VINE Operating Instructions “N’ Class Diesel Electric LocomotiveACLASS DIESEL ELECTRIC LOCOMOTIVES ALGLASS DIBSEL ELECTRIC LOCOMOTIVES. INTRODUCTION The following operating manual for ¥, has been prepared as a reference for these locomotives, /Line N Class Diesel Electric Locomotives V/Line Locomotive Drivers when operating These locomotives use the latest advancements in locomotive technology. Age Dock will describe the operating characteristics of these ecegecives and has e comprehensive fault finding section at the rear. It 18 strongly advised to immediately report am malfunction of these locomotives in the Locomot Locomotive Maintenance staff and Train Control Y operating irregularity or ‘ive Log Book and also advise by the Train to Base radio,CONTENTS. INTRODUCTION Basic Statistics SECTION 1 GENERAL DESCRIPTION Locomotive Cab Layouts. Layout of Electrical Cabinets. SECTION 2 LocomoTIVE sySTEHS The Engine and Engine Room. Locomotive Operation. — Ground Relay. Starting the Diesel Engine. Stopping the Diesel Engine. Engine Protector. Changing Ends. Vigilance Control. Penalty Brake Motor/Brake Transfer Switch. Reverser Transfer Switch. Dead Engine Device, SECTION 3 NORMAL OPERATION OF LOCOMOTIVE Circuit Breaker Panel, Power Contactors. Blocked Intake Filters. Staff Exchangers. General Operating Instructions. Head End Power Unit. SECTION 4° DEFECTS AND FAULT FINDING CHECKLISTS No Revs - Little or No Powe: Revs ~ But No Power. Engine Shuts Down. PAGE 12 13 13. rvs 18 15 16 17 18 18 18 18 19 20 23 28 26 26 27 28 aL 33 37BASIC STATISTICS BASIC STaTIStics. MODEL NUMBER WHEEL NOTATION ‘LOCOMOTIVE POWER DIESEL ENGINE TYPE ENGINE SPEED RANGE LOW IDLE SPEED MAIN ALTERNATOR COMPANION ALTERNATOR AUXILIARY ALTERNATOR ‘TRACTION MOTORS GEAR RATIO MAXIMUM PERMISSIBLE SPEED FUEL CAPACITY COOLING WATER CAPACITY LUBRICATING OTL CAPACITY ROADWORTHY WEIGHT OVERALL LENGTH OVERALL WIDTH OVERALL HEIGET HEAD END POWER UNIT JT 22HC - 2 CO = co 1846 KW (Engine); 1698 KW (Traction) 645 E3 B or 645 F3B TURBO CHARGED 315 RPM - 900 RPM 255 RPM ALR,10 D.18 18 KW - 74 vouTs, D.43 59:18 115 KPH 6800 LITRES 681 LITRES 690 LITRES 118 TONNES 20,034 mm 3122 me 4260 04 350 EVA 8 CYLINDER av-92r BUILT G.M., CLYDE, MARTIN & KINGS ENTERED SERVICE SEPTEMBER, 1985,neeierag "N" CLASS DIESEL ELECTRIC LOCOMOTIVE 459 = 475 See 8 wie “fi, No.2 CAB 5 i O mo) it Sill ig it ‘AN a PARTS ITENISATION LIST 4 GASE3B DIESEL ENGINE 8 W.B.0, AIR COMPRESSOR 2 MAIN ALTERMATOR/COMPANION ALTERNATOR 9 RADIATOR BANK 3 ‘TRACTION MOTOR BLOWER 40 FUEL TANK 4 AIR BRAKE RACK 26, 41 BATTERY BOX HEAD END POWER UNIT 42 EXHAUST MUFFLER TURBO LUBE PUMP ELECTRICAL CABINET 43 AUXILARY ALTERNATOR TOILET COMPARTMENT ahSection 1 General DescriptionDESCRIPTION OF LOCOMOTIVE CABS. DESCRIPTION OF LOCOMOTIVE CABS. SAB CONTROLS ~ These locomotives are double ended and have identical driving controls at each end. DIAGRAM OF CAB CONTROLS. PARCEL OF CAB CONTROLS. NOTE Dynanic Brake Gircuit Breaker, this circuit Breaker protects th dypanic brake rheostat. MUST BE ON FOR DYNAMIC BRAKE OPERATION frou that driving console. The controls in both cabs are identical. NO.1 END CAB - The following is located on the back of No.1 end Cab. 1. Battery Charge Ameter. 2. Isolation Switch. 3. Engine STOP button. 4, Indicator Light Panel. (a) Engine Protector (YELLOW LIGHT) (>) Hot Engine (RED LIGHT) (c) Auxiliary Generator/Alternator Fatlure (BLUE LIGHT) (4) Turbo Tube Pump (BLUE LIGHT) (e) Ground Relay (RED LIGHT) (£) Test (YELLOW LicuT)* * This light, if illuminated will render the locomotive inoperative. If illuminated, Locomotive Maintenance Staff MUST be notified and’ their Anstructions carried out.PRIVERS SIDE CEILING NO.1 EXD. The folloving diagram applies to No.1 end of the Locomotive. “This panel controls the Head End Power Unie. Start Supply Oo", O On Drivers Loco Ass‘+. O Side Both\ 7 Side Both Ends Ends Fault Stop CO om Supply ~ ott Both oes end Beth Ends NOTE THE HEAD END POWER SOCKET SELECTION SWITCH IS ONLY LOCATED AT NO.1 END. ~ ‘BEFORE CHANGING ENDS THIS SWITCH MUST BE LOCATED IN Tar PostraNy tmen 1S REQUIRED TO SUPPLY HEAD END SUPPLY TO CARRIAGE SETS. DRIVERS SIDE CEILING (NO.2 END) - The following diagram applies to No.2 end of the Locomotive. This panel controls the Head End Power Unit. The following is a brief discription of the above panels; START Starts the H.E.P.UNIT. STOP Stops the H.E.P.UNIT. SUPPLY ON Illuminates when H.E.P. UNIT is supplying 445 Volte.to carriages, FAULTITuminates when H.E.P, UNIT SUPPLY has failed. SUPPLY ON BUTTON Pushed to obtain SUPPLY(ALLOW H.E.P. ENGINE 10 IDLE FOR _____APPROX4 MINUTE BEFORE PRESSING), SUPPLY OFF BUMTON Pushed to stop SUPPLY to carriages. FOR FURTHER INFOMATION OM SHE HEAD END POWER UNIT,REFER TO PAGEDRIVING PANEL LAYOUT, DRIVING PANEL LAYOUT. poinnhith © je Switches 1 ~ Headlight Dim/Up - Bright/Down. 2 - Headlight Front ON/OFF 3 - Headlight Rear ON/OFF 4 ~ Engine Run, 5 - Control and Fuel Pump 5 ~ Generator Field 7 ~ Manval Pover Control ON/OFF 8 - Manual Power Control Lead Unit/All Unite 9 = Radio GAUGES 10 - Load Ameter ll - Brake Pipe Flow Indicator 12. - Main Reservoir/Equalizing Reservoir 13° - Brake Cylinders Front/Rear 14 = Brake Pipe INDICATING 15A - Wheel Slip (Red) LIGHTS 158 - Brake Cylinder (Red) a 15C - Favlt/Brake Warning (Yellow) 15D ~ Manual Power Control (Green) SWITCH 16 - Test Lamp Switch (Left Turbo Lube Light only; Right AL other Lights). 17 ~ Windscreen Wiper and Washer Drivers Side.LAYOUT OF ELECTRICAL CABINET DISTRIBUTION PANEL NO.1_ END 400 amp starting fuse for H.E.P. engine. 