharger has 2 oil levels which must be checked during locomotive preparation. An oil level sight glass is situated on the inlet and exhaust side of the turbochargers.

Oil Level Sight Glass

Oil Level Sight Glass

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Engine Room Instrument Panel A panel fitted below the ‘B’ bank turbocharger contains the following gauges: Lubricating Oil Pressure Gauge Engine Turbo ‘Charge Air’ Pressure Front Engine Turbo ‘Charge Air’ Pressure Rear

Engine Room Local Start/Stop Button A local Start/ Stop button is provided in the engine room. This is located at the ‘Free’ end of ‘A’ bank, attached to the radiator bulkhead, to the right of the header tank. During preparation the ‘Stop’ button must be checked. If it has been used it will ‘latch in’ and the engine will not start unless the button is reset. Engine Room Bodyside Access Doors

Bodyside access doors are provided on both sides of the locomotive for access to the engine room if required by Maintenance Staff. These doors are latched closed from the inside and must be checked on locomotive preparation to ensure that the latches are secure and the doors are closed correctly.

Door Latch

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Brake Distributor The locomotives Distributor is located on the brake frame beneath the cooker/hotplate at the Nº1 end of the locomotive.

The distributor controls the application of the locomotives air brakes, when making a brake application using the Auto brake. The distributor applies the locomotives air brakes in proportion to air brake pipe pressure. i.e. the lower the brake pipe pressure, the greater the locomotive brake application. The Distributor can be isolated if necessary using the Distributor Isolation Cock as shown. If isolated, the Straight Air Brake will operate normally but there will be no application on the locomotive when using the Auto Brake.

It is possible for air pressure to become ‘trapped’ in the distributor, causing a brake application of the locomotive brakes, even though the air brake pipe is fully charged to 72 psi or 5.1Bar. To release air ‘trapped’ in the system, firstly ‘overcharge’ the brake pipe. If this does not rectify the fault then the distributor release may be operated. Once pulled, air pressure will be released from the distributor and

reservoirs, venting all air pressure from the locomotives brake cylinders. Before pulling the Distributor release, the handbrake must be applied. After releasing any ‘trapped’ air pressure it will be necessary for the distributor air reservoirs to recharge, this is achieved by fully charging the air brake pipe and allowing time for the reservoirs to re-fill.

Distributor Release

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Electrical Power, Auxiliary and Control Equipment Main Generator The main generator is mounted on to the ‘Working End’ of the engine and is driven directly by the crankshaft. It supplies DC electrical current for the traction motors only. The main generator is also used to start the engine. When supplied with current from the locomotives batteries, the generator becomes a motor and will ‘turn’ the engine. Auxiliary Generator The Auxiliary Generator is overhung from the main generator; its armature is carried on an extension of the main generators shaft. It produces 110v DC for main generator excitation, auxiliary equipment, lighting, heating & battery charging. Traction Motors

The locomotive is driven by Traction Motors on axles 1, 3, 4 and 6; these Traction Motors are numbered 1, 2, 3 & 4 respectively. (See Page 11) The Traction Motors are connected electrically in pairs; this is known as a ‘series/parallel’ arrangement. Each pair of motors can be isolated, should a fault occur, these pairs are 1 & 3, 2 & 4.

As the locomotive accelerates, the four Traction Motors will start to generate their own current, this current opposes the current being supplied from the Main Generator. The opposing current, termed ‘Back EMF’, increases as the locomotive speed increases. To reduce the ‘Back EMF’ resistors are brought into the traction motor circuit, this is called ‘Field Diversion’. The Class 31 has 3 stages of ‘Field Diversion’ to overcome ‘Back EMF’ Field Divert 1 28mph approximately Field Divert 2 36mph approximately Field Divert 3 55mph approximately The rotation of the Traction Motors is reversible, allowing movement in both directions.

Traction Motor Coil Spring

Leaf Spring

Main Generator

Auxiliary Generator

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Traction Motor Blowers Ventilating air for the Traction Motors is supplied by two motor driven blowers, one in the compartment behind Nº1 cab and one adjacent to the Control Cubicle. Each blower draws air in through a filter and supplies it through ducting to the two traction motors on the bogie beneath.

The blower motors are supplied with current from the auxiliary generator and each motor is fuse protected. If a fuse blows or a motor stops for any reason, the Blower Off ‘red’ fault light will illuminate on the control cubicle and the ‘blue’ alarm light will become ‘bright’ on the Drivers desk.

A defect with any blower will result in a loss of the field diverts, causing a partial loss of power. Traction Motor Isolation It may be necessary to isolate a Traction Motor should one become defective. Drivers should suspect Traction Motor defects if:

• A loss of power is experienced and the power earth fault relay trips, caused by traction current passing to the locomotives frame (earth). If after shutting the power handle it is not possible to regain power the defective traction motor will require isolating.

• The Wheelslip light is bright and it is evident that there is no Wheelslip The Traction Motors must be examined for signs of damage or overheating. If overheating is evident, isolate the appropriate pair of traction motors using the Motor Isolation Switch on the Control Cubicle (See Page 43). If it is not evident which motor is at fault, it will be necessary to find the defective pair by trial and error. Isolation of Traction Motor will result in a loss of Field Diversion and therefore a partial loss of traction power. When operating a locomotive with isolated traction motors maximum amps are NOT to exceed:

• 1000 amps for brief periods (1 min) when starting.

