GP9-0-1256 GENERAL
General Arrangement - Fig. 1-1
A description and general location of equipment on the GP9 locomotive is given in this section.
A locomotive consists of one or more units rated at 1750 horsepower per unit. In multiple unit operation, the locomotive is operated and controlled from the engineman's control stand in the lead unit.
Basically, the short hood end of the GP9 is the front end of the unit and the long hood end is the rear end of the unit. In multiple unit operation, the units can be coupled together from either end.
Two types of brake equipment are used. To differentiate between the two types, the model designations "GP9L" and "GP9R" are used. The GP9L is equipped with 6BL brake equipment while the GP9R Is equipped with 24RL brake equipment.
100 Diesel Engine The main generator and auxiliaries of these units are driven by a 16-cylinder V-type, 2 cycle, 1750 HP Model 567C Diesel engine, Fig. 1-2. The cylinders have an 8-1/2" bore and a 10" stroke. The two banks of the engine are arranged with respect to each other at an angle of 45 deg. The engine has a fully scavenging air system and has two blowers for this purpose. The blowers are mounted on the rear end of the engine; each blower is equipped with a separate air filter.
The engine is started by temporarily using the direct coupled main generator as a starting motor. Current from a storage battery "motors" the main generator to rotate the engine.
NOTE: In this manual, the word "engine" refers specifically to the Diesel engine; the word "locomotive" refers to a consist of one or more units.
 Main Generator and Alternator Fig. 1-3 | 101 Main Generator The main generator and alternator assembly Fig. 1-3, is connected to the Diesel engine crankshaft through a serrated coupling. The constant KW main generator produces direct current at a nominal 600 volts for operation of the traction motors. The armature of the main generator acts as the engine flywheel. |
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102 Alternator The alternator, Fig. 1-3, built into the engine end of the main generator frame, is a three phase alternating current generator. The alternating current (AC) produced is used to drive the four engine water cooling fans and four traction motor blowers.
103 Traction Motors Four Model D37 traction motors, Fig. 1-4, are used in each unit, mounted one on each axle. Each motor is geared to the axle, which it drives, by a motor pinion gear meshing with an axle gear. The ratio between the two gears, Fig. 1-5, is expressed as a double number such as 62/15. In this case the axle gear has 62 teeth while the pinion has 15 teeth.
During acceleration, the traction motor electrical hookup is changed to utilize the full power developed by the main generator, within the range of its current and voltage limits. The changes in the traction motor electrical connections is called transition. Four steps of transition are used on the GP9 as follows:
| 1. Series-Parallel | 2. Series-Parallel Shunt |
| 3. Parallel | 4. Parallel-Shunt |
The changing of the traction motor electrical connections or transition is completely automatic during locomotive acceleration or deceleration on GP9 locomotives. There is no provision for effecting manual transition on a GP9 locomotive or for forestalling the automatic transition.
104 Storage Battery Power from a 32 cell 64 volt storage battery is used to start the Diesel engine. The storage battery compartment is accessible through hinged door sections in the "raised pattern" walk adjacent to the cab on each side of the short hood end of the unit. With the Diesel engine running, the auxiliary generator charges the storage battery.
105 Auxiliary Generator A 10 KW auxiliary generator, Fig. 1-6, is driven directly from the rear gear train of the engine through flexible couplings. If the locomotive is equipped with a steam generator, an 18 KW auxiliary generator is used. The auxiliary generator produces direct current at 74 volts to charge the storage battery and supply the low voltage circuits for lighting, control, main generator battery field excitation and
106 Traction Motor Blowers with four alternating current blower motors, Fig. 1-7. Each Auxiliary Generator Fig. 1-6 fuel pump operation, The GP9 is equipped driven traction motor motor has a fan, or blower wheel, mounted on its rotor shaft and supplies cooling air to one traction motor. The speed of the blower motor varies in proportion to the speed of the Diesel engine.
