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1Locomotive EngineerOperating Manual
Form 8960
JANUARY 2005
Section A:GENERAL INSTRUCTIONS 3
Section B:TAKING CHARGE OF AND LEAVING LOCOMOTIVES 7
Section C:LOCOMOTIVE GENERAL 14
Section D:GM LOCOMOTIVES 23
Section E:GE LOCOMOTIVES 35
Section F:LOCOMOTIVE BRAKES 43
Section G:TRAIN HANDLING 55
Section H:DISTRIBUTED POWER 62
To contact the MSREP:
* CN phone:1-1-780-421-6478 or 6387
* Public phone:Call collect at 0-780-421-6487 or 6387
* Toll free number:1-877-406-3150
* Radio Contact Number:* 5033 #
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2
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3Section A: GENERAL INSTRUCTIONSA1: General Instructions
A1.1: Responsibility of Locomotive Engineers
Locomotive engineers are responsible for proper locomo-tive and
train handling. They are expected to do everythingpossible to
conserve fuel and minimize brake shoe andwheel wear. For specific
locomotive and train handling in-formation, refer to Section G:
Train Handling.
A1.2: Emergency Devices
Locomotive engineers must know the location and opera-tion of
the emergency fuel cut-off devices and emergencybrake valves on
locomotives.
A1.3: Speedometer
The speedometer or other such device capable of provid-ing
locomotive/train speed must be checked for accuracyas soon as
possible after leaving a terminal and at regulartime intervals to
ensure accuracy. Tampering or interferingwith the function of the
speedometer is prohibited.
A1.3.1: Speedometer Failure
(a) In the event of speedometer failure, the train may
proceedutilizing mile posts and watch to check for accuracy.
(b) CN 5600 to 5800 Series - If a speedometer fails on-line onCN
5600 and 5800 series locomotives, there are threeother ways to
verify speed.You must access the EM2000 computer display
screenlocated above the control stand and perform the
followingprocedure.* Select the Main Menu button* Select the Data
Meters buttonAny of these menu items will display locomotive
speed
Dynamic Brake to verify Loco MPHPower Data to verify Loco
MPHCreep Control to verify Radar MP
Trains or engines may proceed to the Locomotive Reliabil-ity
Center (LRC) or designated repair location without in-curring
on-line delays provided one of the above featuresis functioning.
Note that these features are radar drivenand can be affected by
adverse weather conditions.
A1.4: Protection Devices Must Always be Operative
Locomotive, engine or electrical system protection devicesmust
not be blocked, tampered with or rendered inopera-tive.
A1.5: Check All Gauges, Displays and Readouts
A frequent check must be made of all gauges, displays
andreadouts in the controlling cab to ensure operating stan-dards
are maintained.
A1.6: Loadmeter
If the loadmeter on the controlling locomotive is
inoperative,the engine must not be operated at full throttle when
movingless than 12 MPH for more than 30 minutes to avoid
over-heating traction motors. This applies to locomotives of 3000HP
or less.
A1.7: Bail-off
The independent brake bail-off valve must not be blockedas this
nullifies the emergency feature of the locomotivebrake.* Prior to
an automatic brake application, the independentbrake must be
bailed-off and held for a minimum of 6 sec-onds for each locomotive
in the consist after brake pipeexhaust has ceased.* The above point
also applies when using the dynamicbrake with the automatic brake
applied.
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4A1.8: Minimum Standard Pressure
Unless otherwise instructed, a locomotive consist and/or atrain
should not move until the air pressure has reached theminimum
pressure standard and all required brake testshave been properly
performed.Note: There may be operational requirements to move
toanother track or close location to perform these tests, e.g.,to
clear a public crossing at grade; to clear a switching leadrequired
by another movement.
A1.9: Abnormal Conditions
Whenever there is an abnormal condition such as noise,smoke or
odor coming from an engine, electrical panel orother component, the
engine must be shut down. No at-tempt should be made to restart the
engine or remove in-spection covers. In the event of fire,
appropriate fire fight-ing action must be taken, with due
consideration for per-sonal safety.
A1.10: MSREP
A Mechanical Service Representative (MSREP) is availableon a 24
hour, seven days a week basis. The MSREP willassist in
troubleshooting problems and provide diagnosticinformation to help
recover or repair a locomotive throughlive contact with the
locomotive engineer.
In addition, the MSREP will report detailed locomotive
condi-tion or defect information (as reported by the
locomotiveengineer) to the LRC or any dispatched service
vehicle.All locomotive failures, faults or defects must always
bereported in the following manner:* Initiate radio or telephone
contact with the MSREP* Record information on Form 538-D* Inform
the inbound LRC supervisor when terminating atthe LRC facility
When a condition or defect may prevent a locomotive
fromoperating, you must give as much advance notice as pos-sible to
the RTC so that train traffic can be as safe andefficient as
possible.
A1.10.1: Contacting the MSREP by Radio
The MSREP can be contacted through the radio network onthe
appropriate RTC Standby Channel by dialing: *5033#.To disconnect,
dial: #.
When a Trackstar radio is utilized, the faceplate switchmust be
in the DTMF position.
A1.10.2: Radio Network Not Available
Perform the following procedure when a radio network
isunavailable and advise the RTC of your location. The RTCwill
contact the MSREP on your behalf. The latter will thencontact you
as soon as possible; or
If and when you have phone access, phone the MSREPand report the
condition or defect; and complete Form 538-D including MSREPs
initials.
When a radio network is not available the RTC may, at
itsdiscretion, patch the locomotive engineer through to
theMSREP.
A1.10.3: Contacting the MSREP by Phone
If you are unable to contact the MSREP by radio, use
thefollowing phone numbers when you have phone access.* CN phone
system: 1-1-780-421-6478 or 6387* Public phone system: call collect
at 0-780-421-6487 or6387* Toll free number: 1-877-406-3150
If the MSREP is not available you will be connected to thevoice
mail system. Leave a message containing the follow-ing
information:* Train number* Locomotive number* Date and time of
call* Subdivision name and mileage* Concise description of
condition or defect
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5A1.11: Placing a Non-Turbocharged Locomotive On-line
During fire seasons, when a non-turbocharged locomotive(GM 1800
HP or less) is tagged Engine Isolated or is shownon the train
journal as isolated or shut down for fuel conser-vation purposes
and is placed in the engine consist of atrain for transfer to
another location, its status must not bechanged to Work while en
route since the exhausting ofany carbon buildup under full power
creates a serious firehazard.
Note: Permission to place a locomotive on-line may be ob-tained
from the MSREP. If permission has been obtained, thelocomotive
engineer must be aware of the location of thelocomotive in the
engine consist and every precaution mustbe taken to prevent the
possibility of fire.
A1.12: Marshalling Locomotives
A1.12.1: Yard Service Locomotives on Trains
Low-horsepower Yard Service locomotives without align-ment
control couplers marshalled behind the working con-sist on heavy
tonnage trains are susceptible to jackknifingunder buff
conditions.
1) The following yard service locomotives are NOTequipped with
alignment control couplers:CN 1339-1363-1371-1375-1385-1394CN
1401-1402-1403-1404-1405-1406-1409-1412CN
4118-4119-4121-4122-4124-4125CN
-7036-7061-7077-7078-7079-7080-7081-7082-7083CN
7217-7236-7242-7271-237(Slug)GTW 4600-to-4635
2) When any of the above locomotives are handled in trainservice
behind the working locomotive consist AND trail-ing tonnage exceeds
4000 tons, it must not have anyother locomotive identified in item
1) anywhere in thetrain behind the controlling locomotive.
NOTE: This restriction does not apply when these identi-fied
locomotives are the working consist or are mar-shalled ahead of the
working consist.
3) Locomotive Engineers, when handling any of these iden-tified
locomotives in train service must utilize extra cau-tion to protect
against jackknifing, especially when ap-plying dynamic/independent
brake while in motion orthrottle when shoving against a cut of
cars.
4) Unless otherwise authorized, yard locomotives mustnot be
marshalled on remote distributed power (DP)consists.
NOTE: If in doubt as to any yard service locomotive
restric-tions listed herein, the MSREP may be contacted
forclarification.
A1.13: Locomotive Speed Restrictions
Locomotives with different maximum speeds whencoupled and/or
operated together are restricted to the speedof the locomotive with
the lowest maximum speed.
Locomotives not equipped with rear pilots are re-stricted to 25
MPH when making backward movements.
The following CN Locomotives are equipped with rear
pi-lots:1400-1444, 1650-1652, 2523-2696, 2200-2205,
4000-4036,4100-4143, GT 4600 to 4635, CN 4702, 4708, 4709,
4711,4713, 4719, 4720, 4721, 4724, 4725, 4726, 4727, 4728,4729,
4730, 4731, 4732, 4774, 4775, 4776, 4777, 4808,5013, 5035, 5051,
5068, 5600-5800, 6000-6028 and 7000-7083
A1.13.1: Locomotives, Yard Switcher
Movements handling foreign yard switcher locomotives un-less
otherwise instructed: 40 MPH.
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6A1.14: Locomotive Bay Windows
Side clearance may restrict the movement of locomotivesequipped
with bay windows when operating on other thanmain tracks and
sidings. Caution must be exercised whenlocomotives equipped with
bay windows are operated ontracks where side clearance is
restricted.
A1.15: Personal Safety Policies
Locomotive engineers must adhere to the following per-sonal
safety policies. Be familiar with the location and op-eration of
the:* fire extinguishers,* back board, and* first aid kit.* No
Smoking signs on locomotives and at fueling stands
must be observed.* Keep a safe distance from fans when making
neces-
sary fan and shutter inspections.* Avoid putting your face or
hands near the main genera-
tor or any other high voltage source while the engine
isoperating under load.
* Ensure the pressurized cooling system is vented be-fore any
attempt is made to remove the filler cap.
* Cabs and engine rooms must be kept free of rags,paper or other
foreign material except where suitablestorage provision is
made.
* Floors and steps must be kept free of foreign materialsto
avoid accidents. Extra precautions should be takenwhile walking
between locomotives if the running boardsare not free of oil,
grease, ice, and snow.