• 850 amps during acceleration.

• 600 amps continuous whilst running. After any Traction Motor Isolation a Rotation Test must be performed Rotation Test

1. Mark the wheel and those either side of the defective axle. 2. Move the locomotive forward a short distance and if possible listen for

the sound of a locked or sliding wheel. 3. Check the mark on the defective axle’s wheel to ensure that it has

moved equally in relation to the other marked wheels.

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Vacuum Exhauster Two exhausters situated on ‘B’ bank side next to the Control Cubicle are driven by motors, supplied with current from the auxiliary generator. The exhausters have been ‘stacked’ on 31/4 locomotives, to allow fitment of the ETS cubicle. They produce 21in/Hg of vacuum for the control of the brakes on vacuum fitted vehicles. A Vacuum Control Governor is fitted on the Nº2 end bulkhead (See Page 55). This Governor will cut-off traction power should the brake vacuum pipe be reduced below 12.5in.Hg and will prevent traction power being obtained until the brake vacuum pipe reaches 14.5-15.5in/Hg. When working in vacuum, the locomotives requirements (or use) of air from main reservoir is decreased. As a result of this limited usage, it is only necessary to run one compressor to keep the main reservoir tank sufficiently supplied. The operative Compressor can be switched if necessary by using the Compressor Changeover Switch. (See Page 44) The exhausters can be isolated when necessary by using the EX.I.S located on the Control Cubicle. (See Page 43) Each exhauster is fuse protected. Air/Vacuum Relay Valve

The Air/Vacuum relay valve is located near the Nº2 end bulkhead, next to the cab access door. This valve translates any air brake application using the auto brake to an equivalent vacuum brake application in the vacuum brake pipe. The Air/Vacuum Relay valve can be isolated if necessary using the AV2 Valve.

Electric Motor

Exhauster

Air/Vacuum Relay Valve

AV2 Valve

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Compressors Two Compressors situated on ‘A’ bank side next to the Control Cubicle are driven by motors, supplied with current from the auxiliary generator. They supply compressed air for use with the locomotives braking system and electro-pneumatic control equipment. Each compressor is fuse protected. Compressed air is stored in the main reservoir at a normal pressure of between 118 & 140 psi. The compressors are switched ‘on’ and ‘off’ to maintain this pressure by the Compressor Governor. Compressor Governor - located above ‘B’ bank lub oil filter

The compressor governor is a simple air pressure switch which is connected to the main reservoir. When the reservoir pressure falls to 118psi, spring pressure closes an electrical contact which starts the compressors. Once the air pressure in the main reservoir reaches 140psi, the pressure is enough to overcome the spring pressure and open the electrical contacts. The opening of these contacts will cause the compressors to stop running. If the compressors fail to run if the pressure fall below 118psi, a toggle switch on the compressor governor which closes the electrical contacts manually can be used. If the compressors run, the governor is defective.

Compressor Governor Isolation

If main reservoir pressure is not building up and the compressor governor is found to be defective, this fault can be overcome by isolation of the compressor governor; this is achieved by using the Compressor Governor Isolation Cock (C.G.I.C). Isolation of the CGIC will cut off the air supply to the governor causing the electrical contacts to close permanently and the compressors to run continuously. The Main Reservoir pressure gauge must now be

observed from the Driving cab to ensure that the pressure does not exceed 150psi. Safety valves protect the air system from excessive pressure; the safety valve below the C.G.I.C will blow at 150psi. Some locomotives have an additional safety valve fitted on the compressors, set at 180psi, should the first safety valve fail. If the compressors do not run when the governor is toggled, check the compressor fuses have not ruptured. (See Page 45)

Safety Valve

C.G.I.C

Compressor Governor

Toggle

Electric Motor

Compressor

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Control Equipment The locomotives control equipment consists of two master controllers (one in each cab), reversing switches, various contactors, switches and relays, a voltage regulator and a load regulator. Most of this equipment is located in the Electrical Control Cubicle situated at Nº2 end.

Reversing Switches Two Reversing Switches are mounted in the Control cubicle. These switches provide a means of reversing the current flow through the traction motor field circuits to determine the direction in which the locomotive moves. Load Regulator (Compressor side of Control Cubicle) The load regulator provides the means of regulating the main generator output and also controls the introduction of the traction motor field diverts. The regulator is operated by a reversible electric motor driving a lead screw; the motor is controlled by a switch which is operated using oil pressure from the Woodward governor. Drivers must ‘shut off’ power in a smooth and controlled manner, pausing in the ‘On’ position before ‘shutting off’ completely. ‘Shutting off’ power too quickly may cause damage to electrical control equipment. The load regulator must be allowed to ‘run back’ to minimum before trying to ‘take power’ again. If the load regulator has not been allowed enough time to ‘run back’, the alarm light will become bright on the Drivers desk, the engine will speed up but traction power will be lost. ‘Shut off’ traction power and allow the load regulator to ‘run back’. Manual ‘wind back’ procedure If unable to regain traction power after a few attempts, it is possible for the load regulator to ‘stick’. The load regulator can be wound ‘back’ manually if necessary using the handle at the outer end of the lead screw. Drivers MUST ‘shut down’ the engine and place the Battery Isolation Switch to ‘Off’ before attempting to ‘rewind’ the lead screw.

