F40 Manual Cover

F40 Title Page

Amtrak

F4OPH

OPERATOR'S
MANUAL
1st Edition
MARCH 1976

SERVICE DEPARTMENT

NOTICE

The purpose of this manual is to act as a guide in the operation of the locomotive and its
equipment. The nformation was compiled for a specific locomotive with basic equipment and requested
extras. model Although minor variations are possible, equipment selected for coverage was chosen as
representative of this particular model. When special extra equipment is nvolved, consult specific
drawings or instructions as provided by the railroad.

Minor differences encountered in equipment are due to changes made after the manual was sent to
press. These changes will be covered in subsequent editions of this manual.

INTRODUCTION

This manual has been prepared as a guide for railroad ersonnel engaged in the operation of the 3000
horsepower General Motors Model F40PH locomotive.

The contents are divided into four sections as follows:

1. General Description - Provides general description of principal equipment components.

2. Cab Controls - Explains functions of cab control equipment used in operating the locomotive.

3. Operation - Outlines procedures for operation of the locomotive.

4. Troubleshooting - Describes cause, location and correction of possible troubles occurring

during operation.

A block of page numbers is allocated to each section, Section 1 starting with page 1-1, Section 2
with 2-1, and the others following in this manner. Figures are identified by section and sequence.

To obtain the most benefit from this manual, it is recommended that the sections be read in the
sequence in which they appear.

Information pertaining to maintenance, adjustment, and testing is contained in the Locomotive

Service Manual. Instructions for testing and maintenance of individual locomotive components are a
part of the standard EMD Maintenance Instruction bulletin series.

58A376 -3-

GENERAL DATA

Model Designation F4OPH

Locomotive Type (B-B) 0440
Locomotive Horsepower 3000
Diesel Engine
Model 645E3
Type Turbocharged
Number Of Cylinders
Cylinder Arrangement 16
Cylinder Bore And Stroke 45 deg "V"
Operating Principle 9-1/16" x 10"
2 Stroke Cycle,
Turbocharged Unit
Injection, Water Cooled

Full Speed 893 RPM

Standby Speed 720 RPM
Normal-410 RPM
Low - 260 RPM
Main Generator Model AR10-D14
Traction Alternator (Rectified Output) AR10
Number Of Poles . 10
Nominal Voltage (DC) 600
Frequency (At 720 RPM) 60Hz
Maximum Continuous
Current Rating . 4200 Amperes
Companion Alternator D14
Nominal Voltage (AC) 215
Head End Generator Delco No. 4997006
Available Power Output 500KW
Nominal Voltage (AC) 480
Maximum Continuous
Current Rating 750 Amperes per phase
Frequency (At 1800 RPM) 60 Hz
Auxiliary Generator Voltage (DC) 74
Rating 18 KW
Traction Motors
Model D77
Number 4
Type DC, Series Wound
Axle Hung
Current Rating
Maximum Continuous 1050 Amperes
Driving Wheels
Number 4Pair
Diameter 40"
Speed Limitations With Gear Ratio
Gear Ratio 57:20
Max. MPH (Based on rated
RPM of traction motors) 103
Min. Continuous MPH 16.3

Curve Negotiation Capability

Truck swing limits single unit curve negotiation to a

43 deg 30' or 135 ft. radius curve.

Two similar units coupled in multiple limited by

coupler swing to a 33 deg or 175 ft. radius curve
(equipped with "F" couplers).

Locomotive coupled to an 89 ft. passenger car

limited by car coupler swing to a 18 deg or 315 ft.
radius curve (equipped with "F" coupler).

Locomotive coupled to a standard 50 ft. box car

limited by car coupler swing to a 23 deg or 250 ft.
radius curve.

Major Dimensions
Height Over Cooling Fan Guard 15 deg 3-3/8"
Width Over Hand Rails 10' 2-1/2"
Distance Over Coupler Pulling Faces 56' 2"
Loaded Weight On Rails 259,000
Weight On Drivers 100%

Supplies
Lube Oil Capacity
Basic Oil Pan 243 Gal.
Volume Between Low And Full On Dipstick
 Basic (oil pan) 47 Gal.
Cooling System Capacity
With electric cab heaters 254 Gal.
Sand Capacity
Hood end sand boxes 13 Cu. Ft.
Cab end sand boxes 13 Cu. Ft.
Fuel Capacity 1500 Gal.
Air Brakes Type 26L
Air Compressor
Type 2 Stage
Number Of Cylinders 6
Capacity (At 900 RPM) 400 Cu. Ft./Min.
Air Compressor Cooling Water
Lube Oil Capacity 18 Gal.
Storage Battery
Number Of Cells 32
Voltage 64
Rating (8 Hour) 284 Amp. Hr.

TABLE OF CONTENTS

Page

INTRODUCTION

GENERAL DATA

SECTION 1 - GENERAL DESCRIPTION

Introduction 1-1
Locomotive Operation 1-3

SECTION 2 - ENGINE STARTING AND CAB CONTROLS

Introduction 2-1
Engine Starting Controls 2-1
Switch And Fuse Panel 2-3
Circuit Breaker Panel 2-6
Breakers Required On For Locomotive Operation 2-7
Miscellaneous Circuit Breakers 2-10
Engine Control Panel 2-12
Head End Power Control Panel 2-24
Locomotive Control Stand 2-30
Mechanical Interlocks On The Controller 2-36
Air Brake Equipment 2-37
Switches And Lights On The Control Stand 2-42
Rear Equipment Room 2-52
Head End Power Contactor Cabinet 2-52
Head End Control Cabinet 2-52
Head End Monitor Panel 2-52
Indicator Lights Panel 2-57

SECTION 3 - OPERATION

Introduction 3-1
Preparation For Service 3-1
Engineroom Inspection 3-5
Engine Inspection 3-5
Starting The Diesel Engine 3-6
Trailing Unit Cab Inspection 3-10
Starting Trailing Unit Diesel Engines 3-12
Placing Units On The Line 3-12
Precautions Before Moving Locomotive 3-12
Handling Light Locomotive 3-13
Draining Air Reservoirs And Strainers 3-14
Engine Air Box Drain 3-14
Coupling Locomotive Units Together 3-16
Coupling Locomotive Units Together For
Dynamic Braking In Mixed Consists 3-18
Coupling Locomotive To Train 3-18
Brake Pipe Leakage Test 3-19
Starting A Train 3-20
Accelerating A Train 3-23
Air Braking With Power 3-23
Operating Over Rail Crossing 3-24
Running Through Water 3-24
Wheel Slip Correction 3-24
Locomotive Speed Limit 3-25
Mixed Gear Ratio Operation 3-26
Dynamic Braking 3-26
Dynamic Brake Wheel Slip Control 3-29
Double Heading 3-30
Operation In Helper Service 3-30
Isolating A Unit 3-31
 Changing Operating Ends 3-31
On End Being Cut Out 3-31
On End Being Cut In 3-32
Stopping Engine 3-33
Freezing Weather Precautions 3-34
Draining The Cooling Ststem 3-35
Towing The Locomotive In Locomotive Consist 3-37

SECTION 3B - OPERATION OF THE AUXILIARY

AC (HEAD END) POWER SYSTEM

AC Power Trainline Set-Up 3-39

Auxiliary AC (Head End) Power - Start 3-41
Auxiliary AC (Head End) Power -
Interrupt Sequence 3-42
Auxiliary AC (Head End) Power -
Restore Sequence 3-43
Auxiliary AC (Head End) Power -
Shutdown 3-43
Auxiliary AC (Head End) Power -
Mode Transitions 3-44
Low Idle - Auxiliary AC (Head End)
Operation 3-45

SECTION 4 - TROUBLESHOOTING

Introduction 4-1

SECTION 1

GENERAL DESCRIPTION

INTRODUCTION

1 Sand Box 9 Generator Blower 17 Lube Oil Strainer

2 Battery 10 Main Generator 18 Equipment Rack
3 Control Stand 11 DC Auxiliary Generator 19 Cooling Fans
4 Truck 12 Exhaust Silencer 20 Radiators
5 Electrical Cabinet 13 Starting Motors 21 Head End Generator
6 Inertial Filter Blower 14 Fuel Tank 22 Air Compressor
7 Engine Air Filter 15 Diesel Engine 23 Gear Box
8 Traction Motor Blower 16 Dynamic Brake Blower 24 Head End Power Control Cabinet
25 Head End Contactor Cabinet

General Motors model designation F40PH, illustrated in Fig. 1-1, is a 3000 horsepower diesel-
electric locomotive intended for passenger service. The locomotive is equipped with a turbocharged
16 cylinder diesel engine that develops 3000 horsepower at maximum RPM. The main generator converts
this mechanical energy into electrical energy which is distributed through the high voltage cabinet
to the traction motors. Each of the four traction motors is directly geared to a pair of driving
wheels. The gear ratio of the traction motor to the wheel axle determines the maximum operating
speed of the locomotive. This model has 57:20 gearing which provides a top speed of 103 MPH.

The F40PH has a fully enclosed carbody as basic equipment. The enclosures provide protected walkways
for easy access to the engine room and trailing units. This arrangement allows routine maintenance
while the locomotive is in service. The locomotive is arranged so that the short hood or cab end is
designated as the front of the unit and marked as such with an “F.” The enclosed design demands that
the operator move the locomotive in the forward direction to maintain normal operating visibility
This particular model is equipped with a secondary electrical generator referred to as the Head End
Generator. It is located at the front end of the diesel engine (although this is the rear of the
locomotive), between the accessory rack and the air compressor. This generator is driven through a
1:2 ratio gear box which provides a generator speed of 1800 RPM for an engine speed of 900 RPM.

The Head End Generator generates AC power to provide electric heating and air conditioning as well
as maximum accessory lighting for passenger accommo- dations. The operating controls and appropriate
warning lights for this equipment are located on the Head End Power Control Panel in the cab. The
power switching and protective devices with associated warning lights are located at the rear of the
locomotive in two electrical cabinets.

The Head End Power Mode Switch is on the Head End Power Control Panel in the cab. This is a 3-
position electrical switch that controls the transfer of the trainlined AC power load to either the
Head End Generator or the AR 10 main generator as operating conditions necessitate. The switch
accomplishes this function by setting up the circuit logic and applying the necessary equipment to
engage the auxiliary AC generator (either the Head End Generator or the AR10). Due to the complex
nature of this system, the Head End Power Mode Switch actually determines the mode of response of
the entire locomotive control system. This switch has the following positions:

NORMAL -

Intended for normal passenger service. Engine operates at full speed (893 RPM); AC power supplied to
trainlined power connectors by Head End Generator; throttle varies AR 10 excitation for traction
motor control.

STANDBY -

Intended for short term stopover in passenger service such as loading-unloading, scheduling
anticipations or delays, or to prepare the passenger section (heating or air conditioning) prior ‘to
passenger boarding. Engine operates at standby speed (720 RPM); trainlined power connectors supplied
AC by AR 10 main generator; no power to traction motors; no throttle response.

ISOLATE -

Intended for operation without auxiliary AC power. No AC power to trainlined power connectors;
engine - speed varies with throttle position as with a conventional freight locomotive. Normal idle
speed of 410 RPM.

NOTE: When in ISOLATE position the locomotive can be put in a special low idle state (260 RPM) by
the use of the Idle Switch on the engine control panel. Refer to Section 2.

While each locomotive is an independent power source, several may be combined in multiple operation
to increase load capacity. The operating controls on each unit are jumpered or "trainlined" to allow
all the locomotives to be simultaneously controlled from the lead unit. Control system interlocking
prevents paralleling of auxiliary AC generators between locomotives. The Trainline Set-Up switch
allows AC power to be trainlined through the locomotive (UNIT ISOLATE position) without engaging its
own AC generator.

Fig. 1-1 shows the general arrangement of the locomotive with the major components pointed out and
identified.

LOCOMOTIVE OPERATION

Storage batteries provide the energy required to start the diesel engine. The engine start switch
controls battery power to the two starting motor solenoids mounted at the lower rear right hand side
of the engine. These electrical solenoids engage the starting motor pinions with the engine ring
gear. When both pinions are engaged, battery power is applied to the starting motors to crank the
diesel engine.

The diesel engine must be primed with fuel prior to starting. To do this, the operator places the
engine start switch in the FUEL PRIME position. This applies battery power to the fuel pump which
pressurizes the injector system with fuel. The fuel pump moves the ftwl from the fuel tank under the
locomotive to the injectors. After the entire system has been supplied fuel, and the injector racks
positioned, the cylinder will fire when the engine is cranked. With the engine running, the fuel
pump motor is supplied directly by the auxiliary generator.

The diesel engine is the source of locomotive power. When the engine is running, it directly drives
four electrical generators and their associated cooling fans, a multi-cylinder air compressor, a
traction motor blower, and the water and lube oil pumps. The engine-driven components in the
locomotive system must convert the engine power to other forms to perform their individual
functions:

1. The AR 10 main generator rotates at engine speed, generating alternating current power.
During the NORMAL and ISOLATE operating modes this power is then converted to direct current
power by the internal rectifier banks and directed to the traction motors. During STANDBY mode
auxiliary AC power is provided to the passenger cars by the AR10.

2. The D14 companion alternator is physically coupled to the main generator. It supplies current
 to excite the main generator field and to power the radiator cooling fans, the inertial
separator blower, and various transductors and control devices.

3. The secondary or Head End Generator rotates at two times engine speed and is used to supply
the passenger section of the train with 60 cycle power for heating, air conditioning, and other
passenger conveniences during the NORMAL operating mode.

4. The auxiliary generator is driven by the engine gear train at three times engine speed. It
provides a 74 volt DC output for excitation current to the D14 companion alternator. The
auxiliary generator also supplies the 74 volt power needed for control, cab heating, locomotive
lighting, and battery charging circuits.

5. The air compressor, located directly in the engine drive train, supplies the necessary air
pressure for brakes and other pneumatic devices such as sanders, windshield wipers, shutter
operating cylinders, and a horn.