800 amp starting fuse for Main Diesel engine, Battery knife switch. Ground relay knife switch must be sealed and closed at all ties. Fuse test rack. Positive low voltage ground light. Negative low voltage ground light. Fuse test light. Fuse test switch.FAYOUT_OP ELECTRICAL CABINET - This part of the Electrical Cabinet is located No. end of the locomotive on the side of the Main Electrical Cabinet. POWER CONTACTORS Ph S14 PL PS 825 P2 P6 836 P3 EPC ST STA w RV PARALLEL CONTACTOR SERIES CONTACTOR PARALLEL CONTACTOR PARALLEL CONTACTOR SERIES CONTACTOR PARALLEL CONTACTOR PARALLEL CONTACTOR SERIES CONTACTOR PARALLEL CONTACTOR ENGINE PURGE CONTACTOR STARTING CONTACTOR STARTING AUXILIARY CONTACTOR MOTOR BRAKING TRANSFER SWITCH REVERSER TRANSFER SWITCH DISTRIBUTION PANEL - The following equipment 1s located in the fuse test panel. MODULE PANEL - This module 400 AMP HEAD END POWER FUSE 800 AMP STARTING FUSE BATTERY ENIFE SWITCH GROUND RELAY KNIFE SWITCH BATTERY FUSE TEST JACKS POSITIVE LOW VOLTAGE GROUND LIGHT NEGATIVE LOW VOLTAGE GROUND LIGHT FUSE TEST LIGET FUSE TEST LIGHT SWITCH nel 1s located at the side of the Electrical Cabinet above the high voltage electrical cabinet. Ve 2. ae 4 vRI3 VOLTAGE REGULATOR MODULE THIS THROTTLE RESPONSE MODULE Re12 RATE CONTROL MODULE EP1L ENGINE PURGE P30 FEED BACK AND PERFORMANCE ANI2 ANNUNCLATOR viz GENERATOR VOLTACE Gx2 GENERATOR EXCITATION ELL EXCITATION LIMIT SE13 SENSOR WS10 WHEEL SLIP ‘TRIG TRANSITION MODULE DRIS DYNAMIC BRAKE RECULATOR DP16 DYNAMIC BRAKE PROTECTION DELS DYNAMIC BRAKE EXTENDED RANGE Deis DYNAMIC BRAKE GRID PROTECTION HOTE: Drivers and Locomotive Assistante are not to interfere with any of these modules or their related equipment. The only module of concern to Enginemen is the E-P.11 (Engine Purge) Module. - For instruction see page 18, 2h10 CLass NO.1 END RELAY PANEL ITEMISATION BRI ¢ 2 BRARING CONTACTOR ) RED FOR BRAKING BR2 C5 BRAKING CONTACTOR ) GREEN FOR POWERING CDR ¢ 9 CONTACTOR DELAY RELAY COR B 6 MOTOR CUT OUT RELAY - RED FOR MOTORS CUT OUT DPL C13 DYNAMIC BRAKE PILOT RELAY DPIA ¢ 44 DYNAMIC BRAKE PILOT RELAY DP2 ¢ 45 DYNAMIC BRAKE PILOT RELAY DGX ¢ 44 DYNAMIC GRID EXCITATION RELAY EFL f 40 ENGINE RELAY LATCHING RELAY EQP 7? EQUIPMENT PROTECTION RELAY ER 7 ENGINE RELAY - MUST BE RED FOR REVS AND POWER FOR B 2 REVERSER RELAY - RED FOR NO.1 END DIRECTION GREEN FOR NO.2 END DIRECTION FRC ¢ 6 FUEL PUMP CONTACTOR FPR C 42 FUEL PUMP RELAY - MUST BE RED WITH ENGINE RUNNING FPCR B 10 FUEL PUMP CONTACTOR RELAY - MUST BE RED WITH ENGINE RUNNING FTX B43 FORWARD TRANSITION AUXILIARY GFX B 12 GENERATOR FIELD AUXILIARY - RED IN NOTCH 1 OR ABOVE GR 34 GROUND RELAY - MUST BE GREEN FOR POWERING TUR 8 9 LEAD UNIT RELAY - RED WITH HUMP CONTROL IN USE MCOK T 5 MOTOR CUT OUT AUXTLIARY = RED WHEN TRACTION MOTORS ARE ISOLATED MR p44 MOTOR RELAY RED FOR POWERING MRA Tf 4 MOTOR RELAY AUXILIARY RED FOR POWERING NIR 5 NORMAL IDLE RELAY - RED WITH REVERSER IN DIRECTION NVR C1 NO VOLT RELAY, DE-ENERGISED BUTTON IN, ENERGISED BUTTON OUT OCL 6 OPEN CIRCUIT WATCHOUT RELAY OCP 3 44 OVER CURRENT PROTECTION PCR 7 42 PNEUMATIC CONTROL RELAY - RED WHEN IN NOTCH 1 AND PR 55 PARALLEL RELAY PRA ¢ 4 PARALLEL RELAY AUXILIARY PRR ¢ 5 POWER CONTROL RELAY RED WHEN MANUAL POWER CONTROL IS IN USE RER p 3_ REVERSER RELAY RED WHEN IN NO.2 DIRECTION — GREEN WHEN IN NO.1 EXD RVF 7 49 DIRECTION TRANSFER SWITCH FARWARD RELAY STX ¢ 40 STARTING RELAY AUXILIARY TDR fT 44 TIME DELAY RELAY TDS [ 43 TIME DELAY SANDING TDR 4h TIME DELAY RESERVOIR RELAY TLID 7 4+ TURBO LUBE PUMP TIME DELAY TEL oq 8 THROTTLE AUXILIARY RELAY a TEX ¢ 8 THROTTLE RELAY AUXILIARY TSR p 8 TIME SEQUENCE RELAY - RED FOR POWER, GREEN FOR DYNAMIC BRAKE TLER 3 14 TURBO LUBE PUMP RELAY VSR ¢ 7 VIGILANCE SELECTOR RELAY WD 7 3 WHEELSLIP DETECTION DISABLE RELAY WLoo7 2 WHEEL SLIP LicHT CREWS CAN ONLY OBSERVE, REPORT AND AWAIT INSTRUCTIONS 19coe | Wud 10 11 12 13 14Section 2 Locomotive Systems13 TEEBIGINE AND ENGINE ROOM - The Engine Room on these loconotives differ from ther heute 19onctives Secause it has two conpartuante, Ose nea compartment that houses the generating equipment. The other compartment is similar to ) other V/LINE locomotives. ) THE ENGINE Fhe Diesel Engine fitted to these locomotives is a General Motors type 645233, or S4SP3B V-12, water cooled, turbo charged and 4a soli fact injected. A standard cporereed trip is fitted to guard against an overspeed condition ea operates at approx. 1,000 RPM, 4+ 900 RPM, the Diesel Engine develops 1846 KW, the electrical energy from the } A-R-10 Traction Alternator available for traction is 1698 Ri 4 large proportion of the Mechanical Energy from the Diesel Engine is converted into electrical energy by means of the ARIO Traction Alternate: nedsste | secttfyine equipment. This electrical combination produces and cowveres high } current gearnating Current into Direct Current for traction purposes, The eebiane Produced from the rectifying equipment passes to the electeical cabinet at Ko.1 end of the locomotive then to the 6 No. Dé} Traction nator The D.18 Coupanion Alternator is provided to supply A.C Power for the following: Radiator Cooling fans, (2 No.). Dynavane Air Cleaner at No.1 end of the engine room. Silicon Control Rectifier (5.C.R.) to convert A.C. pover to D.C, pover for excitation of A.R.10 Main Traction Alternator. ‘The 18 KW Auxiliary Alternator and rectifying equipment provides D.C, 1. Control Circuits. 2. Battery Charging. 3. Fuel Pump operation (while engine is running). 4, Adr Conditioning. 5. Heaters and Hot Plates. 6. ‘Lighting Circuits. 7. Other locomotive low voltage requirenents. GEERATION OF FUEL PUMP ~ If the Diesel Engine shuée down, the fuel pump vill stop. ahis is an inbuilt safety feature on all modern diesel electric locemocive, Preranctured by General Motors. When the engine is shut down, the fuel pomp qeozates Srom the battery output when the ENGINE PRIME BUTTON or ENGINE START BUTTON is Presced. When the engine is running, the 18 KW Auxiliary Alternator provides the current for fuel pump operation. EPCOMOTIVE OPERATION - The Engine and Fover Range control system responses on these locomotives are basically similar to other recone Genrcct Motors locomotives. Start off in a Series/Parallel set up of three groups of 2 Then at a pre determined speed, the locomotive changes to full Parallel. 