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| Traction Motor Blower Fig. 1-7 | Radiator Cooling Fan Fig. 1-8 |
107 Radiator Cooling Fans Four alternating current driven cooling fan motors, Fig. 1-8, are mounted in the roof of the long hood end of the locomotive above the engine cooling water radiator sections. A fan mounted on each rotor shaft, draws air through the radiator removing heat from the engine cooling water. The speed of the cooling fan motor varies in proportion to the speed of the Diesel engine.
| 108 Air Compressor A 3-cylinder, two stage water cooled air compressor, Fig. 1-9, Is driven through a flexible coupling from the front end of the engine crankshaft. Basically, the GP9 is equipped with a Model WBO air compressor which has a rating of 234 CFM displacement at 835 RPM. |  Air Compressor Fig. 1-9 |
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| 1. Speed Recorder | 9. Throttle And Selector Position Indicator |
| 2. Horn Pull Cord | 10. Selector Lever (If Used) |
| 3. Load Indicator | 11. Sander Valve |
| 4. Air Gauges | 12. Throttle Lever |
| 5. Brake Pipe Flow Indicator | 13. Headlight Control Ä Dim And Bright |
| 6. Indicator Lights | 14. Cab Heater Controls |
| 7. Control Switches | 15. Reverse Lever |
| 8. Gauge Light Dimming Rheostat | 16. Independent Brake Valve |
109 Fuel Pump The fuel pump is driven by a separate direct current electric motor through a flexible coupling. The pump assembly is mounted on the equipment rack which supports the engine cooling water tank. To operate the fuel pump, the 30 ampere "Fuel Pump" circuit breaker in the electrical cabinet must be "ON" and the"Control and Fuel Pump" circuit breaker on the engineman's control panel must be "ON."
Three levers and two brake valve handles control the entire operation of the locomotive. These are the throttle, reverse and selector levers, mounted In the controller, and the independent and automatic brake valve handles. See Fig. 1-10.
110 Throttle Lever This lever controls the speed of the Diesel engines in normal operation, Fig. 1-11. The position of the throttle is shown in the STOP illuminated indicator in the upper left hand corner of the controller. The throttle has ten positions, Stop, Idle and running speeds 1 to 8. Stop can be obtained by pulling the throttle lever out away from the controller and pushing it one step beyond idle position; this stops all engines. Idle position is as far forward as the throttle lever can be moved without pulling it toward the engineman. Each running notch on the throttle increases the engine speed in 80 RPM increments from 275 RPM at idle and Run 1, to 835 RPM at full throttle. The throttle may be closed completely with one motion in an emergency, but should be closed one notch at a time in normal operation. It may be opened as rapidly as desired PROVIDING OPERATING CONDITIONS AND TRAIN CONSIST PERMITS. This arrangement is of special value in "kicking" cars and while operating over the road on a "tight" schedule.
111 Reverse Lever The reverse lever, Fig. 1-12 has three positions: FORWARD, NEUThAL 0 and REVERSE. Direction in which the locomotive moves is controlled by movement of this lever to the forward or reverse position. With reverse lever in neutral, no power will be developed if the throttle is opened, even though the engine speed will increase. The reverse lever should be moved ONLY when locomotive is standing still.
The reverse lever can be removed from the control stand only when the lever is in the neutral position, the throttle is in "Idle," and the selector W lever is in "Off." Removal Reverse Lever Positions of the reverse lever locks Fig. 1-12 the operating controls in the controller. Remove the reverse lever from all non-operating control stands.
112 Selector Lever All GP9 locomotives are basically equipped with automatic transition. Transition is FULLY AUTOMATIC, both forward and backward, and no provision is made basically for making transition manually. However, a selector lever is applied to all GP9 locomotives equipped with 24 RL brake equipment. The selector lever is applied to GP9 locomotives having 6 BL brake equipment only when the locomotive is equipped with dynamic brakes or for special multiple unit operations. The selector lever is used to control dynamic brake operation and/or to effect manual transition on any units coupled to the GP9 locomotive not equipped with automatic transition.
The position of the lever is indicated by the lower indicating band illuminated through the opening at the upper left corner of the controller front panel. The lever is spring loaded so that movement all the way in one direction will index the selector cam one notch only in that direction. It must be allowed to return to center position before indexing again in either direction.