6. The engine gear train drives two centrifugal water pumps which circulate cooling water
through the engine.

7. The lube oil pumps are also connected in the engine gear train. They supply lubricating oil
to critical operating surfaces throughout the engine.

Major components of the diesel-electric power system take power from the diesel engine. The
electrical nature of this system is seen in the conversion, application, and control of that power.

The AR10 main generator supplies electrical energy to the high voltage control cabinet. This cabinet
establishes the distribution of power to the traction motors by means of its internal switchgear.
The switchgear consists of power contactors, relays, and switches which direct the flow of power as
dictated by the control circuits. The control circuits are low voltage (74 volt DC) devices that
respond to the operating controls in the cab and to operating conditions.

A major part of the locomotive control system involves the interrelated functions of the throttle,
governor, and load regulator. To provide the smooth startup acceleration associated with passenger
operation, the traction motors are connected in full parallel. In NORMAL mode the throttle varies AR
10 excitation current instead of engine speed-governor maintains 893 RPM in all throttle positions.

As the throttle is advanced to a higher position, the electrical switchgear causes a larger current
to flow in the AR 10 field. This increased excitation current results in an increase in power to the
traction motors. Thus the locomotive power is increased progressively in throttle steps while the
engine speed is held constant.

In STANDBY mode the throttle has no effect, and the governor maintains an engine speed of 720 RPM.
In ISOLATE mode the throttle varies engine speed as with a conventional freight locomotive -- the
engine governor holds the engine speed at a constant RPM as set by the throttle. It does this by
changing the position of the injector racks which control the amount of fuel supplied to each
cylinder. Actual operating conditions create varying train loads. When the load changes, the load
regulator acts to vary generator excitation. Thus the load regulator balances the governor speed
setting from the throttle with the engine power level determined by the load.

For the purposes of reliability and servicing convenience, many of the control and protective
circuits contain solid state components mounted on plug-in printed circuit modules. These electronic
devices monitor and control critical functions in the locoI motive power system.

The F4OPH has four DC traction motors located on the trucks under the locomotive. Each traction
motor is geared directly to the axle on which it is mounted. These motors are supplied power through
the high voltage control cabinet at the rear of the cab.

Except for manual operation of the cab controls, locomotive operation is completely automatic.
Various alarms and safety devices will alert the operator should any operating difficulties occur.
1. Wiper Motor
12. Control Head And Speaker
2. Speed Recorder
13. MU-2A Valve
3. Defroster Duct
14. Water Cooler
4. Cab Heater
15. Boarding Door
5. Emergency Brake Valve
16. Door To Engineroom
6. Door To Short Hood
17. Electrical Cabinet
7. Fire Extinguisher
18. Engine Control Panel And Circuit Breaker Panel Locations
8. Sidewall Heater
19. Radio And Alertor Equipment Box
9. Toilet
20. Head End Power Control Panel
10. Sidewall Heater Switch
11. Control Stand

Fig. 2-0A - Cab Arrangement, View Of

Front Wall From Inside Cab

Fig. 2-0B - Cab Arrangement, Top View

CAUTION

1. Assist eng. start with layshaft-1.6

on rack scale. Do not overfuel during
starting.

2. Max. cranking time 20 seconds.

3. After cranking allow minimum 2

minutes for starter cooling.

4. Do not inch engine with starter.

5. Preheat if engine temp. is less

than 50 F.

6. If cylinders are overfueled during

starting, pull layshaft full out and
crank to purge, then position at 1.6.

7. Once the engine is runnIng, allow

oil temperature to reach 120 F. before
 pushing START button to Head End Power
System.

8. The engine should always be allowed

to idle for at least 2 minutes after
starting hot or cold.

Fig. 2-1 Engine Starting Controls

SECTION 2

ENGINE STARTING AND CAB CONTROLS

INTRODUCTION

A switch for fuel priming and engine cranking is located at the equipment rack in the engineroom.
All other basic control equipment used during locomotive operation is at five locations within the
cab, Fig. 2-0. The cab controls are located at:

1. Switch And Fuse Panel

2. Circuit Breaker Panel

3. Engine Control Panel

4. Locomotive Control Stand

5. Head End Power Control Panel

ENGINE STARTING CONTROLS, Fig. 2-1

NOTE: Refer to the Operation Section of this manual for inspection and starting instructions.

Fuel Prime And Engine Start Switch

This switch, located on the equipment rack in the engineroom, is a three-position rotary switch used
for fuel priming and engine starting. Before attempting to start the diesel engine, the main battery
switch must be closed and the control and local control circuit breakers as well as the control and
fuel pump switch must be on. The isolation switch in the locomotive cab must be placed in the START
position. The fuel prime/engine start switch at the equipment rack in the engineroom must then be
placed in the FUEL PRIME position and held there for 10 to 15 seconds to operate the fuel pump. The
injector rack manual control lever must then be positioned and the rotary switch placed in the
ENGINE START position and held (for no longer than 20 seconds) until the engine starts.

CAUTION: The main generator field, AC control, and the auxiliary generator field circuit breakers
must be closed during engine starting or there will be danger of damage to the starting motors if
the switch is held too long in START position.

Injector Rack Manual Control Lever

This engine mounted hand operated lever operates the injector racks. It is used to position the
injector racks during engine cranking, thereby providing an immediate supply of fuel to the
cylinders.

Low Water Reset Pushbutton

Check the low water reset button within 50 seconds after engine start. The low water detector will
often 1 trip during engine starting, especially on starting after filling a completely drained
system. It may also trip after starting a cold engine or one that has had cooling system pressure
released. The detector should be reset soon after the engine starts and is idling, or else the
engine will shut down after a time delay established by the engine governor.

NOTE: If the detector is difficult to reset after engine start, position the injector rack manual
control lever to increase engine speed for a short time, then press the reset button. Do not advance
the lever to increase engine speed until lube oil pressure is confirmed.

The reset button on some detectors will not latch in when the engine is shut down. If such a
condition exists, the detector will probably function correctly if it can be reset after engine
start.

SWITCH AND FUSE PANEL, Fig. 2-2

This panel is located within the electrical cabinet that forms the rear wall of the locomotive cab.
Its position is directly below the engine control panel which is located in the upper left hand
corner of the electrical cabinet.
 1. Fuse Test Equipment
2. Ground Relay Cutout Switch
3. C.B. HEAD END CONT. Circuit Breaker
4. E.P. BRAKE Circuit Breaker
5. TRAIN COMM. Circuit Breaker
6. Auxiliary Generator Fuse
7. Starting Fuse
8. Main Battery Switch

Fig. 2-2 - Switch And Fuse Panel

NOTE: There is no D14 alternator field fuse. If a short occurs in this circuit, auxiliary generator
voltage will come down and the machine will not be harmed. A NO POWER/CHRG alarm will be given, and
traction power will be cut.

Fuse Test Equipment

To facilitate the testing of fuses, a pair of fuse test blocks, a test light and a test light toggle
switch are installed on the fuse panel. Fuses may be readily tested as follows. First, move the
toggle switch to the on position to make sure the fuse test light is not burned out. Extinguish the
light by moving the toggle switch to the off position. Place a fuse across the test blocks so that
the metal ends of the fuse are in firm contact with the blocks. If the fuse is good, the light will
come on. If the fuse is burned out, the light will not come on and a new fuse is required.

It is always advisable to test fuses before installing them in their circuits. Always isolate the
circuits in question by opening their switches beforc changing or replacing fuses.

Ground Relay Cutout Switch

The purpose of the ground relay cutout switch is to eliminate the ground protective relay from the
locomotive circuits during certain shop maintenance inspections. It must always be kept closed in
normal operation. When this multiple pole toggle switch is open, it prevents excitation of the main
generator in addition to cutting out the ground protective relay.

Starting Fuse

The starting fuse is in use only during the period that the diesel engine is actually being started.
At this time, battery current flows through the fuse and starting contactor to the starting motors.

Although this fuse should be in good condition and always left in place, it has no effect on
locomotive operation other than for engine starting. A defective fuse can be detected when
attempting to start the engine, since at that time (even though the starting contactors close) the
starting circuit is open.

CAUTION: The F40PH locomotive is equipped with series connected starting motors which require a 400
ampere starting fuse. Certain other model locomotives require an 800 ampere starting fuse. The two
fuses are of the same physical size. Observe fuse panel marking. Do not use an incorrectly rated
fuse.

Auxiliary Generator Fuse

This fuse connects the auxiliary generator to the low voltage system. It protects against excessive
current demands.

Main Battery Knife Switch

The large double-pole single-throw knife switch at the lower portion of the fuse panel is the main
battery switch. It is used to connect the battery to the locomotive low voltage system and should be
kept closed at all times during operation.

This switch may be opened during certain shop maintenance procedures and in instances where the
engine is shut down and the locomotive taken out of service for an extended layover. This will
prevent the battery from being discharged in the event the lights or other low voltage deviees are
inadvertently left operating during the layover. Particular attention should be given when a
notation at the switch cautions against opening the switch immediately after engine shutdown.
Approximately 35 minutes should be allowed following engine shutdown before this switch is opened
after load operation.

This 30 ampere circuit breaker protects the entire auxiliary AC (head end) power control circuit.

E.P. BRAKE Circuit Breaker

This 15 ampere circuit breaker protects the electro-pneumatic brake control circuit.

TRAIN COMM. Circuit Breaker

This circuit breaker protects the train communications circuits.

CIRCUIT BREAKER PANEL, Fig. 2-3

This panel is located in the high voltage electrical cabinet directly below the engine control
panel. The panel is divided into two sections, one containing those circuit breakers that must be in
the on position to operate the locomotive, and the second section containing those breakers for
lights aind miscellaneous devices that are used as conditions require.

These circuit breakers can be operated as switches, but will trip when an overload occurs. The
generator field circuit breaker will trip to a centered position. After a period for cooling, the
breaker must be placed in the full off position before resetting to the on position. Other circuit
breakers on the panel trip to the full off position.

Fig. 2-3 - Circuit Breaker Panel

BREAKERS REQUIRED ON FOR LOCOMOTIVE OPERATION

TURBO. Circuit Breaker

This circuit breaker must be in the on position to start the engine and operate the turbocharger
auxiliary lube oil pump. It must remain in the on position to provide auxiliary lubrication to the
turbocharger at engine start and after the engine is shut down.

FUEL PUMP Circuit Breaker

This three pole breaker protects the fuel pump motor circuit. A fuel filter bypass valve is provided
to prevent overloading the fuel pump motor if the fuel filter becomes clogged.
CONTROL Circuit Breaker

This circuit breaker sets up the fuel pump and control circuits for engine starting. Once the engine
is running, power is supplied through this breaker from the auxiliary generator to maintain
operating control.

LOCAL CONTROL Circuit Breaker

This circuit breaker establishes "local" power from the auxiliary generator to operate heavy duty
switchgear and various control devices.

AUX. GEN. FIELD Circuit Breaker

The field excitation circuit of the auxiliary generator is protected by this breaker. In the event
that this breaker trips, it stops auxiliary generator output to the low voltage system and also
stops fuel pump opera- tion. An alternator failure (no power no battery charge) alarm occurs. The
engine will stop from lack of fuel.

MODULE CONTROL Circuit Breaker

Electrical control circuits are assembled on plug-in circuit modules to facilitate maintenance.
Local control power is supplied to many of the circuit boards. This breaker protects the local
control circuit to the boards.

REV CONTROL Circuit Breaker

This double pole breaker is located in the feed to the operating motor of the multi-pole, motor
operated, ganged switches that control the direction of current flow through the traction motor
fields and thus control the direction of locomotive travel. Since control power is required to move
the RV transfer switchgear from any position to any other position, the REV CONTROL breaker must be
closed for power transfer to take place. An open REV CONTROL breaker does not prevent switchgear
from already being in position to properly conduct traction motor current, but interlocking prevents
an operating setup in conflict with transfer switch position.

AC CONTROL Circuit Breaker

The D14 alternator is the power supply for various excitation and wheel slip control devices. This
breaker is employed to protect that circuitry. The No AC Voltage relay NVR is also located in this
circuit. If the breaker trips during locomotive operation, a NO POWER/CHRG. alarm will be given.

BRAKE TRANS. CONTROL Circuit Breaker

This double pole breaker is located in the feed to the operating motor of the multi-pole, motor
operated, ganged switches that control the motor field and armature connections for either dynamic
braking or power operation. Since control power is required to move the transfer switchgear from any
position to any other position, the breaker must be closed for power transfer to take place. An open
breaker does not prevent switchgear from already being in position to properly conduct motor or
braking current, but interlocking prevents an operating setup in conflict with transfer switch
position.

GENERATOR FIELD Circuit Breaker

The AR 10 generator receives its excitation through a pair of slip rings connected to the D14
alternator output through a controlled rectifier. The circuit breaker is provided to protect the
controlled rectifier and the generator field windings.

FILTER BLOWER MOTOR Circuit Breaker

A blower is used to evacuate dirty air from the central air compartment inertial filters. This
breaker is provided to protect the blower motor circuit. If the breaker trips a FILT. MOTOR TRIP
light on the engine control panel comes on. Operation may continue to the nearest maintenance point.

MISCELLANEOUS CIRCUIT BREAKERS

These circuit breakers may be on or off as operating conditions require.

SIGNAL LT. Circuit Breaker

This circuit breaker protects the signal light circuit.

LIGHTS Circuit Breaker

This circuit breaker must be on to supply power for the individual switches provided for number,
class, platform, cabinet, hood, controller, and ground and gauge lights.

HDLTS. Circuit Breaker

This circuit breaker protects the headlight circuits. It must be on to provide current to the front
headlight circuit and through the trainline to the light at the rear of a consist.

SPEED IND. Circuit Breaker

This circuit breaker protects the speed indicator circuit.

RADIO Circuit Breaker

Protects radio circuits.

AUX. CAB HEATER Circuit Breakers

These circuit breakers protect the circuits to the cab sidewall strip heaters.