1614 After povering the locomotive, and the dynamic brake is to be used, the Locomotive priver MIST ensure that at least 10 seconds has elapsed before selecting dynanie braking, {hig allows the Main Traction Alternator output, control and excitation systens to fade before braking conditions are selected. When this 10 seconds has elapsed, the dynamic brake selector can nov be placed Anco "SET UP". When the POWER DRAKE TRANSFER SWITCH GEAR has thrown, a light amount of braking current will show on the load ammeter. Uf the 10 seconds delay is disregarded, severe coupling action will take place and damage to the locomotive systems can occur. These locomotives have a modified extended range dynamic braking set up. This means as the locomotive speed decreases, the braking efficiency renains constant by automatic isolation of segments of grid area in proportion to speed reduction. As speed increases, the grids are automatically cut back in. When Dynamic Braking, the Engine Revs increase because both “A” and "c" solenoids in the governor are energised. This will increase Engine equivalent to NOTCH 4, te increase cooling air flow for Traction Alternator and Traction Motor Blowers. When dynamic braking, the maximum amperage permissible is 600 amps. If the limit is exceeded, an automatic system reduces the excitation of the ARIO Main Traction Alternator thus reducing traction motor field excitation. When overloading occurs, the Fault/Brake Warning Light (Yellow) on the Drivers panel will illuminate and then go out when the condition is automatically corrected. Automatic sanding will also occur during this period. Should this condition persist the dynamic breke controller MUST be eased off in order to overcome the braking excess. During dynamic braking, the Independent Brake Valve is available for operation im energency conditions but this is undersirable and it should always be carried in the release position otherwise damage to wheels and rails will result if both Dynamic and Independent Brake ere similteneously applied. If traction motors are cut out, the M.C.0. (MOTOR CUT OUT SWITCH) will prevent dynamic brake operation. DO NOT PLACE A LOCOMOTIVE "ON LINE” OR "OFF LINE" when dynanic braking. Vigilance control is still operational during dynamic braking. GROUND RELAY - When a ground relay occurs, the Main Traction Alternator output is lost, engine speed is reduced to idle, and an Alarm Circuit is energised. This alarm is trainlined via the jumper cables to other locomotives in multi unit, but the Ground Relay light will only illuminate on the affected unit. 70 RESET ~ A standard Ground Reley reset button is provided on the driving panel at each end of the Locomotives. As a reminder, if Ground Relays do occur, Traction Motors can be isolated. W45 SPORTING THE DIESEL ENGINE - The Battery Knife evitch must be closed and All Circuit Breaker in the electrical cabinet placed ON. The Teebe meet Pusp Tight must be ON, if not press the STOP button to initiate the working of the engine). Isolation Switch must be on START. The Generator Field switch must be off,the Engine Run and ti Perrier ice means gh nd the Control and Fuel These locomotives are equipped with vhat is known as Creep Crank method of speine starting. The usual FUEL PRIME/ENCINE START buttons are provided on the starting panel near the layshafr, Jura off all switches, close all windows and shut all cab doors. Creep Crank ERAT Sine i}iminates the requirenents of having to open test cocks on en engine that has been shut down in excess of two (2) hours. NORMAL ENGINE STARTING ~ After making standard pre starting checks, the engine is now ready for starting. Push in the ENGINE PRIME button until che fuel system has been purged of air, Hold the Layshaft back to the NO FUEL position and press the START button. juitially during the first 6 ~ 7 seconds retarded engine cranking at 25 to 30 RPM with intermittant stop will occur. After approx 6 = 7 seconds this tetarded cranking will automatically change over to normal cranking speed. When this occurs simply push in approx 1/3 on the leyshaft to assist in prompt engine starting. During this initial 6 - 7 seconds if a hydraulic lock occurs (1iquid trapped on top of a piston), the engine will stall. If the START button is still held the starting fuse could blow, AT ANY TIME DURING THE INITIAL STAGE OF ENGINE CRANKING, AND THE ENGINE DOES NOT TURN OVER IN RESPONSE TO THE ENGINE START BUTTON, ALL TEST COCKS MUST BE OPENED TO CHECK FOR LIQUID IN ANY CYLINDERS. ANY OBSERVENCE OF DISCHARGE FROM TEST COCKS MUST IMMEDIATELY BE REPORTED TO THE LOCOMOTIVE MAINTENANCE STAFF, ABNORMAL STARTING - If for some reason the "Creep Crank" system becomes defective the Engine WILL NOT start when the START button is pressed. To enable engine starting to be carried out, the Creep Crank system must be by- Passed. This is done by holding down or up a spring loaded toggle switch. This switch is located on the E.P. Module in the Electrical Cabinet. When this starting Procedure is carried out ALL Test Cocks MUST be opened 3 full turns. Before the engine can be turned over the Creep Crank By-Pas svitch must be held either UP or down, If the engine has been shut down up to 2 hours, the procedure of opening the test cocks is not necessary, An 800 AMP Starting Fuse is provided in the Electrical Cabinet for protection of the Starting Circuit. STOPPING THE ENGINE - To shut down the engine, secure the locomotive with the handbrake, make a full service application of the brakes. Press the STOP button (on these locomotives it is not necessary to hold the STOP button in). Once the shut down procedure has been initiated release the STOP button. ENSURE THAT TURBO LUBE PUMP LIGHT ILLUMINATES WHEN ENGINE HAS SHUT DOWN. LF IT FAILS TO ILLUMINATE REFER TO PACE |7. 