Lead Screw

Lead Screw Handle

Load Regulator shown in ‘Off’ position

Contact Arm

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Control Air Pressure Switch

Control air pressure fed from a reservoir tank is use to operate electro-pneumatic control equipment. The normal reservoir pressure is 70psi. The control air system has a pressure gauge and Isolation cock situated on Nº2 end bulkhead, next to the cab access door. If the control air pressure falls below 50psi the Control Air Pressure Switch will ‘cut off’ traction power. The Control Air Governor is located on ‘A’ Bank side of the radiator ‘tunnel’, below the local start/stop button. For ETS fitted 31/4 locomotives see Page 55

Electrical Control Cubicle

Manual controls, gauges and indicators are mounted on the electrical control cubicle, located facing the main generator.

1. Battery Charge Ammeter 2. Miniature Circuit Breakers 3. Fault Indication Lights 4. Isolation Switches 5. Battery Switch Compartment 6. Fuse Compartment

1. Battery Charge Ammeter The ammeter indicates current passing to and from the battery. It should always show a ‘charge’ reading when the engine is running.

1

2

6

3

4

5

Control Air Governor

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2. Miniature Circuit Breakers

MCB’s and the effects of there tripping in service OTMR MCB (Not Shown) – To be fitted as OTMR Data Recorders are installed. OTMR in-operative. Driving Lights MCB’s – End lighting extinguished. Maintenance Lights MCB’s – No driving compartment or engine room lights. Control Circuit Breaker – No electrical supply to Drivers desk, brake will apply. Cooker MCB – Cooker in-operative. Cab Heating Circuit Breaker 1 & 2 – Cab heating in-operative in Nº1/ Nº2 cab. Demister/Footwarmer MCB – Demister & Footwarmers in-operative. 3. Fault Indication Lights

Five pairs of fault indicator lights will illuminate ‘green’ when ‘Normal’ and illuminate ‘red’ when there is a ‘Fault’ condition. Should a ‘Fault’ light become lit, the ‘Blue’ alarm light on the Drivers desk will become ‘bright’. The Driver will need to check the fault indication lights to identify a fault in this instance.

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Fault Indication Lights ‘Fault’ lit Blowers Off - Traction motor blower has failed. Fuel Supply Emergency – Emergency fuel tank level has fallen to 42 gallons. Water Temp – Water temperature has risen to 195ºF (90ºC). Water level – Water level is low. Engine will shut down below a ¼ tank. E.F Relays Tripped – An auxiliary or a power earth fault relay has tripped and will cause a loss of power. The P.E.F.R relay will reset once the power handle is moved to ‘Off’ but the fault light will remain lit. If the earth fault is severe, it may not be possible to regain power; in this instance it will be necessary to isolate the faulty Traction Motor. (See Page 37) See Section 4, Faults & Failures for further guidance. 4. Isolation Switches The switches are located behind a hinged cover below the Fault Lights.

A. Engine Start Isolation Switch (E.S.I.S) – Enables the locomotives

equipment to be isolated under fault conditions. When working in multiple the switch enables a defective locomotive to be isolated. Will prevent the engine from being started if in the ‘Off’’ position.

B. Traction Motor Isolation Switch (M.I.S) – Enables traction motors to

be isolated in pairs 1 & 3, 2 & 4 or all motors isolated. With a pair of motors isolated, there will be no field diversion.

C. Wheel Wear Compensator (W.W.C) – An adjustment switch for the

use of Maintenance Staff to ensure accuracy of the speedometer. D. Exhauster Isolation Switch (EX.I.S) Dual Brake Locomotives Only –

Enables the exhausters to be Isolated. E. Fuel Transfer Isolation Switch (F.T.I.S) – Operates the fuel transfer

pump. ‘Normal ‘position, pump runs constantly. ‘Off’ position, pump does not run, to be used if the main fuel tank runs dry. ‘Test’ position used to ensure pump is operating and used by Maintenance Staff to ‘bleed’ the fuel system.

A B C D E

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5. Battery Switch Compartment

Battery Isolating Switch (B.I.S) – Isolates the start circuit batteries. Compressor Changeover Switch (Dual Brake Only) – Can be use when the locomotive is working in vacuum to change the operative air compressor should it become defective. (See Page 38) Engine Maintenance Switch (E.M.S) – For use of Maintenance Staff to allow them to ‘run up’ the engine. If the switch is in the ‘Maintenance’ position the engine will increase speed but no traction current will be produced. Brake Selector Switch (B.S.S) – Selects the brake release timings for the type of train being operated. Four positions are Air Passenger, Air Goods, Vacuum Passenger and Vacuum Goods. The vacuum positions are isolated on air only locomotives