CAB HEATER Circuit Breakers

Eng'r. Side

Protects the circuits to the cab heater at the engineer’s station.

Aux. Side

Protects the circuits to the cab heater at the helper's side of the cab.

WATER COOLER Circuit Breaker

Protects the circuit to the refrigerator/cooler at the rear of the cab.

OVER SPEED CONTROL Circuit Breaker

Train overspeed, sensed by the locomotive speed recording instrument, brings about a penalty
application of the brakes and operation of a pneumatic control switch to drop locomotive power. When
the overspeed breaker is applied, it protects the overspeed magnet valve circuit.

AUTO. BLOWDOWN TIMER Circuit Breaker

Protects circuits that control automatic operation of drain valves in the compiessed air system.

ALERTNESS CONTROL Circuit Breaker

Protects the alertness control circuits.

AC/HTR. CUT OUT Circuit Breaker

(Air Conditioner/Heater Cutout)

This breaker protects a circuit that allows only the cab heater at the engineer’s station to
function while the air conditioner is set up for operation. This permits window defogging at the
engineer’s station while the air conditioner is operating. The breaker should be on whenever
operating in warm moist climates.

TRAIN CONTROL Circuit Breaker

Protects the automatic train control circuits.

AIR CONDITIONER Circuit Breaker

This breaker protects the air conditioner (if applied).

ENGINE CONTROL PANEL, Fig. 2-4

The engine control panel is located at the upper left-hand corner of the electrical cabinet that
forms the rear wall of the cab. This panel contains various switches and alarm lights. Since all of
these items will be used at one time or another during operation, a brief description of their
individual functions is provided.
 Fig. 2-4 - Engine Control Panel

Note that an alarm bell accompanies an alarm signal light indication. The bell will ring in all
units of a locomotive consist, but the light will come on only in the affected unit.

INDICATING LIGHTS PANELS

There are two indicating lights panels on the engine control panel. Each of these contains lights to
indicate the operation of various systems within the locomotive. The No. 1 panel is closest to the
left edge of the control panel.

NOTE: The following indicator lights have a push-to-test feature which allows testing of the lamp
circuit alone. This determines if the lamp is working properly isolated from its operation in the
power control system. When the lens cap is depressed the supply voltage is impressed across the lamp
circuit. After a one second delay the light should go on.

No. 1 Indicating Lights Panel, Fig. 2-5

Fig. 2-5 - No. 1 Indicating Lights Panel

TEST Light

The test light comes on when the test panel rotary test switch is placed in the LOAD TEST or CIRCUIT
CHECK position. The light indicates that the locomotive circuits are set up for either load testing
when the reverser handle is centered or for circuit check with the generator field circuit breaker
open. With a load test setup, the unit will automatically load on its own dynamic braking resistor
grids.

CAUTION:
1. Do not perform automatic loading on a unit moving in a consist or train.
2. Do not move test switch to NORMAL position while operating in load test.

GRD. RELAY Light

This light indicates that an electrical path to ground has occurred, or that a group of five diodes
in the main generator has failed. When the light comes on the alarm sounds. It is not necessary to
isolate the unit, nor is it necessary to return the throttle to idle.

The locomotive is equipped with special automatic ground relay reset, and the operator need take no
action to reset the relay. Such automatic reset devices are equipped for lockout, and the automatic
reset will be nullified after a specific number of operations. If lockout occurs, isolate the
affected unit.

CAUTION: Always report ground relay light indications to proper maintenance personnel.

HOT ENG. Light

This light operates in conjunction with the alarm bell towarn the operator that engine cooling water
has reached an excessive temperature. When the light is on, engine power is automatically reduced
until the hot engine condition is corrected. If the cooling system has failed, a hot lubricating oil
detector will shut the engine down before serious engine damage occurs. If hot engine shutdown
occurs, do not attempt to restart the engine. Report shutdown circumstances to authorized
maintenance personnel.

GOV. DOWN Light

This light comes on when the engine governor has shut the engine down for one of the following
reasons.

1. True low oil pressure.

2. Hot engine oil.

3. Low cooling water pressure.

4. Crankcase (oil pan) overpressure.

A mechanism to detect low engine lubricating oil pressure is built into the engine governor. This
mechanism is actuated by true oil pressure failure or by dumping oil from the engine oil line
leading to the governor. In either event a small button will pop out of the governor body,
indicating that the mechanism has tripped the low oil alarm switch. The light on the engine control
panel will come on to indicate that the low oil mechanism has tripped.

When a governor shutdown indication occurs, it is necessary to determine whether the crankcase
pressurelow water pressure detector has tripped to dump engine oil from the line leading to the
governor, or whether a true oil failure has occurred. This can be determined by checking the
crankcase pressure-low water pressure detecting device, Fig. 3-3, for protruding reset buttons. A
protruding upper button indicates excessive oil pan pressure; a protruding lower button indicates
low water.

When it is determined that the crankcase pressure detector has tripped, make no further
engineroom inspections. Do not attempt to restart the engine. Isolate the unit. Drain the
cooling system in accord- ance with railroad regulations if freezing conditions are
possible.
WARNING:
If neither the crankcase pressure nor the low water pressure detector has tripped, and
engine oil level is satisfactory with a hot engine condition apparent, do not attempt to
restart the engine. Report engine shutdown circumstances to authorized maintenance
personnel.

NO POWER/CHRG. Light

This light will come on and the alarm bell will sound whenever D14 alternator output stops—normally
at engine shutdown. The indication can also be caused by true Dl 4 failure or failure of the DC
auxiliary generU ator. A tripped AC Control circuit breaker will also bring about the indication. In
each case, the locomotive will fail to deliver power from the main generator.

TURBO. PUMP Light

This light will come on as soon as the main battery switch and turbo lube pump circuit breaker are
closed. It indicates that the turbocharger auxiliary lube oil pump is supplying lube oil to the
turbocharger. It will remain on for approximately 35 minutes after the main battery switch is
closed. When the fuel prime engine start switch is operated after the 35 minute period, the time
cycle is again re-established and the light remains on for another 35 minutes.

The light will also come on and remain on for approximately 35 minutes after the engine is stopped.
It provides an indication that the auxiliary lube oil pump is supplying oil to cool the turbocharger
bearings.

If the power supply to the turbo lube pump motor is open, the engine will not start and the light
will fail to come on when a starting attempt is made.

No. 2 Indicating Lights Panel, Fig. 2-6

Fig. 2-6 - No. 2 Indicating Lights Panel

FILT. MOTOR TRIP Light

This light indicates that the carbody inertial filter exhaust blower motor is not receiving power.
Check for a tripped filter blower motor circuit breaker on the circuit breaker panel. If the breaker
will not reset, operation may continue to the nearest maintenance point where the condition should
be reported and corrected.

BLEND BRAKE L.O. Light

This light indicates that the blended brake system has been locked out either by the Blended & Dyn.
Brake Cutout Switch in the CUTOUT position or by a signal from the DA module.

LOW IDLE Light

This light indicates that the locomotive has been placed in the low idle condition with the Idle
switch on the engine control panel.

LOCK WHEEL Light

This light indicates a locked wheel condition and will accompanied by a continuous wheel slip light,
alarm bell, and buzzer. Observe the following:

LOCKED WHEEL CONTINUOUS WHEEL SLIP LIGHT AND ALARM BELL

PROCEDURE

1. STOP TRAIN

2. LOOK FOR UNIT WITH LOCKED WHEEL INDICATION

3.ROLL TRAIN SLOWLY AND OBSERVE WHEELS

A IF WHEEL SLIDES, CUT UNIT OUT OF TRAIN B. IF ALL WHEELS ROLL AND L.W. RESETS

AUTOMATICALLY, PROCEED NORMALLY

WARNING: The operator must not operate any reset or cutout switches on the locked wheel circuit
module. If automatic reset follows a locked wheel indication, report the condition at the nearest
maintenance point, where an inspection can be made for flat spots on the wheels.

Remote Traction Motor Cutout Switch

The traction motor cutout switch operates to electrically isolate a defective traction motor. This
permits operation with the remaining good motors. The power control system automatically limits
power to prevent overloading the operative motors. The isolated motor will continue to rotate as the
train moves.

To operate the motor cutout switch it is first necessary to place the isolation switch on the engine
control panel in ISOLATE position. The switch is then pressed in and turned to cut out the desired
motor.

WARNING: Make certain that all wheels rotate freely before operating with a motor cut out.

Headlight Control Switch

The twin sealed-beam front and rear headlights are controlled by the front and rear headlight
switches on the locomotive control stand. Before these switches will function, the headlight circuit
breaker must be placed on.

On locomotives equipped for multiple unit operation, a remote headlight control switch is mounted on
the engine control panel. This remote headlight control switch provides for operation of the rear
unit headlight from the lead unit. The switch positions are set on each unit as follows: 1. On Lead
Unit

If only a single locomotive unit is being used, place the switch in SINGLE UNIT position.

In Multiple unit service, if trailing units are coupled to the No.2 or long hood end of the lead
unit, place the switch in the CONTROLLING - COUPLED AT LONG HOOD END position.

In multiple unit service, if trailing units are coupled to the No. 1 or short hood end of the lead
unit, place switch in CONTROLLING - COUPLED AT SHORT HOOD END position.

2. On Intermediate Units

On units operating in between other units in a multiple unit consist, place the switch in the
INTERMEDIATE UNIT position.

3. On Trailing Units
The last unit in a multiple unit consist should have the headlight control switch placed on
CONTROLLED - COUPLED AT EITHER END position.

Isolation Switch

The isolation switch has two positions, one labeled START/STOP/ISOLATE, the other labeled RUN. The
functions of these two positions are as follows:

1. START/STOP/ISOLATE Position

The isolation switch is placed in this position whenever the diesel engine is to be started. The
start switch is effective only when the isolation switch is in this position.

This position is also used to isolate the unit, and when isolated the unit will not develop
power or respond to the controls. This position will also silence the alarm bell in the event of
a no power or low lube oil alarm. It will not, however, stop the alarm in the event of a hot
engine.

When operating the remote traction motor cutout switch, the isolation switch must be placed in
the ISOLATE position before the cutout switch can be moved.

2. RUN Position

After the engine has been started, the unit can be placed “on the line” by moving the isolation
switch to the RUN position. The unit will then respond to control and will develop power in
normal operation.

Idle Switch

The purpose of this switch is to allow the locomotive to idle at a reduced speed of 260 RPM which
provides more economical operation.

NOTE: The low idle system and the head end power system cannot be engaged at the same time. If the
unit is in low idle then the head end power system cannot be activated. If the head end power system
is in operation, then the low idle condition cannot be achieved. The Idle switch must be in the
NORMAL position before the head end power system can be put into operation.

The switch has two positions:

1. NORMAL - provides a standard idle speed of 410 RPM.

2. LOW - provides a low idle speed of 260 RPM.

NOTE: When the idle switch is in the LOW position, the locomotive cab air conditioning (if applied)
and part of the cab heaters are made inoperative.

Blended And Dynamic Brake Cutout Switch

When this switch is placed in the CUTOUT position, the individual unit will not operate in blended
or dynamic braking. It will, however, continue to operate under power with normal air braking. The
switch can be used to limit the number of units in a consist that will operate in dynamic braking,
or it may be used to cut out a unit that is defective in dynamic braking, yet allow it to operate
under power.

WARNING: When the Blended And Dynamic Brake Cutout switch is put in the CUTOUT position, anticipated
stopping distances with the locomotive automatic brake valve are considerably lengthened.

Emergency Fuel Cutoff And Engine Stop Pushbutton

The diesel engine will stop when this pushbutton is pressed. The reaction to the button is
immediate. It need not be held in until the engine stops.

Miscellaneous Switches

Switches are included in circuits for various lights and devices on the locomotive. The switches are
closed as desired to operate the class lights, the number lights, the engineroom lights, and the
platform lights.

HEAD END POWER CONTROL PANEL, Fig. 2-7

The head end power control panel is located on the upper right side of the high voltage cabinet. A
brief description of the controls on this panel is provided.
 Fig. 2-7 - Head End Power Control Panel

TRAIN LINE SET-UP Switch

This switch determines the connection of the auxiliary AC (head end) power generator (Head End
Generator or AR 10) to the trainlined power network. The system can be set up with this switch to
supply 480 V AC power to either the short hood end or long hood end or jumpered through the
locomotive with the auxiliary AC power generator inactive.

CAUTION: Both the Head End Generator and the AR 10 are meant to operate as synchronous AC generators
on an individual basis. Only one generator at a time can be activated to supply AC power to the
trainline. AC generators must not be paralleled.

The switch has 3 positions:

1. SHORT HOOD TRAIL

This position is used when the auxiliary AC power generator (Head End Generator or AR 10) will
be used to supply 480 V AC power to the receptacles at the short hood end of the locomotive.

2. UNIT ISOLATE (T.L. FEED THROUGH)

This position is used when the auxiliary power generator on this particular locomotive will not
be used to supply AC power to the trainline. The switch must be in this position when 480 V AC
power for the trainline is being generated by another locomotive in the consist. AC power on the
trainline is jumpered from one end of the locomotive to the other on the power cables.

3. LONG HOOD TRAIL

This position is used when the auxiliary power generator (Head End Generator or AR 10) will be
used to supply 480 V AC power to the receptacles at the long hood end of the locomotive.

HEAD END POWER MODE Switch

The function of the Head End Power Mode Switch is to set up the circuit logic and prepare the
necessary equipment to engage an auxiliary AC generator (either - AR10 or Head End Generator). Once
the system is engaged by pressing the START button, the Head End Power Mode Switch actually
determines the response mode of the entire locomotive control system - it has an effect on engine
speed control, tractive power capability, generator excitation, and throttle response.

NOTE: When the Trainline Set-Up Switch is in the UNIT ISOLATE position, the Head End Power Mode
Switch is rendered ineffective-it is taken completely out of the circuit.

