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GN Electric Operations continued
To put a Westinghouse locomotive in regeneration from
standstill on a down grade where train will start itself, as
at Berne eastbound:
(1) With engine brake set, pull field lever about wide
open. (2) Push in separate control button and hold it in until
you take one notch on speed lever, then let go of button.
Engine is now lined up for regeneration. (3) Release engine
brake just enough to start rolling, then pinch up brake
again to keep slack bunched as train shoves you down,
until the D. C. armature shows regeneration of 1000-2000
amperes. Then release brake and notch out on speed slowly
enough so engine will not start pulling. Train speed may
thus be controlled.
Note: Westinghouse swing helpers may get in same
way, but do not take any load until five miles per hour
to keep from stretching slack between helper and head
end. Extreme caution must be used starting down hill.
Swing helper never wants to try and hold anything ahead
of him.
Reversing The Engine. Special Data
(1) Westinghouse cabs with traction motor cut out
switches closed, cannot be pushed or pulled, only in the
direction which the reversers were last thrown, even with
master controller shut off, or a dead cab. If movement is
tried in opposite direction to that in which reversers left
the cab, drivers will skid and release, skid and release,
flattening them. If engine is dead, the motor cut out switches
must be all four per cab opened, or skidding will result if
movement tried.
Note: General Electric cabs can roll any direction with
controller off.
(2) Westinghouse cabs in trains also must be reversed if
slack forces engine to roll back. Otherwise broken knuckles
will be liable when wheels lock, as: a helper being forced
back by slack or a backup move. Live Westinghouse cabs
must be reversed for backup moves, the reset switch closed,
reverser thrown to proper direction and one notch on
master controller to throw reversers. Dead Westinghouse
cabs, pull all motor cut out switches, and they can be
moved like a box car.
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General Electric Units
Motoring: The method of operating General Electric
locomotives with M-G set running properly, switches Nos. 4,
8, 9, 10 closed, air brakes properly cut in and switch control
air 70 lbs.
(1) Be sure all three motor cut out switches are closed,
and that hostling switch, or roundhouse switch so called,
is closed in UP or LINE position.
(2) That controller switch up over engineer's head is
closed and has a good 30 ampere fuse in it.
(3) Insert control key in top of push button switch,
and push key ahead to cut in switch.
(4) Push in JR hold button and leave it in.
(5) With master controllers shut full off, push in JR
reset button and hold it for three or four seconds, then
release it. This closes both JR high speed circuit breakers.
(6) Be sure regeneration controller is full off and not
just on "E" notch, or engine will not move.
(7) Engine is now ready to run, straight motoring,
(8) Push in traction blower control button. If traction
blower does not start, then go back to middle of cab and
push in traction blower reset button. This is a temperature
relay and will start blower, unless blower fuses are gone.
(9) Throw reverse lever in desired direction, be sure
hand brake released on all units, release air brakes, give
starting signal with whistle and bell, then proceed.
(10) Notch out carefully a notch at a time on lower, or
speed lever, of master controller and watch the D. C.
armature amperes, not the ground.
(11) Too fast notching will break drawbars of cars in
train service, and is one of the chief causes of kicking off
power on motors in starting. Normally use the minimum
D. C. amperes that will start and accelerate trains, but
remember you have to use enough to get them rolling. After
a train has been started and is moving freely at any speed
that conditions require, keep all ammeters D. C. and A. C.
out of the red.
(12) If meters do not come out of red normally, either
(1) brakes are dragging, (2) train is over tonnage, or (3)
someone is not working their engine up to full capacity.
Do not gamble with trouble, as the power charts show
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exactly what is wrong with men, motors or train, so be sure
of yourself.
(13) Remember, the only way you can stop an electric
motor without trouble is SHUT IT OFF. If you set air
to stop, and forget to shut motor off at least down to second
notch for keeping slack stretched, the drawbars on head
end of train will be snapped off. Watch D. C. amperes
whenever air brakes are used for running tests, slowdown
or stops.
