PAC Lom

GT46PAC Locomotive
Brief Operating Reference

Notice
This document, although bound with the GT46PAC
Operator’s Manual, is a separate document. It is printed
on colored paper to distinguish it from the Operator’s
Manual, and is intended to be a handy reference for
locomotive crew members who are already familiar with
the Operator’s Manual. This document is not a
substitute for the Operator’s Manual. References to
specific Operator’s Manual pages or sections appear in
parenthesis at the end of most steps in the following
procedure.
Brief Operating Procedure

1. Prepare the locomotive for service:
A. Inspect locomotive while walking around it at
ground level. (See page 3-3.) Also inspect No.2
electrical control cabinet. (See page 3-4.)
B. Inspect starting fuse and battery switch box.
(See page 3-4.)
C. Inspect locomotive cab. (See page 3-4 if
locomotive is to operate alone or lead a tandem.
See page 3-5 if locomotive is to trail in consist.)
2. Inspect locomotive engine. (See page 3-6.)
3. Start locomotive engine. (If locomotive will operate
alone or lead a tandem, see page 3-7. See Note at
bottom of page 3-9 if locomotive will trail in
consist.)
4. Set locomotive on line. (See page 3-9.)
5. Take precautions (make last minute checks) before
attempting to move locomotive. (See page 3-9.)
6. Pump up air if required. (See page 3-12.)
7. Couple locomotive to other locomotive or to train,
GT46PAC Brief Operating Reference 1

as required. [See page 3-10 for operating
locomotive alone (“light”), and see pages 3-10 or
3-11 for coupling locomotive.]
8. Perform brake pipe leakage test. (See page 3-12.)
9. Start the train -
On level terrain (See page 3-12.)
Up hill (See page 3-14.)
10. Accelerate locomotive/ train. (See page 3-14.)
11. Be careful about running locomotive(s) through
water. (See page 3-14.)
12. WHEEL SLIP indicator may light. Ususally this
occurs during normal wheel control operation, and
does not indicate a problem. (See page 3-16.)
13. However, if a locked wheel is indicated by a
locomotive computer display message, STOP the
train. (See page 3-16.) If false locked wheel
indication is found, disable the detection for that
axle. (See page 3-18.)
14. Observe Railway and locomotive(s) speed limits.
(See page 3-19.)
15. Operate in dynamic braking when necessary. (See
pages 3-11 and 3-21. See page 3-22 if BRAKE WARN
lights.)
16. (For double heading operation, see page 3-20.)
17. (For operation in helper service, see page 3-20.)
18. (If inverter fault occurs, see page 3-23.)
19. (To isolate locomotive, see page 3-23.)
20. (To change tandem operating ends, see page 3-24.)
21. [If stopping engine(s), see pages 3-25 and 3-26.]
22. [If towing locomotive(s), see pages 3-27 thru 3-29.]
23. (If necessary to leave locomotive unattended, see
page 3-29.)
2 GT46PAC Brief Operating Procedure

ELECTRO-MOTIVE
GT46PAC LOCOMOTIVE
OPERATOR’S
MANUAL
Indian Railways
Road Numbers 20000 -20009
First Edition, August 2000

EMD Part Number. O00376EP
An Electro-Motive Division Publication
Electro-Motive Division
General Motors Corporation
La Grange, Illinois 60525 USA
Telephone: 708-387-6000
NOTICE
This manual is an operating guide for the GT46PAC
locomotive. The information in this manual was compiled for
the GT46PAC with basic equipment and requested extras.
Although minor variations are possible, the equipment

selected for coverage has been chosen to represent the
GT46PAC model.
Minor differences between equipment description in this

manual and actual equipment on the locomotive may occur.
Production changes made after the manual was sent to
press can cause such differences.
When special extra equipment is involved, consult specific

drawings or instructions as provided by the railroad.
EMD Part No. O00376EP

EMD Publication No. A0968713
© Copyright 2000
Electro-Motive Division, General Motors Corporation. All
rights reserved. Neither this document, nor any parts
thereof, may be reprinted without the expressed written
consent of Electro-Motive Dvision, General Motors
Corporation. Contact EMD Technical Publications Office.
S h o r t Ta b l e o f C o n t e n t s
The following sections make up this manual. A

complete section contents listing appears on the
first page of each section.
Heading Page
Foreword, including Safety Precautions

for the GT46PAC Locomotive ................................ v
Section 1. General Information ............................ 1-1
Section 2. Controls and Indicating Devices........ 2-1
Section 3. Operation ............................................. 3-1
Section 4. Troubleshooting .................................. 4-1
Alphabetic Index..................................................... I-1
Note: The quickest way to find information in