This switch has 3 positions:

1. ISOLATE

This position isolates the head end generator from the locomotive power system. It is used when
the locomotive is not needed to supply auxiliary AC power. When in this position the AR 10 main
generator provides power for traction, the Head End Generator is not active in the system, and
engine speed is related to throttle handle position.

NOTE: Both of the following positions are ineffective until the START button is pressed.

2. NORMAL
 This position indicates that the operation of the locomotive power system is "normal" in the
sense that the locomotive was designed primarily to supply 480 V AC power from the Head End
Generator to a passenger train. With this arrangement the AR 10 main generator supplies traction
power and the diesel engine turns at a constant synchronous speed of 893 RPM. The throttle
handle changes AR 10 excitation to vary traction motor current but engine speed remains the same
in all positions.

3. STANDBY

This position is intended for routine stopovers occurring in passenger service such as
loadingunloading, scheduling anticipations or delays, or to prepare the passenger accommodations
(heating or air conditioning) prior to boarding. The AR10 main generator supplies 480 V AC to
the train through the trainline receptacles. The diesel engine stays at standby speed (720 RPM)
and there is no traction power and no throttle response.

START Switch

This pushbutton switch puts the auxiliary AC (head end) power system into operation supplying 480 V
AC to the train, provided certain conditions are satisfied:

1. There must not be any voltage already on the trainlined AC circuit. This precaution
eliminates the possibility of paralleling AC power generators.

2. The locomotive unit can not be in the low idle condition - Idle switch must be in NORMAL
position.

3. Engine must be running and D14 companion alternator must have an output.

4. Trainline Set-Up Switch must be in either SHORT HOOD TRAIL or LONG HOOD TRAIL position and
all AC jumpers are in place throughout the train.

5. The Head End Power Mode Switch must be in NORMAL or STANDBY.

6. The unit must not be set up for load test - Load Test Switch must be in NORMAL.

If all these requirements are met, then the auxiliary AC power system will automatically go into
operation when the START switch is pressed. Refer to Section 3B for operation.

STOP Switch

This pushbutton switch interrupts the operation of the auxiliary AC (head end) power system. It
restores throttle handle control of engine speed and eliminates the excitation to the auxiliary AC
(head end) power generator.

Indicating Light Panel

This indicating lights panel shows the condition of the auxiliary AC (head end) power system. The
circuit requirements that cause each of the six lights to go on are given as follows:

NOTE: The following indicator lights have a push-totest feature which allows testing of the lamp
circuit alone. This determines if the lamp is working properly isolated from its operation in the
power control system. When the lens cap is depressed the supply voltage is applied across the lamp
circuit. After a one second delay the light should go on.

READY Light

This light is used to indicate that the circuit conditions enable the auxiliary AC (head end) power
system to be engaged (head end power relay HEP is picked up) but the AC contactor is not closed.

AUX. POWER T.L. Light

This light is used to indicate that all the AC power trainhine jumpers are in place throughout the
train and the Trainline Set-Up Switch is properly positioned for supplying AC power to one end of
the locomotive.

GEN. FAULT RELAY Light

This light is used to indicate a ground fault in the particular auxiliary AC power generator (AR 10
or Head End Generator) circuit that is supplying AC power at that time.

AUX. POWER PHASE Lights

Both of these lights indicate the presence of 480 V AC, at the proper frequency, between two phases
of the auxiliary AC power generator selected at that time. One light monitors the voltage between
the A and B phases and one monitors the voltage between the B and C phases.

AUX. POWER C.B. Light

This light is used to indicate that the AC breaker is closed and auxiliary AC power is being
supplied to the train.

LOCOMOTIVE CONTROL STAND, Fig. 2-8

The locomotive control stand contains the switches, gauges, and operating handles used for the
operation of the locomotive. The individual components are described, together with their functions,
in the following paragraphs.

1. MU-2A Valve
2. Air Pressure Adjusting Knob
3. Alertor Reset
4. Radio
5. Train Communications System
6. Automatic Brake Valve Handle
7. Cutoff Valve
8. Independent Brake Valve Handle
9. Air Horn
10. Sanding Lead Truck Switch
11. Sand Wobble Switch
12. Bell Ringer Valve
13. Headlight Switches
14. Attendant Call Button
15. No. 2 Indicating Lights Panel
16. Light Switches
17. No. 1 Indicating Lights Panel
18. Controller
19. Air Gauges
20. Train Control Timing Valve Gauge
21. Operating Switches
22. Dynamic Brake Circuit Breaker
23. Auxiliary Sidewall Heater Switch
24. Load And Dynamic Braking Current Meter
25. Speed Control Switch
2& Overspeed Light
27. Train Control Acknowledger

Fig. 2-8 - Locomotive Control Stand

Controller, Fig. 2-9

The following operating handles are located on the controller panel.

Dynamic Brake Handle, Fig. 2-10

A separate handle is provided for control of dynamic brakes. It is uppermost on the controller panel
and is moved from left to right to increase braking effort. The handle grip is somewhat out-of-round
with the flattened surfaces vertical to distinguish it from the throttle handle, which has its
flattened surfaces horizontal. The brake handle has two detent positions; OFF and SETUP, and an
operating range 1 through FULL 8, through which the handle moves freely without notching. Mechanical
interlocking prevents the dynamic brake handle from being moved out of the OFF position unless the
throttle is in IDLE and the reverser is positioned for either forward or reverse operation.

During transfer from power operation to dynamic braking, the throttle must be held in IDLE
CAUTION: for 10 seconds before moving the dynamic brake handle to the SET UP position. This is to
eliminate the possibility of a sudden surge of braking effort with possible train run-in or
motor flashover.
 Fig. 2-10 - Dynamic Brake Handle
Fig. 2-9 - Locomotive Controller

Throttle Handle, Fig. 2-11

The throttle handle is located just below the dynamic brake handle. It is moved from right to left
to increase locomotive power. The handle grip is somewhat out-of-round, with the flattened surfaces
horizontal to distinguish it from the dynamic brake handle. The throttle has nine detent positions;
IDLE, and 1 through 8 plus a STOP position, which is obtained by pulling the handle outward and
moving it to the right beyond IDLE to stop all engines in a locomotive consist. Mechanical
interlocking prevents the throttle — handle from being moved out of IDLE into power positions when
the dynamic brake handle is advanced to SET UP or beyond, but it can be moved into STOP position to
stop all engines in the consist. The throttle can not be moved when the reverser handle is centered
and removed from the controller.

When operating the locomotive with the Head End Power Mode Switch in NORMAL position and the
auxiliary AC (head end) power system engaged, the — diesel engine remains at full speed (893 RPM) in
all throttle positions. When operating the locomotive with Head End Power Mode Switch in STANDBY
position and the auxiliary AC (head end) power system engaged, the diesel engine remains at standby
speed (720 RPM) in all throttle positions. No traction power is available in STANDBY.

When operating the locomotive without the auxiliary AC (head end) power system engaged, diesel
engine RPM is related to throttle position similar to a conventional freight locomotive.

Fig. 2-11 - Throttle Handle

Fig. 2-12 - Reverser Handle

Reverser Handle, Fig. 2-12

The reverser handle is the lowest handle on the controller panel. It has three detent positions;
left, centered, and right. When the handle is moved to the right toward the short hood end of the
unit, circuits are set up for the locomotive to move in that direction. When the handle is moved to
the left toward the long hood end, the locomotive will move in that direction when power is applied.
With the reverser handle centered, mechanical interlocking prevents - movement of the dynamic brake
handle, but the throttle handle can be moved. In such case, power will not be applied to the
traction motors.

The reverser handle is centered and removed from the panel to lock the throttle in IDLE position and
the dynamic brake handle in OFF position.

MECHANICAL INTERLOCKS ON THE CONTROLLER

The handles on the controller are interlocked so that:

1. With reverser handle in neutral (centered) -

a. Dynamic brake handle can not be moved out of OFF position.

b. Throttle can be moved to any position.

c. Reverser handle can be removed from controller if throttle is in IDLE position.

2. Reverser handle in forward or reverse -

 a. Throttle can be moved to any position if dynamic brake handle is in OFF position.

b. Dynamic brake handle can be moved to any position if throttle is in IDLE position.

3. Reverser handle removed from controller -

a. Throttle locked in IDLE position.

b. Dynamic brake handle locked in OFF position.

4. Throttle in IDLE position -

a. Dynamic brake handle can be moved to any position if reverser is in forward or reverse
position.

b. Reverser handle can be placed in neutral, forward, or reverse position if dynamic brake
handle is in OFF position.

5. Throttle above IDLE position -

a. Dynamic brake handle can not be moved.

b. Reverser handle can not be moved.

6. Dynamic brake handle in OFF position -

a. Throttle can be moved to any position.

b. Reverser handle can be moved to any position if throttle is in IDLE position.

7. Dynamic brake handle moved out of OFF position -

a. Throttle can not be moved out of IDLE position into power positions, but can be moved
into STOP position.

b. Reverser handle can not be moved out of forward or reverse into OFF position.

AIR BRAKE EQUIPMENT, Fig. 2-13

NOTE: his locomotive is equipped with a blended brake system which is a "blending" of dynamic
braking into the normal air brake system. The combining of the two systems is done automatically
when the automatic brake valve handle is put in a service application I position and the throttle
handle is in IDLE. Fluctuations in brake cylinder pressure may be caused by the normal operation of
the blended brake system and should not be cause for alarm.

Fig. 2-13 - Air Brake Equipment

The 26L air brake control equipment is located to the left of the controller. This equipment
consists of an automatic brake, independent brake, multiple unit valve, cutoff valve, and a
trainline air pressure adjustment device. A dead engine fixture, Fig. 2-14, is part of the 26L
equipment. The dead engine cock is accessible from I outside the locomotive through the side door
provided under the cab. The dead engine pressure regulator adjacent to the cutout cock is set at the
maintenance point and is not to be set by the operator.
 Fig. 2-14 - Dead Engine Cutout Cock And Pressure Regulator

Automatic Brake Valve, Fig. 2-15

The automatic brake valve handle may be placed in any of six operating positions.

WARNING: When operating the locomotive with the Blended And Dynamic Brake Cutout Switch in the
CUTOUT position, anticipated stopping distances using the locomotive automatic brake valve could be
considerably lengthened.

Independent Air Brake, Fig. 2-16

The independent air brake handle is located directly below the automatic brake handle. It has two
detent positions; namely, release and full application. Beeen these two positions is the application
zone. U Since this is a self-lapping brake, it automatically laps off the flow of air and maintains
brake cylinder pressure corresponding to the position of the handle in the application zone.

Depression of the independent brake valve handle when in the release position causes release of any
automatic ‘brake application existing on the locomotive.

Fig. 2-15 - Automatic Brake Valve Handle Fig. 2-16 - Independent Brake Valve Handle
Positions Positions

Multiple Unit Valve

The multiple unit (MU-2A) valve is located on the left hand side of the air brake stand. Its purpose
is to pilot the F 1 selector valve which is a device that enables the air brake equipment of one
locomotive unit to be controlled by that of another unit.

The MU-2A valve has two positions which are:

1. LEAD or DEAD

2. TRAIL 24 or 26

The valve is positioned by pushing in and turning to the desired setting.

CUT-OFF Valve
The cut-off valve is located on the automatic brake valve housing directly beneath the automatic
brake valve handle. This valve has the following three positions:

1. OUT

2. FRT (Freight)

3. PASS (Passenger)

Trainline Pressure Adjustment

The trainline air pressure adjusting knob is located behind the automatic brake valve at the upper
portion of the brake stand. With the automatic brake valve handle in release position, it is used to
obtain the brake pipe pressure desired. The automatic brake valve will maintain the selected
pressure against overcharge or leakage.

Alertor Reset Switch

This switch resets the alertor system in the event of an exceeded warning time limit.

Brake Equipment Position

Position brake equipment as shown in Fig. 2-17.

SWITCHES AND LIGHTS ON THE CONTROL STAND

Bell Ringer Valve

This mushroom type valve actuator operates the locomotive signal bell.

Sanding Switches

1. SANDING LEAD TRUCK Toggle Switch

The signal from this switch is not trainlined. The switch provides sand to only the lead truck in
the consist. This method of sanding dresses the rail and is adequate for most conditions.

2. SAND Lever Switch

When the sanding switch lever is operated, electrical energy is directed through interlocks of fl
reverser switchgear to operate either the forward or reverse sanding magnet valves in all units of a
consist. The basic switch is non-latching and may be operated in any direction which applies correct
sanding for the direction of locomotive travel.

Electrically controlled sanding is the basic system for new locomotives. On this model, the
electrical actuation of sanding is trainlined for control throughout a consist.

Dead
26F Alertor
Type Of Automatic Independent Engine MU2 Overspeed
Cutoff Valve Control Cutout
Service Brake Valve Brake Valve Cutoff Valve Cutout Cock
Valve Cock
Valve
SINGLE LOCOMOTIVE EQUIPMENT
Passenger / Graduated
Lead Release Release Closed Lead Open Open
Freight Direct
Shipping
Handle Off
Dead In Release Out Open Release Dead Closed Closed
Position
Train
MULTIPLE LOCOMOTIVE EQUIPMENT AND EXTRAS
Passenger / Graduated
Lead Release Release Closed Lead Open Open
Freight Direct
Trail
Handle Off Graduated
Trail Release Out Closed 24 or Open Open
Position Direct
26
Shipping
Handle Off Direct
Dead In Release Out Open Dead Closed Closed
Position Release
Train

Fig. 2-17 - Brake Equipment Positions

INDICATING LIGHTS PANELS

There are two indicating lights panels located on the left-hand side of the control stand. Each of
these contains lights to indicate the operation of various systems within the locomotive. The No. 1
panel is closest to the top of the control stand.
NOTE: The following indicator lights have a push-to-test feature which allows testing of the lamp
circuit alone. This determines if the lamp is working properly isolated from its operation in the
power control system. When the lens cap is depressed the supply voltage is impressed across the lamp
circuit. After a one second delay the light should go on.

