Wirksworth T & R S Modification Department

Drivers Manual

Class 31 Locomotive

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Wirksworth T & R S Modification Department

Drivers Manual

Class 31 Locomotive
Written By:
Richard Waterhouse

Edited By:
Alistair Gregory

Approved By:
Timothy Moore

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Wirksworth T & R S Modification Department

Drivers Manual

Section 1 Locomotive Description

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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 1980s. 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 All locomotives were gradually withdrawn in the mid1990s as the privatisation of British Rail was completed.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 Wirksworths 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 Engine Horsepower Idling Speed Overspeed trips Shut Down Oil Pressure Lub Oil Capacity Main Generator Aux Generator Aux Alternator (31/4 Only) Traction Motors Number of Traction Motors Max Tractive Effort Power at Rail Fuel Tank Capacity Emergency Fuel Tank Capacity Length Height Width Weight Brake Force ETH Index (31/4 Only) Route Availability Maximum Speed Wheel Arrangement English Electric 12SVT 1470hp @ 850rpm 450rpm 980rpm 18-20psi 100 gallons Brush TG160-48 Brush TG69-42 Brush BL100-30 Brush TM73-68 4 35900 lbs 1170hp 500 Gallon/2275 litres 50 Gallon/ 225 litres 56ft 9in/17.3m 12ft 7in/3.8m 8ft 9in/2.7m 107 Tonnes 48 Tonnes 66 5 or 6 (31/4) 90mph A-1-A A-1-A

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Wirksworth T & R S Modification Department

Drivers Manual

Section 1a Locomotive Exterior Equipment

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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 31s 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.

6 3 4

9 1 10 5 2 3 7 12

2 8 12

11

13

11

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.

Air Brake Pipe Main Reservoir Pipe Regulating Air Pipe Vacuum Brake Pipe Multiple Working Jumper Cable Multiple Working Jumper Cable Socket ETS Cable ETS Cable Socket Draw Hook Screw Coupling Lifeguard Sand Box AWS Receiver Warning Horn

14
Multiple Working Cable Stowage Point

5 7

View from behind buffer beam

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Locomotive Exterior

N1 End

Radiators

Access Door

N2 End

1 Axle N Traction Motor N 1

3 2

5 3

Fuel Gauge Battery Box

The N1 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.

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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.
Brake Cylinder (a)
S.A.I.C or A.A.I.C

Brake Cylinder (b)

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 Isolation Cocks

Sand Box

Sand Application Pipe 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.
12

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Wirksworth T & R S Modification Department

Drivers Manual

Section 1b Locomotive Cab Equipment

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Driving Cab Drivers Desk

10 11

15

Vacuum Gauge (Dual Brake Only)

13

14 1 5 2 16 7 6 9 17 Demister & Foot warmer Switches 20 19 8 3 4

11

12

18

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
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Driving Cab- Non Drivers Side DSD Hold Over Button Warning Horn Control

Main Reservoir Pressure Gauge

Windscreen Wiper Control

Access to DSD Isolation Cock (N1 Cab Only)

Fire Extinguisher

DSD Isolation Cock - N1 Cab Only Located behind a hinged panel in the centre of N1 cab are the following components 1 3 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. 1

Exhauster Speed-Up Governor (Dual Brake)

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Drivers Cab Bulkhead

2 5 4 6 3

10

9 5 6

11

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 (N2 Cab Only) 7. AWS Horn 8. AWS Bell 9. Brake Timing Indicator 10. Vacuum Chamber Release Valve 11. Handbrake 12. Handbrake On/Off Indicator

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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 - N1 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 cutoff 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 N2 Cab Only Located in the compartment behind the panel in the centre of N2 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)

Brake Feed Cut-Off Valve

Air Brake Pipe Governor Exhauster Speed-up Governor

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.

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Wirksworth T & R S Modification Department

Drivers Manual

Section 1c Locomotive Internal Equipment

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

N End 1 Radiator Header Tank 1 2 A Bank 3 4 5 6

N End 2 Main Generator Control Cubicle

EE 12 SVT 1470hp Engine 1 Radiator Radiator Fan Engine Driven 2 3 4 5 6 Auxiliary Generator

B Bank Turbocharger
One each bank

Compressors x2

Blower Motors x2

Exhausters x2

110V DC

Lighting & Heating

Battery Charging

Fuel Pump

Control Circuits

DC Current from Main Generator N 1 N 2 Traction Motors N 3 N 4

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A
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The English Electric Diesel Engine The diesel engine fitted to the Class 31 is an English Electric 12 SVT. 12 S V T denotes the number of cylinders. denotes that the engine is supercharged or turbocharged. denotes the layout of the cylinders (V formation). 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.

Free end

B Bank

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Lubricating Oil System Dipstick 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.