1016 ENGINE SYSTEMS LUBE O21 SYSTEM - The Lube O11 system on these locomotives is the same as other W/LDNE Toconotives. An additional electrically operated turbo lube O11 Fuse és provided to supply ofl to the Turbocharger before starting the Diesel Engine or after shutting down the Diesel Engine. EUEL SYSTEM ~ The Fuel system on these locomotives is the sane at other General ¥otors Iocomotives in service with V/LINE, HATER COOLING SYSTEM - These locomotives have a pressurised cooling syste similar to other modern loconotives on V/LINE except that on these losonstives # cover plate covers the filler cap on the header tank. In order to top up the cooling system this cover plate MUST be rotated to one side. The movement of the cover plate also operates a cock which will vent the pressure built up in the cooling system. When this pressure has been vented, either the filler cap can be removed or a hose placed on a filler pipe cone to top up to the required level of coolant in the system. If a Hot Engine Alarm occurs, engine revs/speed increase will not occur in Notches 7 and 8. The maximum engine revs obtainable will be equal to Notch 6. AT ANY TIME WATER IS ADDED TO A HOT ENGINE, THE ENGINE MUST BE LEFT RUNNING AT IDLE SPEED, WARNING THE COOLING SYSTEM ON THESE AND OTHER V/LINE LOCOMOTIVES IS TREATED WITH A CHROMATE SOLUTION. DO NOT USE FOR DRINKING, OR WASHING. AIR COMPRESSOR - A standard Gardner Denver WBO type air compressor is fitted. GOMPRESSOR GOVERNOR - The Compressor Governor on these locomotives is train Tined so that when operating in Multi Unit all compressors "Cut in” and "Cut out" simutaniously. These locomotives are fitted with an Electric Governor. The Governor operation is train lined in Multi Unit and will operate the Governors on other Locomotives thet are fitted with this type of Governor. A Compressor Magnet Valve is provided which is energised when Main Reservoir Pressure is increased to the setting of the Compressor Governor. Energising of the Compressor Magnet Valve allows Main Reservoir pressure to flow to the Compressor Unloaded valves, cutting out the Compressor (Compressor continues to rotate but will not pump air), a A cut out cock is provided on the Main Reservoir supply to the Compressor Governor and Magnet Valve which must be open for normal Compressor operation. If the Compressor Governor should fail the Compressor can be permanently cut in by closing the cut out cock (handle across pipe) resulting in Main Keservoir Pressure being controlled at the setting of the Main Reservoir Safety Valve. EANDBRAKE - A standard type ratchet handbrake is located along the catwalk, “rivers side along No.1 end of locomotives. ENGINE PROTECTOR - The new standard General Motors type 2 button Engine Protector is Fitted to the engine block near the lay shaft. Under some conditions it may be necessary to hold the top button (LOW WATER) in while sufficient water pressure is achieved in the water cooling system to latch in the button after engine starting. 13 .wy ZOTE: On this new type Engine Protector, Top Button is the Water Button, the Potton Button is the Positive Crank Case button, The sane inetroceaee apply fovever to these buttous as for previous Engine Protectors as freed vo other V/LINE Diesel Electric Locomotives, EASTRE THAT TURBO LUBE PUMP LIGHT ILLUMINATES. IF NOT CHECK TURBO LUBE PU CTRGUIT BREMGE in electrical cabinet. IF tripped reset and check turbo libs plup foe qperation. If not operating the Locomotive Maintenance Staff MUST be notified, Tum off all circuit breakers and svitches and open main battery Fate seiechs GANGING ENDS ~ The folloving instructions MIST be adhered to when changing from one driving end to another driving end or other locomotive in multi unie, 1. STOP locomotive with independent brake. 2. Make full service application with automatic brake, 3. Change MU2A valve to TRAIL 6 - 26. 4, Place automatic brake handle in HANDLE OFF position and place brake valve cut off valve to OUT position, 3+ Carefully return independent handle to release and remove both independent handle and automatic handles. 6. Turn off al] switches EXCEPT MARKER LIGHT SWITCH. (If required). 7. Centre and remove the reverser handle. 8. TURN OFF AIR CONDITIONING UNIT. 9. Close al windows and doors. 10. Switch off (a) Engine Run Switch. (b) Control and Fuel Pump Switch. (c) Generator field switch. The same procedure is to be applied whether changing from one end to another or changing from one locomotive to another. GUTTING IN OTHER DRIVING CAB 1. TURN ON CONTROL AND FUEL PUMP SWITCH, 2. TURN ON ENGINE RUN SWITCH. 3. Place on both Independent and Automatic Brake handles and cut brake valves in. LEADING LOCOMOTIVE NOT EQUIPPED WITH 26L OR NO.7, BRAKE The following describes the method of isolating cab brake equipment on a trailing ‘"N" class locomotive when it is not possible to connect No.3 Control and No.d Independent Release pipes through to the leading locomotive. Apply Independent Brake, Make full service application of Automatic Brake. Place Automatic Brake to HANDLE OFF position remove handle and place brake valve cut off valve to OUT. 4. Carefully move independent handle to release position, but do not remove. 5. LEAVE MU2A VALVE IN LEAD or DEAD, AND INDEPENDENT BRAKE VALVE IN RELEASE POSITION. 