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6. Fuse Compartment

Fuses and their effects of rupturing in service 1 & 1a. Blower Motor Nº1 & Nº2 – Associated Blower Motor will stop. 2 & 2a. Compressor Nº1 & Nº2 – Associated compressor will stop. If one fuse ruptures, the time taken to charge the air system will be slow. If both fuses rupture, air pressure will gradually be lost and the low main reservoir governor will cause a brake application when the pressure falls to 65psi/4.5Bar. 3. Load Regulator – Traction power will be lost, the ‘engine stopped’ indicator light and the ‘general fault’ indicator lights both ‘bright’. Engine continues to run. 4 & 4a. Exhauster Nº1 & Nº2 (Dual Brake Only) – Associated exhauster will stop. If one exhauster fuse ruptures, difficulty will be experienced in creating vacuum on long trains. If both fuses rupture it will not be possible to create vacuum. 5. Battery Charge – The battery will not be charged. If the engine is shut down, it will not be possible to restart. 6. Fuel Pump – The fuel transfer pump will stop but the engine will continue to run, supplied by the Emergency fuel tank. Low fuel warning will be given. 7. Lub oil pump – The lube oil priming pump will not run when trying to start the engine. The lack of oil pressure will cause difficulty in starting the engine. 8 & 8a Boiler Fuses – Not used on any locomotives, all boilers are removed.

1a 2 2a 3 4 4a 5 1

6 7 8a

Spare Fuses

Fuse Test Point

8

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Fuse Test Procedure 1. Stop the engine 2. Place the Battery Isolation Switch to the ‘Off’ position. 3. Remove the suspect fuse. 4. Place the suspect fuse on the fuse test point, if it is not ruptured the adjacent lamp will illuminate. If the lamp does not illuminate the fuse has ruptured. 5. Test a replacement fuse of the correct amperage and position it securely. 6. Place the B.I.S to ‘On’ and start engine.

Only one spare fuse should be used, if this fuses ruptures the component must be classed as defective. The fuse test point is on the lighting circuit, so is able to operate with the B.I.S in the ‘Off’ position.

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Fire Fighting Equipment The Class 31 is fitted with a fixed fire extinguishing system to deal with internal fires and portable hand held fire extinguishers to deal with internal and external fires. All locomotive fire fighting equipment is painted RED. The fixed fire extinguishing equipment comprises of two Carbon Dioxide or CO2 bottles located ‘A’ bank side of the locomotive against the Nº2 end bulkhead, adjacent to the Electrical Control Cubicle. On preparation, the securing pins that prevent the CO2 bottles from being accidentally discharged during maintenance must be checked to ensure that they have been removed. If the securing pins are fitted, it will be impossible to discharge the bottles in the event of a fire.

In the event of a fire the CO2 bottles must be manually operated by use of the pull handles situated as follows:

• One handle in each Driving Cab on the ‘Bulkhead’

• One external handle each side at ‘solebar’ level. Glass covers protect the pull handles, which must be broken to gain access when necessary. Fire detectors are located in the engine room and electrical control room. These detectors comprise of a bi-metal strip which when heated will bend and break the fire detection circuit. The break in the fire circuit will cause the fire alarm bells to ring continuously.

The integrity of the fire alarm and detector circuits must be tested during preparation by using the fire alarm test button, this is located attached to the locomotives roof in front if the electrical control cubicle. Pressing the ‘test’ button will cause the fire alarm bell to ring.

Securing Pins ‘Removed’ Securing Pins ‘Fitted’

Fire detector

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Operation of any of the manual pull handles will discharge the entire contents of both CO2 bottles via extinguishing nozzles; these are aimed at strategic areas within the locomotive. The CO2 gas will starve the fire of oxygen and extinguish all but the most severe fires. After operation of the fire extinguishing system, Drivers must not enter the interior of the locomotive until the CO2 gas has had chance to disperse.

Once the CO2 bottles have been discharged the locomotive is now a failure. Under no circumstances must the engine be restarted.

Portable equipment A hand held fire extinguisher is provided in each cab. The extinguishers are of the A.F.F.F type and can be used on minor internal or external fires. Extinguishers should be checked on preparation to ensure that:

• Extinguishers are present in all cabs.

• Extinguishers are fully charged. (Green sector shown on gauge if fitted)

• Securing pins are present and sealed. Action to be taken if the fire bell rings continuously

• Stop the train in a convenient location as quickly as possible.

• Move the Master switch to ‘Off’, ‘shut down’ the engine and secure the train.

• Take a portable extinguisher and investigate the cause of the alarm without endangering yourself.

• Tackle any small outbreak of fire with the portable extinguisher.

• If you are able to extinguish the fire, are sure that no further outbreak will occur and no damage has been caused. The engine may be re-started and the train proceed providing that the location of the fire is closely monitored.

• If the fire is too severe to tackle with a portable extinguisher, return to the cab, closing all bulkhead doors & operate the fixed CO2 equipment.

• After discharge, CO2 must be given sufficient time to extinguish any fire.

• Ensure that the CO2 gas has fully dispersed before re-entering the locomotives interior.

• DO NOT re-start the engine if fixed equipment has been discharged.

• Fire Precautions

• Always keep all engine room and bulkhead doors closed.

• Keep all compartments free of cloths, waste paper and litter.

• Report all fuel leaks at the first opportunity. If a leak occurs during a journey and cannot be rectified, the locomotive must be failed if a serious risk of fire exists.

• Naked flames must not be allowed in any area beyond the Driving cab.

The ability of the CO2 to starve the fire of oxygen will also have the same effect on the human body and could prove fatal.

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Any fire that cannot be immediately extinguished using the portable or fixed fire extinguishing equipment must be reported as quickly as possible to the Fire Service. Drivers must carry out the instructions as per Rule Book.