No. 1 Panel, Fig. 2-18

WHEEL SLIP Light

Intermittent flashing of the wheel slip light and sounding of the buzzer indicates moderate to
severe wheel U slip. The wheel slip control system is doing its job and is correcting the slips. The
throttle (locomotive power) should not be reduced unless severe lurching threatens to break the
train.

Fig. 2-18 - No. 1 Indicating Lights Panel

Note that minor slips will not activate the wheel slip light, but automatic sanding may take place
along with regulation of power. Do not misinterpret this power control as loss of power due to a
fault.

Continuous wheel slip light accompanied by the alarm bell and buzzer indicates a locked wheel. The
LOCK WHEEL light on the engine control panel will also be on. Observe the locked wheel indication
instruction plate.

PCS OPEN Light

Comes on to indicate a safety control or emergency air brake application. The pneumatic control
switch PCS functions to automatically cut power to the ction motors in the event of a safety control
or tra emergency air brake application.

Locomotive power is restored by resetting of the PCS switch. This occurs automatically, provided
that:

1. Control of the air brake is recovered.

2. The throttle is returned to IDLE position.

BRAKE WARN Light

Indicates excessive dynamic braking current. The buzzer will sound when the light comes on. Whenever
the light comes on, braking handle position must be reduced to turn it off. If the brake warning
indication repeats, place the blended and dynamic brake cutout switch on the engine control panel of
the affected unit in the CUTOUT position. The unit will then operate normally under power, but the
total braking effort of the consist will be reduced in both dynamic and air braking.

S.C. NOT OPER. Light

Comes on to indicate that the automatic train speed control system is not operating. This occurs
with either the mode selector switch on the cab indicator in OFF position or the speed control
switch on the right side of the control stand in the OFF position.

SAND Light

Indicates that the "SANDING LEAD TRUCK" switch on the control stand is on to provide continuous
sanding at the leading truck of the locomotive consist. This method of sanding dresses the rails,
and is adequate for most conditions.

No. 2 Indicating Lights Panel, Fig. 2-19

This indicating lights panel provides indications for functions dealing exclusively with the
passenger section of the train.

BRK REL Light

This light indicates a signal from the conductor that the train brake is released.

DOOR CLOSE Light

This light indicates a signal from the conductor that e passenger car doors are closed.

Fig. 2-19 - No. 2 Indicating Lights Panel

BRAKE APPL Light

This light indicates a signal from the conductor that the train brake is applied.

Miscellaneous Switches

Switches for the ground lights, step lights, and gauge lights are provided at the left side of the
controller. The lights are on when the switches are in the up position.

Headlight Switches

Two four-position rotary snap switches are provided for independent control of the front and rear
headlights. Each switch has OFF, DIM, MED., and BRT. positions. All positions of each switch are
operative, but in a multiple unit consist, the headlight control switches on the engine control
panels of each unit in a consist must be properly positioned, and only the lead unit controls the
headlights.

Attendant Call Pushbutton

When this button is pressed in any unit of a locoI motive consist, the alarm bells ring in all units
of the consist. Air Gauges

Air gauges to indicate main reservoir air pressure as well as various pressures concerned with the
air brakes system are prominently located along the top of the controller.

Train Control Timing Valve Gauge

This gauge indicates the timing valve pressure used in connection with the train control system.

Operating Switches

A group of five operating switches is located at the upper right corner of the control stand. They
snap in to the on position when moved upward. The top three switches must be on in the lead unit of
a locomotive consist, and must be off in trailing units.

Engine Run Switch

Must be on to obtain ~proper setup of engine speed circuits.

Generator Field Switch

Must be on to obtain power from the locomotive.

Control And Fuel Pump Switch

Provides power to various low voltage control circuits. he switch must be on to start the engine and
operate the fuel pump.

E.P. Brake Switch

This switch controls the electro-pneumatic brake system.

Red Sig. Lt. Switch

This switch controls the red signal light.

Dynamic Brake Control Circuit Breaker

This circuit breaker should be in the closed (up) position for normal operation. It provides
protection against a faulty operating or test setup. A tripped breaker generally indicates that at
some time during makeup of a locomotive consist more than one dynamic brake handle was out of OFF
position at one time.

Auxiliary Sidewall Heater Switch

This switch controls the strip heater at the engineer's side of the cab.

Load Current Indicating Meter, Fig. 2-20

Locomotive pulling force is indicated by the load current indicating meter at the right side of the
control stand. The meter is graduated to read amperes of electrical current, with 1500 being the
maximum reading on the scale. A red area on the meter face indicates when current levels are too
high for continuous operation. The meter is connected so as to indicate the current flowing through
the No. 2 traction motor. Since the amperage is the same in all motors, each motor will carry the
amount shown on the meter.

Fig. 2-20 - Load/Brake Current Indicating Meter

The meter needle swings to the right of zero to indicate load current power operation, and it swings
to the left of zero to indicate dynamic braking current, with 800 amperes being the maximum reading
on the braking portion of the meter.

Since the dynamic brake regulator controls maximum braking current, the meter should seldom if ever
indicate more than 700 amperes, which is the rating of the dynamic braking resistor grids.

NOTE: The wheel slip control system functions to correct slips by instantaneous reduction of power
in small increments and by application of sand. The cumulative effect of a large number of power
reductions in rapid succession is to cause the locomotive to maintain power at a level where
adhesion can be maintained. Do not misinterpret this loss of power as a defect in the control
system.

Speed Control Switch

This switch controls the operation of the speed control system.

OVERSPEED Light

This light indicates that an overspeed condition has occurred.

Auxiliary Sidewall Heater Switch

This switch is located on the front wall of the cab on the helper's side. It controls the strip
heater on the helper's side of the cab.

Windshield Washer Switches

There are two windshield washer switches mounted on the front wall of the cab, one under the
windshield on the helper's side and one under the windshield on the engineer's side.

REAR EQUIPMENT ROOM

The rear equipment room has two cabinets containing the electrical devices used in the auxiliary AC
power system. This equipment monitors and controls the AC power output for the passenger cars as
well as other locomotive functions that require AC power. The cabinets are called the head end power
contactor cabinet and the head end power control cabinet.

HEAD END POWER CONTACTOR CABINET

The head end power contactor cabinet, Fig. 2-21, is located on the side wall of the locomotive next
to the mechanical hand brake wheel. This cabinet contains the AC breaker, two transfer switches; AT
and ACD, three transformers; T1, T2, and CT HE, and TLV relay. These are the major power switching
devices used in the auxiliary AC power system.

HEAD END POWER CONTROL CABINET, Fig. 2-22

The head end power control cabinet is located in the center of the locomotive between the gear box
and the air compressor. This cabinet houses the auxiliary power control devices and the head end
monitor panel.

Fig. 2-21 - Head End Power Contactor Cabinet

Fig. 2-22 - Head End Power Control Cabinet

HEAD END POWER MONITOR PANEL, Fig. 2-23

The head end power monitor panel monitors the output of the auxiliary AC power generator and the
condition of the trainlined AC power system. It also provides a convenient mounting place for
certain protective and control devices associated with the auxiliary AC power system. A brief
description of the devices on this panel is provided. AMMETER This meter indicates the output
current of the AC generating device to the trainline connections. The ammeter switch selects which
of the three generator phases is displayed on the meter.

Fig. 2-23 - Head End Power Monitor Panel

VOLTMETER

This meter indicates the output voltage (between two phases) of the AC generating device. The
voltmeter switch selects which two generator phases that the voltmeter is across. The voltage
between these two phases is displayed on the meter.

480 V AC CONTROL Circuit Breaker

This 5 amp. 3-section ganged circuit breaker has each of its breaker sections between one phase of
the auxiliary AC power generator and the under frequency protection circuit. In this way it protects
the underfrequency protection circuit from an overload in any phase.

ALT. TRANSFER MOTOR Circuit Breaker

This 3 amp. 2-section ganged circuit breaker protects the alternator transfer switch motor.

AC PWR. TRAINLINED DISCONNECT Circuit Breaker

This 3 amp. 2-section ganged circuit breaker protects the AC disconnect transfer switch motor.

OVER CURRENT RESET Switch

This pushbutton switch resets the instantaneous overload circuit if an overload is detected at the
breaker between the auxiliary AC power generator and the trainlined AC power network. If an
instantaneous overload occurs, the overload circuit interrupts AC power to the train until the
system is reset.

GROUND FAULT RESET Switch

This pushbutton switch resets the ground fault relay. This relay protects the head end generator (in
NORMAL) and the AC output of the AR 10 (in STANDBY) from a ground fault.

INDICATOR LIGHTS PANEL

The indicator lights on this panel indicate the condition of the AC breaker and the trainline
network and provide warning indication of instantaneous or thermal overloads.

NOTE: The following indicator lights have a push-to-test feature which allows testing of the lamp
circuit alone. This determines if the lamp is working properly isolated from its operation in the
power control system. When the lens cap is depressed the supply voltage is impressed across the lamp
circuit. After a one second delay the light should go on.

INST. OVERLOAD Light

This light indicates an instantaneous overload detected at the breaker between the auxiliary AC
power generator and the trainline network.

AUX. PWR. T.L. Light

This light indicates that the trainline jumper cables are in place throughout the train and the
Trainline Set-Up Switch is properly positioned for auxiliary AC (head end) power operation.

AUX. PWR. C.B. Light

This light indicates that the AC breaker is closed and power is being supplied to the trainline
circuit.

THERM. OVER LOAD Light

This light indicates a thermal overload in one of the three phases of the auxiliary AC power output
detected at the AC breaker.

CB-HE; OVERVOLTAGE OVERCURRENT CIRCUIT BREAKER

This pushbutton switch resets the circuit breaker that protects the head end generator exciter and
voltage regulator circuit.

LT-HE; UNDERSPEED INDICATOR

This light indicates that the head end generator is not running at a high enough speed - the diesel
engine is not turning the generator fast enough.

When the light is on it indicates that the generator speed is below a level necessary to maintain
the trainlined 480 V AC system. (The underfrequency protection system will interrupt the trainline
connection when generator speed goes below a certain level.) When the light is on the generator
output voltage as seen on the voltmeter will be proportional to engine speed.

RE-HE

This rheostat determines the output voltage of the head end generator by setting the head end
exciter voltage regulator.

SECTION 3
OPERATION

INTRODUCTION

This section of the manual covers recommended procedures for operation of the locomotive. The
procedures are briefly outlined and do not contain detailed explanations of equipment location or
function.

The information in this section is arranged in sequence beginning with inspections in preparation
for service, and with instructions for starting the engine, handling a light locomotive, coupling to
train, and routine operating phases. The various operating situations and special features such as
dynamic braking are also covered.

PREPARATION FOR SERVICE

GROUND INSPECTION

Check locomotive exterior and running gear for:

1. Leakage of fuel oil, lube oil, water or air.

2. Loose or dragging parts.

3. Proper hose connections between units in multiple.

4. Proper positioning of all angle cocks and shut-off valves.

5. Air cut-in to truck brake cylinders.

6. Satisfactory condition of brake shoes.

7. Adequate supply of fuel.

8. Proper installation of control and power jumper cables between units.

LEAD UNIT CAB INSPECTION

On the lead or control unit, the control locations described in Section 2 should be checked and the
equipment positioned for operation as follows:

Fuse And Switch Panel

 1. Main battery switch closed.

2. Ground relay cutout switch closed.

3. All fuses installed and in good condition.

1. All breakers in black area of panel in on position.

2. Other circuit breakers on as required.

Engine Control Panel

1. Isolation switch in START position.

2. Headlight control switch in proper position for lead unit operation.

3. Blended and dynamic brake cutout switch in BLENDED & DYN. BRAKE (up) position.

4. Miscellaneous switches positioned as required.

NOTE: The electrical cabinet is pressurized with filtered air. Cabinet doors must be securely closed
during locomotive operation.

Remote Traction Motor Cutout Switch

On locomotives equipped with remote panel mounted traction motor cutout switch, the panel
instructions adjacent to the switch must be followed exactly when traction motor is to be cut out.
The cutout switch can a not be turned unless the unit is isolated and the local control circuit
breaker is closed.

Locomotive Controller

The controller switches and operating levers should be positioned as follows:

1. Place control and fuel pump switch in on (up) position.

2. Place engine run switch and the generator field switch in the off (down) position.

3. Position heater, lights, and miscellaneous switches as desired.

4. Make certain that the throttle remains in idle position and that the reverser handle is
removed from the controller.

Air Brakes -- Type 26L

1. Insert automatic brake valve handle (if removed) and place in SUPPRESSION position. This will
nullify the application of any safety control equipment used.

2. Insert independent brake valve handle (if removed) and move to FULL APPLICATION position.

3. Position cutoff valve to either FRT or PASS depending on make-up of train.

4. Place MU-2A valve in LEAD position.

Fig. 3-1 - MU2A Valve

ENGINEROOM INSPECTION

The engine can be readily inspected from within the enclosed carbody.
 1. Check air compressor for proper lubricating oil supply.

2. Observe for proper water level at tank sight glass.

3. Check all valves for proper positioning.

4. Observe for leakage of fuel oil, lubricating oil, water or air.

ENGINE INSPECTION

The engine should be inspected before as well as after starting.

1. Check to see that engine overspeed trip reset lever is set, Fig. 3-2.

2. Observe that governor low oil pressure trip plunger, Fig. 3-2, is set and that there is oil
visible in the governor sight glass.

3. Observe that the crankcase (oil pan) pressure and low water pressure detector reset buttons
are set (pressed in). If the buttons protrude, press and hold for 5 seconds immediately after
engine starts, Fig. 3-3.

4. Observe that engine top deck, air box, and oil pan inspection covers are in place and are
securely closed.

Fig. 3-2 - Engine Overspeed Trip Reset Lever And Low Oil Trip Plunger

STARTING THE DIESEL ENGINE

After the preceding inspections have been completed, the diesel engine may be started. Starting
controls are located at the accessory end of the engine in the area of the equipment rack. See Fig.
2-1.