* On trailing locomotives, ensure all doors and windowsare kept
closed.
A1.16: Power Circuit Hazards
Cabinet doors marked 600 Volts must be kept closed dur-ing
operation. If electrical cabinet doors must be opened,isolate the
locomotive first.
A1.17: Enginemans Seat Left Armrest
Trailing locomotives equipped with a 30 CDW air brake valveand
an AAR control stand must have the automatic brakevalve handle set
in the Handle Off position and theengineers seat must be pushed to
the full forward position,and the left arm rest must be left in the
up position whereit cannot contact the automatic brake valve
handle.
Additionally, a modification to locomotives CN 5600 to 5800and
CN 2523 to 2696 provides an Automatic Brake ValveHandle Locking
Mechanism. New locomotive purchasedincluding locomotive s CN 2200
to 2205 and 2697 and above,will be equipped with a version of this
locking mechanism.
The locking mechanism pin assembly is placed over theautomatic
brake valve handle when the handle is in HandleOff position and
prevents movement of the handle. Thislocking mechanism must be used
when these locomotivesare in trail position in a locomotive
consist.
When it is not in use the locking mechanism must be placedinto
the holder provided. Locking mechanisms must not bepurposely
damaged or tampered with.
Automatic brake valve with the locking block applied.Fig. A1 -
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7Section B: TAKING CHARGE OF AND LEAVINGLOCOMOTIVES
B1: Taking Charge of Locomotives
B1.1: At a Safety Inspection Location
a) Obtain Schedule B;b) Release handbrake(s).
B1.2: At other than Safety Inspection Locations
Where a locomotive is placed in service at other than asafety
inspection location or laid over for more than 8 hours,the
locomotive must have a pre-departure inspection per-formed by
either the locomotive engineer or a qualified per-son as per the
following procedure:
a) Test air brakes and RSC (See Section B1.4: Shop
TrackTest);
b) Release the handbrake;c) Ensure operation of headlights and
ditch lights; and bell
and whistle are functioning properly;d) Perform a walk-around
inspection of trucks, running
gear; ande) Inspect for any apparent safety hazards that
could
cause an accident or casualty.* Any exceptions noted are to be
reported to the MSREP
and/or Traffic Coordinator for correction, and logged onForm
538-D.
* The locomotive engineer shall be responsible for deter-mining
that the prescribed inspection has been com-pleted prior to
departure.
B1.3: At a Run-Through Point
Check locomotive engineers work report Form 538-D.
B1.3.1: No.2 Brake Test at Crew Change Locations
At through train change-off locations, the inbound locomo-tive
engineer must leave the train brakes set to provide forat least a
Minimum Reduction (6-8 PSI) on the rear car of thetrain as
indicated on the IDU display. It will only be neces-sary for the
outbound locomotive engineer to verify conti-nuity by identifying
an increase in rear car brake pipe pres-sure, as displayed on the
IDU, before permitting the train toproceed.
B1.4: Shop Track Test
Note: An observer must be in position on the ground toobserve
the application and release of all brake shoes in thelocomotive
consist (one side only).
a) Release handbrakes (unless required to prevent
move-ment).
b) Apply and release the independent brake valve andverify
application and release of the brakes.
c) Make a 15 psi brake pipe reduction and verify applica-tion of
the brakes.
d) Bail-off the independent brake and verify release of
thebrakes.
e) With the independent brake valve in the release posi-tion,
make a further brake pipe reduction and observebrake cylinder gauge
for application of the brakes.
f ) Place the automatic brake valve in release position
andverify release of the brakes.
g) Allow the safety control device (RSC) to initiate
brakeapplication, recover PC, and verify release of the brakes.
h) Place automatic brake valve in emergency position.i) Recover
emergency brake application, place the auto-
matic brake valve in release position and verify releaseof the
brakes.
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8B1.5: HPT Matching
Locomotive engineers are responsible to ensure that theminimum
number of locomotives are used to power the trainbased on the
designed HPT (Horsepower per Ton).* HPT is calculated by dividing
the total available horse-
power of the locomotive units (on-line and identified
byOperating Code LN) by the tonnage of the train.
* Horsepower per ton for the train is based on train ser-vice
design and is indicated on the TSP page of thejournal.
* The actual HPT is also indicated on the train profile.*
However, this only indicates the trains HPT from its
original location to where the new journal is printed.* HPT
changes after set-offs and/or lifts on-line of either
cars or locomotive units.* Locomotive engineers must calculate
HPT for their train
and determine the amount of horsepower required tomeet the HPT
indicated for the train.
* The MSREP can provide the necessary information re-garding an
ongoing process to modify high horsepowerlocomotive units that
allow full horsepower with onetraction motor cut out.
B1.5.1: Calculating HPT
Following are examples of how to calculate the
requiredHPT:Example 1:If Train 123 Maximum HPT = 1.0 (TSP)Actual
train has 3 locomotive units @ 4,000 HP each =12,000 HP.Tonnage of
train = 8,00012,000 HP 8,000 tons = 1.5 HPT (Train Profile)* This
indicates an excessive amount of horsepower as
per train spec.* Isolate or shut down one locomotive unit:
8,000 HP 8,000 tons = 1.0 HPT* By isolating or shutting down one
locomotive unit, the
train will meet the designed HPT figure.
Example 2:If Train 456 Maximum HPT = 1.4 (TSP)Actual train has 3
locomotive units @ 4,000 HP each =12,000 HP.Tonnage of train =
6,00012,000 HP 8,000 tons = 2.0 HPT (Train Profile)* Reducing by
one locomotive unit yields 8,000 HP:
8,000 HP 6,000 tons = 1.3 HPT* This is lower than the designed
HPT for that train ac-
cording to the design specification (1.4).* Therefore, no
isolation or shutdown of the unit is re-
quired.
B1.6: Operating Status Codes
The Operating Status (OP Code) of the locomotive is locatedon
the left hand side of the WOPRT (journal) next to the
DIRFacing.Following are the operating codes and status:LF =
FailedLN = NormalSI = Sealed IdlingSD= Sealed Deadhead Loco-IdleSC=
Sealed Fuel ConservationSS= Stored ServiceableSU= Stored
UnserviceableDH= Deadhead Dead ShutdownDD= Deadhead Loco-Dead and
Drained
B2: Leaving Locomotive Consists
Designated tie-up tracks, other than attended shop tracks,have
been identified for placement of unattendedlocomotive(s). The
location of such tracks will be indicatedin the timetable
subdivision footnotes or in special instruc-tions. These tracks are
equipped with derails to providesecurity against unauthorized
movement.
Unless otherwise directed, locomotives left unattended mustbe
placed on a designated tie-up track.
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9B2.1: Locomotive Consists at a Run-through Point
a) Complete Locomotive Engineers Work Report (Form 538-D
b) If relief crew not present, apply handbrake(s) as perRule 112
and test; display Handbrake Applied tag.
c) Leave locomotive controls in prescribed position asdescribed
in item B2.4.
B2.2: Leave Engines Unattended
a) Complete Locomotive Engineers Work Report (Form 538-D
b) Apply and test handbrakec) Leave the locomotive controls in
the prescribed posi-
tions as in B2.4d) Display Handbrake Applied tage) Comply with
applicable shut down policy
B2.3: Testing of Locomotive Handbrakes
a) Apply handbrake and release independent brake valve.b) Place
the throttle in the No.1 load position.
If the locomotive fails to move, the handbrake will beconsidered
functional.
B2.4 Prescribed Locomotive Control Positions whenLeaving
Locomotives Unattended
When leaving locomotives unattended at any time, the fol-lowing
locomotive controls must be left in the positions indi-cated
below:a) Throttle in idleb) Generator field switch in the open
positionc) Reverser lever in neutral and removedd) Isolation switch
in isolate positione) Control and Fuel Pump switch in the on
positionf ) Engine Run switch in the off positiong) Independent
brake fully applied
B3: Locomotive Shutdown Policy
Company policy requires that every effort be made to con-serve
fuel and protect the environment through a locomo-tive shutdown
policy. Locomotives left unattended for anylength of time or
locomotives which are attended and arenot expected to be used for
10 (ten) minutes or more mustbe shut down when it is reasonably
known that the ambienttemperature will be 5 Celsius (41 Fahrenheit)
or greater.This instruction applies to all assignments including
yardpower tying up for lunch and at completion of shift.
Throughfreight trains that are yarded at terminals or fueling
facilitiesmust contact the RTC or terminal coordinator for
instruc-tions. Locomotives arriving at the shop must be shut
downunless otherwise directed.
EXCEPTION: When a train is left unattended with powerattached,
all locomotives in the consist EXCEPT THE LEADLOCOMOTIVE must be
shut down.
B3.1: Seals on Isolation Switch
Seals must not be broken or removed unless permissionhas been
obtained from the MSREP. If unable to contact theMSREP, permission
may be obtained from the RTC, who willobtain authority from the
MSREP.
B3.1.1: Isolating or Shutting Down Locomotives
The locomotive engineer must notify the MSREP whenevera
locomotive has been isolated or shut down. Such infor-mation must
be recorded on Form 538-D on the lead loco-motive of the
consist.
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B3.2: Cold Weather & Locomotive Freeze-up Protec-tion
1. Any locomotive that is shut down or shuts down, when
theambient temperature is, or is expected to be below 0 C(32 F),
must be drained as per posted instructions.The MSREP must be
notified immediately at the first indica-tion of a locomotive
shutdown, so as to ensure arrange-ments for protective handling
while en route, and timelyrepair and/or deployment of appropriate
response. In theevent that a locomotive is to be set out on line
due to failure,condition, or defect, employees must adhere to item
B3.2 ofthis manual as well as any detailed instructions of the
MSREP.
2. When the anticipated ambient temperature is -20 C (-4 F)or
lower, the following instructions apply when leaving lo-comotives
unattended:* Generator field switch must be in off position.*
Engine run switch must be left in on position.* Control and fuel
pump switch must be left in on posi-
tion.* Reverser handle must be left in neutral position.*
Isolation switch on all locomotives must be left in run
position.* Ensure locomotive brakes are fully applied.* Ensure
all windows and doors are locked.* Ensure locomotive(s) are secured
as per CROR 112.* Set the throttle to the third position.