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Drivers Manual

Section 1d

Class 31/4 locomotives

Electric Train Supply Equipment

Wirksworth T & R S Modification Department

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Electric Train Supply Equipment (E.T.S) Class 31/4 locomotives have been fitted wisupply to coaching stock, providing The auxiliary generator has been replaced by an alternator which has two separate 3-phase output windings. The AC current produced by these windings is rectified to DC which provides an 110v output for equipment and an 825v output for the E.T.S.

Train Heat Control Circuit Breaker The train heat control circuits are protected by the Train Heat Control Circuit Breaker (T.H.C.C.B) which is located on the ‘B’ bank side of the train heat cubicle. The T.H.C.C.B will trip if a fault develops in the train heat control circuits and will cause the train heat supply to ‘cut off’. Train Heat Earth Fault Indicators

Located on the ETS cubicle are two lights labelled Train Heat Earth Fault Indicators. They are illuminated train heat alternator. They are provided to enable maintenance staff to undertake earth tests on the ETS.

Train Heat Earth Fault Indicator

T.H.C.C.B

Electric Train Supply Equipment (E.T.S)

have been fitted with E.T.S to provide an electricak, providing power for heating and air conditioning.

iary generator has been replaced by an alternator which has two phase output windings. The AC current produced by these

windings is rectified to DC which provides an 110v output for the auxiliary equipment and an 825v output for the E.T.S.

Additional equipment required such as rectifiers, relays, contactors etc are housed in a cubicle situated at the end of the Main Generator. ETS supply control buttons are provided in each driving cab. (See Page 19

Train Heat Control Circuit Breaker

The train heat control circuits are protected by the Train Heat Control Circuit Breaker (T.H.C.C.B) which is located on the ‘B’ bank side of the train heat cubicle. The T.H.C.C.B

ip if a fault develops in the train heat control circuits and will cause the train heat

Train Heat Earth Fault Indicators Located on the ETS cubicle are two lights labelled Train Heat Earth Fault Indicators. They are illuminated whenever there is an output from the train heat alternator. They are provided to enable maintenance staff to undertake earth tests on the ETS.

Overvoltage Indicator & reset button

51

electrical power for heating and air conditioning.

iary generator has been replaced by an alternator which has two phase output windings. The AC current produced by these

the auxiliary

Additional equipment required such as rectifiers, relays, contactors etc are housed in a cubicle situated at the end of the Main Generator.

ETS supply control buttons are provided

iving cab. See Page 19)

Located on the ETS cubicle are two lights labelled

whenever there is an output from the

They are provided to enable maintenance staff to

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Auxiliary and Train Heat Overload protection systems

Both the auxiliary and ETS outputs are protected by thermal overload devices which contain an alloy that melts should the current passing through the device becomes excessive. Once the device has operated to cut off the current then at least 1 minute must be allowed to elapse to allow the alloy to re-solidify before attempting to reset.

1. Train Heat Over Load (T.H.O.L) – If excessive current passes through the T.H.O.L, the thermal overload device will immediately cut off the ETS. If T.H.O.L has operated and a fault is still present within the locomotives circuitry, the Diode Failure Relay (D.F.R) will ‘trip’ which will immediately ‘shut down’ the engine.

2. Auxiliary Over Load (A.O.L) – If excessive current passes through the

A.O.L, the thermal overload device will immediately cut off power and will cause a loss of traction power and the ETS supply.

3. Diode Failure Relay (D.F.R) – AC current produced by the alternator

need to be rectified to DC current for use in the locomotives auxiliary and ETS systems. AC current is passed through Diodes which rectify it to a DC supply. If a diode becomes defective the D.F.R will trip and immediately ‘Shut Down’ the engine. It is possible for the D.F.R to trip if the ETS is not being supplied as auxiliary power is always required when the locomotive is running. Place the Battery Isolation Switch to ‘Off’ before entering the ETS cubicle. Attempt to reset only once.

4. Over Volt Relay – Protects the auxiliary circuits and will ‘trip’ causing a

complete loss of traction power if the 110v auxiliary supply produced rises above 125v. If ‘tripped’ follow the reset instructions on Page 55.

1

2

3 4

2

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Over Voltage Reset. If an over voltage is detected the O.V.R flag relay ‘trips’ and the ‘red’ over voltage fault light situated towards ‘A’ bank side of the cubicle(See Page 53) will illuminate. An over voltage ‘trip’ is reset by pressing the Over Voltage Reset Push Button, which if successful reset will cause the associated ‘red’ fault light to extinguish. The OVR ‘flag’ relay will remain ‘tripped’; it must be left in this position as an indication to maintenance staff. Class 31/4 Control Equipment Governor

On an ETS fitted Class 31/4 locomotive, the Control Equipment Governor is relocated from ‘A’ bank side of the radiator tunnel to the Nº2 end bulkhead, situated above the Vacuum Control Governor, fitted only on a dual brake locomotive.

Control Equipment Governor

Vacuum Control

Governor

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Drivers Manual

Section 2

Isolation of Safety Systems

Wirksworth T & R S Modification Department

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AWS If the locomotives AWS system develops a fault and requires Isolation, the following procedure must be followed.