Perform the following:

NOTE: If engine temperature is 10 deg C (50 deg F) or less, preheat the engine before attempting to
start.
 Fig. 3-3 - Low Water And Crankcase (Oil Pan) Pressure Detector

1. Check oil levels in the engine governor and air compressor. Check engine coolant level. Open
the square cover of the engine oil strainer and make certain that the strainer housing is full
of oil.

2. Open cylinder test cocks and bar over the engine at least one revolution; observe for leakage
from test cocks. Close the test cocks.

3. Check that all fuses are installed and in good condition.

CAUTION: Make certain that the starting fuse is the correct rating as indicated on the panel.

4. Verify that the main battery switch is closed, and that the ground relay cutout switch is
closed.

5. Check that all circuit breakers in the black area of the circuit breaker papel are in the on
(up) position.

6. Check that the control and fuel pump switch on the control stand is in on (up) position.

7. Check that generator field and engine run switches are in the off (down) position.

8. Check that the isolation switch on the engine control panel is in the START position.

9. At the equipment rack in the engineroom, place the fuel prime/engine start switch in the
PRIME position until fuel flows in the return fuel sight glass clear and free of bubbles
(normally 10 to 15 seconds). See Fig. 34.

Fig. 3-4 - Fuel Oil Sight Glasses

10. Position the injector rack manual control lever at about one-third rack (about 1.6 on the
scale), then move the fuel prime/engine start switch to the START position (not more than 20
seconds). Hold the switch in the START position until the engine fires and speed increases.

11. Release the injector control lever when the engine comes up to idle speed. Do not advance
lever to increase engine speed until oil pressure is confirmed.

CAUTION: After starting the engine (hot or cold), it should be allowed to idle for at least two
minutes and the oil temperature should reach 49 deg C (120 deg F) before engaging the head end
power system by pushing the START button on the Head End Power Control Panel.

12. Check the low water reset button within 50 seconds after engine start. The low water
 detector will often trip during engine starting, especially on starting after filling a
completely drained system. It may also trip after starting a cold engine or one that has had
cooling system pressure released. The detector should be reset soon after the engine starts and
is idling, or else the engine will shut down after a time delay established by the engine
governor.

NOTE: If the detector is difficult to reset after engine start, confirm oil pressure, then
position the injector control lever to increase engine speed for a short time, and press the
reset button.

The reset button on some detectors will not latch in when the engine is shut down. If such a
condition exists, the detector will probably function correctly if it can be reset after engine
start.

13. Check that cooling water level, lube oil pressure, and governor oil level are satisfactory.

TRAILING UNIT CAB INSPECTION

Switches, circuit breakers, and control equipment located in the cab of a trailing unit should be
checked for proper positioning as follows:

Fuse And Switch Panel

1. All switches closed.

2. Fuses installed and in good condition.

Circuit Breaker Panel

1. All circuit breakers in the black area of the circuit breaker panel in the on (up) position.

2. Other circuit breakers on as required.

Engine Control Panel

1. Isolation switch in START position, and headlight control switch in position to correspond
with unit position in consist.

2. Traction motor cutout switch normally in the MOTORS ALL IN position.

3. Blended and dynamic brake cutout switch position according to railroad operating procedures
for trailing units.

4. Other switches may be placed on as needed.

Locomotive Controller

The controller switches and operating handles should be positioned as follows:

1. Control and fuel pump switch, generator field switch, and engine run switch must be off.

2. Throttle in IDLE.

3. Dynamic brake handle in OFF position.

4. Reverser handle placed in neutral and then removed from the controller to lock the other
handles.

Air Brakes -- Type 26L

1. Place automatic brake valve handle in HANDLE OFF position.

2. Place independent brake valve handle in FULL RELEASE position. Remove handle.

3. Place MU valve in desired position for trailing unit operation.

4. Place cutoff valve, in the OUT position.

STARTING TRAILING UNIT DIESEL ENGINES

Engines in trailing units are started in the same manner as the engine in the lead unit. However, if
control jumper cables are already connected between units, ensure that the engine run and control
and fuel pump switch in trailing units are set to off.

If the train requires auxiliary AC power, make sure that the controls on the Head End Power Control
Panel are positioned correctly for the intended use. Refer to Sections 2 and 3B.

PLACING UNITS ON THE LINE

After the diesel engines are started and inspected, units may be placed on the line as desired by
placing the isolation switch on the engine control panel in the cab in the RUN position. If the
consist is at a standstill, be certain that the throttle handle in all units is in the IDLE position
before placing any unit on the line.

PRECAUTIONS BEFORE MOVING LOCOMOTIVE

The following points should be carefully checked before attempting to move the locomotive under its
own power:

1. Make sure that main reservoir air pressure is normal (approximately 896-965 kPa [130-140
psi]).

This is very important, since the locomotive is equipped with electro-magnetic switchgear which
will function in response to control and permit operation without air pressure for brakes.

2. Check for proper application and release of air brakes.

3. Release hand brake and remove any blocking under the wheels.

CAUTION: It is desirable that engine water temperatures by 49 deg C (120 deg F) or higher before
full load is applied to the engine. After idling at ambient temperature below -18 def C (0 deg F),
increase to full load level should be made gradually.

HANDLING LIGHT LOCOMOTIVE

With the engine started and placed "on-the-line" and the preceding inspections and precautions
completed, the locomotive is handled as follows:

1. Place the engine run switch and generator field switch in on (up) position.

2. Place headlight and other lights on as needed.

3. Insert reverser handle and move it to the desired direction of travel, either forward or
reverse.

4. Release air brakes.

5. Open throttle to position No. 1, 2, or 3 as needed to move locomotive at desired speed.

NOTE: Locomotive response to throttle movement is almost immediate. There is little delay in
power buildup.

6. Throttle should be in IDLE before coming to a dead stop.

7. Reverser handle should be moved to change direction of travel only when locomotive is
completely stopped.

DRAINING AIR RESERVOIRS AND STRAINERS

The air reservoirs and air strainers or filters should be drained periodically whether or not
equipment is provided with automatic drain valves. Follow the maintenance schedule established by
the railroad.

Drain valves should be operated as follows:

1. Momentarily operate the manual override lever on the main reservoir centrifugal filter, 1,
Fig. 3-5 and Fig. 3-6.

2. Momentarily open the main reservoir drain valve, 2, Fig. 3-5.

3. Press up on the pushbutton at the base of the compressor control strainer drain, 3, Fig. 3-5
and Fig. 3-7.

ENGINE AIR BOX DRAIN

A metal casting mounted on the front end plate of the engine connects drain pipes from each side of
the air box to a common drain pipe. Pressures in opposition at the casting restrict airflow to a
permissible amount, yet allow elimination of air box contaminants. The system is completely
automatic and required no attention by the locomotive operator.
 1. Main Reservoir Centrifugal Filter And Drain

2. Main Reservoir Drain Valve Location

3. Compressor Control Strainer Drain Valve

Fig. 3-5 - Compressed Air System Drain Valve Locations

Fig. 3-6 - Main Reservoir Centrifugal Filter And Filter Drain

Fig. 3-7 - Compressor Control Strainer Drain

COUPLING LOCOMOTIVE UNITS TOGETHER

When coupling units together for multiple unit operation, the procedure below should be followed
(see Fig. 3-8):

1. Couple and stretch units to ensure couplers are locked.

2. Remove reverser handles from all controllers to lock the controls.

3. Attach platform safety chains.

4. Install control cable between units.

5. Install communications cable between units if required.

6. If auxiliary AC power equipment is to be used, then install AC power cables between units.

7. Connect air brake hoses between units.

8. Open required air hose cutout cocks on both units.

Fig. 3-8 - End Connection Locations

COUPLING LOCOMOTIVE UNITS TOGETHER FOR DYNAMIC BRAKING IN MIXED CONSISTS

The locomotive makes use of electrical potential from the brake control rheostat to control braking
strength by controlling excitation of the main generator field. This electrical potential is
impressed upon a trainlined wire to control dynamic braking strength of all units in a consist.
However, the total braking effort of a multi-unit consist can become quite high. Carefully observe
railroad rules regarding multiple unit dynamic braking in critical service.

COUPLING LOCOMOTIVE TO TRAIN

Locomotive should be coupled to train using the same care taken when coupling units together. After
coupling, make the following checks:

1. Test to see that couplers are locked by stretching connection.

2. Make auxiliary AC power connections as required.

3. Make communications cable connections as required.

4. Connect air brake hoses.

5. Slowly open air valves on locomotive and train to cut in brakes.

BRAKE PIPE LEAKAGE TEST

Prior to operating the 26L brake equipment, a leakage test must be performed. This is accomplished
in the following manner.

1. The cutoff valve is positioned in either FRT or PASS, depending on the equipment make up of
the train.

2. Move the automatic brake valve handle gradually into service position until the equalizing
reservoir gauge indicates that a 15 psi reduction has been made.

3. Without any further movement of the automatic brake valve handle, observe the brake pipe
gauge until this pressure has dropped 15 psi and exhaust has stopped blowing.
 4. At this moment turn the cutoff valve to OUT position. This cuts out the maintaining function
of the brake valve.

5. From the instant the cutoff valve is turned to OUT position, the brake pipe gauge should be
observed and any possible drop in brake pipe pressure should be timed for one minute. Brake pipe
leakage must not exceed the rate established by railroad rules.

6. After checking trainline leakage for one minute and the results are observed to be within
required limits, return the cutoff indicator to the required position (FRT or PASS) and proceed
to reduce the equalizing gauge pressure until the pressure is the same as brake pipe gauge
pressure. This is accomplished by moving the automatic brake valve handle gradually to the right
until a full service application has been obtained.

7. After pipe leakage test has been completed, return the automatic brake valve handle to
release position.

STARTING A TRAIN

General

The method to be used in starting a train depends upon many factors such as, the type, weight and
length of the train and amount of slack in the train; as well as the weather, grade and track
conditions. Since all of these factors are variable, specific train starting instructions cannot be
provided and it will therefore be up to the operator to use good judgment in properly applying the
power to suit requirements. There are, however, certain general considerations that should be
observed. They are discussed in the following paragraphs.

A basic characteristic of the diesel locomotive is its high starting tractive effort, which makes it
imperative that the air brakes be complete released before any attempt is made to start a train. It
is therefore important that sufficient time be allowed after stopping, or otherwise applying brakes,
to allow them to be fully released before attempting to start the train.

The locomotive possesses sufficiently high tractive effort to enable it to start most trains without
taking slack. The practice of taking slack indiscriminately should thus be avoided. There will,
however, be instances in which it is advisable (and sometimes necessary) to take slack in starting a
train. Care should be taken in such cases to prevent excessive locomotive acceleration which will
cause undue shock.

Proper throttle handling is important when starting trains, since it has a direct bearing on the
power being applied. As the throttle is advanced, a power increase occurs almost immediately, and
power applied is at a value dependent upon throttle position. It is therefore advisable to advance
the throttle one notch at a time when starting a train. A train should be started in as low a
throttle position as possible, thus keeping the speed of the locomotive at a minimum until all slack
has been removed and the train completely stretched. Sometimes it is advisable to reduce the
throttle a notch or two at the moment the locomotive begins to move in order to prevent stretching
slack too quickly or to avoid slipping.

When ready to start, the following general procedure is recommended.

1. Place isolation switch in RUN position.

2. Move reverser handle to the desired direction, either forward or reverse.

3. Place engine run and generator field switches in the on (up) position.

4. Release both automatic and independent air brakes.

5. Open the throttle one notch every few seconds as follows:

a. To No. 1 - Loading will stop at a specific low value. This may be noted on the load
indicating meter. At an easy starting place the locomotive may start the train.

NOTE: The design of the locomotive power control system makes it generally unnecessary to
apply locomotive independent brakes or to manipulate the throttle between position No. 1 and
IDLE during starting.

b. To No. 2, 3, or higher (experience and the demands of the schedule will determine this)
until the locomotive moves.

6. Reduce throttle one or more notches if acceleration is too rapid.

7. After the train is stretched, advance throttle as desired.

NOTE: When operating at full throttle to climb a hill or to accelerate, the wheel slip control
system reacts so rapidly to correct minor slips by means of power reduction and sanding that the
wheel slip light seldom~ comes on to indicate severe slips. This wheel slip corrective action is
often seen at the load current indicating meter as a steady reduction of load current below that
which is normally expected at full throttle for a given speed. Do not misinterpret this power
reduction as a fault. It is merely the wheel slip control system doing its job and maintaining power
at a level within the ad- hesion conditions established by track and grade.

ACCELERATING A TRAIN

After the train has been started, the throttle can be advanced as rapidly as desired to accelerate
the train. The speed with which the throttle is advanced depends upon demands of the schedule and
the type of locomotive and train involved. In general, however, advancing the throttle one notch at
a time is desired to prevent slipping.

The load indicating meter provides the best guide for throttle handling when accelerating a train.
By observing this meter it will be noted that the pointer moves toward the right (increased
amperage) as the throttle is advanced. As soon as the increased power is absorbed, the meter pointer
begins moving toward the left. At that time, the throttle may again be advanced. Thus for maximum
acceleration without slipping, the throttle should be advanced one notch each time the meter pointer
begins moving toward the left until full power is reached in throttle position No. 8.

AIR BRAKING WITH POWER

NOTE: Automatic blending of dynamic brakes with the air brake system is not performed unless the
throttle is in IDLE position.

The method of handling the air brake equipment is left to the discretion of the individual railroad.
However, when braking with power, it must be remembered that for any given throttle position, the
draw bar pull rapidly increases as the train speed decreases. This pull might become great enough to
part the train unless the throttle is reduced as the train speed decreases. Since the pull of the
locomotive is indicated by the amperage on the load meter, the operator can maintain a constant pull
on the train during a slow down by keeping a steady amperage on the load meter. This is accomplished
by reducing the throttle a notch whenever the amperage starts to increase. It is recommended that
the independent brakes be kept fully released during power braking. The throttle must be in IDLE
before the locomotive comes to a stop.