3. When left unattended on-line, the MSREP must be con-tacted
(or RTC if unable to contact the MSREP) and advisedof the quantity
of fuel remaining in the locomotives fuel tank.* Due to operational
circumstances, it may be necessary
to shut down and drain the locomotive(s).* Such instructions
will be issued by the MSREP.
4. Due to the risk of locomotive freeze-up, locomotives are
notto be isolated for the purpose of HPT matching when theambient
temperature is expected to be below 0 Celsius(32 Fahrenheit).*
Locomotive engineers must be aware of the status of
all locomotives in their consist and make necessaryadjustments,
particularly on trains that may have origi-nated from a location
where locomotives have beenisolated for the purpose of HPT
matching.
B3.2.1: Locomotives with Low/High Idle Feature
The locomotive series below are equipped with an auto-matic
Low/High Idle feature which will protect the locomo-tive from
freeze-up and the throttle need not be placed inposition # 3.
Class Make Model Numbers
EF-640 GE Dash-8 CN 2400 - 2454
EF-644 GE Dash-9 CN 2500 - 2602
GF-638 GM SD-60 CN 5500 - 5563
GF-640 GM SD-70 CN 5600 - 5625
GF-643 GM SD-75 CN 5626 - 5800
GF-630 GM/GEC SD-40-3 GCFX 6030 - 6079
GF-630 GM/GEC SD-40-3 KCS 6600 - 6699
NOTE: If unable to determine if a locomotive is equipped withthe
Low/High feature, the MSREP must be contacted.
B3.3: Fuel Monitor System
Some locomotives are equipped with an electronic fuel moni-tor
system that verifies locomotive fuel tank level and dis-plays this
information on a real time basis. The fuel level isdisplayed on two
remote displays mounted above the fueltank (on opposite sides of
the locomotive) and is also shownon the Cab Display Unit (CDU) in
the locomotive cab.
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B3.3.1: Types of Displays
The CDU displays up to five digits to indicate the fuel level
inimperial gallons or liters.The ground-level tank displays
indicate up to four digits forthe fuel level in liters x 10.Note:
All displays on BC Rail locomotives read in imperialgallons
only.
B3.3.2: Lead Locomotive Display
On a lead locomotive, the CDU also monitors a locomotiveconsists
electronic trainline via the 27pin trainline jumpercable and is
thus able to read and display locomotive roadnumbers and associated
fuel level values for other locomo-tives in the consist also
equipped with the fuel monitorsystem. The lead CDU will give a
visual warning if anyconnected locomotive is low on fuel. Only one
locomotivecan be viewed at a time but the operator can scroll
throughthe display to view any locomotive he desires.
B3.3.3: Trail Locomotive Display
On a trail locomotive, the CDU will transmit the locomotiveroad
number and fuel level value of that locomotive fordisplay by the
lead locomotive. A trail CDU will give a visualwarning if its fuel
level is low. Upon system power up, thedisplay will default to
Trail mode. The operator must de-press the Lead button on the face
of the display for thedisplay to be in the Lead mode.
B3.3.4: Cab Display Unit (CDU) Functions
Cab Display Unit (CDU)Fig. B1 - 2
F1 = Setup as Lead Mode; set all other connected displays
toTrail mode; also resets the display, i.e., re-establish the
traillocomotives with which it can communicate and subse-quently
display data.
F2 = Automatically scroll D1 and D2 at rate of 0.25 Hz
(keyactive only if in Lead Mode).
F3 = Scroll D1 and D2 with each press (key active if in
LeadMode).
F4 = Scroll display brightness setting with each press
(bright-est, brighter, dimmer, dimmest, brightest, etc.).
D1 = Displays locomotive road number; display LEAD if in
Leadmode and displaying own fuel value.
D2 = Displays fuel level of corresponding locomotive road
num-ber.When Lead (F1) and then Auto (F2) buttons are se-lected,
the display will begin to scroll through trailing loco-motives with
likeequipped fuel monitor systems. The dis-play will show the
trailing units road number and fuel levelvalue.
If communications are lost with the Trail locomotive and/orno
Trail locomotives have a Fuel Monitor, the Lead shalldisplay the
road number and then MISSING in the fuelvalue window until either
communications are reestab-lished or the operator presses Lead
again; pressing Leadresets the display and causes it to reestablish
which traillocomotives are present.
Pushing the Auto (F2) and Manual (F3) buttons simulta-neously
toggles the display between imperial gallons andliters.
2563 12345678
Lead Auto ManualF1 F2 F3 D1 D2 F4
LocomotiveNumber(4 digits)
MessageDisplay(8 digits) Dim
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B4: Locomotives Operating in the USA
B4.1: Form 633 (also called Form FRA F6180-49A)
In order to comply with Federal Railroad Administration
(FRA)locomotive inspection requirements for locomotives operat-ing
in the USA, the locomotive engineer must ensure that aproper
inspection has been made and noted on Form 633(vanilla coloured cab
card located on the cab wall) prior toentering the USA. In most
cases, the Mechanical Depart-ment will have performed the
inspection and signed thecard when locomotives are dispatched from
a shop track.The Form 633 must be signed each calendar day. If
thecard becomes due, circumstances may require the locomo-tive
engineer to sign the card after performing the inspec-tion. For
example, if the card were last signed January 01 atMacMillan Yard,
an inspection must be performed and thecard signed before 23:59 on
January 02. Good judgmentshould be used in determining whether the
inspection willbe required prior to entering the USA. If there will
be insuf-ficient time left in the calendar day to bring the train
to itsobjective terminal, the USA based crew taking over will
beresponsible for performing the inspection.
B4.2: FRA Inspection for Locomotives Entering theUSA
When performing FRA locomotive inspection for locomo-tives
entering the United States, all defects and exceptionsare to be
reported to the MSREP and recorded on Form 538-D. The Form 633 must
also be signed. Such inspectionsmust include the following:
B4.2.1: Ground Inspectionsa) Brake riggingb) Brake shoesc)
Piston traveld) Wheels (no evidence of overheat, shells or flat
spots)e) Safety appliances present and in good repair
(handholds,
handrails, steps and windows)f ) Sanders that deposit sand on
each rail in front of the
first powered axle in the direction of movement.g) No evidence
of leaks of water, oil or traction motor
lubricant.
B4.2.2: Under-hood Inspectiona) No engine cooling water leaks.b)
All doors closed and securely latched.c) Fire extinguishers at
prescribed locations.
B4.2.3: Between Locomotives Inspections
a) MU hoses properly connected.b) Jumper cables in good repair,
and properly connected
or properly secured.c) Safety chains connected to form a
continuous barrier
across the end of the locomotive or between locomo-tives.
B4.2.4: Cab Inspection
a) Cab cards.b) Form 538-D must be completed as necessary for
each
locomotive in the consist.c) Bell working on the lead
locomotive.d) Horn working on the lead locomotive.e) Heater
(seasonal).f ) Flagging equipment (lead locomotive).g)
Headlights/ditch lightsh) Schedule B slip or Shop Track Test
performed by
crew.i) Radio test: lead locomotive.j) Clean and sweep the
cab.
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B4.3: Securing Unattended Locomotives
Canadian crews operating within the USA must complywith FRA
regulations requiring that each locomotive in thelead consist of an
unattended train be left secured with ahandbrake. This is in
addition to other normal proceduresconcerning throttle position,
generator field switch, reverser,isolation switch, and independent
brake valve.Handbrakes shall be fully applied on all locomotives in
anunattended locomotive consist outside a designated loco-motive
service area. At a minimum, the hand brake shall beapplied on the
lead locomotive in an unattended locomotiveconsist within a
designated service area.
B4.4: Non-Complying Locomotive Tag
In compliance with FRA 49 CFR 232.109, the following pro-cess
has been implemented.
a) Any locomotive dispatched with the Dynamic Brake sys-tem cut
out and destined to enter the USA must have anon-compliance tag
bearing the words, Inoperative Dy-namic Brake with the locomotive
number, rail road name,location and the date condition was
discovered andsignature of person discovering the condition.
b) The tag must be securely attached and displayed in thecab of
the locomotive.
c) This form consists of a 3-part tag. The first part of thetag
goes onto the lead locomotive, the second part iskept on file at
the respective LRC and the third (yellow)tag will be placed on the
noncomplying locomotive.
d) Although it can be used to advise the crew of otherdefects as
well, the main purpose at this time is to meetthis FRA
requirement.
e) Operating Employees are not to remove these tags fromthe
locomotive consists. The tags must remain with thelocomotive and
are to be removed only by LRC person-nel after repairs have been
made.
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Section C: LOCOMOTIVE GENERALC1: Safety Features
Note: Information covered in this section applies equally toGM
and GE locomotives. They only differ when stated and,if so, are
detailed in Section D: GM Locomotives and Sec-tion E: GE
Locomotives.
C1.1: Emergency Shutdown
Emergency shutdown procedures are as follows:
C1.1.1: Bottom Deck GM & GE
Road freight and some switcher locomotives:* Press the emergency
fuel cut-off button adjacent to
fuel fill location, just below the running board, on
eitherside
* Low horsepower locomotives (1300 HP and below):* Pull the
emergency fuel cut-off ring located at the cen-
ter of the locomotive, on either side, just below therunning
board
C1.1.2: Engine Room GM
* Pullout the governor button or manual layshaft* EFI
locomotives: Press the emergency fuel cut-off but-
ton below the annunciator panel
C1.1.3: Engine Room GE
* Pull manual overspeed layshaft at the governor untilengine
stop
* Press emergency fuel cut-off button at the start stationbelow
the start switch
C1.1.4: Cab
* GM & GE: Press the emergency fuel cut-off button onthe
electrical control panel
* GM only: Road freight and some switcher locomotives:Place the
throttle handle to the Stop position (only if theisolation switch
is in the Run position)
* GM only: Low horsepower locomotives (1300 HP andbelow): Pull
the emergency fuel cut-off ring beside thecontrol standNote: In the
case of an emergency shutdown, apply theDo Not Start tag on either
the start station or the isola-tion switch. Advise the MSREP, if
required, and recordthe event on Form 538-D.