1418 VIGILANCE CONTROL EQUIPMENT - These locomotives are equipped with FISCHER TYPE Vigilance control apparatus. This equipment is fully electrical in operation. A Vigilance Control cireuit breaker on the circuit breaker panel protects the Vigilance Control circuits for both the Drivers and the Locomotive Assistante Vigilance Control at both ends of the locomotive, If the Vigilance Control apparatus becomes defective and cannot be re-set, open the Vigilance Control Circuit Breaker. This will.render both Drivers and Locomotive Assistants Vigilance Centrol at both ends of the locomotives totally inoperative, The Driver MUST advise Control, Locomotive Maintenance staff and the Guard if this occurs and carry out necessary instruction laid down in the event if NO Vigilance Control operation. On the Locomotive Assistant's side a dimmer switch is provided for bright /dim control of the vigilance control light. Both Drivers button and Loconctive Assistant's button are instant in operation when pressed. The Drivers Vigilance system operates as for standard V/LINE locomotives. The operation of the Locomotive Assistants Vigilance control is such that after the initial press of the acknowledgement button, 90 seconds elapses before the white indicating lights stert to flash, and then after a short delay e gong will sound. If cancellation does not occur within a further 10 seconds a Penalty Brake will occur. On the Locomotive Assistant side of the cab, a switch ie provided as to operate either the centre or the side light. An Intersystem change over switch is located on the left hand corner of the windscreen on the drivers side.THIS SWITCH MUST BE UP FOR VICTORTAN POSITION, THES SUIZCH MUST BE UP FOR VICTORIAN POSITION. PENALTY BRAKE RESET - To reset the Penalty Brake, there is an inbuilt time delay of approx 30 seconds once a Penalty Brake application has occurred. While the time delay is running through its time sequence the Vigilance control light flashes. When the Penalty Brake application occurs, the driver MUST make @ full service application of the Automatic Brake. When the time delay of approx 30 seconds has completed its time sequence the Vigilance control light will steady to a continually illuminated light. When the light steadies press the Drivers Vigilance Control Button, return the Automatic Brake handle to Release. When the Air Brake has fully charged, operation of locomotive can now continue. MOTOR/BRAKE TRANSFER SWITCH - This Transfer Switch provides for either Powering or Dynamic Braking function of the locomotive function from Powering to Braking. When the locomotive is set for Powering, the indicator points to No.1. When the locomotive is set for Braking, the indicator points to No.2. If the MOTOR BRAKE TRANSFER CIRCUIT BREAKER trips on the Circuit Breaker panel, the locomotive will stay in the setting that was selected prior to the Circuit Breaker tripping. A time delay of up to 3 seconds will occur when changing from one mode to the other. REVERSER TRANSFER SWITCH - This Transfer Switch provides for either the Forward verse operation of the locomotive. The reverser on the control stand energises or de energises the FOR or RER relays in the electrical cabinet vhich in turn alter positioning of the Reverser Transfer Switch gear motor. When the reverser 4s placed into the forward direction from No.1 end the pointer indicator points to No.2, When the reverser is placed into the forward direction for No.2 end of the locomotive, the pointer indicator points to No.1. u19 DEAD ENGINE DEVICE Ue the locomotive is to be hauled dead, or has a-defective air compressor and the Main Reservoir, is not connected this procedure MUST be adoptes, The dead engine deviceis situated behind the A.R.10 Traction Alternator, and vhen required MUST be cut in to allow 350 KPa of brake pipe pressure to floy to the main reservoir for application of brake on the locomotive. When the dead engine device is CUT IN to allow Brake Pipe Pressure to flow to the Main Reservoir, the cock handle points toward the No.1 end nose of the Jocomotive. When in the NORMAL Position the cock handle points across to the Drivers side of the No.1 end of the locomotive, Access to the Dead Engine Device is from Locomotive Assistants cide, 6 doors back from the No.1 end cab on the Locomotiv NORMAL POsTTToN the locomotive) cUT_IN POSITION (points fo No.1 end nose) AIR BRAKE EQUIPMENT - These locomotives are equipped with standard 26L brake ‘equipment. BRAKE PISTON TRAVEL - The Brake Piston travel on these locomotives is 50mm to 150mm (2" to 6"), 15Section 3 Normal Operation of the Locomotive21 CIRCUIT BREAKER PANEL © HM O)L) f) abo l eff Hl py at alae ‘KOU SULNID RON 40x.GIRCUIT BREAKERS TOP ROW 1, A.C. CONTROL - Protects the Modules that receives A.C. current from the D.18 Auxiliary Alternator. The N.V.R. (NO VOLT RELAY) is connected in this circuit and if the A.C. CONTROL circuit breaker is tripped, the N.V.R. will drop cut. 2, AUXILIARY GENERATOR FIELD - Protects the Auxiliary Generator Field circuit from an overload of current. 3. FUEL PUMP - Protects the Fuel Pump motor circuit. 4, BRARE TRANSFER CONTROL - This circuit breaker MUST be closed to ‘low control current to operate the Power/Brake Transfer Switch Gear motor and mechanism. An open circuit does not prevent switch gear that is in the correct position from receiving motor or braking current but interlock prevent operation in conflicting Movement to that of the Transfer Switch position. MOTOR REVERSER CONTROL - This circuit breaker MUST be closed to allow control current to operate the Reverser Transfer Switch Gear moter and mechanism. An open circuit does not prevent switch gear that is in the correct position from receiving traction motor current but interlocks prevent operation in the opposite direction to that already set up. LOCAL CONTROL - This circuit breaker provides control voltage pply from Auxiliary Alternator to heavy duty switch gear and other local control devices. LE tripped or placed to OFF, the engine will SHUTDOWN, 7. HEADLIGHT - Protects Headlight circuits. 8. MODULE CONTROL ~ Protects the local control circuit that supplies ‘current to the various modules and miscellaneous control systen devices. 9. CONTROL ~ Protects the Fuel Pump and Engine Control circuits. Current is supplied through this circuit breaker for the Fuel Pump and Control Circuits. 10. LIGHTS ~ Protects all lighting circuits. 11, TURBO LUBE PUMP - A guard is provided over this circuit breaker ‘to prevent accidental movement to the OFF position. MUST be ON at all times to provide supply of control current to Turbo Pump Motor if the circuit is energised. CIRCUIT BREAKERS CENTRE ROW 1. HOT PLATE - Protects the hot plate circuit against an overload of current. 