this manual is to use the Alphabetical
Index.
TABLE OF CONTENTS III

IV GT46PAC LOCOMOTIVE OPERATOR’S MANUAL
Foreword, including
Safety Precautions for the
GT46PAC Locomotive
CONTENTS OF THIS SECTION
Heading Page
GT46PAC LOCOMOTIVE
SAFETY PRECAUTIONS ............................................................ vi
DC Link Voltage....................................................................... vi
Automatic DC Link Discharge............................................... vii
Attempting to Plug Traction Motors
in Extreme Emergencies....................................................... viii
INTRODUCTION TO MANUAL ................................................... ix
Crew Member Terms Used in this Manual ............................. x
This manual is a guide for GT46PAC locomotive operating
personnel.
The manual includes information compiled for a typical
GT46PAC locomotive with basic equipment and certain
extras. For special extra equipment, consult specific
drawings or instructions as provided by the railroad.
These instructions do not cover all details or variations in
equipment, nor provide for every possible contingency. If
further information is required, or if problems arise which are
not covered sufficiently, contact an Electro-Motive
representative.
Information about adjustment, testing, and maintaining
locomotive equipment is provided in other Electro-Motive
publications such as the Locomotive Service Manual and
various Maintenance Instructions.
Read the GT46PAC Locomotive Safety Precautions,
starting on the next page first, before the rest of the
manual. See manual Sections 1 and 2 for information
about equipment described in the Safety Precautions.
The balance of this section starts on page ix, after the Safety
Precautions.
Foreword, & Safety Precautions v

GT46PAC LOCOMOTIVE
SAFETY PRECAUTIONS
The GT46PAC locomotive has an AC electrical
transmission, and therefore includes special equipment not
found on locomotives having the usual DC electrical
transmissions. For safety’s sake, it is necessary to follow
certain unique precautions before inspecting the equipment
or operating the locomotive. General areas of concern are:
• High voltage may be present on shut-down GT46PAC
locomotives.
• Towing dead GT46PAC locomotives in tandem.
• Plugging GT46PAC traction motors in catastrophic
situations.
Details follow.
DC Link Voltage
The DC link consists of all connections between the traction
alternator and the traction inverters, TCC1 and TCC2.
WARNING
DC link voltage is present on all equipment connected to
the traction alternator output, such as:
• Traction Alternator Output Terminals
• Cabling Connections
• Capacitor Cabinets
• DCL Switchgear.
The TCC1 and TCC2 assemblies each include large input

capacitors that filter the DC link voltage processed by the
inverters. The TCC1 and TCC2 input capacitors operate at
DC link potential, which can be as high as 3000 VDC.
High DC link voltage is a severe safety hazard to operating
and maintenance personnel. Normally, within ten seconds
after the standard GT46PAC locomotive shutdown
procedure, DC link voltage automatically discharges through
the dynamic brake grids. However, if anything prevents
automatic discharging, the input capacitors retain their
charge for a long time after locomotive shutdown, holding the
entire DC link at high voltage.
vi GT46PAC Operator’s Manual

During normal locomotive operation, it is not necessary
to discharge the DC link.
Do not touch any electrical equipment in the #1
electrical control cabinet, whether or not the engine is
running, except for normal operating devices, such as
switches and circuit breakers. (However, maintenance
personnel who thoroughly understand the separate
“Safety Precautions for GT46PAC Locomotives”
document are permitted full access to all equipment in
the No.1 electrical control cabinet.)
Automatic DC Link Discharge

In the normal GT46PAC locomotive shutdown sequence, the
DC link automatically discharges.
Upon shutdown, traction alternator excitation is cut off and
traction alternator output voltage therefore approaches zero.
However, DC link input capacitors may still be retaining high
voltage. Initiate automatic DC link discharge as follows:
1. Through the locomotive computer (EM2000) screen,
make sure that both inverters, TCC1 and TCC2, are
CUT IN. If either inverter is cut out, use the display to
cut it back in.
WARNING
If a cut-out inverter cannot be cut in because of a fault
in the control system, shut down the engine and
wait at least 40 minutes before inspecting or
performing maintenance.
2. Set the Isolation switch in START/ STOP/ ISOLATE.

Locomotive computer EM2000 automatically connects
the DC link across the dynamic brake grids. The TCC1
and TCC2 input capacitors discharge through the grids.
After 10 seconds, the DC link can be considered
discharged.
Foreword, & Safety Precautions vii

Attempting to Plug Traction Motors
in Extreme Emergencies
WARNING
It is not possible to plug the traction motors on this
locomotive. If plugging is attempted, only dynamic
braking results.
On diesel electric locomotives with DC traction motors, the

traction motors can be plugged by throwing the reverser
handle to the setting that opposes the direction of travel.
Plugging DC traction motors causes them to suddenly apply
tremendous braking effort - but may seriously damage them.
The GT46PAC employs AC traction motors. The locomotive
control system does not plug the traction motors when the
reverser handle is thrown to the opposite direction. Instead,
when the reverser setting is reversed, the control system
applies maximum dynamic braking.
Note: Since the reverser function is trainlined, any DC
locomotives in tandem will plug their motors when
the reverser on the lead locomotive is thrown to the
setting that opposes the direction of travel.
viii GT46PAC Operator’s Manual