Oil Priming Pump

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

Oil Filter

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. Primary Fuel is then fed via a secondary fuel filter into the fuel rails, which feed each of the 12 fuel Fuel pumps for each of the 12 cylinders of the engine. Filter 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. Fuel Transfer Pipes carrying fuel are painted light brown. Pump
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Emergency Fuel Tank Mowbray Float Located at roof height in the compartment behind the Driving cab at N1 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. Emergency Fuel Tank Gauge

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

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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 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.

Header Tank Water Level

A temperature switch is situated in the return section of the cooling system. In the event of High Water Temperature (195F/90C) 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 90 and up to the cooling fan.

Pipes carrying coolant are painted dark blue.

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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.

F.C.C.B

Test Switch

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.

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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 Override Lever regulator and matches the engines rpm to the constantly changing loads acting upon the locomotive. Reset Button Tripped 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

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Woodward Governor Override lever. In the fully raised position, the governor has full control of the fuel rack th position. When positioned lower on the quadrant, the fuel rack cannot now be fully opened, the governor has been overridden and the maximum engine ernor 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 Engine Overspeed Governor Governor. Normal position

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 shut the engine down should the ould engine rpm exceed its maximum, this mum, being approximately 980rpm. 0rpm. Tripped position

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 racks to the no fuel position and shut osition down the engine

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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 Oil Level pressurised air, which when forced into an engine cylinders gives greater Sight combustion of the fuel and hence more Glass 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 Oil Level between 8000 & 25000 rpm. Two water Sight cooled turbochargers are fitted to the Glass 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.

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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 N1 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. Distributor Release 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.
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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 Leaf Spring 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.

Main Generator

Auxiliary Generator

Coil Spring

Traction Motor

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 Field Divert 2 Field Divert 3 28mph approximately 36mph approximately 55mph approximately

The rotation of the Traction Motors is reversible, allowing movement in both directions.
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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 N1 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 axles 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.

Electric Motor

Exhauster

A Vacuum Control Governor is fitted on the N2 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 N2 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.

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. Electric Motor

Compressor

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 Safety compressor governor which closes the electrical Valve contacts manually can be used. If the compressors run, the governor is defective. Compressor Governor Isolation Toggle Compressor Governor 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)
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C.G.I.C

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 N2 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 Contact Arm provides the means Lead Screw of regulating the main Handle generator output and also controls the introduction of the traction motor field Lead Screw 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 Load Regulator shown in Off position 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.
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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 N2 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

Control Air Governor

Electrical Control Cubicle Manual controls, gauges and indicators are mounted on the electrical control cubicle, located facing the main generator. 1. 2. 3. 4. 5. 6. 6 4 The ammeter indicates current passing to and from the battery. It should always show a charge reading when the engine is running. Battery Charge Ammeter Miniature Circuit Breakers Fault Indication Lights Isolation Switches Battery Switch Compartment Fuse Compartment

1 2 3

1. Battery Charge Ammeter

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2. Miniature Circuit Breakers

MCBs 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 MCBs End lighting extinguished. Maintenance Lights MCBs 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 N1/ N2 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 195F (90C). Water level Water level is low. Engine will shut down below a 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.
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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

1a

2a

4a

6 7

8 8a

Fuse Test Point

Spare Fuses

Fuses and their effects of rupturing in service 1 & 1a. Blower Motor N1 & N2 Associated Blower Motor will stop. 2 & 2a. Compressor N1 & N2 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 N1 & N2 (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.

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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 N2 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.

Securing Pins Removed

Securing Pins Fitted

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. Fire detector

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.
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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. 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. 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 restarted 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.
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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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Wirksworth T & R S Modification Department

Drivers Manual

Section 1d Class 31/4 locomotives Electric Train Supply Equipment

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Electric Train Supply Equipment (E.T.S) Class 31/4 locomotives have been fitted with E.T.S to provide an electrica wi electrical supply to coaching stock, providing power for heating and air conditioning. k, The auxiliary generator has been replaced by an alternator which has two iary separate 3-phase output windings. The AC current produced by these phase 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. iving (See Page 19 See 19) Train Heat Earth Fault Indicator Overvoltage Indicator & reset button

T.H.C.C.B

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 ip 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 whenever there is an output from the train heat alternator. They are provided to enable maintenance staff to undertake earth tests on the ETS.

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Auxiliary and Train Heat Overload protection systems

1 4 3

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. 2 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.
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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 N2 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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Wirksworth T & R S Modification Department

Drivers Manual

Section 2 Isolation of Safety Systems

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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 N1 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 N1 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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Wirksworth T & R S Modification Department

Drivers Manual

Section 3 Preparation & Disposal Duties

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Drivers 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 N2 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 (BBank) 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 N1 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 N1 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 N1 Cab & re-enter N2 Cab Insert master key. Select engine only. Perform Cab Drill

Preparation is complete.