When the selector is put in the braking "B" position, a mechanical arrangement lifts the throttle cam drum vertically to disengage the power switches and engage the braking switches. In this position the throttle handle moves freely (without notching) to control a 500 ohm braking rheostat. (See Art. 229 for dynamic brake operation.)
113 Mechanical Interlocks on the Controller The levers on the control stand are interlocked so that:
Where positions 2, 3 and 4 for manual transition are incorporated in the selector, this handle may be moved from 1 to these positions if the reverse lever is in FORWARD or REVERSE, and with the throttle in any position. Permissible movement of the throttle and reverse Levers with the selector in 2, 3, or 4 is the same as with the selector in 1.
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| 6BL Brake - Fig. 1-13 | 24RL Brake - Fig. 1-14 |
GP9L locomotives are equipped with the 6BL brake equipment, Fig. 1-13. GP9R locomotives are equipped with the 24RL brake equipment, Fig. 1-14. No detailed information of the operation of the 6BL or 24RL brake equipment is given as all enginemen are more or less familiar with the operation of this type of equipment.
The air brake gauges are located on the engineman's control panel. In general, the cab air brake equipment consists of the automatic brake valve, independent brake valve, Rotair Valve (24RL only), Brake Valve Cutout Cock or Double-Heading Cock, Transfer Valve or Three Position Double-Heading Cock (6BL only), Feed Valve, and Safety Control Cutout Cock (24RL only).
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114 Automatic Brake Valve The automatic brake valve handle has six positions: Release, Running, Holding (6BL) or First Service (24RL), Lap, Service and Emergency.
In multiple unit operation, with 6BL brake equipment, the automatic brake valve handle in all trailing units MUST be kept in the Lap position. If the brake V valve handle is removable, it must be removed from the brake stand in the Lap position in the trailing units.
The automatic brake valve handle (rigid or hinged handle) of the 24RL brake equipment is removable in the running position. In multiple unit operation, this brake valve handle should be removed in Running position from all non-operating control stands.
 Independent Brake Valve - Fig. 1-15 | 115 Independent Brake Valve The independent brake valve handle,
Fig. 1-15, has two posItions, release and full application, with the
application zone between the two positions. The brake valve is of the
self-lapping type which automatically laps off the flow of air and
maintains brake cylinder pressure when the application pressure reaches
the value corresponding to the position of the brake valve handle in the
application zone. Locomotive brakes may be released after automatic
application by depressing the indenpendent brake valve handle in release
position.
In multiple unit operation, the independent brake valve handle in all Independent Brake Valve trailing units must be kept Fig. 1-15 in the "Release" position. If the brake valve handle is removable, remove handle rom brake valve in "Release" position. |
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| 116 Rotair Valve The K2A rotair valve, Fig. 1-16, used with the
24RL brake equipment, is a selector valve with four positions: "Freight,"
"Freight Lap," `Passenger,' and `Passenger Lap."
The rotair valve is used to "cut in"the features which control the rate of locomotive brake cylinder pressure buildup. With long freight trains, the handle is placed in the freight" position in the lead unit. In an emergency application, with the handle in "Freight,"a controlled buildup of brake cylinder pressure is obtained. With passenger trains, short freight trains, and when handling light locomotives, the handle is placed in "Passenger" position in the lead unit. In an emnergency application, with handle in "Passenger," a rapid buildup of brake cylinder pressure is obtained. During a safety control application (foot taken off the `Deadman" pedal, locomotive overspeed or failure to acknowledge a train control signal a split reduction of brake pipe pressure is obtained with rotair valve in "Freight' and a full service reduction of brake pipe pressuire is obtained with rotair valve in "Passenger" position. |  K2A Rotair Valve - Fig. 1-16 |
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In multiple unit operation, in all trailing units, place handle in "Passenger Lap" if lead unit is set for "passenger", and in "Freight Lap" if lead unit is set for "Freight". In either "Lap" position the controlled emergency feature is under control of the engineman operating the brakes from the lead unit. The "Lap" position of the rotair valve also cuts out the Independent brake valves in all trailing units, obtaining full control over the locomotive brakes from the lead unit.