INTRODUCTION TO MANUAL
This manual is intended for railroad personnel who operate
the General Motors GT46PAC diesel-electric locomotive.
The GT46PAC is equipped with a microprocessor-based
control system. In this manual, the microprocessor is called
either the “locomotive computer” or the “EM2000.”
The EM2000 monitors and controls locomotive traction
power and dynamic braking, records and indicates faults,
and enables diagnostic testing of certain locomotive
systems.
The EM2000 display panel mounts in the locomotive cab, on
the #1 electrical control cabinet. This panel, which also
includes a keypad, is an important interface between the
locomotive crew and the locomotive control system.
This balance of this manual is divided into four sections:
Section 1. General Information

General GT46PAC data and principal equipment
descriptions
Section 2. Controls and Indicating Devices

Describes GT46PAC engine starting controls, operating
controls, and indicating devices that monitor various
locomotive systems.
Section 3. Operation
GT46PAC locomotive operating procedures and
guidelines
Section 4. Troubleshooting
Explains how to use the GT46PAC locomotive computer
display system. Lists typical locomotive computer display
messages. Explains control console indicator lights.
For greatest benefit, read the sections above in numerical
order.
Information concerning equipment maintenance,
adjustment, and testing is contained in other Electro-Motive
GT46PAC publications. The GT46PAC Locomotive Service
Manual includes more detailed equipment descriptions.
Foreword, & Safety Precautions ix

Crew Member Terms Used in this Manual
In this manual, the crew member who is principally
responsible for locomotive operation is called the driver,
and his helper is called the assistant.
Railroads may use various other names in place of driver,
such as engineer or operator, and they may call his assistant
the helper, the conductor, the brakeman, the fireman, the
assistant, the observer, the inspector - or various
combinations of those terms.
x GT46PAC Operator’s Manual

Se c tio n 1
G en e r a l In fo r m a tio n
Heading Page
LOCOMOTIVE GENERAL DATA.............................................. 1-2
Power Plant............................................................................ 1-2
Model TA17-CA6B Main Generator Assembly.................... 1-2
AC Auxiliary Generator......................................................... 1-2
Traction Motors ..................................................................... 1-2
Traction Inverters .................................................................. 1-2
Locomotive Batteries............................................................ 1-3
Air Brake System................................................................... 1-3
Air Compressor ..................................................................... 1-3
Dynamic Brakes .................................................................... 1-3
Supplies/ Capacities ............................................................. 1-3
Major Dimensions (Nominal)................................................ 1-3
Weight .................................................................................... 1-4
Minimum Curve Negotiation................................................. 1-4
Locomotive Speed Limitations ............................................ 1-4
Tractive Effort ........................................................................ 1-4
Dynamic Braking Effort ........................................................ 1-4
LOCOMOTIVE GENERAL DESCRIPTION ............................... 1-5
Locomotive Operation ........................................................ 1-10
EQUIPMENT DESIGNATIONS AND
SYSTEM REFERENCES ......................................................... 1-15
LOCOMOTIVE COMPUTER DISPLAY ................................... 1-15
INTRODUCTION TO KNORR CCB
COMPUTERIZED AIR BRAKE SYSTEM................................ 1-16
General Information 1-1

LOCOMOTIVE GENERAL DATA
Locomotive Model Designation.........GT46PAC
Locomotive Type ...........................(A-A-1 1-A-A) 4-2-2-4
Locomotive Power (Nominal) ...........4000 CV (3939 HP)
Power Plant
Engine Type ................Turbocharged Two-stroke Diesel
Model..................................................................710G3B
Number of Cylinders.................................................... 16
Full Speed ........................................................ 904 RPM
Idle Speed, Normal........................................... 269 RPM
Idle Speed, Low................................................ 200 RPM
Model TA17-CA6B Main Generator Assembly

TA17 Traction Alternator Rectified Output
Maximum Potential.................................... 2600 VDC
Max. Continuous Current ................................1250 A
CA6B Companion Alternator Output
Nominal Potential .........................................230 VAC
AC Auxiliary Generator
Model................................................................. 5A-8147
Nominal AC Voltage ............................................55 VAC
Rectified Potential .............................................. 74 VDC
Maximum Power Output........................................18 kW
Traction Motors
Model 1TB2622, w/Pinion ................ EMD p/n 40086754
Quantity ......................................................................... 4
Type ............................................. 3 Phase AC Induction
Configuration ................................2 in parallel, per bogie
Traction Inverters (TCC1, TCC2)

Designation ................................................ TCC1, TCC2
Model..................................................................1GE420
Quantity ................................................2 (one per bogie)
Type .......................................... Voltage Source Inverter
with Gate Turn-Off Thyristors
1-2 GT46PAC Operator’s Manual

Locomotive Batteries
Type/Model .........................Ni-Cad/Saft-Nife SRX1500P
Quantity .......................................................................10
Cells/ Battery .................................................................5
Potential/ Cell) ................................................. 1.45 VDC
Potential/ across All Batteries .......................... 72.5 VDC
Air Brake System