1. Move the AWS ‘change-end’ handle from the ‘On’ to the ‘Off’ position.

2. Pull down the AWS Isolation Handling breaking its seal and return the

AWS ‘change-end’ handle to the ‘On’ position.

The AWS ‘change-end’ handle must be put in the ‘On’ position after isolation in order for traction power to be regained. The AWS Isolation handle must never be used until the AWS ‘change-end’ handle is in the ‘Off’ position. Isolation in the wrong order will cause the inner mechanism to shear and prevent the any operation of the locomotive from that cab. Isolation of the AWS will also isolate the TPWS. Temporary Isolation of the TPWS by using of the Temporary Isolation Switch (See Page 16) will not affect the operation of the AWS. The AWS Isolation Handle must be checked to ensure that it is ‘sealed’ during preparation duties. Drivers must contact the Signaller as per Rule Book and obtain the correct authority before proceeding.

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Drivers Safety Device - DSD If the DSD becomes defective the train will automatically be brought to a stand by a brake application. If a faulty DSD is suspected, isolated the DSD using the DSD Isolation Cock located in Nº1 Cab (see Page 16). If the DSD is defective the brake pipe should re-charge after operation of the isolation cock. Note the defect and isolation of the DSD in the locomotives repair book. Use of the DSD Isolation Cock in the Nº1 cab will isolate the DSD in both cabs. Drivers must contact the Signaller as per Rule Book TW5 and obtain the correct authority before proceeding.

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Drivers Manual

Section 3

Preparation & Disposal Duties

Wirksworth T & R S Modification Department

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Driver’s Static Preparation Duties.

Approach the locomotive

• Identify the correct locomotive.

• Check for NOT TO BE MOVED boards or Red Flags.

• Check for scotches, derailers, hoses, pipes or cables attached.

• Check NO engineering staff are working on, in or around the locomotive.

• Quick visual inspection for any signs of damage as you approach.

Enter Nº2 Cab

• Ensure handbrake is applied.

• Move the Main Lighting Switch to ‘On’ position.

• Switch cab, engine room and instrument panel lights on.

• Check automatic brake is at shutdown and straight air brake is off.

• Check detonators, red flags and track circuit clips are present and correct.

• Check spare red tail lamp is available.

• Check the hand fire extinguisher is present and correct.

• Check Internal fire pulls are sealed.

• Check AWS isolating handle is sealed in the correct position.

• Check Handbrake Protection Isolation Cock is ‘Normal’ (If fitted)

• Check repair book.

• Carry out NRN test (012-0123).

• Switch on all external lights.

Enter engine room (electrical compartment)

• Check Air/Vacuum (AV2) valve is not isolated (Dual Brake Only).

• Check Control Air Isolation Cock is not isolated.

• Check main fuse panel, check spare fuses are available.

• Move the battery isolation switch to ‘On’.

• Check brake timing switch is in the correct position.

• Check fault lights, position of circuit breakers, position of isolating switches on the control cubicle.

• Check both fire extinguisher safety pins are out.

• Press the fire alarm test button, check the fire bell rings.

• Check T.H.C.C.B is set, O.V.R & D.F.R Relays are set and A.O.L, T.H.O.L devices are set on ETS Cabinet See Section 1d

• Open access doors and check turbocharger oil levels. Enter engine compartment (‘B’Bank)

• Check ‘B’ bank turbocharger oil level.

• Check Woodward governor oil level is correct and reset button is ‘In’.

• Check engine governor over-ride lever is at the top of its quadrant.

• Check engine for signs of major leakage (oil, fuel & water)

• Give fuel strainer a twist.

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• Check side doors are secure.

• Check engine over speed device is correctly set (Nipple out)

• Check coolant level.

• Check Compressor Governor Isolation Cock is not isolated.

• Check Main Reservoir Isolating Cock is not isolated.

• Check Sand Isolation Cocks are not isolated.

• Check F.C.C.B & ‘Test’ switch is at ‘Normal’ (If fitted)

• Check local engine stop button is out.

• Check engine oil level with dipstick.

• Check ‘A’ bank turbocharger oil level.

• Check Emergency Fuel header tank level.

• Check Distributor Isolation Cock is correctly set.

• Check cooker is off. Enter Nº1 Cab

• Ensure handbrake is applied.

• Switch cab and instrument panel lights on.

• Check automatic brake is at shutdown and straight air brake is off.

• Check detonators, red flags and track circuit clips are present and correct.

• Check spare red tail lamp is available.

• Check the hand fire extinguisher is present and correct.

• Check Internal fire pulls are sealed.

• Check AWS isolating handle is sealed in the correct position.

• Check repair book.

• Carry out NRN test (012-0123).

• Switch on all external lights.

• Check DSD isolating cock is sealed and in the correct position.

• Insert master key.

• Select “engine only”.

• Wait two minutes while lube oil priming pump operates.

• Press engine start button until red light dims.

• Ensure air pressure begins to rise.

• Leave cab and carry out external checks. External Checks

• Check all buffer-beam equipment.

• Check all air cocks are correctly set.

• Check all external lighting is working.

• Check lifeguards, bogies, suspension and brake rigging.

• Check brake blocks for wear.

• Check wheel tyres for movement.

• Check bogie brake isolation cocks (Straight Air and Auto Brake)

• Check external fire pulls are sealed.