Emergency Shutdown ProceduresFig. C1 - 3
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15
C1.2: Multiple Locomotive Shutdown
The following is intended for emergency use only (fire,etc.). To
initiate the shut down of all engines in a locomotiveconsist:* Move
the throttle to Stop position.* All engines in the locomotive
consist shut down, pro-
vided the isolation switch on each locomotive is in theRun
position.
* Any locomotive in the consist with its isolation switch inthe
Start-Stop-Isolate position will NOT shut down.
C1.3: RSC (Reset Safety Control)
The safety control device in the controlling cab of a
locomo-tive consist must be operational at all times. If the
safetycontrol device on the controlling locomotive becomes
inop-erative while a train is en route, it may be cutout (CN
loco-motives cannot be cutout but some foreign locomotives canbe)
and the train may proceed to the first location where:* repairs by
qualified personnel may be made, or* there are facilities to
change-out the locomotive, i.e., the
next crew change point.
En route failures must be immediately reported to the RTC.
Inaddition, a record of the failure must be made on Form 538-D.
Instructions regarding operation and failure of safety con-trol
devices on VIA passenger trains will be included in theSpecial
Instructions of that railway.
C1.4: RSC Enabled
The RSC is enabled when the air brake system is set up forlead
and any of the following conditions exist:* the reverser lever is
in either the Forward or Re-
verse position;* the speed is greater than 1 MPH;* the brake
cylinder pressure is less than 30 psi.
C1.5: RSC Disabled
The RSC is disabled when the air brake system is set up fortrail
or the automatic brake valve handle is in the Sup-pression,
handle-off,or Emergency position, or if all ofthe following
conditions are met:* the reverser lever is in the Neutral
position;* the speed is less than 1 MPH;* the brake cylinder
pressure is 30 psi or more.
If all three of the above conditions are not met, the RSC willbe
activated and a reset will be required to prevent thePneumatic
Control (PC) switch from being activated, caus-ing a penalty
application of the brakes and a power knock-off, i.e., the diesel
engine returning to idle.
C1.6: RSC Resets
The RSC device is reset by one of the following items:* Use of
manual reset button or foot switch;* Use of locomotive whistle;*
Use of bell;* Change in throttle position;* Use of bail off feature
(depressed);* Change of brake cylinder pressure 3-5 psi and
25-28
psi;* Brake pipe reduction as per a full service brake
(brake
pipe transducer).
If one of the resets is not activated within a time
interval,which is dependent on speed, lights will flash and a
warn-ing sound will be heard from the reset safety control
boxlocated on or beside the control stand.
This warning will last for a period of 20 seconds and if areset
is not activated, a warning whistle will be heard forapproximately
six seconds and a penalty application of trainbrakes will occur,
with a loss of power.
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16
C1.7: Penalty Brake
A penalty brake (or safety control or PC) application occurswhen
one of the locomotives safety control devices (RSCor Locomotive
Overspeed Control (LOC) is activated andnot reset within a
specified time. Once a penalty brakeapplication is initiated, a
full service brake application willtake place.
When either of the safety control devices are activated andnot
reset, it will result in the following:1. There will be a full
service brake application on the
locomotive consist and throughout the train.2. The PC light will
come on.3. The loadmeter will indicate no load.4. The engine will
return to idle, regardless of throttle posi-
tion.
C1.8: Recovery from a Penalty Brake Application
The following steps must be taken in order to recover con-trol
of the brake system following a penalty application ofthe brakes.1.
Place the throttle to the Idle position.2. Place the automatic
brake valve handle to the Suppres-
sion position.3. If the penalty application is caused by
overspeed, wait
for the speed to drop below the maximum permissiblespeed. If it
was caused by the RSC, a reset should beactivated.
4. Wait for the PC light to go out.5. Release the brakes and
recharge when safe to do so.6. If in distributed power (DP), wait
for timer to expire as
shown on the OIM screen.
C1.9: Recovery from an Emergency Brake Application
The following steps must be taken IMMEDIATELY in order torecover
control of the brake system following an emer-gency application of
the brakes initiated from any source.1. Place the automatic brake
valve handle to the Emer-
gency position.2. Activate the EMERGENCY TOGGLE SWITCH on
the
IDU.* Placing the SBU into emergency due to an
UndesiredEmergency Brake Application (UDE) or an
EmergencyApplication initiated from the locomotive consist can
as-sist in reducing in-train-forces and could reduce theoverall
stopping distance of the train movement.
3. Place the throttle to the Idle position.4. Then wait for the
train to stop and the equalizing reser-
voir pressure to reduce to 0 psi. Then wait 60 to 90seconds
before attempting to recover emergency.
5. Place the automatic brake valve to the Release posi-tion and
recharge the brake system when safe to doso. The PC light should go
out as the handle is movedtowards the release position.
6. If in distributed power (DP), wait for timer to expire
asshown on the OIM screen.
C1.10: Locomotive Event Recorders
Locomotive event recorders are installed on each locomo-tive to
record the following data:
* Speed* Throttle Position* Distance* Dynamic Brake* Time*
Whistle and Bell* Direction* Reset Safety Control* Brake Pipe
Pressure* PC Switch* Independent Bail-Off and Brake Cylinder
Pressure* Various mechanical and electrical functions
The above locomotive data is monitored to provide informa-tion
in the following areas:
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17
* Rule compliance and speed control* Train handling and fuel
conservation* Training and qualification standards* Accident and
incident analysis* Litigation, claims and legal issues* Mechanical
and electrical problems
C2: Motive Power
C2.1: Traction Motor Cooling
To ensure a sufficient supply of cooling air, the throttleshould
not be in position 5 or less when the loadmeterreading is near the
maximum value in the continuous rating(for example, if maximum
value is 900 and the loadmeterreading is 850 amps, throttle
position should not be lessthan 5). When the loadmeter reading is
in the short timerating, the throttle should be in position 8.
The exceptions are the GR-418, GF-640, GF-643, EF-640,EF-644;
they have an AC motor-driven traction motor blower.
C2.1.1: Short Time Ratings
Short time ratings need not be observed if a locomotiveconsist
is made up entirely of locomotives from the follow-ing list.GF-636
5400-5459 GF-638 5500-5563GF-640 5600-5625 GF-643 5626-5800EF-640
2400-2454 EF-644 2200-2205EF-644 2500-2696
C2.2: Stall Burns
To prevent stall burns, avoid excessive current flow to
thetraction motors when the armatures are stationary. It
isimportant, when lifting a train, to get the motors turning assoon
as possible.
C2.3: Road Shocks
To reduce the probability of arcing when in power or dy-namic
brake, the throttle or dynamic brake lever must bereduced to
position 3 or lower eight seconds before pass-ing over railway
crossings at grade (or known rough spotson the track). This allows
the current flowing from the maingenerator to drop to a lower
value. The throttle should beleft in this position until all
locomotives in the consist havepassed over the railway crossing at
grade.
C2.3.1: Running Over Railway Crossings at Grade &Draw
Bridges
The shock traction motors receive when the wheels strikethe
break in the rail at a railway crossing or drawbridge,causes the
brushes to lose contact with the traction mo-tors commutators.
Heavy arcing can occur, often causinga flashover, burning the
commutators and resulting in groundrelay action. For this reason,
the following instructions ap-ply:
a) The throttle must be reduced to the third throttle positionor
lower at least 8 seconds before reaching the loca-tion and must not
be increased until the last locomotivehas cleared.
b) In dynamic braking, when approaching railway cross-ings at
grade or drawbridges, the braking current mustbe reduced to half of
the maximum or lower and mustnot be increased until the last
locomotive has cleared.
c) When using the train brakes in the vicinity of bridgeswith
open timber decks, when practicable, the trainbrakes must be
applied sufficiently in advance to en-sure the brakes are released
while the train is passingover such structures.
d) When running in distributed power (DP) mode, the
in-structions in Item (c) above apply to all locomotives in
allremote consists.
C2.3.2: Running Through Water
When water above the rail is observed, the locomotiveengineer
should make every effort to stop before the loco-motive reaches it
and then be governed by the followinginstructions:
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18
a) When water is near or above the top of the rail, locomo-tive
speed must not exceed 3 MPH.
b) Under no circumstances should the locomotive passthrough
water that is deep enough to touch the tractionmotor frames. This
must be checked by observation asthe movement progresses.
c) If distance is too short to make a stop, the
followinginstructions will apply:i) The throttle should be moved
quickly to idle position.ii) The generator field switch should be
opened, then
advance throttle to the eighth position. This actionincreases
the speed of the traction motor blowersand the volume of air to the
traction motors. The flowof air will pressurize the traction motors
and assist inpreventing water from entering.
iii) Dynamic brakes must not be used when passingthrough
water.
d) After locomotive has cleared the water:i) Leave generator
field switch open and continue blow-
ing air through traction motors for a few minutes inthrottle 5
position or lower. This will assist in dryingmoisture in and around
the motors.
ii) Return throttle to idle, close generator field switch.iii)
Reapply power with extreme care, being alert to
ground relay action on all locomotives in the locomo-tive
consist.
iv) Should a ground relay occur, follow recommendedprocedure for
resetting ground relay and repeat theroutine outline in items i) to
iii) for an extended periodof time.
C2.4: Overheated Support Bearing
The first indication of overheated support bearings is smokein
the vicinity of the defective bearing. If the overheatedsupport
bearing is close to the controlling cab, the locomo-tive engineer
may also hear a high-pitched squealing sound.If an overheated
support bearing occurs, a stop and in-spection must be made to
determine the extent of the prob-lem. Based on the inspection, a
decision will have to bemade to either set the locomotive out or
have it continue toa maintenance point. The traction motor with the
overheatedsupport bearing must be cut out using the traction
motorcutout switch or the locomotive isolated.
C2.5: Ground Relay
When a ground occurs, a protective device called a GroundRelay
is activated to alert the locomotive engineer of thecondition.*
When a ground occurs:* An alarm bell will sound throughout the
consist;* The high voltage ground warning light will come on in
the locomotive affected;* The engine will return to idle and
stop loading.