Model ................................................ Knorr (NYAB) CCB
Type................................................... Electro-Pneumatic
(Dynamic Brakes Fully Blended w/ Automatic Brakes)
Air Compressor
Model ....................................... WLNA9BB (Direct Drive)
Type.................................................................... 2-Stage
Number of Cylinders ......................................................3
Displacement @ 900 RPM ......................... 7.19 m3/Min.
(254 Ft.3/ Min.)
Cooling Medium...................................... Engine Coolant
Lube Oil Capacity .................. 9.98 litres (2.64 U.S. Gal.)
Dynamic Brakes
Type................................... AC Traction Motor Powered,
Two parallel 4-grid, 5 Ohm (approx.) circuits
Supplies/ Capacities
Lube Oil Pan, from bottom to top of dipstick
371 litres (98 gal.)
Engine Cooling Tank ..........................375 litres (99 gal.)
Sand: ............................................ 0.226 m3 (8 Ft.3)total;
0.028 m3 (1.0 Ft.3) /box
Fuel....................................... See “Weight” on page 1-4.
Major Dimensions (Nominal, w/ 1/2 Variable Supplies)

Height
Over #2 End Horn............................ 4.22 m (13' 10.25")
Over Engineroom Vent ....................... 4.20 m (13' 9.41")
Over Cooling Hood ............................. 4.12 m (13' 6.12")

Width
Over Cab ..................................................2.74 m (9' 00")
Over Underframe......................................2.74 m (9' 00")
Over Handrails ..................................... 2.92 m (9’ 7.12")
Over Brake Cylinders ..........................3.07 m (10' 0.87")
Cab Sash-to-Sash, Maximum ..............3.16 m (10’ 4.30)
Length
Over Coupler Pulling Faces ..............21.24 m (69' 8.38")
Weight
Nominal Axle Load, with/ 4000liters fuel:
Approximately19.5 MT
Weight on Drivers..................................................66.7%
Minimum Curve Negotiation
With original equip. “E” type couplers and no buffers:
Single Unit: .........71.9 Meter (236’) Radius - 24.3° Curve
Two Units, Coupled: ...............71.9 Meter (236’) Radius -
24.3° Curve
With buffers and drawhooks :
Single Unit: .........71.9 Meter (236’) Radius - 24.3° Curve
Two Units, Coupled: ...............100. Meter (328’) Radius -
17.4° Curve
Locomotive Speed Limitations
Note: Limits are based on original equipment,
consisting of:
• 77:17 gear ratio
• 1.092 m (43") new diameter wheels,
50% Worn to 1.054 m (41.5 inches) diameter
Maximum Speed (protects loco. equipment).....160 km/h
Minimum Continuous Speed,
@Max Continuous Tractive Effort .... 44.7 km/h @ 200 kN
Adhesion/ Tractive Effort
Starting .......................................................35%/ 270 kN
Continuous .................................................26%/ 200 kN
Dispatchable
Single GT46PAC................................... 28%/ 214 kN
Multiple GT46PACs............................... 30%/ 239 kN
Dynamic Braking Effort
Maximum......................160 kN (from 68 km/h to 1 km/h)

LOCOMOTIVE GENERAL
DESCRIPTION
The Electro-Motive GT46PAC diesel-electric locomotive is
equipped with a turbocharged 16 cylinder diesel engine,
which drives the traction alternator. (The traction alternator is
an important component of the main generator assembly.)
The traction alternator converts diesel engine mechanical
power into alternating current electrical power. Internal
rectifier banks in the main generator assembly convert
traction alternator output alternating current to direct current.
Refer to illustrations on pages 1-7 through 1-9 for equipment
locations.
Rectified DC power produced by the traction alternator is
distributed through the DC link to DC/AC inverters in the
Traction Control (TC) cabinet. Based on inputs from the
locomotive computer (EM2000), traction inverters supply
3-phase AC power to four traction motors. The EM2000
responds to input signals from operating controls and
feedback signals from the power equipment. Refer to
Figure 1-4, page 1-11.
The traction control converter (TCC) is an electrical device
that can convert AC to DC and invert DC into AC (traction
power). The terms converter and inverter are used
interchangeably in this manual.
Each traction motor is geared directly, with a single pinion, to
a pair of driving wheels. The maximum speed of the
locomotive is set by locomotive gear ratio (ratio of traction
motor revolutions to wheel revolutions) and wheel size.
Although each GT46PAC locomotive is an independent
power source, a number of locomotives may be combined in
a multiple-unit (MU) tandem to increase total load capacity.
The locomotives in tandem may be equipped with either AC
or DC traction motors. Operating control functions are
trainlined through a 27-conductor MU cable. This enables
the lead unit to simultaneously control other locomotives in
tandem.

The GT46PAC short hood or cab end is considered the front
of the locomotive, although the GT46PAC can be operated
in either direction. The cab has two drivers consoles: one
forward facing and one rearward facing.
Note: When a GT46PAC is the lead unit, with its cab end
leading, the left side (No.1) control console provides
the best view ahead for the driver. When the
locomotive is operated as the lead unit, with the cab
end trailing, the right side (No. 2) control console
provides the best view ahead. Trailing GT46PAC
may be set up with the cab end leading or trailing.
The front of the No.1 electrical control cabinet is the back
wall of the locomotive cab. The EM2000 locomotive
computer display, mounted on the front of the cabinet,
indicates locomotive operating conditions, faults, and
troubleshooting information from the locomotive computer.