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Drivers 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 Drivers 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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Wirksworth T & R S Modification Department

Drivers Manual

Section 4 Faults and Failures

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Drivers Indication

Possible Cause

Recommended Action

Engine STOPS

Engine Overspeed Low Oil Pressure

Check for damage & reset. See (P32 & 33) 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. Check Water level gauge. Re-fill if possible. (P29)

Engine STOPS

Low Water Level

Class 31/4 Only. T.H.O.L & D.F.R both tripped. Class 31/4 Only. D.F.R tripped .

B.I.S to Off. Reset T.H.O.L & D.F.R. Attempt to restart engine, Reset ONCE only. See (P54) B.I.S to Off. Reset D.F.R. Attempt to restart engine. Reset ONCE only. (P54) Check Control Circuit Breaker on control cubicle. Attempt to reset, request assistance if the CCB trips again. (P42) Check compressors running If running check for air leaks e.g flexible hoses, drain cocks. 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)

Engine Running Brake application

All lights Extinguished

Control Circuit Breaker tripped

Complete loss of Traction power

Loss of Main Reservoir pressure (below 65psi)

Desk lights Normal

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Drivers Indication

Possible Cause

Recommended Action

Complete loss of Traction power

Loss of Air brake pipe pressure.

Check Main Res pressure is 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 Traction power Engine continues running Load Regulator fuse ruptured Class 31/4 Overvoltage flag relay tripped. Class 31/4 Auxiliary Overload operated. (A.O.L) Complete loss of Traction power Loss of control air pressure (below 49psi) or Control Circuit Governor is defective
Power handle Closed

Check & Test Load Regulator fuse, replace if required (P45) Press overvoltage reset button on ETS cubicle (P55) Press A.O.L reset on ETS cubicle. (P54)

Check control air gauge (P41) Normal reading 70psi. Check Control air isolation cock is not isolated. (P41) Check toggle on C.C.G is in the Up position. (P41 or 31/4 P55) Check toggle is in the Down position (P55) Check toggle on B.P.G is in the Up position (P19) Check load regulator has run back, if not manually wind back. Follow the procedure on page 40 Close power handle, wait 15secs and re-try for power
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Power handle Open

Vacuum Control Governor Defective

(In Vacuum brake only)

Brake Pipe Governor defective.

(After a brake application)

Load regulator has not Run back to MINIMUM position Traction Motor Overload
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Drivers Indication

Possible Cause

Recommended Action

Complete loss of Traction power

Power Earth Fault Relay (P.E.F.R) tripped

If power is regained, note the 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 light lit

High Water Temperature Reduce power to notch 2 (above 195F or 90C) 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 No loss of traction Power Check main and emergency Fuel tank levels (P11 & 28) 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 Stopped Reduce power to notch 2 & 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) Complete journey & enter defect in repair book.
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Auxiliary Earth Fault

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Drivers Indication

Possible Cause

Recommended Action

Partial loss of traction power

Wheelslip

Decrease power to a position At which the wheelslip light remains Dim. If rail head Conditions are poor, shut off Power and apply sand, re-apply power slowly. If wheelslip light is bright & 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 Check governor manual override lever is full power position (See Page 32) Check regulating air pipes & cocks are all correct. Ensure Drivers Master Switch is in Off in all unoccupied cabs. Check M.I.S (Page 43). Check for entry in repair book and de-isolate if no entry is found. Check other driving cab See Page 19 Check T.H.C.C.B. Reset if tripped. Attempt reset 3 times only. (Page 53)

Traction motor fault Developing

Partial loss of Traction power or

Fuel racks not fully open

Loss of regulating air Loco does not pressure develop full power Traction motors isolated
Desk lights Normal

Class 31/4 ETS indicator lamp ETS indicator does Out not light when On button is pressed Train Heat Control C.B tripped

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Class 31 Locomotive Layout

External Location Dual Brake Only ETS Fitted Only Fire System Fire Pull Handle
Horn I.C Distributor I.C Distributor Release Sand I.C Bogie Auto Brake I.C Local Start/Stop Control Equipment Governor Oil Filter Oil Priming Pump Fire Alarm Test Button Compressors Main Reservoir Load Regulator Traction Motor Blower CO2 Fire Extinguisher Bottles Vacuum Pipe Governor

Bogie Auto Brake I.C

Horn I.C
Control Equipment Governor

x x
N 1

A Bank 1 x x 2 3 4 5 6
N 2 E N D

Exhauster Speed-Up Governor

Handbrake Protection I.C Air Brake Pipe Governor Exhauster Speed-Up Governor

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

DSD I.C

E N D

x B Bank

x
Horn I.C Traction Motor Blower Emergency Fuel Tank Bogie Straight Air Brake IC

Compressor Governor & I.C Main Reservoir Isolation Cock Fan Clutch C.B & Test Switch

x
Fuel Filter Fuel Transfer Pump Overspeed Governor Header Tank & Gauge Battery I. S Woodward Governor & Override Lever

Exhausters Main Fuse Cupboard Main Lighting Switch Control Air Gauge & I.C Air/Vacuum Relay & AV2 Cock

Horn I.C

Bogie Straight Air Brake IC

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