The ground relay is either manually reset or automaticallyreset.
The automatic reset attempts to reset the groundrelay up to three
times, after which a manual reset is neces-sary. To manually reset
the ground relay, the locomotivemust be isolated and the ground
relay reset button pushed.The locomotive may then be put back on
line.
Common sense must be used when it comes to resettingthe ground
relay. When the device trips for the first time, itmay be reset
without taking any corrective action. Shouldthe relay trip
immediately after or within a short time afterbeing reset, cut out
one or more traction motors. Once allcombinations of traction motor
cutouts have been tried andthe relay still trips, then the
locomotive must be isolated.
C2.5.1: Opening Ground Relay Cut-Out
Opening of the ground relay cutout to prevent repeatedtripping
of the ground relay is prohibited unless authorizedby proper
operating or equipment officer.
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C2.6: Traction Motor Cutout
The locomotive must be isolated before operating the trac-tion
motor cutout switch. Ensure that all wheels are turningfreely
before operating with a traction motor cut out. Theisolated motor
will continue to rotate as the train moves.
Warning: The dynamic brake is inoperative when a trac-tion motor
is cut out. On GE locomotives, where the tractionmotor has been cut
out automatically, the traction motor mayor may not be operative
and therefore, the same applies tothe dynamic brake.
C2.7: Wheel Slip
The wheel slip light will come on in the lead locomotivewhen ANY
wheel in the locomotive consist is slipping. If theloadmeter on the
lead locomotive does not indicate a loss ofpower when the wheel
slip warning is given, then one ofthe trail locomotives will have
wheels slipping. A slippingwheel or wheels on a locomotive (loss of
adhesion) can, inmost cases, be detected and corrected
automatically. Theautomatic wheel slip detection system will reduce
the powerto the traction motors and apply sand to the rails until
thewheel(s) have stopped slipping.
C2.7.1: Wheel Slip Indications
* Steady indicator light:* Locked armature bearing (wheel
sliding)* Locked traction motor support bearing* Wheel slip circuit
defective* Failure of power contactor to make contact* Overheated
or burned, opened connection/lead* Intermittent indicator light:*
Any high resistance connection in the traction motor
circuits* Hand brake set or partially applied* Bad power
contactors* Lack of proper sanding* Insufficient control or
electric air pressure
If a wheel slip light remains on constantly or
persistentlyblinks on and off during locomotive operation, a pair
ofwheels may be sliding. The locomotive should be
stoppedimmediately and a roll-by inspection made to ensure that
allwheels are rotating freely.
C2.7.2: Manual Wheel Slip Correction Procedure
If the wheel slip detection system does not stop the wheelslip,
perform the following procedure:1. Reduce throttle position until
wheel slip stops;2. apply sand, if possible;3. power reapplied when
wheel slip stops.
A wheel slip warning for no apparent reason must alwaysbe
investigated.
Traction motor, pinion and gearsFig. C2 - 4
C2.7.3: Detecting a Motor With a Slipped Pinion
A traction motor with a slipped pinion gear can be detectedby:1.
applying the brakes to prevent movement;
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20
2. having a person on the ground walk beside the locomo-tive
consist;
3. placing the throttle in position 1;4. ensuring there is load
on the loadmeter;5. having the ground observer listen at each motor
for the
sound of the defective motor.
After locating the defective motor, the problem must bereported
to the MSREP and an inspection made to determineif it is safe to
operate with the traction motor cutout. Ensurethat the wheels on
the defective traction motor are turningfreely. If defect cannot be
determined and light remains on,follow the instructions of the
MSREP.
C2.7.4: Detecting Locked Wheels
A locked wheel (or axle) can be located in the locomotiveconsist
by:1. releasing the brakes;2. placing the throttle to position 1;3.
ensuring there is load on the loadmeter;4. having an observer on
the ground to locate the locked
wheels.
Once the locked or damaged wheels are located, the loco-motive
or train must be stopped immediately. The MSREPand the RTC must be
notified and no attempt must be madeto move the locomotive until
advised by proper authorities. Arecord of the defect must be made
on Form 538-D.
C2.7.5: Condemning Limits
Condemning limits for wheel defects are:* Slid flat spots: 2
inches long or over.* Two or more slid flat spots: 1 inches long or
over.* Surface shell spots: 1 in length and 1 in width.* Two or
more surface shell spots: 1 in length and in
width.Further movement must not be made until authorized
byproper authority.
C2.7.6: Moving a Locomotive With Locked or DefectiveWheels
If it is necessary to move a defective locomotive to clear
themain track, carefully perform the following procedure:
1. Obtain proper authority;2. Lubricate (if required) the rail
ahead of locked wheels;3. Speed must not exceed 5 MPH;4. If and
when the locomotive has been set out, and if rail
lubrication has been performed, sand the rail on the returnto
the train.
C2.8: Slow Speed Control Operation
Request slow speed operation (SSC mode) through thelocomotive
computer display with the SLOW SPEED key onthe keypad. Once the
computer initiates slow speed opera-tion, the display shows the
TARGET (set) speed and actualspeed (average axle speed) on the SLOW
SPEED setupscreen. A locomotive could be in slow speed operation
wellbeyond the 30 minute blank screen time-out period withouta key
being pressed. For this reason, the blank screenfunction has been
disabled when operating in slow speedmode. If the user moves on to
a different screen functionand there are no key presses for 10
minutes, the displayreturns automatically to the SLOW SPEED setup
screen.
If the setup screen is overridden by a priority crew mes-sage,
the operator can suppress the crew message andreturn to the setup
screen by pressing the EXIT key on thekeypad.
Note: The SLOW SPEED setup screen must be displayed inorder for
the operator to make speed adjustments with theSPEED UP/DOWN rocker
switch on the Operators ControlStand.
The SPEED UP/DOWN rocker switch is used in conjunctionwith the
computer display panel to control the Slow SpeedSystem. Pressing
the switch rocker UP requests computerto raise the locomotive speed
setting. Pressing the rocker
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21
DOWN requests a lower speed setting. Releasing the rockerenables
spring pressure to return it to the OFF (centered)position.
The computer increases the Set Speed change rate whenthe rocker
switch is held down for more than two (2) sec-onds; the Set Speed
change rate increases further if theswitch is operated for another
two (2) seconds.
Note: The computer resets Set Speed to actual locomotivespeed or
10 MPH (whichever is slower) when slow speedmode starts. It resets
Set Speed to 0.0 MPH when SlowSpeed Mode ends.
C2.9: Pace Setter II
The analog speed indicator does not operate when thepace setter
is operated. Instead a Vu meter on the speedcontrol console is
utilized. The following is a list of compo-nents the locomotive
engineer must be familiar with to oper-ate pace setter II
equipment.
Component LocationSpeed Control Console: Located on control
stand in front
of locomotive engineer and is thecontrol through which the
pacesetter is operated.
Response: Located on speed control con-sole; this dial has been
modifiedand is not utilized.
Speed Range: Located on speed control con-sole. Allows the
operator to se-lect one of the three speedranges: .1 1 mph, 1 10
mph,10 100 mph.
Set Speed: Located on speed control con-sole. Allows precise
setting ofdesired operating speed.
Start/Manual: Located on speed control con-sole. Controls amount
of tractionmotor loading in the Manualmode. There is no effect on
load-ing in the Auto mode.
Panel Lights: Located on the speed control con-sole and allows
control of indica-tor illumination.
Auto/Manual: Located on speed control con-sole and is used for
initial startingwhen in pace setter operation.
On/Off: Located on speed control con-sole and removes power
fromspeed control console when inthe off position. It should be
OFFwhen pace setter is not beingused.
Interface ON/OFF/Trail: Located on control panel
behindlocomotive engineer. To be placedin TRAIL when locomotive
trail-ing, ON when used as lead andOFF when pace setter is notbeing
used.
C2.9.1: Operating Sequence for Pace Setter II
1. Turn the interface panel switch to appropriate position
(On,Trail or Lead) on each on-line locomotive.
2. Select desired range with Speed range selector switch.3.
Adjust speed setting control to the desired speed.4. Set
Manual/start control to zero.5. Set Auto/manual switch to manual.6.
Depress the on/off switch to on (switch will illuminate).7. Open
throttle to the 2nd or 3rd throttle position. (Avoid throttle
position No. 5 account engine vibration.)8. Increase the setting
of the Manual/start control. (The loco-
motive ammeter will indicate traction motor loading in
direct
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22
proportion to the Manual/start setting.)9. When Vu meter begins
to approach centre mark, press
Auto/manual switch to Auto. (The switch will illuminate.)Train
speed control is now fully automatic.
10.If the indicator begins to read consistently low, increase
thethrottle setting.
11. If the train is stopped or the throttle is returned to idle,
thepace setter will have to be reset by repeating steps 3 to 9.
12.To return to normal operation, place the throttle in idle
anddepress the on/off switch to off; also the interface switchon
lead and trailing locomotives must be placed in the
offposition.
C3: Basic Troubleshooting
Overheated supportbearing Smoke from defective bearing. If
close to the controlling cab, mayalso hear a high-pitched
squeal-ing sound.Stop & inspect extent of problem.Decide
whether to set out loco-motive or continue to mainte-nance point.
Cut out affectedtraction motor or isolate locomo-tive . Contact
MSREP.
Ground relay Alarm bell sounds throughout con-sist; High voltage
ground warn-ing light comes on in locomotiveaffected; Engine
returns to idle;stops loading.Ground relay is either manually
orautomatically reset. Automatic re-set: 6 to 8 seconds after
beingactivated (three times, afterwhich a manual reset is
neces-sary).Manual reset: locomotive must beisolated & ground
relay reset but-ton pushed. Put locomotive backon-line.If problem
persists: cut out one ormore traction motors. If all trac-tion
motor cutouts combinationsdo not solve, locomotive must beisolated.
Contact MSREP.
Wheel slip Wheel slip light comes on in leadlocomotive when ANY
wheels inthe consist slip.If not corrected automatically, re-duce
throttle until light goes out Apply sand Increase throttle.