Figure 1-1. GT46PAC Locomotive General
Arrangement - Side View, External
GI45126
General Information
1.Headlight, Twin 8.Cooling System Air Inlet 14. Wheels

2.Horns (2) 9.Radiator & Fan Access 15. Battery Box
3.Dynamic Brake Grids 10. Couplers (2) 16. Radar Transceiver
4.Dynamic Brake Fans (2) 11. Sand Boxes (8) 17. Electrical Control Cabinet #2
5.Inertial Filter Air Inlet 12. Jacking Pads (4) 18. Air Sys. Main Reservoirs (2)
6.Start Fuse/ Batt. Sw. Box 13. Bogies (2) (3 axles, 19. Fuel Tank
7.Handrail 2 motors each) 20. Locomotive Underframe
1-7
1-8
GI45127
GT46PAC Operator’s Manual
Arrangement - Side View, Internal
1.Air Brake Rack 10. Engine/Turbo Exhaust Stack

2.Horns (2) 11. Governor 19. Traction Motors (4)
3.#1 Electrical Control Cabinet 12. Engineroom Vent 20. Lube Oil Filter Tank (Eq. Rack)
4.Traction Control Cab’t. (TCC1&2) 13. Engine Water Tank (Eq. Rack) 21. Lube Oil Strainer
5.Dust Bin Blower 14. Lube Oil Cooler (Eq. Rack) 22. Diesel Engine
6.TCC Electronics Blower 15. Primary Fuel Filter (Eq. Rack) 23. Battery Box
7.Traction Motor Cooling Blower 16. Air Compressor 24. Engine Starting Motors (2)
8.Main Gen. Assembly Blower 17. Engine Cooling Radiators 25. Main Generator Assembly
9.Auxiliary Generator 18. Radiator Cooling Fans (2) 26. Air Filt., #1 Elect. Control Cab’t.
GI41959
Arrangement - Top View, Internal
General Information
1. Air Brake Rack 6. TCC Electronics Blower 11. Inertial Filter

2. No.1 Control Console 7. Engine Air Filter Dust Bin Blower & Motor
3. Cab Door 8. Radiators 12. #1 Electrical Control Cabinet
4. Traction Control Cabinets 9. Engine 13. No. 2 Control Console Seat
5. Inertial Air Filter 10. AC Auxiliary Generator
1-9
Locomotive Operation
Diesel engine fuel oil must be circulated through the fuel
system before the engine will start. When the FUEL PRIME/
ENGINE START switch is held in PRIME, the locomotive
computer starts the fuel pump. The fuel pump moves fuel
from the fuel tank to the fuel injectors, pressurizing the
injectors. After the entire system has been supplied with fuel
and the fuel injectors are properly set, the engine isready
tobe started.
Holding the FUEL PRIME/ ENGINE START switch in START sendss
a START request input to locomotive computer EM2000. EM2000
initiates engine cranking by two electric starting motors.
Storage batteries provide the starting motor power. Two
starting motor solenoids mount at the lower rear right hand
side of the engine. The solenoids engage the starting motor
pinions with the engine ring gear. When both pinions engage
the flywheel, full battery power operates the starting motors,
cranking the diesel engine. Starting motor torque increases
and diesel engine cranking speed increases until the engine
starts. The FUEL PRIME/ ENGINE START switch is released when
the engine starts. When the engine is running, the auxiliary
generator motor supplies fuel pump operating power.
Major diesel-electric power system components operate on
diesel engine power.
The traction alternator, rotated by the diesel engine, supplies
high voltage electrical energy to the No.1 electrical control
cabinet. This cabinet distributes power to the traction
inverters by means of motor-operated switches. Other
control devices in the cabinet direct power flow under
command of EM2000. Locomotive operating conditions and
cab control settings determine the computer commands.
The rectified traction alternator output is DC link voltage. It is
applied to two traction inverters. In power operation, DC link
voltage varies with throttle position from 600VDC at idle to
2600VDC at full throttle. Refer to Figure 1-4, page 1-11.
(Text continues on page 1-12.)