117 Brake Pipe Cut-out Cock (Double-heading Cock) The brake pipe cut-out cock or double-heading cock of the 24RL brake equipment, Fig. 1-14, is a two position W cut-out cock. The handle is spring loaded and sell locking. To move handle, pull handle outward if horizontal, or upward if vertical, and then rotate to the desired 0 position. With the handle in a horizontal position, the brake pipe is "cut in." With the handle in a vertical position, the brake pipe is "cut out."
| The brake pipe cut-out cock or double-heading cock used with the 6BL
brake equipment is a three position double-heading cock, The positions of
the double-heading cock handle, Fig. 1-17 are: "Lead," "Trailing" and
"Dead." A spring loaded pin extends from the handle and engages locking
holes drilled in the valve body at the "Trailing" and "Dead" positions. To
move the handle out of either of these positions, the pin must first be
pulled "out" and the handle then rotated to desired position.
In multiple unit operation, the double-heading cock in all trailing units is placed in the "Trailing" position. When locomotive is being hauled Dead in a train or is operated in double-heading service, place double-heading cock in the "Dead" position. |  Brake Pipe Cut-Out Cock Or Double-Heading Cock Fig. 1-17 |
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118 Safety Control Foot Pedal The safety control foot pedal (if used) is located in front of the engineman's seat. On locomotives equipped with the 24RL brake valve, having the hinged automatic brake valve handle, the handle provides an alternate control when It Is depressed sufficiently to just contact the sanding bail. Either the pedal or the automatic brake valve handle must be kept depressed at all times except when the locomotive is stopped and the locomotive brakes are applied (30 pounds or more brake cylinder pressure). If both the foot pedal and the automatic brake valve are released, a penalty application of the brakes will result.
119 Load Indicating Meter This meter, Fig. 1-18, is an accurate guide to the load and pulling force of he locomotive. The meter is connected Into the leads of the No. 2 motor. Since the amperage Is the same in all notors, each motor receives the amount of current hown on the meter. The dial of the meter is graduated into amperes from 0 at the left to 1500 amperes at the extreme right of the scale.
120 Operating Circuit Breakers The engineman's control panel is shown in Fig. 1-19. An identifying nameplate is located above each circuit breaker type switch. To start the Diesel engine and control its speed from the Throttle, the "Control and Fuel Pump" and "Engine Run" circuit breakers must be "ON." To move the locomotive the "Generator Field" circuit breaker must also be "ON." The "Automatic Sanding" feature is cut in with the "Automatic Sanding" circuit breaker in the"ON" position.
121 Wheel Slip Light "Flashing" of the wheel slip light located on the engineman's control panel, Fig. 1-19, during power operation, indicates the wheels are slipping. With the "Automatic Sanding" feature cut in (Automatic Sanding circuit breaker in "ON" position) the wheel slip will generally be corrected immediately through the locomotive wheel slip control system and the light will go out. The throttle should be reduced ONLY if continuous wheel slip occurs.
122 Ground Relay Light The ground relay light on the engineman's control panel, Fig. 1-19, when lit indicates a tripped ground relay located in the electrical cabinet. With the ground relay Light ON, the alarm bell will ring, and the engine speed will be reduced to Idle. The engine will stop if the Ground Relay tripped with the throttle in the 5th or 6th notch).
123 "PC" Switch and Light The PC, or pneumatic control, switch is often called the power cutoff switch. This is a normally closed electric switch that is operated by the air brake system. During a safety conrol or emergency air brake application this switch opens and automatically reduces the power output of the ocomotive. When tripped open the PC switch immediately reduces the speed of all engines to Idle. If the throttle is left in the fifth or sixth notch when the PC ~witch is tripped, the engines will stop. A white "PC witch Open" indicating light, mounted on the engineman's control panel, will be lit whenever the PC switch is tripped, Fig. 1-19.
The PC switch automatically resets itself provided that (1) the throttle is returned to IDLE, and (2) control of the brake is recovered (see Section 3 for method of recovering control of the brake).