Locked wheels Wheel slip light remains on con-stantly.Stop
immediately and do a roll-byinspection to ensure all wheels ro-tate
freely. Once the locked or dam-aged wheels are located, the
loco-motive or train must be stopped im-mediately. MSREP & RTC
must benotified and no attempt must bemade to move the locomotive
untiladvised by proper authorities. Arecord of the defect must be
madeon Form 538-D.
Slipped pinion Intermittent wheel slip warning andthe loadmeter
fluctuating. Slippedpinion warning light comes on.Newer high HP
locomotives, alarmbell sounds.Cutout affected traction motor Ensure
wheels turn freely Con-tact MSREP. A record of the defectmust be
made on Form 538-D.
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23
Section D: GM LOCOMOTIVESD1: GM Locomotive Start-up and
Shutdown
D1.1: GM Engine Purging
Blow the engine out if:* It has been shut off for more than 24
hours* The engine block is cool to the touch
D1.1.1: Engine Purging Procedure
* Open all cylinder test valves one full turn counter
clock-wise
* Pull the manual layshaft (if equipped) completely andhold in
position while cranking.
Cylinder Test ValvesFig. D1 - 5
* Pullout the governor button (if equipped)* Turn the start
switch to Start* Hold the start switch in Start position until the
engine
crankshaft has rotated two full revolutions
On an EFI engine, place the fuel injection switch on
theannunciator panel to the Run position and jog the startswitch on
and off
Annunciator Panel SD70/75Fig. D1 - 6
* When the engine blow out procedure is complete, push-in
governor button (if equipped)
* Close all cylinder test valves but do not over tighten
Note: Keep clear of test valves while cranking engine. Theymay
be expelled by hydraulic pressure.
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24
Governor ButtonFig. D1 - 7
D1.1.2: Engine Start Procedures for GF-640 (SD-70) andGF-643
(SD-75)
After the inspections have been completed, the diesel en-gine
may be started. Close engine room doors after enginestarts.
To start the engine, proceed as follows:
Note: If engine water temperature is 100C (500 F) or
less,preheat engine before attempting to start. Pre-lube engine
ifit has been shut down for more than 48 hours. Refer toEngine
Maintenance Manual for pre-lube instructions.
1. At the Annunciator (Fault) Panel on the side of the No. 3AC
electrical cabinet, place the FUEL INJECTION switchin the STOP
(down) position. Open cylinder test valvesand bar over the engine
at least one revolution. Checkfor leakage of fluids from test
valves and notify mainte-nance personnel if any is observed.
Note: Placing the FUEL INJECTION switch in the STOPposition
allows engine to be cranked without firing cyl-inders, even if fuel
system has been primed.
2. Close cylinder test valves and return the FUEL INJEC-TION
switch to the RUN (up) position.
Note: The green SYSTEM READY light on the Annun-ciator Panel
must be ON to enable an engine start. Lightshould go ON when the
Fuel Prime/Engine Start (FP/ES)switch is placed in the FUEL PRIME
position, as in step 5following. Operating this switch will
energize the fuelpump circuit and reset the engine shutdown
circuit.
3. At the Operators Control Stand, make certain that onlythe
Fuel Pump & Control switch is ON (up). The EngineRun and
Generator Field switches should be OFF(down).
Note: When starting a trailing locomotive diesel engine,and
control cables have been connected between lo-comotives, the
trailing locomotives Fuel Pump & Controlswitch should remain
OFF (down).
4. At the No. 1 Electrical Control Cabinet, check status ofthe
starting fuse, and that the Main Battery Knife switch,Ground Relay
Cutout switch and the Aux. Gen. CircuitBreaker are all closed.
Also, make sure that all breakersin the shaded (black labeled)
areas on the Circuit BreakerPanel(s) are in the ON (up) position.
In addition, verifythat the Isolation Switch on the Engine Control
Panel is inthe START/STOP/ISOLATE position.
5. At the starting controls junction box on the equipmentrack,
verify that no DO NOT START ENGINE tag ishanging over the Fuel
Prime/Engine Start (FP/ES) switch,
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25
then set switch in the FUEL PRIME position until fuelflows in
the return fuel sight glass, to indicate that theEFI system is
charged with fuel.
Note: The electronic fuel injection (EFI) system requiresa fuel
supply pressure greater than that used with me-chanical injectors
and therefore, usually takes a longerperiod of time to fill the
injectors with the fuel primecharge.
Also, fuel flow observed in the return fuel sight glasswill
contain air bubbles (fuel turbulence) during engineprime and normal
operation. Operators are advised toignore bubbles in the return
fuel sight glass on locomo-tives equipped with the EFI system.
6. Move the Fuel Prime/Engine Start (FP/ES) switch to EN-GINE
START position and hold in this position until theengine fires and
speed increases, but not for more thantwenty (20) seconds.
Caution: EMDEC equipped engines may require a slightlylonger
cranking time than mechanically governed en-gines. Therefore, it is
important to observe the recom-mended 20 second time limit for
holding the startingmotors engaged in order to avoid a thermal
overloadcondition.
Do NOT advance throttle to increase engine speed aboveIDLE until
oil pressure is confirmed.
GF-640, 643 Start StationFig. D1 - 8
D1.2: Engine Start Procedures for GM EFI Locomo-tives
D1.2.1: Priming Engine
* Turn the start switch to Prime position and hold (about10-15
seconds) until the primary (inner) fuel sight glassis full and free
of bubbles
If the secondary fuel sight glass fills up (outer sight
glass),see Section D3: Basic Troubleshooting.* Some newer EFI
engines do not have fuel sight glasses,
you must then prime for about 20-25 seconds
If the engine fails to prime, see Section D3: Basic
Trouble-shooting.
D1.2.2: Starting Engine
* Turn the start switch to Start position and hold (for amaximum
of 20 seconds)
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26
Start station - GMFig. D1 - 9
* Push the manual layshaft lever up to a third of its
traveluntil the engine fires and speed increases **
* Once the engine is started, promptly release the startswitch
and layshaft lever
If the engine fails to start, see Section D3: Basic
Trouble-shooting.** Since EFI engines do not have layshafts, they
may take
a bit longer to start but the procedure is similar.
D1.2.3: Low HP Locomotives (1300 HP and below)
* Turn the isolation switch to Run position for threeseconds to
sound start-up alarm and then turn back toStart-Stop-Isolate
position
* Place the FP (Fuel Pump) switch in the Running posi-tion
* Press and hold the ES (Engine Start) switch until theengine
fires and speed increases
* Release the ES switch
Start Station - Low HP LocomotiveFig. D1 - 10
Note: DO NOT continuously crank the engine for more than20
seconds to avoid draining the batteries. Instead, checkfor reason
why engine will not start, e.g., incorrectly setswitches, safety
features tripped, etc.
D2: Smart Start or Automatic Engine ShutdownSystems (AES)
D2.1: Visual Recognition
Some locomotives are equipped with a device that will
au-tomatically shut down and restart a diesel locomotive en-gine
while parked in idle when certain preset conditions aremet.
D2.1.1: SmartStart Logo
For safety concerns, it is very important to recognize
andunderstand any piece of equipment that stops and starts
alocomotive without human supervision. A locomotive equippedwith
SmartStart always has a SmartStart logo on either sideof the
locomotive.
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SmartStart LogoFig. D2 - 11
The logo, while very distinctive, may not be noticed in
nighttime operations or under adverse conditions. Therefore,there
are two other ways to recognize a locomotive isequipped with
SmartStart.
D2.1.2: Visual Indicators
A Status Indicator light and a Parking/Lighting Enable buttonare
located at the top left side of the engine control panel,inside the
locomotive cabin. The Status Indicator light canbe:
* Green - enabled* Red - disabled* Flashing green and red -
autostart or shutdown in
progress* Dark - no 74 volts.The Parking/Lighting Enable button
can be:* Red - enabled* Dark - disabled.
D2.1.3: Audible Indicators
The audible alarms in the form of a Sonalert emanate
simul-taneously from two locations:* Near the manual start station
in the control cabinet.* Near the SmartStart Autostart switch,
located at the
back of the engine control panel.
The SmartStart Autostart switch, is locked in the ON posi-tion
(under normal circumstances) by means of a pin and awire seal with
a tag. The alarms can:* Blare (beep continuously)* Chirp (quickly
turn ON and OFF once every 10 to 20
seconds)* Be silent
D2.2: Conditions Prior to Shutdown
Before SmartStart can take charge of the automatic shut-down,
the following prerequisites have to be met:* Engine idling at least
15 minutes* Status Indicator Light green* Locomotive reverser
centered
To avoid a situation that would make it difficult to
restartlater, the system checks four additional settings:* Engine
coolant temperature above 120F (48C)* Outside temperature above 28F
(-2C)* Engine battery charging rate below 20 Amps* Brake cylinder
pressure at least 22 psi
These are the conditions that SmartStart monitors to decideif an
automatic shutdown is feasible. All these conditionsmust be met for
the locomotive to automatically shutdown.
D2.3: Restart Prerequisite Settings
Before SmartStart can take charge of the automatic
restart,certain prerequisites have to be met:* Engine previously
shut down by SmartStart* Status Indicator Light green* Locomotive
throttle in Idle position
The conditions that trigger SmartStart to shutdown a loco-motive
are the same that trigger SmartStart to restart it:* Engine coolant
temperature below 100F (38C)* Outside temperature below 28F
(-2C)
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28
* Engine battery charging rate below 63 Volts* Brake cylinder
pressure below 18.5 psi
When the conditions that trigger the start up return to
anacceptable level, SmartStart shuts down the locomotive.
D2.4: Shutdown Sequence
After ALL the shutdown conditions have been met, Smart-Start
initiates a shutdown. The sequence is as follows:* Status Indicator
Light flashes green and red, while* SmartStart alarms blare:* The
warning lasts approximately 20 seconds* At the end of the 20
seconds, SmartStart shuts down
the engine
These events occur BEFORE SmartStart shuts down
thelocomotive.