(14) High speed motoring, field shunting:
General Electric engines, when conditions of grade or
tonnage permit, may be operated in such way that their
speed is increased by field shunting. On General Electric
cab 5010 there are 24 straight motoring notches on speed
controller. In all of these 24 notches the D. C. armature
and D. C. field amperes are equal, and have an automatic
ratio of 1 to 1. Notch 25 is the first field shunting
notch with a ratio of about 3 to 4 between field and
armature amperes. Notch 26 is second field shunting notch
and gives a ratio of 1 to 2 between field and armature
amperes. Engines may be worked in these notches so long as
conditions of tonnage or grade keep D. C. and A. C.
amperes out of the red. On engine 5010 speed controllers
are wide open on the 26th notch.
(15) As indicated, General Electric cab 5010 has only
two field shunting notches.
Special attention of shop and engine crews is called to
the fact that actually we have three local classifications of
General Electric M-G locomotives. The original, or old
General Electric cab, 1928 model, No. 5010, with 24 speed
and two field shunting notches.
(16) Then the later Nos. 5012 and 5013 also have 24
speed and two field shunting notches, but in addition to
these two field shunt notches, they have a 27th notch that
absolutely must not be used unless the D. C. armature amperes
can be held not to exceed 400 amperes D. C. This
27th notch is a booster notch, which raises the generator
voltage from 1500 to about 2100 volts D. C. and if 400 D. C.
amperes is exceeded, the generators will burn out, so be
careful.
(17) The 1930 model General Electrics Nos. 5014 to 5017
inclusive, and the new 5011, are almost identical to Nos.
5012 and 5013, except by these details:
(a) Motoring notches 1 to 24 are alike on all General
Electric cabs and all cabs will work together regardless of
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how they are coupled or which ones' controllers are used,
for straight motoring and regeneration.
(b) Cabs Nos. 5011 and, 5014 to 5017 differ from the rest
of General Electric cabs in that their field shunting notches
have been softened so they will not grab so much load as
these notches are taken. This has been accomplished by a
slight change in the controllers and also in the control
interlocking of the generator field contactors. It produces the
same effect as if two additional notches were added to the
controller, without actually adding any notches mechanically.
Its action is similar to easing off the steam engine
throttle just before you hook up the reverse lever, and
for the same reasons. Notch 25 is a soft first shunt. Notch
26 is full first shunt and is equivalent to notch 25 on Nos.
5010, 5012 and 5013. Notch 27, wide open, against the peg
on 5014 and 5017 is a soft second shunt, and notching back
to notch 26 is full second shunt equivalent to ordinary
notch 26 on Nos. 5010, 5012 and 5013 on 5011 these are
notches 27 and 28. Notching back to notch 25, after being wide
open on 5014 to 5017, and on the 5011 to the 29th notch
against the peg, gives the booster notch equivalent to
notch 27 on Nos. 5012 and S013, and 400 amperes D. C.
must not be exceeded in this booster notch or D. C.
generators will burn out. Danger! Do not exceed 400
amperes D. C. on 27th notch Nos. 5012 or 5013, or on
25th notch back after being wide open on Nos. 5014 to
5017, or on the 29th notch of the 5011.
(18) When feasible, shop forces will always couple up
cabs in such manner that like cabs are kept together,
especially for passenger service, inasmuch as all General
Electric units will pull together in straight motoring and
work okay in regeneration, regardless of which cab is
controlling the combination. The difference is that where
field shunting notches are used for higher speeds, the newer
General Electric cabs Nos. 5011 and 5014 to 5017 will not
follow any of the other General Electric cabs in field shunting.
Hence, if say No. 5010 is on head end, and No. 5014
coupled behind it, when a field shunt notch is taken on No.
5010, it will shunt okay, but the newer General Electric
trailing cab will stay in straight, motoring, throwing excess
load on No. 5010. Possibility of power kickout on No. 5010
results. However, if new General Electric cab is controlling
a mixed combination, say Nos. 5014, 5010 and 5012. the
new No. 5014 when shunted will lead all the cabs okay.
so that all cabs work alike. Therefore, when not possible
to keep like model cabs together and Nos. 5011, 5014, 5015,
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