General Information
1-11
Figure 1-4. Power Distribution Diagram

There is one traction inverter for each set of three parallel
traction motors (one inverter per bogie). Traction inverter
TCC1 (front bogie) and traction inverter TCC2 (rear bogie)
invert the DC link voltage into variable voltage, variable
frequency, 3-phase AC power that is applied to the traction
motors. Each inverter is controlled by its own traction
computer.
Both inverters are, in turn, controlled by the locomotive
computer, which displays control system information on the
display panel in the cab. Each traction computer is mounted
in its TCC cabinet along with the inverter that it controls.
Reducing excitation prevents an overload condition,
regardless of the engine power level set by the throttle
handle. The governor holds engine speed constant for each
throttle setting by controlling the amount of fuel delivered to
the injectors.
Advancing the throttle handle to a higher setting causes the
governor to raise engine speed. At the same time, the
locomotive computer allows more current through the
traction alternator field. Increased excitation current results
in increased DC link voltage, which supplies more power to
the traction inverters. An increase in traction inverter power
increases AC power to the traction motors. In this way,
engine speed and DC link power increase progressively in
throttle steps.
Actual operating conditions create varying tractive load
requirements. A computer-controlled load management
system balances electrical load with available mechanical
diesel engine power by modifying engine speed, regardless
of throttle position, or by changing generator excitation.
In dynamic braking, the energy of a moving train is translated
into traction motor rotating energy. The traction motors
operate as generators. AC motor energy is converted to DC
by the traction inverters (converters) and provided to the DC
link. DC link voltage is then applied to brake grids which
dissipate the electrical power in the form of heat. Because
the traction motors are generating energy, instead of using
it, they brake the wheels. (Each brake grid circuit includes a
blower, BKBL_, that operates on a portion of the DC link
voltage.) The inverter computers, TCC1 & TCC2, monitor

and control each inverter to maintain the braking effort
requested by the locomotive computer, EM2000. EM2000, in
turn, maintains the braking effort requested by the driver.
Other control and protective functions are programmed into
EM2000 - it monitors critical functions in the locomotive
power system and, if a fault occurs, provides a display
message, and in some cases an audible alarm. EM2000 also
changes diesel engine speed in response to certain
abnormal operating conditions such as low coolant
temperature or low main reservoir pressure. EM2000
restores engine speed and power if transient conditions are
corrected.
Each of the six axle-hung AC traction motors is geared
directly to the axle on which mounts. The traction inverters
supply AC power to the traction motors - one traction inverter
for each 3-motor bogie.
Note: AC traction motors are much more resistant to
mechanical shock than DC traction motors because
they do not employ commutators or brushes.
Therefore, locomotives with AC traction motors, such
as the GT46PAC, do not need to slow down for rail
crossings. Refer to Section 3, Operation, for more
information.
The diesel engine is the prime source of locomotive power.
When the engine is running, it directly drives three electrical
generators with associated cooling fans, a multi-cylinder air
compressor, a traction motor blower, and water and lube oil
pumps. Locomotive engine-driven components convert
engine mechanical power to various other forms:
1. The traction alternator rotates at engine speed,
generating alternating current AC power. The AC power
is converted to DC power by rectifier banks within the
generator assembly. The DC power is applied to the DC
link. Switchgear and contactors apply DC link voltage to
traction inverter circuits. The traction inverters convert
DC link voltage to 3-phase AC power for the traction
motors.
2. The companion alternator couples directly to the
traction alternator within the main generator housing. It
supplies current to excite the traction alternator field,
and to operate the radiator cooling fans, inertial filter

blower, traction inverter blowers, and various
transductors and control devices.
3. The auxiliary generator is driven by the engine gear
train at three times engine speed. AC power from the
auxiliary generator is supplied to an external 3-phase
full-wave rectifier in the battery charging assembly.
There it is converted to 74 volt DC power for companion
alternator excitation, control system operation, and
locomotive battery charging. The auxiliary generator
also supplies 74 VDC power for the fuel pump motor
and turbocharger lube oil pump motor circuits,
locomotive lighting, and other miscellaneous
equipment.
4. The air compressor supplies air to the main air
reservoirs for locomotive and train brakes, sanders,
windshield wipers, shutter operating cylinders, and the
locomotive horn.
5. The engine gear train drives two centrifugal water
pumps, which circulate coolant through the diesel
engine, the turbocharger aftercoolers, the lube oil
cooler, the air compressor and the engine radiators.
6. The lube oil pumps are coupled to the engine gear train
to supply lubricating oil to critical operating surfaces
throughout the engine.
Throttle setting, engine speed (governor) control, and load

(regulator) control are interrelated:
• The engine governor holds engine speed constant at the
RPM scheduled for the existing EM2000 throttle setting. It
controls the amount of fuel injected into the engine
cylinders to maintain the proper engine speed.
• Changing operating conditions create diesel engine
loading changes. When engine load changes or engine
output power changes, engine speed temporarily
changes. The load regulator balances engine loading with
available engine power.
• As the driver advances the throttle, engine and traction
alternator speed increase, and the electrical control
system increases traction alternator excitation. Increasing

traction alternator speed and excitation increases power
flowing to the traction control inverters and traction
motors. Therefore, locomotive power increases
progressively as the throttle advances from one notch to
the next.
Most control and protective functions are programmed into

EM2000 - it monitors locomotive power system functions,
and displays messages if problems occur. For the more
serious problems, EM2000 also sounds the alarm bell and
takes appropriate corrective action.
LOCOMOTIVE COMPUTER DISPLAY