OPERATING OVER RAIL CROSSING

When operating the locomotive at speeds exceeding 25 MPH, reduce the throttle to No. 4 position at
least eight seconds before the locomotive reaches a rail crossing. If the locomotive is operating in
No. 4 position or lower, or running less than 25 MPH, allow the same interval and place the throttle
in the next lower 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 safe level
before the mechanical shock that occurs at rail crossings is transmitted to the motor brushes.

RUNNING THROUGH WATER

Under absolutely no circumstances should the locomotive be operated through water deep enough to
touch the bottom of the traction motors. Water any deeper than 3" above the rail is likely to cause
traction motor damage.

When passing through any water on the rails, exercise every precaution under such circumstances and
always go very slowly, never exceeding 2 to 3 MPH.

WHEEL SLIP CORRECTION

Instantaneous reduction of locomotive power together with automatic sanding functions to correct
wheel slip. After adhesion is regained, a timed application of sand continues while power is
smoothly restored. The system functions entirely automatically, and no action is required by the
locomotive operator.

Depending upon the seriousness of the slipping condition, the wheel slip light may or may not flash
on and off as the wheel slip control system functions to correct the slips. However, the wheel slip
control system reacts so rapidly to correct minor slips that the wheel slip light seldom comes on to
indicate severe slips. The wheel corrective action is often seen at the load current indicating
meter as a steady reduction of load current below that which is normally expected at full throttle
for a given speed. Do not misinterpret this power reduction as a fault. It is simply the wheel slip
control system doing its job and maintaining power at a level within the adhesion conditions
established by track and grade.

NOTE: Whenever possible, operation on grades should be at full throttle position. Throttle reduction
during wheel slip is recommended only when wheel slip conditions are such that repeated wheel slip
causes severe lurching. Such severe conditions may indicate the need for a helper or the need to
take the train up the hill in two parts.

LOCOMOTIVE SPEED LIMIT

The maximum speed at which the locomotive can be safely operated is determined by the gear ratio.
This ratio is expressed as a double number such as 60:17. The 60 indicates the number of teeth on
the axle gear while the 17 represents the number of teeth on the traction motor pinion gear.

Since the two gears are meshed together, it can be seen that for this particular ratio the motor
armature turns approximately three times for a single revolution of the driving wheels. The
locomotive speed limit is therefore determined by the maximum permissible rotation speed of the
motor armature. Exceeding this maximum could result in serious damage to the traction motors.

MIXED GEAR RATIO OPERATION

If the units of the consist are of different gear ratios, the locomotive should not be operated at
speeds in excess of that recommended for the unit having the lowest maximum permissible speed.
Similarly, operation should never be slower than the minimum continuous speed (or maximum motor
amperage) for units having established short time ratings. To obtain a maximum tonnage rating for
any single application, Electro-Motive will, upon request, analyze the actual operation and make
specific tonnage rating recommendations.

Dynamic braking can prove extremely valuable in retarding train speed in many phases of locomotive
operation. It is particularly valuable while descending grades, thus reducing the necessity for
using air brakes.

With gear ratio of 57:20 maximum braking strength is obtained at about 50 KPH (31 MPH). At train
speeds higher than the optimum, braking effectiveness gradually declines as speed increases. For
this reason, it is important that dynamic braking be started before train speed becomes excessive.
While in dynamic braking, the speed of the train should not be allowed to "creep" up by careless
handling of the brake.

To operate dynamic brakes, proceed as follows:

1. The reverser handle must be positioned in the direction of the locomotive movement.

2. Return throttle to IDLE 10 seconds before I proceeding.

WARNING: The 10 second delay must be accomI plished before the braking handle is moved into SET
UP position.

3. Move braking handle into SET UP position. This establishes the dynamic braking circuits. It
will also be noted that a slight amount of braking effort occurs, as evidenced by the load
current indicating meter.

4. After the slack is bunched, the dynamic braking handle is moved to control dynamic braking
strength.

5. Braking effort may be increased by slowly advancing the handle to FULL 8 position if desired.
Maximum braking current is automatically limited to 700 amperes by a dynamic brake current
limiting regulator.

6. With automatic regulation of maximum braking strength, the brake warning light on the control
stand should seldom give indication of excessive braking current. If the brake warning light
does flash on however, movement of the braking handle should be stopped until the light goes
out.

7. If the light fails to go out after several seconds, move the braking handle back slowly until
the light does go out. After the light goes out, the handle may again be advanced to increase
braking effort.

NOTE: The brake warning light circuit is "trainlined" so that a warning will be given in the
lead unit if any unit in the consist is generating excessive current in dynamic braking. Thus
regardless of the load indicating meter reading or braking handle position (which may be less
than maximum), whenever the warning light comes on, it should not be allowed to remain on for
any longer than two or three seconds before steps are taken to reduce braking strength.

If brake warning indications are repeated, the locomotive should be taken out of dynamic braking
and the blended and dynamic brake cutout switch on the engine control panel of the affected unit
should be placed in CUTOUT position. The locomotive consist will then operate normally under
power and during dynamic braking, but with reduced total braking effort.

8. The independent brake must be kept fully released whenever the dynamic brake is in use, or
the wheels may slide. As the speed decreases below 10 MPH the basic dynamic brake becomes less
effective. When the speed further decreases, it is permissible to completely release the dynamic
brake by placing the handle in OFF position, applying the independent brake simultaneously to
prevent the slack from running out.

The locomotive can be operated in dynamic braking when coupled to older units that are not equipped
with brake current limiting regulators. If all the units are of the same gear ratio, the unit having
the lowest maximum brake current rating should be placed as the lead unit in the consist. The
operator can then operate and control the braking effort up to the limit of the unit having the
lowest brake current rating, without overloading the dynamic brake system of a trailing unit. The
locomotive consist must always be operated so as not to exceed the braking current of the unit
having the lowest maximum brake current rating.

Units equipped with dynamic brake current limiting regulators can be operated in multiple with other
locomotives in dynamic braking regardless of the gear ratio or difference in the maximum brake
current ratings.
DYNAMIC BRAKE WHEEL SLIP CONTROL

During dynamic braking, each series group of two traction motors is connected in parallel with each
dynamic braking resistor grid circuit and with the other series connected traction motors. With this
arrangement, when a wheel slips it may be motored by other motors in the system. This in effect
makes a wheel slip during dynamic braking somewhat self correcting. However, the parallel
arrangement of dynamic braking resistor grids and traction motors is such that the full response of
the wheel slip control system is available during dynamic braking as well as during power operation.
The precise and immediate regulation maintained, plus the motoring effect created by the parallel
arrangement, provides extremely stable dynamic brake operation.

In addition to the above, a bridge circuit is employed to protect against the possibility of
simultaneous slips that may not be detected otherwise.

When a pair of wheels is detected tending to rotate at a slower speed, the retarding effort of the
traction motors in the unit affected is reduced (traction alternator field excitation is reduced in
the unit affected) and sand is automatically applied to the rails. When the retarding effort of the
traction motors in the unit is reduced, the tendency of the wheel set to rotate at a slower speed is
overcome. After the wheel set resumes normal rotation, the retarding effort of the traction motors
returns (increases) to its former value. Automatic sanding continues for 3 to 5 seconds after the
wheel slide tendency is corrected.

DOUBLE HEADING

Prior to double heading behind another locomotive, make a full service brake pipe reduction with the
automatic brake valve, and place the cutoff valve in OUT position. Return the automatic brake valve
handle to the release position and place the independent brake valve in release position. On 26L
equipment place the MU valve in LEAD position.

The operation of the throttle is normal, but the brakes are controlled from the lead locomotive. An
emergency air brake application may be made, however, from the automatic brake valve of the second
unit. Also, the brakes on this unit may be released by depressing the independent brake valve handle
while it is in the release position.

OPERATION IN HELPER SERVICE

Basically, there is no difference in the instructions for operating the locomotive as a helper or
with a helper. In most instances it is desirable to get over a grade in the shortest possible time.
Thus, wherever possible, operation on the grades should be in the full throttle position. The
throttle can be reduced, however, where wheel slips cause lurching that may threaten to break the
train.

ISOLATING A UNIT

When the occasiOn arises where it becomes advisable to isolate a locomotive unit, observe the
following: 1. When operating under power in a multiple unit consist, a unit may be isolated at any
time, but discretion as to timing and necessity should be used.

2. When operating in dynamic braking, it is important to get out of dynamic braking before
attempting to isolate the unit. This is done by reducing the braking handle to OFF. The isolation
switch can then be moved to ISOLATE position to eliminate the braking on that unit. If the braking
is resumed, other units will function normally.

CHANGING OPERATING ENDS

When the locomotive consist includes two or more units with operating controls, the following
procedure is recommended in changing from one operating end to the opposite end on locomotives
equipped with 26L brakes.

ON END BEING CUT OUT

1. Move the automatic brake valve handle to service position and make a 20-pound reduction.

2. After brake pipe exhaust stops, place cutoff valve in OUT position by pushing dial indicator
handle in and turning to the desired position.

3. Place independent brake in fully released position.

4. Place MU valve in the desired TRAIL position, depending on brake equipment on trailing units.
(MU valve is located on the left hand side of the air pedestal. Push dial indicator inward and
turn to desired position.)

5. Position the automatic brake valve handle in the "handle-off" position.

6. With dynamic brake handle in OFF position andl throttle in IDLE, place the reverser handle in
neutral position and remove to lock the controller.
 7. At the controller, place all switches in the off position. Be absolutely certain that the
control and fuel pump switch, generator field switch, and engine run switch are in the off
position.

8. At the engine control panel, place headlight control switch in proper position for trailing
unit operation. Place other switches on as needed.

9. At the circuit breaker panel, all circuit breakers in the black area are to remain in the on
position.

10. After completing the operations outlined in the preceding steps, move to the cab of the new
lead unit.

ON END BEING CUT IN

1. At the controller, make certain the generator field switch is off.

2. Insert reverser handle and leave in neutral position.

3. Automatic brake valve handle in suppression position to nullify any safety control,
overspeed, or train control used.

4. Insert independent brake valve handle (if removed) and move handle to full independent
application position.

5. Position cutoff valve in either FRT or PASS position depending on make up of the train.

6. Place MU valve in LEAD position.

7. At the circuit breaker panel, check that all circuit breakers in the black area are in the on
position.

8. At the engine control panel, place the headlight control switch in proper position, and other
switches on as needed.

9. At the controller, place the engine run, control and fuel pump, and generator field switch in
on position. Other switches may be placed on as needed.

STOPPING ENGINE

There are six ways to stop the engine:

1. Press stop button on engine control panel.

When the locomotive is standing still or under power, the isolation switch should be placed in
STOP position. The stop button can then be pressed in to stop the engine. Since the reaction of
the stop button is instantaneous, it need not be held in.

2. Press emergency fuel cutoff button.

Emergency fuel cutoff pushbuttons are located near each fuel filter opening. These pushbuttons
operate in the same manner as the stop button and need not be held in nor reset.

3. Use injector rack manual control lever.

The injector control lever at the accessory end of the engine can be operated to override the
engine governor and move the injector racks to the no fuel position.

4. Close the low water detector test cock.

When the low water detector trips, oil is dumped from the governor low oil shutdown device,
stopping the engine.

5. Use throttle handle.

To stop all engines “on the line” in a consist simultaneously from the cab of the lead unit,
move the throttle to the IDLE position, pull the lever out and away from the controller, and
move it beyond IDLE to the STOP position.

6. Pull out low oil shutdown plunger on the side of the governor.

FREEZING WEATHER PRECAUTIONS

As long as the diesel engine is running, the cooling system will be kept adequately warm regardless
of ambient (outside) temperatures encountered. It is only when the engine is shut down or stops for
any reason that the cooling system requires protection against freezing. Cooling system drain valves
are shown in Fig. 3-9.
 Fig. 3-9 - Valves To Be Opened When Draining The Cooling System

DRAINING THE COOLING SYSTEM

The engine cooling system should be drained in the event that the diesel engine is stopped and
danger of freezing exists.

Make sure that the following valves are open. All valves are tagged, and are open with handles
parallel to the pipe.

1. Engine drain valve.

2. Fuel preheater water supply.

3. Fuel preheater water return. 58A376 3-35 OPERATION

After system pressure is released, the water tank fill cap, Fig. 3-10, may be removed to allow
drainage at an increased rate.

COOLING SYSTEM

FOR NORMAL FILLING - DO NOT REMOVE PRESSURE CAP. ATTACH HOSE AT FILL CONNECTOR AND HOLD FILL VALVE
OPEN.

CAUTION - IF PRESSURE CAP MUST BE REMOVED, DO NOT ATTACH HOSE TO FILL PIPE. HOLD FILL VALVE OPEN
UNTIL TANK IS COMPLETELY VENTED. THEN REMOVE CAP. WHEN REPLACING, HOLD FILL VALVE OPEN SO CAP CAN
SE FULLY TIGHTENED AS SHOWN.

Fig. 3-10 - Cooling System Pressure Cap And Filler Relief Arrangement

CAUTION: If a hot engine is drained, always allow the engine to cool before refilling with coolant.

Drain The Water Cooler

1. Remove and empty the water bottle.

 2. Drain remaining water in cooler by holding the spigot button.

TOWING THE LOCOMOTIVE IN LOCOMOTIVE CONSIST

When a locomotive unit equipped with 26L air brakes is placed within a train consist to be towed,
control and air brake equipment should be set as follows:

1. Drain all air from main reservoirs and air brake equipment unless engine is to remain idling.

2. Place the MU valve in DEAD position.

3. Place cutoff valve in OUT position.

4. Place independent brake valve handle in release position.

5. Place automatic brake valve handle in handle off position.

6. Cut in dead engine feature by turning cutout cock, Fig. 2-10, to open (90 deg to pipe)
position. Dead engine cock is located beneath cab floor and may be replaced through an access
door.