D2.5: Shutdown Mode
Once SmartStart has shut down the engine, the followingevents
occur:* Status Indicator Light glows green* SmartStart alarms chirp
every 20 seconds* 2 minutes after the shutdown, the headlights turn
off
and the Parking/Lighting Enable button becomes illumi-nated
* 10 minutes after the shutdown, the remaining auxiliarylighting
turns off
* Pressing the Parking/Light Enable button while illumi-nated
restores headlights for 2 minutes and auxiliarylights for 10
minutes.
D2.6: Restart Sequence
If any one of the restart conditions is met, SmartStart
re-starts the locomotive. The sequence is as follows:* Status
Indicator Light flashes green and red, while* SmartStart alarms
cycle twice with:* 10 seconds of rapid beeping* 5 seconds of
silence* Fuel pump turns on* The warning lasts approximately 30
seconds* At the end of the 30 seconds, SmartStart starts crank-
ing the engine for 20 seconds
These events occur BEFORE SmartStart restarts the
loco-motive.
D2.7: Restart Mode
Once SmartStart has restarted the engine, the followingevents
occur:* After the engine has been running for about one minute,
engine speed, traction power and cab alarm circuitsreturn to
their normal operation mode
* Status Indicator light glows green* SmartStart alarms are
silent
The SmartStart system continues to monitor the
conditionsrequired for a shutdown.
D2.8: SmartStart Failure to Restart
If the locomotive fails to start after 20 seconds:* SmartStart
stops cranking the engine and waits 2 min-
utes* The system repeats this sequence 2 more times
If it fails to start after the 3rd attempt:* SmartStart disables
itself* The Status Indicator light turns red* Alarms blare to alert
personnel that the locomotive re-
quires immediate attention.
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29
D2.9: Manual Restart
There may be cases when you need to restart a locomotivethat was
shutdown by SmartStart. In these cases, the mostcommon method to
manually restart a locomotive is to:1. Ensure the locomotive was
shut down by SmartStart
and listen for the chirp of the alarms and check if theStatus
Indicator Light is green
2. Move the reverser to the forward or reverse position3. After
the engine starts, wait for one minute before mov-
ing the throttle
D2.10: Delay an Automatic Shutdown
The reverser handle can also be used to cancel an auto-matic
shutdown that is in progress. This will DELAY theautomatic shutdown
for another 15 minutes without deac-tivating SmartStart.
D2.11: Speed Up an Automatic Shutdown
You can also prompt the system to override the 15 minuteshutdown
time delay. To do so push the Parking/LightingEnable button.
* The button will flash red to indicate the system is check-ing
the shutdown conditions
* When all conditions are met, an automatic shutdownwill
begin
* After the engine is shut down, the Parking/Lighting En-able
button will go dark
Note: The Parking/Lighting Enable button becomes illumi-nated
ONLY in the shutdown mode, and flashes red ONLYwhen someone prompts
the system to override the 15 minuteshutdown time delay.
D2.12: Manual Shutdown
There are other methods to manually shut down a locomo-tive that
has been started by SmartStart. However, thesemethods will DISABLE
the system. Since SmartStart did notshut down the locomotive, it
will not restart it. When youmanually shut down the locomotive
using one of these meth-ods, it disables SmartStart (i.e. prevents
it from restartingthe engine automatically).
D2.12.1: Most Common Method for Manual Shutdown
The most common method for manual shutdown is to pressthe STOP
button, or the emergency fuel cut-off button.Pressing the emergency
fuel cut-off button on a locomo-tive, even when the engine is shut
down, will deactivatethe SmartStart system. SmartStart will remain
disabled untilthe next time the engine is manually started.
D2.12.2: Locomotive Protective System Devices
One of the locomotive protective system devices (crank-case
pressure, low oil or low water) can also cause ashutdown. Once a
shutdown is requested manually or byone of the locomotive
protective devices, the followingevents occur:* The locomotive
shuts down immediately and SmartStart
deactivates itself* Status Indicator light turns red* SmartStart
alarms blare* Push the emergency fuel cut-off button to silence
the
alarms* If the Locomotive Isolation Switch is in the Run
posi-
tion, the locomotive cab alarm will also sound* To silence the
cab alarm, turn the Isolation Switch to the
Start/Stop/Isolate position
D2.12: Safety Precautions
If you are performing any inspection or maintenance workon a
locomotive, safe work practices state you must al-ways conform to
the following rules:1. Press the emergency fuel cut-off whether the
locomo-
tive is running or not (removes power from SmartStart)2. Put the
Autostart Switch in the OFF position3. Pull the battery switch4.
Place Do Not Start tag in designated location.
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30
If the Autostart Switch is placed in the OFF position whilethe
engine is running, it will immediately kill the engine andthe
sirens will start to beep. The only way to silence thesirens is
to:1. Place the switch momentarily in the ON position.2. Press the
emergency fuel cut-off button.3. Turn back the Autostart Switch to
OFF.
When service or maintenance is finished, and the locomo-tive is
to be returned to service, you must always return theAutostart
Switch to the ON position before manually start-ing the engine. If
you forget to turn the Autostart Switchback ON before attempting to
restart the locomotive, theengine will not crank and the system
alarms will beep rap-idly to remind you to turn the Autostart
Switch ON.
D3: Troubleshooting GM Engines
D3.1: Troubleshooting Chart
Engine air problems - Black smoke; loss of power.Gently broom
off car body filters if necessary. Reportplugged filters on 538-D
and notify MSREP.
Combustion air problem/ air box explosion - Fire in theengine
air filters or engine room; dislodged air box covers.Shut down
engine: extinguish fires. Do not attempt to re-start. Report on
538-D and notify MSREP. Place Do NotStart tag. Protect engine from
freezing by draining coolingsystem.
Crankcase explosion - Crankcase covers dislodged; pos-sible
fire.Shut down engine: extinguish fires. Do not attempt to
re-start. Report on 538-D and notify MSREP. Place Do NotStart tag.
Protect engine from freezing by draining coolingsystem.Do not open
or remove crankcase or air box covers. Influxof air (oxygen) into
the engine may cause an explosion.Ensure top deck covers are closed
and properly secured.Hazard is great if a hot spot is present.
Fuel oil problems - Air bubbles visible or little or no fuel
inreturn sight class (nearest the engine). Occurs on all ex-cept
some late model GF-643 engines.Check level in fuel tank; fuel pump;
filters. Report on 538-Dand notify MSREP.
Plugged fuel oil filters - Fuel present in the bypass fuel
sightglass. Occurs on all except some late model GF-643
en-gines.Report on 538-D and contact MSREP for instructions.
Low water - Alarm bells throughout consist. Governor
Shut-down/Low Lube Oil light lit in affected locomotive. Low
lubeoil reset button protrudes on governor. EPD Low Waterbutton
pops out. Engine shuts down.Check the water level on the sight
glass. Add water ifnecessary. Record the conditions on Form 538-D
and ad-vise the MSREP.
Hot engine - Hot Engine light is lit in the affected
locomotive(on all locomotives). Engine returns to idle and drops
its load(GR-418 only). Operating in throttle position 7 or 8,
reducesengine speed and power automatically to throttle position
5or 6 equivalent respectively. If in throttle 6 or below,
enginespeed and power will NOT be reduced. (GF-430 only).
Isolate the locomotive and leave the engine idling. The
alarmbell will continue until the engine cools down. Check thewater
level on the sight glass. Check the operation of thecooling fans
and shutters (they may have to be blockedopen). Record the
conditions on Form 538-D and advise theMSREP.
Exhaust leaks due to defects in engines exhaust sys-tem - Engine
not loading properly.Nothing the engineer can do to repair exhaust
system prob-lems. However, if serious enough, engine should be
shutdown, event reported on Form 538-D and the MSREP noti-fied.
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31
High crankcase pressure - The EPDs high crankcase pres-sure
button trips, causing the engine to shut down. Alarmbell rings
throughout consist, Governor Shutdown or LowOil light lit in the
affected locomotive (Only those equippedwith EPD).
Do not restart the engine following a shutdown due to ahigh
crankcase pressure condition. Place Do Not Starttag. Report on Form
538-D and notify MSREP.
Low lube oil pressure - Governor shutdown light comes onaffected
locomotive. Engine returns to idle; low lube oil but-ton (or
plunger) protrudes on the governor exposes a redband. Alarm bells
sound in all locomotives of the consist,provided the affected
locomotives isolation switch is in theRun position. (GF640 to
GF-643 engines do not have agovernor. EM 2000 computer does
this.)
Check EPD if equipped. Determine trouble or do not
restartengine. Check lube oil level and for fuel oil
contamination.Add lube oil if necessary. Check engine cooling
system.Record the condition on Form 538-D and advise the MSREP.
Do not open or remove the crankcase or air box covers.Ensure
that the top deck covers are closed and properlysecured. When a
cover is removed, the sudden influx of air(oxygen) into the engine,
mixed with oil vapors, may causean explosion. The hazard is
extremely great if a hot spot ispresent, such as a defective
bearing.Do not restart the engine following a low lube
shutdowncaused by fuel dilution (check for high oil level on
dipstick orunusual smell from the dipstick).
Do not restart the engine following a low lube shutdown ifthe
cause of the shutdown cannot be determined. Thecause of shutdown
may be due to a loss of pressurethrough a defective bearing. The
majority of crankcase ex-plosions take place after the engine has
been restartedfollowing a low lube shutdown.
Hot lube oil - Alarm bells ring throughout the consist.
Gover-nor Shutdown or Low Lube Oil light comes ON in the af-fected
locomotive. Low Lube Oil Reset button protrudes onthe side of the
governor. Engine shuts down. Occurs onmost except GF640 GF-643
engines do not have a gover-nor (EM 2000 computer does this
instead).
Check EPD if equipped. Determine trouble or do not
restartengine. Check lube oil level and for fuel oil
contamination.Add lube oil if necessary. Check engine cooling
system.Record the condition on Form 538-D and advise the MSREP.
D3.2: GM Engine Overspeed TripThe overspeed trip will cause a
shut down anytime engineRPM increases over a predetermined value,
caused by ei-ther a stuck injector rack or a sudden drop off of
load suchas a wheel slip. The overspeed trip lever is located at
thefront of the diesel engine. Its normal position is 11
oclock.When it is tripped, it is positioned at 2 oclock.