2, CAB HEATERS NO.” ) Protects the cab heater at both ends of the locomotive from an overload of current. 3. CAB HEATERS NO.2 4, DEMISTER No.1 Protects the windscreen demisters at both ends of the locomotive from an overload of current. 5. DEMISTER No.2 20CIRCUTT BREAKERS BOTTOM ROW an Ly 10. Le 12, 13, 14, MAIN 4 5 6 23 HE.P. CONTROL ~ Protects the H.E.P. Unit from an overload of current. VIGILANCE ~ Protects the Vigilance Control Unit against an overload of current, RADIO ~ Provides current for the radio equipment at both ends of the locomotive and protects these circuits from an overload of current. STAPF EXCHANGE NO.1 ) Protects the staff exchangers at ) both ends of the locomotive from an STAFF EXCHANGE NO.2 ) overload of current. AIR CONDITIONING NO.1 These two circuit breakers protect ) the ventilating motors at the AIR CONDITIONING NO.2 ) respective ends of the locomotive ) for air conditioning purposes. Q.C.P. SWITCH ~ Over Current Protection switch, covered and yaled. DENAMIC BRAKE CIRCUIT ~ MUST BE UP and SEALED. Isolated only when advised to do same by Locomotive Maintenance. GENERATOR FIELD (MAIN TRACTION ALTERNATOR FIELD) - The ‘Traction Alternator receives excitation from the D-18 Alternator and Controlled Rectifier. This circuit breaker will protect the Controlled Rectifier and Traction Alternator field windings against an overload of current. Should this circuit breaker trip a complete loss of traction Power will occur, engine runs will return to idle, the Alternator Failure will illuminate on the affected locomotive and the Audible Fault Alarm will sound and the Fault/Brake Warning light illuminate on all locomotives in M/U. AUXILIARY GENERATOR OUIPUT (AUXILIARY ALTERNATOR OUTPUT) ~ Protects the Auxiliary Alternator output from excessive demands. When tripped, the N.V.R. will drop out, resulting in the illumination of both BLUE LIGHT (ALT FAILURE) and YELLOW FAULT/BRAKE WARNING LIGHT (on drivers panel) and audible fault alarm. The efgine revs will return to IDLE and complete loss of traction power will occur. ATR CONDITIONING NO.1 ) These two circuit breakers protect ) the Air Conditioning Unit AIR CONDITIONING NO.2 ) Compressors at the respective ends are ee eTE =) of the locomotiv FILTER BLOWER - Protects the A.C. Filter Blower Motor from an overload of current. TRACTION MOTOR ISOLATION = Used when it is desired to solate pairs of traction motors.24 EXCITATION LIMIT’ ~ Because these locomotives have a Main Traction Alternator ‘and Rectifying equipment, it is possible to achieve a condition thet te tao as Excitation Limit. On earlier Traction Alternator fitted locomotives when this condition is reached all power and engine revs are lost to safeguard the generation equipment, On '"N" class locomotives, however when an Excitation Limit condition is reached, the equipment will automatically safeguard ite ovn excitation system by reducing excitation to prevent damage from occuring but maintain both engine revs and Power. The revs will remain as per throttle setting but the amperage will be automatically reduced. OPERATION OF FAULT LIGHT - The Fault light is the third light on the drivere Panel will illuminate when the following conditions occur. - Hot Engine ~ Module Control Circuit Breaker tripped - Wheel overspeed - Locked Wheel/Traction Motor Grid Fan Failure ~ Dynamic Brake ~ Open Circuit of Dynamic Brake Grids Overloading when Dynamic Braking = Brean ee * This feature is usually automatic in correction. If the light does illuminate when dynamic braking, reduce setting on dynamic brake handle to reduce amperage. Normal operation is that the light only "blinks" on and off. ‘DO NOT ALLOW THE LIGHT TO STAY ON FOR MORE THAN 2-3 SECONDS, When the light illuminates, and stays on, STOP locomotive and inspect the lighte on the Annunciator Panel (see page _) to ascertain what fault has occurred. ADVISE LOCOMOTIVE MAINTENANCE AND TRATN CONTROL AND PLACE A SUITABLE BOOKING IN THE LOG BOOK, NOTE. THIS LIGHT IS KNOWN TECHNICALLY AS THE FAULT/BRAKE WARNING LIGHT. 12 3 s25 SHOULD THE AUDIBLE FAULT ALARM SOUND AND GROUND RELAY LIGHT ILLUMINATE FOR THE HARD, TIME, THE AFFECTED LOCOMOTIVE SHOULD BE ISOLATED (ISOLATION SWIICH TO START) AFTER RESETTING GROUND RELAY AND THE LOCOMOTIVE REGARDED AS DISABLED. FATLURE TO OBSERVE THIS PROCEDURE REGARDING GROUND RELAYS COULD RESULT IN SEVERE DAMAGE 70 THE MAIN TRACTION ALTERNATOR AND ITS EQUIPMENT. TRAIN CONTROL AND LOCOMOTIVE MAINTENANCE PERSONNEL MUST BE ADVISED AS SOON AS PRACTICABLE. A Ground Relay Knife Isolation Switch is provided. This Svitch is sealed, UNDER NO CIRCUMSTANCES I$ 1T TO BE OPENED. IT MUST REMAIN CLOSED AND SEALED. EOWER CONTACTORS - To permit this locomotive to achieve maximum speed, Forward Transition occurs at 50kph. 9 No. power contactors are provided and are arranged in 3 rows of 3 contactors, A small indicator plate is provided on the interlocks beneath each Power Contactor to indicate if that particular Power Contactor is ENERGISED or DE-ENERGISED. OPEN ~ DE-ENERGISED (WHITE BACKGROUND WITH RED WRITING) CLOSED © -_ ENERGISED (RED BACK GROUND WITH WHITE WRITING) With the Generator field switch ON, and the Reverser in direction, quickly move the throttle into NOTCH 1 and back to idle. Inspect the Power Contractors. The 3 No. Series Parallel Contactors (514, 525 & 536) should be closed and the 6 No. Parrallel Power Contactors (Pl, P2, P3, Pi, PS, & P6) should be open. With the Reverser in NEUTRAL, all 9 Power Contactors will OPEN, P4 Si4 PI 1826 BLOCRED ENGINE INTAKE FILTERS - This locomotive is provided with an Engine Filter Switch (E.F.5.) which senses blocked engine Intake Filters. Should blocked engine filters cause the E.F.S. to close, an Engine Filter Latching Relay will operate, resulting in illumination of the Yellow, Engine Protector Light (not accompanied by a Fault/Brake