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 #

2

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.

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

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.

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 - 1

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.

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.

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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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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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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* 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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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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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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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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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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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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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,

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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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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* 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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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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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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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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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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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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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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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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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