Overspeed Trip LeverFig. D3 - 13
If the overspeed trip mechanism is worn slightly, defectiveor
improperly adjusted, it may not shut down the engine.This can be
misleading because upon the first impression, itappears as if there
is a lack of fuel. Whenever there areproblems with the engine RPM
and there is no throttle re-sponse, the overspeed trip should
always be checked.
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32
Action - Reset the overspeed trip manually by pulling thelever
counterclockwise until it latches. On EFI engines, thistask is
accomplished by the EMDEC computer.
D3.3: GM Engine Cooling Problems
The water temperature gauge is located in the engine room,near
the start station. The normal operating temperature fora diesel
engine is between 165 and 180 F. In the event of ahot engine,
isolate the locomotive, but do not shut it down.
The temperature of the cooling water may get too hot be-cause
of:* a lack of cooling water;* defective temperature switches;*
defective fan or shutter operation; or* plugged radiators.
Engine Protective Device (EPD)Fig. D3 - 14
When a hot engine condition occurs, an alarm bell will
soundthroughout the consist and the Hot Engine warning lightwill
come on in the locomotive affected. The engine willshutdown.
D3.3.1: Low Water Shutdown
Should the cooling water level drop below a safe operatinglevel
on high HP locomotives, the engine will automaticallyshut down. A
device called the Engine Protective Deviceor EPD initiates the shut
down. It is equipped with twobuttons: a Low Water button and a High
Crankcase Pres-sure button. On GF 640/643 (GM SD-70/75)
locomotives,the two-button EPD has been replaced by a
one-buttonCrankcase Pressure Detector (CPD).
When the engine shuts down because of low water,* the low water
button pops out,* the low oil reset button on the engines governor
pro-
trudes,* the governor shutdown (or low lube oil) light on
the
electrical control panel comes on and* the engine shuts
down.
Before restarting the engine, check the water level in thesight
glass.* If the level is above the low mark, the engine can be
restarted and operated.* If the level is below the low mark, the
engine must be left
shut down and drained during cold weather. Other-wise, the
engine can be restarted but left isolated.
Water Level Sight GlassFig. D3 - 15
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33
Before restarting an engine that has shutdown because ofa low
water condition, one or two buttons (depending onthe type of
engine) must be reset; the CPD button or thegovernors low lube oil
button and the EPDs low waterbutton.
When starting the engine, the EPDs low water button maytrip even
though no fault exists on the engine. Therefore, itis advisable to
check the button when starting the engineand if it trips, reset it
immediately. A timing device built into thegovernor allows 60
seconds for the engine to build up itslube oil pressure.
If it trips again, record the conditions on Form 538-D andadvise
the MSREP.
Crankcase Pressure Detector (CPD)Fig. D3 - 16
The low water tripping device balances water pressureagainst air
box pressure. In instances where the waterlevel is low but still
visible in the water sight glass, theengine may shut down when the
throttles position is in-creased above idle. If this happens, the
engine should beisolated until water can be added to the system.
Record theconditions on Form 538-D and advise the MSREP.
A small test cock is found below and slightly to the left of
theEPD. Its purpose is to shut off the water supply in order totest
the action of the low water button. It should be closedduring
normal operation.
D3.3.2: Draining
Draining instructions can be found inside the locomotivecab.
Note: Ensure air compressor cooling system is also
drained.Directions will be posted either in the cab or at the
startstation.
D3.4: GM Electrical System Problems
Auxiliary Generator Failure(High HP Locos) Discharge indication
on the Battery Charg-ing Ammeter, or by the No Battery Charge light
coming on.Engine returns to idle; locomotive drops its load.(GF-640
- GF-643) -EM 200 computer will display No Load-No Companion
alternator Output
Isolate locomotive. Check 250 A auxiliary generator fuse.Check
30 A auxiliary generator field fuse or circuit breaker.Replace or
reset as necessary. If not corrected by chang-ing fuses or
resetting the circuit breaker, battery must beprotected against
complete discharge. Record the condi-tion on Form 538-D and advise
the MSREP.
Auxiliary Generator Failure(Low HP locos) No Power/No Battery
Charge light comeson in the defective locomotives electrical
control panel. Theengine returns to idle and drops its load (no
current from themain generator to the traction motors). Note: If
the auxiliarygenerator fails with the throttle in the 5th or 6th
position, thediesel engine shuts down.
Isolate locomotive. Check 250 A auxiliary generator fuse
orcircuit breaker and change or reset, if necessary. Check 30A
auxiliary generator field fuse or circuit breaker and changeor
reset if necessary. If not corrected by changing fuses orresetting
the circuit breaker, battery must be protected
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34
against complete discharge. Record condition on Form 538-D and
advise MSREP and RTC.
Alternator Failure(High HP Locos) - Alarm bells throughout
consist and NoPower/No Battery Charge light comes on in defective
unit.Engine returns to idle and drops its load. If the unit is
soequipped, battery charging ammeter, continues to show anormal
reading. Note: If alternator fails with the throttle inposition 5
or 6, diesel engine shuts down.
Isolate locomotive. Check 60A alternator field fuse or
circuitbreaker and change or reset if necessary. If locomotive
notammeter equipped, also check auxiliary generator fuses orcircuit
breakers. Note: Most alternator failures are result ofauxiliary
generator failure. Record condition on Form 538-Dand advise MSREP
and RTC.
Alternator Failure(Low HP locos) - Alarm bells throughout
consist and NoPower/No Battery Charge light comes on in defective
loco-motive. Engine returns to idle and drops its load (no
currentfrom the main generator to the traction motors). Most
alter-nator failures are result from auxiliary generator
failure.Note: If alternator fails with throttle in position 5 or 6,
dieselengine shuts down.
Isolate locomotive. Check 60A alternator field fuse or
circuitbreaker and change or reset if necessary. If locomotive
notammeter equipped, also check auxiliary generator fuses orcircuit
breakers. If cannot be corrected, locomotive must beleft isolated.
Record the condition on Form 538-D and ad-vise the MSREP and the
RTC.
Main Generator Failure(Low HP locos) - No alarm or indicating
light. Engine contin-ues to respond to the throttle, but does not
load.
Isolate locomotive. Check 80A battery field fuse or
circuitbreaker and change or reset if necessary. Record condi-tion
on Form 538-D and advise MSREP and RTC.
Main Generator Failure(High HP locos) - If generator field
circuit breaker should tripor the two 100A generator field fuses
are defective, noalarm or lights. Engine responds to throttle, but
does notload. If only one 100A fuse blows, locomotive responds
tothrottle, but only partially loads.
Isolate locomotive. Check generator field circuit breakershould
trip or the two 100 amp generator field fuses andchange or reset if
necessary. Record condition on Form538-D and advise MSREP and
RTC.
Excitation Limit(High HP locos only) - Main generator unloads
but enginecontinues to respond to throttle. Alarm bells ring
throughoutconsist and excitation limit light comes on in defective
loco-motive.
To reset excitation limit device: place the throttle to Idle,
thenreturn to desired power position, or turn Isolation Switch
toStart-Stop-Isolate position, then return to Run position.Record
condition on Form 538-D and advise MSREP andRTC.
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35
Section E: GE LOCOMOTIVESE1: GE Locomotive Start-up and
Shutdown
E1.1: Starting the GE Engine
The following procedure should be followed to start thediesel
engine.
1. If the engine has been stopped for considerable time orif a
quantity of rain has entered the stack, before start-ing the
engine, the cylinders should be purged of fuel orwater accumulation
as follows:
a) Apply the engine barring over device, and back offthe
compression relief plugs on the left side of eachcylinder.
b) Rotate the engine at least two complete revolutionsby use of
the engine barring-over device.
c) Remove the barring-over device from the engine,and tighten
the relief plugs before cranking.
NOTE: Cover for barring-over feature must be securelymounted,
otherwise engine cannot be cranked.
* A barring-over switch is located under the dieselengine
barring-over access cover.
* This switch prevents the engine from being crankedwhile engine
barring-over procedure is in progress.
2. Check that the emergency stop feature is nullified
(Emer-gency MU SHUTDOWN switch in RUN) if the locomotiveis so
equipped (EF 640/Dash 8 locomotives).
3. Close the Battery Switch located behind the door underthe EC
panel.
4. Turn ON all applicable circuit breakers in the top row
ofbreakers on the EC panel.
5. Turn ON ALL circuit breakers in the second row ofbreakers on
the EC panel.
6. Check the Diagnostic Display for any fault messages. Ifthe
display says Wont Crank, the locomotive will notturn over.
7. Verify the Engine Control (EC) switch in the
STARTposition.
8. At the Start Station, located near the engine, turn theStart
switch to the PRIME position.
* Hold until solid fuel flow with no bubbles shows in thesight
glass.
Engine Start StationFig. E1 - 17
9. Turn the switch to the START position and hold until
theengine starts.
CAUTION: If the first two or three tries are unsuccess-ful,
recheck the starting procedure.Note:
* There will be a 2 to 4 second delay between the timethe switch
is placed in the START position and thediesel engine starts to
rotate.
* If proper engine lube oil pressure does not build upwithin
approximately 40 seconds, the governor willshut off fuel and
prevent the engine from running.
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36
E1.1.1: Cold Engine Start
When a locomotive has been shut down for a period oftime,
locomotive horsepower will automatically be restricteduntil the
lubricating oil temperature reaches a predeterminedlevel.
E1.2: Shutting Down the GE Diesel Engine
Normal Shutdown Procedures1. Move the throttle to IDLE.2. Open
the Generator Field circuit breaker located on the
control stand.3. Move the Engine Control switch to START.4.
Press the Engine Stop push-button on the Engine Con-
trol Panel or at the Engine Start Station.5. To shut down all
engines when in multiple unit opera-
tion, move the Emergency MU Shutdown Switch to STOPposition
(EF-640 locomotives only)
6. Comply with the prescribed instructions contained inSection
B: Taking Charge of and Leaving Locomotivesfor securing or
protecting the locomotive.
Emergency ShutdownIn the event of an emergency, all