124 Headlight Control Switch The twin sealed beam front and rear headlights are controlled by the front and rear headlight circuit breakers on the engineman's control panel, Fig. 1-19. A dimming switch, Fig. 1-20, is mounted on one side of the controller.
 Headllight Dimming Switch Fig. 1-20
| On GP9 locomotives equipped for multiple unit operation, a remote
headlight control switch, Fig. 1-21, is mounted on the rear cab wall. This
remote headlight control switch allows the engineer to control the
operation of the headlight of the rear unit from the lead unit. The switch
has four positions and is set as follows:
1. In single unit operation, the switch is placed vertical with the arrow pointing up to "Single Unit." 2. In multiple unit operation, the switch in the LEAD unit is placed horizontal with the arrow pointing to "Controlling - with unit coupled at No. 2 end" if the trailing units are coupled to the long hood end of the lead unit. 3. If the trailing units are coupled to the short hood end of the Lead Unit, then the control switch is placed vertical with the arrow pointing down to "Controlling - with unit coupled at No. 1 end." 4. In the last unit of the locomotive consist, the headlight control switch is placed horizontal with arrow pointing to "Controlled" position. NOTE: When more than two units are coupled together, the headlight control switch in all units, coupled between the lead unit and last unit of the consist, MUST be placed vertical with the arrow pointing up to "Single unit or intermediate units." |
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125 Air Brake Gauges These are standard gauges mounted on the engineman's control panel. Each gauge is clearly labeled as to its function.
The electrical control cabinet contains the various contactors, relays and other equipment necessary for the electrical and electro-pneumatic control of the unit. It forms the rear wall of the cab and is accessible from both the cab and engine room sides.
126 Isolation Switch This switch has two positions, START (handle horizontal) and RUN (handle vertical), Fig 1-22. In START position, the power plant is isolated (off the line) from the control circuit, and the engine speed is reduced to idle. The engine will remain at idle speed and will not respond to throttle control. The power contactors in the electrical control cabinet will not operate when control levers are normal. The "Alternator Failure" light and alarm bell is inoperative.
Engine START and STOP buttons are effective only with the isolation switch in the START position.
The isolation switch must be in the RUN position for the unit to develop power. The isolation switch should be moved only with the engine at idle speed or stopped. Use the manual layshaft lever to bring the engine to idle or stop when the locomotive is under power or in dynamic braking. If the isolation switch is in the START position, do not place it in RUN while operating in dynamic braking.
127 Engine Start and Stop Buttons The engine start and stop buttons located on the rear cab wall, are operative only with the isolation switch in the START position. When starting the Diesel engine, press START button in firmly, and hold until engine starts (not more than fifteen seconds). To normally stop engine, press STOP button in firmly and hold in until engine stops.
128 Fuses-Knife Switches and Circuit Breakers Located on the cab side of the electrical control cabinet, are the following fuses, knife switches, Fig. 1-23 and circuit breakers, Fig. 1-24.
For proper locomotive operation, all fuses must be good and securely in place, all knife switches should be closed and the above circuit breakers should be in the ON position in all units of the locomotive consist.
| 129 Ground Relay The ground relay, Fig. 1-2 5, is located in the electrical control cabinet. With a tripped ground relay, the power output of the unit is automatically stopped, the engine speed is reduced to idle and the white ground relay light will be ON (only in the unit affected). If the Ground Relay tripped while the throttle was in the 5th or 6th notch, the engine would stop. The alarm bells will ring in all units. To reset the ground relay "push in" reset button located on panel above electrical cabinet. ALWAYS place ISOLATION SWITCH in START before resetting ground relay. |  Ground Relay -- Fig. 1-25 |
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 Fig. 1-25 | 130 Electra-Magnetic Switchgear Electro-magnetic power
contactors of the type shown in Fig. 1-26 are located in the electrical
control cabinet and function automatically to establish proper traction
motor circuits for operation.
Similar electro-magnetic contactors are used for establishing forward or reverse operating circuits and for dynamic braking when this feature is applied to the locomotive. |
131 Alarm Indications Fig. 1-27 Signal lights are mounted on the rear wall of the cab. An alarm bell is mounted on the engineroom side of electrical cabinet. The signal lights indicate a hot engine, steam boiler stopped (if used), low oil pressure and an alternator failure (no AC power). In case of an alarm, the bell will ring in all units, but the signal light will be ON only in the unit affected.