The EM2000 (locomotive computer) display mounts on the
No.1 electrical control cabinet. See Section 4 for detailed
information about the display.
INTRODUCTION TO
BLENDED BRAKE SYSTEM
The locomotive is equipped with a blended brake system.
It simultaneously applies dynamic braking and air braking
when the driver operates the automatic (train) air brake
handle in the Service Zone.
The Knorr CCB air brake system controls the air brakes on
the locomotive(s) and cars coupled in trains, and requests
the required amount of dynamic braking from EM2000 for
blended brake operation.
The Knorr system is microprocessor (computer) controlled.
See Figure 1-5, page 1-16, an overview of the system.
The following items are part of the Knorr CCB system:
BCU - Brake Handle Controller
CCB - Computer Controlled Air Brake
CRU - Computer Relay Unit
PCU - Pneumatic Control Unit
VCU - Voltage Conditioning Unit
The pneumatic control unit (PCU) in the locomotive nose, on
the right side. The PCU is controlled by the CCB air brake
computer. Physically, the PCU is a secure panel for

mounting of most pneumatic devices that formerly were
mounted at scattered locations on the locomotive. The PCU,
controlled by the Knorr computer, can connect its inputs
together in different ways.
The driver controls the independent and automatic brake
system with the handles on the brake control unit (BCU#1 or
BCU#2).
GI45457
Figure 1-5. Locomotive Air Brake Control System

Diagram

Se c tio n 2
Co n t ro ls a n d In d ic a tin g
D ev ic e s
Heading Page
INTRODUCTION ....................................................................... 2-5
CAB EQUIPMENT .................................................................... 2-6
Cab Circulating Fans ............................................................ 2-6
Cab Lights ............................................................................. 2-6
Control Consoles .................................................................. 2-7
Console Lower Left Front Surface .................................. 2-8
CAB FAN Switch ............................................................. 2-8
GAUGE LIGHTS Switch ................................................... 2-8
CAB LIGHT Switch .......................................................... 2-8
ATTENDANT CALL Switch ............................................... 2-9
DIMMER - GAUGE LIGHTS Rheostat ................................ 2-9
FLASHER LAMP CAB END and HOOD END Switches ..... 2-9
Emergency Brake Handle ............................................. 2-9
Console Instrument Panel ............................................... 2-9
WSW - FRONT, WSW - REAR Controls ............................. 2-9
Duplex Air Pressure Gauges ........................................ 2-9
AIR FLOW Indicator ...................................................... 2-10
Speedometer ............................................................... 2-11
Tractive / Dynamic Brake Effort Meter, ..................... 2-11
Indicating Lights Panel, .............................................. 2-12
BB C/O Light............................................................... 2-12
SAND Light................................................................. 2-12
WHEEL SLIP Light ..................................................... 2-13
FLSHR LAMP Light .................................................... 2-15
PCS OPEN Light ........................................................ 2-15
BRAKE WARN Light ................................................... 2-16
Alerter Light: ................................................................ 2-16
Console Desk Top Equipment ....................................... 2-16
Locomotive Controller ................................................ 2-16
REVERSER (Directional Handle) .............................. 2-16
POWER / DYN BRAKE Handle .................................... 2-17
POWER Sector ........................................................ 2-18
DYN BRAKE Sector ................................................. 2-18
Mechanical Interlocks on Controller ......................... 2-19
Controls & Indicators 2-1

Air Brakes Cab Control Unit (CCU) ............................2-19
CCU AUTO BRAKE Handle .........................................2-20
Lead/Trail Air Brake Set-up Switch ........................2-21
DIR BRAKE (Independent) Handle ...........................2-22
Alerter (Vigilance) RESET Switch ...............................2-23
SAND Switch .................................................................2-23
HORN - CAB END and HORN - L/H END Switches ..........2-24
HDLT. - CAB END and HDLT. - L/H END Switches ...........2-24
Clipboard ......................................................................2-24
MU ENG STOP Switch .......................................................2-24
Control and Operating Switch Panel .............................2-25
ENGINE RUN Switch ......................................................2-25
GEN FIELD Switch .........................................................2-25
CONTROL & FP Switch ..................................................2-26
DYN BRK CONT CB ........................................................2-26
Alerter (Vigilance) System .................................................2-27
No.1 Electrical Control Cabinet .........................................2-28
Circuit Breaker Panel ......................................................2-29
LIGHTS Breaker ............................................................2-29
HDLTS Breaker ..............................................................2-29
RADIO Breaker ..............................................................2-29
EVENT RECORDER Breaker ..........................................2-29
CAB FANS Breaker ........................................................2-29
AIR DRYER Breaker .......................................................2-29
GOV BOOSTER PUMP Breaker ......................................2-29
A.C. CONTROL Breaker .................................................2-30
CONTROL Breaker ........................................................2-30
LOCAL CONTROL Breaker ............................................2-30
DCL CONTROL Breaker .................................................2-31
FILTER BLOWER MTR Breaker ......................................2-31
AC GTO #1 PWR SUPPLY Breaker ..................................2-31
AC GTO #2 PWR SUPPLY Breaker ..................................2-31
AUX. GEN. FLD Breaker .................................................2-31
AUX. GEN. F.B. Breaker .................................................2-31
FUEL PUMP Breaker ......................................................2-31
TCC1 COMPUTER Breaker .............................................2-31
TCC2 COMPUTER Breaker .............................................2-31
TURBO Breaker .............................................................2-31
COMPUTER CONTROL Breaker .....................................2-32
TCC ELECT BLW MTR Breaker ......................................2-32
MICRO AIR BRAKE Breaker ...........................................2-32
GROUND RELAY CUTOUT Switch ..................................2-32
Circuit Breaker and Test Panel ......................................2-33
GEN FLD Breaker ..........................................................2-33
TCC1 BLOWER Breaker .................................................2-34
TCC2 BLOWER Breaker .................................................2-34
Engine Control Panel ......................................................2-34