7. If engine is to remain idling, switches should be positioned as follows:

a. Isolation switch in START position.

b. Main battery switch and ground relay cutout switch closed.

c. Generator field circuit breaker off.

d. All other breakers in black area of circuit breaker panel in on position.

e. Starting fuse should be removed. Other fuses should be left in place.

f. Control and fuel pump switch on.

g. Fuel pump circuit breaker on.

h. Throttle in IDLE, dynamic brake handle in OFF position. Remove reverser handle from
controller to lock the controls.

i. Head End Power Mode Switch in ISOLATE position unless unit is to provide power to
passenger cars.

8. If the locomotive unit is to be towed dead in consist, switches should be positioned as

follows:

a. Main battery switch open.

b. All circuit breakers OFF.

c. All control switches OFF.

d. Starting fuse removed.

e. Throttle should be in Idle. REVERSE HANDLE SHOULD BE REMOVED FROM CONTROLLER.

NOTE: If there is danger of freezing, the engine cooling system should be drained.

SECTION 3B

OPERATION OF THE AUXILIARY AC (HEAD END) POWER SYSTEM

A detailed description of the controls for this equipment is given in the preceding sections. This
separate section provides specific instructions for the actual operation of the auxiliary AC power
system. These instructions assume the engine is running and at normal idle speed.

NOTE: After a particular operating mode has been selected (by Head End Power Mode Switch and
Trainline Set-Up Switch) the actual engagement of the system is automatic once the START button is
pressed.

Throttle handle control of engine speed is maintained until the auxiliary AC power system is engaged
with the START switch.

AC POWER TRAINLINE SET-UP

Ensure that all the AC power jumpers are in place throughout the train.

CAUTION: The Head End Power Mode Switch should be in ISOLATE position and there must not be
auxiliary AC power on the trainline before the Trainline Set-Up Switch is moved from one position to
another.

Each set of two AC power receptacles on both sides of the last car in the train must be jumpered
together. Set the Trainline Set-Up Switch to the proper position as follows:

1. If this locomotive is to be used as an intermediate unit between another locomotive supplying

AC power and the train, then put the Trainline Set-Up Switch in UNIT ISOLATE (T.L. FEED
THROUGH).

2. If this locomotive is to supply auxiliary AC power to a train connected at its rear end, then
put the Trainline Set-Up Switch in the LONG HOOD TRAIL position. If the trainline jumpers are
properly connected, then the AUX. POWER T.L. light will go on.

When the Trainline Set-Up Switch is in the LONG HOOD TRAIL position the AC receptacles at the
front of the locomotive are disconnected from the trainline circuit.

3. If this locomotive is to supply auxiliary AC power to a train connected at its front end,
then put the Trainline Set-Up Switch in the SHORT HOOD TRAIL position.

When the Trainline Set-Up Switch is in the SHORT HOOD TRAIL position each pair of AC power
receptacles on the rear of the locomotive must be jumpered together for the AUX. POWER T.L.
light to go on.

Once the trainline network has been set up the appropriate head end power mode can be selected with
the Head End Power Mode Switch.

The Isolation Switch on the engine control panel should be in ISOLATE before changing the position
of the Head End Power Mode Switch.

1. If the unit is not to provide auxiliary AC (head end) power, then put the Head End Power Mode
Switch in ISOLATE position.

2. If the unit is to provide auxiliary AC (head end) power and traction power, then put the Head
End Power Mode Switch in NORMAL position.

3. If the unit is to provide auxiliary AC (head end) power but not traction power (locomotive at
standstill), then put the Head End Power Mode Switch in STANDBY position.

READY Light

The READY light is an indication that preliminary conditions for auxiliary AC (head end) power have
been met (Head End Power relay HEP is picked up) but the AC contactor is not closed. These
conditions are given as follows:

1. Trainline Set-Up Switch must be in either SHORT HOOD TRAIL or LONG HOOD TRAIL.

2. Idle switch must be in NORMAL.

3. Test switch on Test Panel in module compartment must not be in LOAD TEST.

4. Engine is running and Dl 4 companion alternator must have an output.

5. There must not be AC voltage on the auxiliary AC (head end) power trainlined circuit.

6. The AC contactor must be open (AUX. POWER C.B. light is off).

Whenever all of these requirements are satisfied the READY light will be on.

AUXILIARY AC (HEAD END) POWER -- START

When the trainline is properly set up and the head end power mode selected, the engagement and
operation of the auxiliary AC (head end) power system is automatic once the START switch is pressed.
The following sequence should be observed at the Head End Power Control Panel.

1. The AUX. POWER T.L. light should already be on.

2. As the head end power control circuit is energized (by START switch) the READY light will go
on.

3. Engine speed will build up to 893 RPM in NORMAL mode or 720 RPM in STANDBY mode.

4. As the appropriate alternator (AR 10 or Head End Generator) approaches operational speed the
two AUX. POWER PHASE lights will go on.

5. As the alternator reaches the correct frequency the AC contactor will close, the READY light
will go off, and AC power is applied to the trainline. This condition is indicated by the AUX.
POWER C.B. light going on.
 6. The voltmeter and ammeter in the rear equipment room will indicate load.

AUXILIARY AC (HEAD END) POWER -- INTERRUPT SEQUENCE

If for any reason the auxiliary AC power trainline is interrupted, the following sequence will take
place.

1. The AUX. POWER T.L. light will go off.

2. The AC contactor will open, the READY light will go on, and the AUX. POWER C.B. light will go
off.

3. Engine speed change to the speed corresponding to the throttle handle position before the
auxiliary AC (head end) power system was engaged.

4. As auxiliary AC power generator voltage drops both AUX. POWER PHASE lights will go off.

5. The diesel engine will remain at the speed determined by the throttle handle position.

NOTE: Certain operating conditions may occur where the AUX. POWER C.B. light will go off and the
READY light will go on. This is an indication that something has happened to disturb the output
circuit of the AC contactor thus causing the contactor to open - an auxiliary AC jumper cable has
been disconnected in the train, an overload has occurred, etc. The operator can disable the
auxiliary AC (head end) power system completely by pushing the STOP button in which case the READY
light will go off.

AUXILIARY AC (HEAD END) POWER -- RESTORE SEQUENCE

When the continuity of the AC power trainline has been restored, the AUX. POWER T.L. light will go
on and the system will automatically sequence back into power operation as described in preceding
START section. To protect the equipment from electrical transients the system has several built in
time delays. Any trainline interruption requires a minimum 5 second delay (after trainline fault is
corrected) before auxiliary AC power is restored.

AUXILIARY AC (HEADEND) POWER -- SHUTDOWN

The auxiliary AC (head end) power system can be shut down by any one of the following:

1. Pushing the STOP pushbutton switch on the Head I End Power Control Panel.

2. Moving the trainline Set-Up Switch to the UNIT ISOLATE position.

3. Pushing any one of the Emergency Fuel Cutoff buttons.

4. Moving the throttle handle on the control stand to the STOP position-this will shut down anyU
operating auxiliary AC (head end) power system in a locomotive consist.

AUXILIARY AC (HEAD END) POWER -- MODE TRANSITIONS

NORMAL to STANDBY

NOTE: The locomotive Isolation Switch on the engine control panel must be put in ISOLATE position
before transferring from NORMAL mode to STANDBY mode.

This transfer is initiated by moving the Head End Power Mode Switch from NORMAL to STANDBY. When
this movement of the switch is made the following sequence will take place:

1. The AC contactor will open - AUX. POWER C.B. light goes off and READY light goes on.

2. The engine speed drops to 720 RPM and head end generator voltage decays.

3. Both AUX. POWER PHASE lights will go off.

4. As AR10 AC voltage builds up both AUX. POWER PHASE lights will go back on.

5. In not less than 5 seconds, the AC contactor will close, the READY light will go off, and the
AUX. POWER C.B. light will go on.

6. The ammeter and voltmeter will indicate load.

STANDBY to NORMAL

This transfer is initiated by moving the Head End Power Mode Switch from STANDBY to NORMAL position.
When the switch is moved the following sequence will take place:

1. The AC contactor will open, the READY light will go on, and the AUX. POWER C.B. light goes
off.
 2. Engine speed increases to 893 RPM.

3. The two AUX. POWER PHASE lights will go off as AR 10 AC voltage decays and then go back on U
as the head end generator voltage builds up.

4. In not less than 5 seconds the AC contactor will close, the READY light will go off, and the
AUX. POWER C.B. light will go on.

5. The voltmeter and ammeter will indicate load.

NOTE: In not less than 10 seconds traction power operation can be restored.

LOW IDLE -- AUXILIARY AC (HEAD END) OPERATION

NOTE: This locomotive cannot be operated in low idle and auxiliary AC (head end) power at the same
time.

If the locomotive is in low idle (Idle Switch in LOW position), then the auxiliary AC (head end)
power system cannot be put into operation. This situation can be noticed at the Head End Power
Control Panel where the READY light will not go on when auxiliary AC (head end) power engagement is
attempted with the START switch. Move the Idle Switch to NORMAL, press the START switch, and when
the READY light goes on, the auxiliary AC (head end) power system will engage.

If the locomotive is in auxiliary AC (head end) power operation, then the LOW position of the Idle
Switch will have no effect.

SECTION 4

TROUBLE SHOOTING

INTRODUCTION

This section covers operational problems that may occur on the road and suggests action that may be
taken by the operator in response to the trouble.

Safety devices automatically protect equipment in case of faulty operation of almost any component.
In general this protection is obtained by one of the following methods.

1. Complete shutdown of the diesel engine, or complete elimination of a function such as dynamic
braking.

2. Unloading of the diesel engine. In some instances manual resetting of the function may be
necessary, or automatic resetting after a time delay may be provided.

3. Rough back-up regulation for protection of equipment.

Condition Probable Cause Suggested Operator's Response

No action required unless persists. If alarm
Alarm bell rings -- No
continues for unit. more than a few minutes,
alarm alarm lights on Trailing unit hot engine.
investigate the cause of the alarm in
in lead unit.
trailing units.
NOTE: If governor low oil plunger trips to shut the engine down, but the crankcase and low
water detector buttons remain set, check oil and water levels. If oil level is satisfactory and
water level is marginal, the hot oil detector (on units so equipped) may have tripped. There is
no indicator for such a trip except a very hot engine condition. Do not attempt to restart
engine. Report engine shutdown circumstances to authorized maintenance personnel.
If a ground relay tripped in a trailing
unit, it will automatically reset in 10
seconds unless the total number of grounds
Trailing unit power cut
occurring exceed four. In any case, if the
or engine shut down.
alarm does not stop within a few minutes,
investigate the cause of the alarm in
trailing units.
Normal condition for 35
TURBO. PUMP light on. minutes after engine No action necessay.
start or stop.
TURBO. PUMP light not
Tripped TURBO. circuit on
on at engine start or Reprot to maintenance personnel.
breaker.
stop.
Control and fuel pump
Engine will not crank. Place switch in ON position.
switch off.
Automatic reset in 10 seconds unless total
GRD. RELAY light on.
Traction motor flashover. grounds exceed 4. If ground relay lockout
Alarm bell rings
occurs, isolate the unit.
 Same response as above. If ground relay trip
High voltage path to
GRD. RELAY light on. repeats only at high speed, temporary
ground due to moisture or
Alarm bell rings operation at lower throttle position may
insulation failure.
help to dry out the grounding circuit.
Isolate the unit. Check for -

1. Tripped circuit breaker.

2. Blown fuse.

3. Engine overspeed trip.

NO POWER/CHRG. light
Tripped breaker or blown
on. Engine will shut
fues. Engine shut down. Test and replace fuses as necessary, or
down from lack of fuel.
reset circuit breaker. Reset engine
overspeed trip lever if required. Restart
engine and reapply power to passenger cars
and locomotive.

If fuses again blow or breakers trip, shut

down and isolate the unit.
No action necessary unless alarm continues
for more than few minutes.
Hot Engine light on;
alarm ringing; Engine
power reduced on If alarm continues, isolate the affected
affected unit. Tunnel or desert unit. If water level is too low, shut the
operation. engine down.
(See note on first
troubleshooting page.) If freezing conditions are possible, drain
the cooling system in accordance with
railroad regulations.
Full engine power not Operation may continue. Engine power
obtainable. Annunciator Plugged engine air restricted at upper throttle positions.
ENG. AIR FILT. light filters. Condition to be reported at first
will not reset. maintenance point.
If shutdown is due to low water, the
Low water due to leak, or
addition of water may permit continued
low oil due to leak or
operation. Otherwise place the isolation
crankcase pressure due to
GOV. DOWN light on. switch in ISOLATE position. If freezing
cracked piston or hot oil
conditions are possible drain the cooling
due to plugged oil
system in accordance with the railroad
cooler.
regulations.
WARNING: If crankcase pressure detector has tripped, make no further engineroom inspections. Do
not attempt to restart the engine. Isolate the unit. If freezing conditions are possible, drain
the cooling system in accordance with railroad regulations.
Repeated automatic
Normal wheel slip No action required. Do not reduce throttle
sanding along with load
correction under severe unless slipping is so severe that lurching
current indicating
conditions. threatens to break the train.
meter dropping back.
No action required. Do not reduce throttle
unless slipping is so severe that lurching
Normal wheel slip
Intermittent wheel slip threatens to break the train.
correction under severe
light indications.
conditions.
Place the lead truck sanding switch in the
on position while climbing the hill.
Move throttle to IDLE. Move brake to valve
PCS light on. Penalty brake application handle to handle off position and then
return handle to release position.
Move throttle to IDLE position. Move brake
Emergency brake handle to emergency position and wait 45
application seconds before moving handle to release
position.
NOTE: Follow railroad regulations after any penalty or emergency brake application.
Place blended and dynamic brake cutout
BRAKE WARNING Light. Regulating system failure switch on engine control panel of affected
unit in the CUTOUT position.