• Check there is sufficient sand in sandboxes and covers are fitted.

• Check fuel level sight glass.

• Check security of battery boxes.

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• Check speedometer cable is secure.

• Check bogie earth straps are secure. Re-enter Nº1 Cab

• Check the Main Reservoir Pressure has built up to at least 100 psi/ 7Bar

Cab Drill

• Test both tones of Warning Horn.

• Test Windscreen Wipers and Washers.

• Move the Auto Air Brake to running checking that 5Bar (72.5 psi) shows on the brake pipe gauge. Allow 3 – 4 minutes for Distributor to charge.

• Test Auto Air Brake to ensure that: o An initial application gives a brake pipe reading of 66.5 psi. (4.6 Bar) o Moving the auto brake in stages to a full service brake application

gives a brake pipe reading of 49.5psi (3.35Bar) and the brake cylinder pressure rises at each step, until it reaches a maximum at full service.

o Moving the auto brake to the Emergency position gives a Zero brake pipe reading and a maximum bogie pressure of 75psi. (5.2Bar)

• Move the automatic brake to the running position.

• Test Straight Air Brake in stages giving a maximum reading of75 psi (5.2 Bar) on the bogie gauge. Return the straight air brake to off.

• Test the DSD. Select direction & release pedal, ensure brakes apply fully.

• Place Reverser to Engine Only and wait for brake pipe to recharge.

• Place AWS Change ends switch to ON and cancel warning.

• Select Forward, briefly take power and shut off.

• Select Reverse, briefly take power and shut off.

• Test Sand Application Button

• Place Auto Air Brake to Emergency, let the pipe fall to 0 psi. Move to handle to Shut Down position.

• Ensure Straight Air Brake is OFF.

• Move Reverser to OFF and remove Drivers key.

• Set the end lighting as required.

• Release Parking Brake & place AWS change ends lever to OFF. Leave Nº1 Cab & re-enter Nº2 Cab

• Insert master key.

• Select “engine only”.

• Perform Cab Drill

Preparation is complete.

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Driver’s Disposal Duties

• Bring the locomotive to a stand.

• Check locomotive is NOT foul of other lines and points that require to be moved.

• Move Auto Air Brake to Emergency, allow brake pipe to fall to 0 psi. Bogie pressure 75 psi max.

• Reverser is at ‘Off’ and remove Driver’s key.

• Place Auto Air Brake to shut down position.

• Ensure Straight Air Brake is in the released position.

• Firmly apply the Parking Brake.

• Place AWS change ends switch to OFF.

• Switch off any wipers, heaters, demisters and lighting in use.

• Press the STOP button and ensure locomotive shuts down.

• Record any known defects in the repair book.

• Apply parking brake firmly in other cab.

• Place battery switch to OFF.

• Place Main Lighting Switch to OFF

• Close all cab windows and close doors as you leave the locomotive.

• Check brake gear, bogies and suspension for any damage.

• Check wheel tyre marks for movement.

• Check Locomotive Fuel level.

• Report Fuel level and any defects to Tim Moore in the first instance. Failing that report to Duty Manager.

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Drivers Manual

Section 4

Faults and Failures

Wirksworth T & R S Modification Department

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Drivers Indication Possible Cause Recommended Action Engine STOPS Engine Overspeed Check for damage & reset. See (P32 & 33) Low Oil Pressure If Woodward Governor reset

button has tripped, check engine oil level. Reset governor if between MAX & MIN. Do not restart if over MAX, possible fuel dilution.

Engine STOPS Low Water Level Check Water level gauge. Re-fill if possible. (P29) Class 31/4 Only. B.I.S to ‘Off’. Reset T.H.O.L & T.H.O.L & D.F.R D.F.R. Attempt to restart both tripped. engine, Reset ONCE only. See (P54) Class 31/4 Only. B.I.S to ‘Off’. Reset D.F.R. D.F.R tripped . Attempt to restart engine. Reset ONCE only. (P54) Engine Running Control Circuit Breaker Check Control Circuit Breaker Brake application tripped on control cubicle. Attempt to reset, request assistance if All lights ‘Extinguished’ the CCB trips again. (P42) Complete loss of Loss of Main Reservoir Check compressor’s running Traction power pressure (below 65psi) If running check for air leaks e.g flexible hoses, drain cocks. Desk lights ‘Normal’ If not running, ‘toggle’ compressor governor, isolate governor if they run when ‘toggled’. (P39) If compressors do not run When governor is ‘toggled’ check compressor fuses. See (P45) If running in Vacuum, use Compressor Changeover Switch to change operational Compressor (P44)

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Drivers Indication Possible Cause Recommended Action Complete loss of Loss of Air brake pipe Check Main Res pressure is Traction power pressure. above 95psi/6.6Bar. Isolate DSD & AWS in turn, check if brake pipe is regained. (P59)

Check Passcoms, flexible brake pipes throughout the train for bursts or leaks.

Loss of Vacuum train pipe Check exhausters are running.