Warning Light and Auditle Fault Alarm). In addition, Engine revs will be limited to the equivalent to notch 6. It should be noted that full engine output will be available in notch 6, If the Engine Protector Light illuminates end Engine revs will not increase above notch 6, the Locomotive Driver may continue to clear the section but MUST advise Locomotive Maintenance staff as early as practicable and act as advised. STAFF EXCHANGERS - These locomotives have electrically operated staff exchangers which are located beneath the trap door behind the drivers seat at both ends of the locomotive. The operating buttons for the staff exchanger are located beneath the floor panel, that when raised for access to the staff exchanger make for easy accessibility to operating buttons. The 3 panel buttons are Labelled as follows: QPERATION - Raise the trap door and secure same with clip on cab wall. Push RAISE button and when the Staff Exchanger has fully raised, operate the Release Cable, then push DOWN button to fully lower the staff exchanger. When placing the Staff Exchanger to the Park position, the release lever is not to be operated. The PARK button when pressed will lover the Staff Exchanger to this position. Ensure that the Staff Exchanger is secured in the PARK position before placing the floor panel back into position. NOTE:~ IF EITHER STAFF EXCHANGER FAILS TO OPERATE, CHECK THE CIRCUIT BREAKERS TIRE CTRCUIT BREAKER PANEL, TRACTION MOTOR SWITCH When for some reason it becomes necessary to isolate traction motors the following procedure MUST be carried out. 1 STOP the locomotive, 2 Place the ISOLATION SWITCH to START, 3 Push the TRACTION MOTOR LATCH OUT SWITCH in and rotate the switch to isolate pair by pair to attempt to solve the problem. 4 After operation of the traction motor switch, the isolation switch MUST be pleced to RUN (ON LINE). It is not necessary to get permission to isolate traction motors, buc the driver MUST place a suitable booking in the Locomotive Log Bock, siving full particulars. If che locomotive is used in freight service, it may be necessary to reduce the load to 2/3rds of full lead.27 GENERAL OPERATING INSTRUCTIONS SENERAL OPERATING INSTRUCTIONS HATER OVER THE RAIL: Under NO circumstances is the locomotive to pasa through water that is nore 7Sum (3") above the top of the sail, 1f water is above the top of the rail but less than 75mm (3"), the locomotive may proceed at a speed NOT to exceeding 5 knh. tn all cases of water over the rail, 4f the driver has any doubts DO NOT PROCEED, SPERATING OVER RAIL CROSSINGS: When operating at the speeds exceeding 40 kh, reduce the throttle at least 8 seconds before the locomotive reaches © rai] crossing. Tf the locomotive is operating in Notch 4 or lover or running less than 40 kmh allow the same interval and place the throttle in the next toweer Position, Advance the throttle after all units of the consist have passed over the crossing. This procedure is necessary to ensure decay of motor and generator voltage to a gefe level before the mechanical shock that occurs at rail crossings 18 transmitted to the motor brushes. ZAULI/BRAKE WARNING LIGHT OPERATION: This 1ight will flash if overloading occurs during Dynamic Braking in the cane manner as the Brake Warning light on earlier V/Line locomotives. It will also {lluminate Zor a short time in the event of an Excitation Limit being exceeded until autonatic correction takes place. The Fault/Brake Warning Light will also illuminate for Engine Protection, Ground Relay or Alternator Failure (NOT HOT ENGINE) which is also indicated by the appropriate lights at No.l end of the locomotive illuminating. When operating from No.2 end of the locomotive and the Fault/Brake Warning Light illuminates and stays on, STOP the train. Go to No.1 cab and observe the indicating lights for action necessary to clear the section. NOTE: The Fault /Brake Warning Light may illuminated then go out under some conditions, and therefore no corrective action is required by the Drivers (such an indication would occur during Dynamic Braking). HOT ENGINE: When the Hot Engine light (RED LIGHT) illuminates along with an ‘Audible Fault Alarm, the Driver should evaluate the circunstences as to location, if the section can be cleared easily ete and should also check the water level in the water tank. v7 Test water gauge first before taking water reading for granted. Advise Locomotive Maintenance Staff of a Hot Engine condition and make a suitable booking in the locomotive log book. Om these locomotives during a Hot Engine Condition, the Engine Revs will not increase above those equivalent to NOTCH 6, for instructions see page 12. FUEL CONSERVATION: When for any reason the locomotive is to remain stationary, the Locomotive Driver is to move the Reverser handle to the NEUTRAL position. By doing this the Low Speed Idle feature is initiated reducing the engine revs by 60 RPM to 255 PPM. The feature is designed to conserve fuel. ‘The Low Idle feature will also operate when the Isolation Switch 4s in the START position. z 2528 HEAD END POWER UNIT These Locomotives are equipped with a 350 kva ¥/8 415 volt A.C Head Ené Power Unit. The Unit is located near the No.1 end cab. A distribution panel is located on the cat walk on the Locomotive Assistants side, and is as follows:~ The Layout 0900 Tesr Tenounacs 415 Vours AL. 4s as follow Engine Tachometer Auneter Selection Switch (Should be off, Maintenance test only) Aumeter Z Of1 Temperature Oil Pressure Water Temperature Hours Run Over Speed Light - Illuminates when an overspeed trip has occured Low Water Level - Illuminates when water level is low for H.E.P. Hot Water Temperature - Illuminates when cooling temp of H.