132 Emergency Fuel Cut-Off Ring An emergency fuel cut-off pull ring is mounted on one side of the electrical cabinet. Two additional pull rings are located one on each side of the locomotive above the front end of the fuel tank. Pulling one of the three emergency pull rings will trip the emergency fuel cut-off valve, stopping the fuel supply to the fuel pump. The valve is located in a closed compartment at the lower front center of the fuel tank. To reset: Push control rod IN, Fig. 1-28.
| 1. Alarm Lights | 4. Engine Start | 7. Headlight Control |
| 2. Battery Ammeter | 5. Engine Stop | 8. Circuit Breakers |
| 3. GPR Reset | 6. Isolation Switch | 9. Light Switches |
| 10. Water Temperature Gauge |
| The two ends of the engine are designated FRONT and REAR as shown in
Fig. 1-29, which will serve to identify the cylinder locations, ends and
sides of the engine, as they are referred to in this manual. The governor,
water pumps, and lubricating oil pumps are on the FRONT END. The blowers,
oil separator and the generator are mounted on the REAR END.
The engine is placed so that its rear end is toward the front FRONT end of the unit when the unit is operating in its normally forward direction. |  Fig. 1-29 |
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| 133 Engine Governor The governor, Fig. 1-30, on the front end
of the engine, performs the function of controlling the speed of the
Diesel engine, as directed by the position of the throttle at the control
stand. The speed of the engine is controlled from 275 RPM at Idle to 835
RPM in Run 8. The "orders" of the throttle are transmitted to the
electro-hydraulic governor through electrical circuits. The governor is
connected through a linkage to the injector control shafts on each bank of
the engine. By regulating the position of the injector racks, and
consequently the fuel injected to each cylinder, the speed of the engine
is controlled. The governor performs its job of seeing that the engine
rotates at the speed ordered by the throttle, regardless of how much or
how little fuel is needed.
A device called the Load regulator, acts to cause the governor to allow injection of no more or no less fuel to each cylinder than that which will result in a predetermined power output for each throttle position. A low oil pressure device built into the governor protects the engine in case of low oil pressure r high vacuum on the suction side of the pressure Lubricating oil pump. In the event of such lubricating oil trouble, the governor will immediately stop the engine and light the yellow low oil alarm signal in the unit affected. The alarm bell will ring in all units. When the engine stops, the "Blue" Alternator Failure Light will also be ON in the unit affected. |  Engine GovernorFig. 1-30 |
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When the governor low oil pressure device stops the engine, a push button protrudes from the front of the governor housing and exposes a red band around the shaft of button. This push button must be pressed IN and the Isolation Switch moved to START position to turn off alarm bell. The low oil button will not trip if the engine is stopped by any means other than oil trouble.
If an engine is stopped by the governor low oil device, the push button must be reset before the engine can again be started. When the engine is started and run at idling speed, the governor will again stop the engine after approximately forty seconds, if the condition remains which caused the original shutdown. The engine should not be repeatedly started if the governor persists in shutting the engine down. If an attempt is made to run the engine above Idling speed during the delay period, the governor will immediately stop the engine if the oil pressure and suction are not normal.
 Load Regulator - Fig. 1-31
| 134 Load Regulator The Load Regulator, Fig. 1-31, is located
adjacent to the air compressor on the right side of the unit. The primary
purpose of the load regulator is to automatically control the loading of
the engine by the main generator so that a predetermined power output is
obtained for each position of the throttle. The load regulator is an
automatically operated rheostat connected in series with the main
generator battery field. (The main generator battery field is a low
voltage externally excited field.)