If not check EX.I.S (P43) is at ‘normal’ & check fuses (P45)

Complete loss of Load Regulator fuse Check & Test Load Regulator Traction power ruptured fuse, replace if required (P45) Engine continues Class 31/4 Press overvoltage reset running Overvoltage flag relay button on ETS cubicle

‘tripped’. (P55) Class 31/4 Press A.O.L reset on ETS Auxiliary Overload cubicle. (P54) operated. (A.O.L) Complete loss of Loss of control air Check control air gauge (P41) Traction power pressure (below 49psi) Normal reading 70psi. Check Control air isolation cock is not isolated. (P41) Power handle ‘Open’ or Control Circuit Governor Check ‘toggle’ on C.C.G is is defective in the ‘Up’ position. Power handle ‘Closed’ (P41 or 31/4 P55) Vacuum Control Check ‘toggle’ is in the Governor Defective ‘Down’ position (P55) (In Vacuum brake only)

Brake Pipe Governor Check toggle on B.P.G is in defective. the ‘Up’ position (P19) (After a brake application)

Load regulator has not Check load regulator has Run back to MINIMUM run back, if not manually position ‘wind back’. Follow the procedure on page 40

Traction Motor Close power handle, wait Overload 15secs and re-try for power

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Drivers Indication Possible Cause Recommended Action

Complete loss of Power Earth Fault Relay If power is regained, note the Traction power (P.E.F.R) ‘tripped’ P.E.F.R ‘trip’ in repair book.

Power is regained but the wheelslip fault light is ‘bright’ then suspect a defective traction motor. Examine for signs of overheating and if evident isolate the traction

motor. Follow procedure P37 General Fault High Water Temperature Reduce power to ‘notch 2’ light lit (above 195ºF or 90ºC) and clear running lines. Check

coolant level. Check F.C.C.B, reset if ‘tripped’. Move test

switch to ‘test’ (See P30)

Power handle open or closed Low fuel level Check main and emergency No loss of traction Fuel tank levels (P11 & 28) Power If main tank is empty and emergency tank shows 42 gall with transfer pump running, warning is correct. Turn

F.T.I.S to ‘Off’ & clear running lines/arrange assistance. If main fuel level is OK, check F.T.I.S is at ‘normal’, if correct move F.T.I.S to ‘Test’. If the pump does not run check the fuel pump fuse (P45) If fuse is OK, move F.T.I.S to ‘Off’ & clear running lines.

Traction motor blower Reduce power to ‘notch 2’ & Stopped clear running lines. Check blower motor fuses and replace if necessary. If replacement fuse ruptures or fuses were found to be OK, proceed keeping power as low as possible, requesting assistance. (P45) Auxiliary Earth Fault Complete journey & enter defect in repair book.

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Drivers Indication Possible Cause Recommended Action Partial loss of Wheelslip Decrease power to a position traction power At which the wheelslip light remains ‘Dim’. If rail head Conditions are poor, ‘shut off’ Power and apply sand, re-apply power slowly. Traction motor fault If wheelslip light is ‘bright’ & Developing it is evident there is no Wheelslip, stop & examine traction motors for signs of overheating. If evident isolate appropriate pair or if not evident by trial & error. Follow isolation instructions, Page 37 Partial loss of Fuel racks not fully open Check governor manual Traction power override lever is ‘full power’ position (See Page 32) or Loss of regulating air Check regulating air pipes & Loco does not pressure cocks are all correct. Ensure develop ‘full’ power Drivers Master Switch is in ‘Off’ in all unoccupied cabs. Traction motors isolated Check M.I.S (Page 43). Check Desk lights ‘Normal’ for entry in repair book and de-isolate if no entry is found. Class 31/4 ETS indicator lamp Check other driving cab ETS indicator does ‘Out’ See Page 19 not light when ‘On’ button is pressed Train Heat Control C.B Check T.H.C.C.B. Reset if ‘tripped’ ‘tripped’. Attempt reset 3 times only. (Page 53)

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1 2 3 4 5 6 EE 12 SVT 1470hp Engine 1 2 3 4 5 6

‘A’ Bank

‘B’ Bank

Fuel Transfer Pump

Overspeed Governor

Header Tank & Gauge

Emergency Fuel Tank

Main Reservoir Isolation Cock

Exhausters

Air/Vacuum Relay &

AV2 Cock

Battery I. S

Bogie Straight Air Brake IC

x

x

x

x

x

x

x x

x

x

x

x x

WoodwardGovernor

& Override Lever

Bogie Straight Air Brake IC

XX

XX

N º 2

E N D

N º 1

E N D

Fan Clutch C.B & Test Switch

Horn I.C Compressor

Governor & I.C

Fuel Filter

Control Air Gauge & I.C

Main Lighting Switch

Distributor I.C

Sand I.C

Local Start/Stop

Control Equipment Governor

Oil Filter

Oil Priming Pump

Fire Alarm Test Button

Bogie Auto Brake I.C

Traction Motor Blower

Main Reservoir

Bogie Auto Brake I.C

CO2 Fire Extinguisher

Bottles

Vacuum Pipe Governor

Main Fuse Cupboard

Compressors

Load Regulator

Dual Brake Only

ETS Fitted Only

Fire System

Fire ‘Pull’ Handle

Traction Motor Blower

Distributor Release

Class 31 Locomotive Layout

Exhauster Speed-UpGovernor

Air Brake Pipe Governor

Handbrake Protection I.C

Horn I.C

Exhauster Speed-Up Governor

DSD I.C

Horn I.C

Horn I.C

Control EquipmentGovernor

External Location