£.P. is high Low O11 Pressure - Illuminates when oil pressure is low on H.E.P. Fan Fault - Illuminates when E.E.P. cooling fan fails Start - Starts H.E.P. Unit Stop/Reset. Resets fault also stops H\E.P. H.E.P, Alt Field. - Protects field of H.E.P. Alternator. Traia Line Control - Protects train supply, if trips NO train supply. Drivers Side - Protects drivers side 415 volts A.C. cutput (Both Ends). Locomotive Assistants Side - Protects Locomotive Assistants side 415 A.C. output (Both Ends). HLE.P. Output - Protects H.E.P. output A eight glass is located alont the catwalk, Locomotive Assistants side No.1 end.29 ITEMISATION OF CONTROL PANEL EQUIPMEN’ Pigs 5 Overspeed. This light <1lusinates when an overspeed has occured to the BAE.P, Engine. This will occur at 1750 r.p.m. If this cceure press Stop/Reset, bares ae nbines then after 2 period of approx. 1-2 minutes, PRESS "SUPPLY ox” button 4f required. If overspeed trip occurs again, aivise Locomtive Maintenance Staff and avait instructions. H.E.P, Fault Light will iliuminete ond che Audible Fault will sound in both cabs, ioe Water Level - This light illuminates when the H.E.?, Engine Cooling System Miter level falls below a predetermined level, shutting dovn the H.E-t. sogine. The HEP, Engine and System MUST now be checked for water leaks, if no water jeaks are found, top up at next suitable location, press STOP/RESET burcon cng water leaking, siuminate again advise Locomotive Maintenance. If vhen checking for ieee ggckine» and evidence is found of a water leak DO NOT TOP UP System witheus firet advising Locomotive Maintenance, H.E.P, fault light vill illueinate ia coe and Audible Fault Alarm will sound in both cabs. Hot Water Temperature. This 1ight will illuminate when the H.E.P. water teaperature éxceeds @ pre-determined level. When this occurs the H.E.P. Engine will shue dows, Greek water level for H.E.P. Engine, check H.E.P. fan for operation AFTER restartiog E,E.P. Engine, The STOP/RESET button MUST be pressed before restarting the H.E.P. Uf the HLE.P. engine shuts down again advise Locomotive Maintenance. WEEN SHUT DOWN, the E.E.P. Faul Light in cab will Illuminate and Sonar Alert will sound in cabi Loy O11 Pressure. This light will illuminate when the of] pressure in the H.E.P. Engine has dropped, causing the engine to shut down. The H.E.P, Fault Light vili Iiuminate, end the Sonar Alarm will sound in the cabs. If this occurs check level of of1 in Engine dipstick and if low advise Locomotive Maintenance. fan Fault. This light will illuminate when 2 failure has occured to H.E.P. Radiator Cooling Fan. The engine will eventually shut down. The E.E.P. Fault Light will Illuminate, and the Sonar Alarm will sound in the cabs, it is the Drivers responsibility to enter into the Log Book ANY operating difficulty or fault of the Head End Power Unit as well as General Locomotive faults and operating difficulties. eration of Head End Power. Before starting the H.Z.P, engine, the driver must check cooling water level (Gauge along body side on Locomotive Assistants side, No.1 end), engine sump oil level, and make an external inspection of the H.E.P. engine. However if the locomotive has been serviced by Maintenance Staff, these checks are not required by the driver. The E.E.P, engine is then started as follows. Ensure that Battery Switch is properly in position, check H.E.P. Control Panel (on side of Loco body Locomotive Assistants side No.1 end) if no fault lighte are illuminated place ALL Circuit Breskers ON, proceed back to cab and press H.E.P. START BUTTON. When engine fires and run, release start button. ALLOW TO RUN AT IDLE FOR AT LEAST 1 = 2 MINUTES AT LEAST BEFORE USING 70 PROVIDE TRAIN SUPPLY.30 pasticulty in Starting the H.B.P. Engine, If the H.E.P, Engine has been ohut dovn ‘for sone tine, the Fuel Paap oo the tty, (which is mechanically driven) may not be able to purge the fuel system of air in the H.E.P. resulting in the HET? Fogine cranking but not firing. DO NOT ATTEMPT FURTHER STARTING, THIS Wil, ONLY DAMACE STARTING MOTOR ON K.E.P. To enable the engine to be starced hoverecs oe in Fuel Pump on the Main Diesel Engine. This pipe has @ cock that when opened will provide fuel to purge the fuel system of the REP. After the duration of 1 - 2 minutes, attenpt to start the E.E.P. Engine, Once che engine has started and is running, CLOSE FULLY THE FUEL COCK NEAR THE FUEL PUMP, CLOSE FULLY THE FUEL COCK NEAR THE FUEL PUMP. Stoy The H.E.P. Engine, Simply press STOP button which will energies the shut down solenoid of the H.E.P. Engine. Faults on Head End Pover Unit. The H.E.P, Engine has devices fitted that will shut down the engine if a fault occures. They are as followe:— a 4n Engine Overspeed — Can Reset b. Low Water Level = Top Up Water Level - Can Reset. ¢, Hot Water Tenperature - Check water Level - Fan Operation. 4. Low O41 Pressure ~ Can only reset if ofl is added (Maintenance Staff ONLY) e. Fen Fault ~ Maintenance Staff to advise. Any of these faults will shut the H.E.P. Engine down, illuminate the H.E.P. Fault Light and energise the Audible Fault Alarm in the driving cabs. With the above faults a Fault Indicating light on the H.E.P. Panel will also illuminate to indicate the fault that has caused the shut down. After the system has been checked, Locomotive Maintenance staff notified and 4f the problem can be rectified, the H.E.P. Engine can only be re-stared after the STOP/RESET button is pressed. This will extinguish the H.E.P, Fault light, reset the protective mechanism after which the H.E.P, engine can be started. IF ANY FAULT PERSISTS CONTACT LOCOMOTIVE MAINTENANCE, PLACE SUITABLE BOOKING IN LOG BOOK AND ADVISE CHANGE OVER CREW.Section 4 Defects and Fault Finding Checklists32 FAULT FINDING MULTI UNIT OPERATION The audible Fault alarm and the Fault/Brake Warning light are both train lined via the Multi Unit jumper ‘cable. Therefore if a fault develops on an individual locomotive causing the audible Fault alarm and/or the Fault/Brake Warning Light to illuminate, this indication Will also be given on all other locomotives coupled in multi unit. 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