The Load Regulator is In minimum field when the brush arm, as viewed through the window, is in the four o'clock position. Maximum field Is obtained with the brush arm in the eight o'clock position. |
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135 Engine Overspeed Trip This device is located at the front end of the engine and will trip to bring the engine to a stop, if the engine should exceed approximately 910 RPM. Once this overspeed device tripped, it must be reset manually (by pulling the lever latches) before the engine can counter-clockwise until it again be started. See Fig. 1-32.
| 136 Manual Layshaft Lever The manual layshaft control lever is attached to the end of the injector control shaft at the left front corner of the engine, Fig. 1-33. This lever may be used to manually shut down the engine, or to bring the speed to idle (as when taking an engine "off the line"). It may also be used to facilitate the starting of a cold engine. |  Manual Layshaft Lever
Fig. 1-33 |
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137 Speed Recorder The speed recorder, located in front of the control stand, is a hydraulically operated speed indicator with a speed recording tape and an odometer. It is driven from the number 2 axle of the unit, through a flexible cable.
| 138 Hand Brake The hand brake, Fig. 1-34, is mounted on the
outside of the engineroom hood on the rear platform of the locomotive.
The hand brake is applied by pumping the long handle up and down, and is released by pulling on the short release lever. It is effective on one pair of wheels only. Before moving the locomotive, be sure the hand brake is completely released. 139 Manual Sanding Valve When the locomotive is equipped with 24RL brake with the hinged automatic brake valve handle, sanding is accomplished by depressing the lever beyond the safety control position previously described. This movement operates the sanding bail which opens a port to supply air to the sanding equipment. On locomotives having a rigid handle on the 24RL automatic brake valve, an independent sanding valve is installed. This valve Is operated by moving the Lever forward or backward until it latches. Locomotives equipped with 6BL brake equipment have a sanding valve mounted on the brake valve assembly. The sanding operating valve has three positions: Forward, OFF and Reverse, which allows application of sand for movement in either direction. |
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140 Classification Lights Four permanently fixed clear bull's-eye lenses are provided, two on the front of the short locomotive hood and two on the rear of Lhe locomotive. Inside the hood and behind each bull's-eye, a small compartment contains the classification Light bulb and colored lenses. Red and green lenses are provided in each compartment which can be moved into position between the bulb and the bull's-eye. To accomplish this, a locking pin is removed, the desired lens swung into place and the locking pin replaced. The colored lenses are accessible from the inside of the hood through hinged doors in the compartments. When both red and green lenses are out of position the permanent bull's-eye lens will show a white light, thus making three colors available.
141 Horn Valves The horns are operated by air valves which are controlled by pull-cords, above the control stand. The horn shut-off valve is located beiind the engineman's control panel adjacent to the short hood end compartment door.
142 Bell Ringer The locomotive signal bell is normally located behind the pilot on the right front end of the locomotive. It is operated by an air valve located at the englneman's station.
143 Windshield Wipers The windshield wipers, four in number, are controlled by valves over the cab windows, two on each side of the cab. The wipers operate independently of each other. They should not be run on a dry window as dirt on the glass or blade will scratch the glass.
144 Cab Heaters and Defrosters The cab heaters complete with defroster and fresh air ventilator, are installed under each of the two fixed windows in the cab, Fig. 1-35. Fresh air is taken in through a louver in the cab wall under the fixed window and is controlled by a fresh air damper within the heater. An external knob, indicated by a descriptive nameplate, controls the fresh air damper position. Turn this knob clockwise to admit fresh air.
 Cab Heater, Defroster And Fresh Air Ventilator Fig. 1-35 | Controlled by a rheostat type switch, a 1/6th HP variable speed fan
motor draws in fresh air or recirculates cab air. The fan forces air
through a hot water radiator and exhausts the heated air out onto the cab
floor. An outlet damper controls the amount of air leaving the heater at
the floor level. Varying the setting of this outlet damper will also vary
the amount of air being directed to the defroster outlet.
The defroster is a simple non-adjustable baffle and duct arrangement and the volume, temperature, and velocity of the discharged air is dependent upon the settingof the fresh air damper, the outlet damper, and the speed of the motor. |
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145 Trucks Two four-wheel flexible trucks are provided on each GP9 unit. The axles are all equipped with Hyatt roller bearing journal boxes. A stench bomb on each journal box will release a pungent odor if the temperature inside the journal box exceeds 22O deg F., Fig. 1-36.