ISOLATION Switch ........................................................ 2-34
DYN BRAKE CUT IN/ CUT OUT Switch ........................... 2-35
BLENDED BRAKE CUT IN/ CUT OUT Switch .................. 2-35
EXTERIOR LIGHTS Switch ............................................. 2-36
MAINT ROOM LIGHTS Switch ........................................ 2-36
EMERGENCY FUEL CUTOFF & ENGINE STOP Switch .... 2-36
FUEL PRIME/ ENGINE START Switch ............................. 2-36
Battery Charging Ammeter ........................................ 2-36
CLASSIFICATION LIGHTS Switch .................................. 2-36
ALERTER ALARM ........................................................... 2-37
AIR BRAKE EQUIPMENT ...................................................... 2-37
Dead Engine Cutout Cock ................................................ 2-37
Passenger/Freight Valve ................................................... 2-38
ENGINEROOM EQUIPMENT ................................................. 2-39
Manual Injector Rack Control Lever (Layshaft) ............... 2-40
Water Level Sight Gauge ................................................... 2-40
Fuel Filter Pressures .......................................................... 2-40
Governor Low Oil Trip Reset Plunger .............................. 2-40
Engine Overspeed Trip Reset Lever ................................. 2-42
MISCELLANEOUS EQUIPMENT ........................................... 2-43
No. 2 Electrical Control Cabinet (ECC2) ............................ 2-43
AUX. GEN. Breaker ........................................................... 2-43
Handbrake ........................................................................... 2-44
Fire Extinguishers .............................................................. 2-44
Starting Fuse and Battery Switch Box ............................. 2-44
BATT SW (Battery Knife Switch) ..................................... 2-44
STARTING Fuse ................................................................. 2-44

INTRODUCTION
This section briefly describes controls and indicating devices
used by the locomotive operating crew. Descriptions of
certain other equipment, not required for normal operation, is
also included in this section for reference.
Most of the controls and indicating devices used by the
locomotive operating crew are in the locomotive cab.

CAB EQUIPMENT
Most operating equipment is located on the engine control
panel and the two control consoles.
The No.1 control console is on the left side of the cab, as
shown in Figure 2-1, below. The No.2 control console,
Figure 2-2, page 2-7, is on the right side of the cab.
The view from the seat at the No.1 console is through the left
front windshield and through the side windows. The view
from the seat at the No.2 console is through the right side
door window and through the side windows.
F45175
Figure 2-1. No.1 Control Console, Typical
Cab Circulating Fans

Cab air circulating fans (two per cab) mount above the
control consoles. Figure 2-1 illustrates one of the fans. The
CAB FAN toggle switch, page 2-8, on each control console
provides On/Off control of the fan above that console.
Cab Lights
A cab light mounts above each control console, controlled by
a switch on the console.

Ref. Photo #d97-329
Fig. “H”
Art # F41967
Figure 2-2. No.2 Control Console, Typical

(Instrument Panel and Desk Top portions)
Control Consoles
There are two very similar control consoles on this
locomotive. Most gauges, controls, indicator lights, and
switches used by the locomotive driver during normal
operation are located on the control consoles. With the
following exceptions, the consoles are virtually identical:
– A few device locations and/ or names are reversed
because the consoles face in opposite directions.
– Control console No.2 has five devices on the right side
that console No.1 does not have.
Control console driver equipment is described under the
following headings:
• Console Lower Left Front Surface, page 2-8
• Console Instrument Panel, page 2-9
• Console Desk Top, page 2-16
• Console MU ENG. STOP Switch
(right side of No.2 console only), page 2-24
• Console Control & Operating Switch Panel
(right side of No.2 console only), page 2-25

Console Lower Left Front Surface
The lower left front surface of each control console,
Figure 2-3, below, mounts the following equipment:
CAB FAN Switch: This On/Off toggle switch controls the
cab air circulating fan mounted above the console.
GAUGE LIGHTS Switch: This On/Off toggle switch controls
all control console device lighting, including the instrument
panel gauges, the control and operating switches, and the
controller handle position indicator light.
CT45176
Figure 2-3. Console Lower Left Front Surface
CAB LIGHT Switch: This On/Off toggle switch controls the

cab light above and to the left of the drver’s seat.

ATTENDANT CALL Switch: when operated, this
momentary pushbutton switch sounds the alarm in this unit’s
cab, as well as in the cabs of all trainlined units in tandem.
DIMMER - GAUGE LIGHTS Rheostat: This device controls
console gauge lighting intensity.
FLASHER LAMP CAB END and HOOD END Switches:
These two On/Off switches individually control the flasher
lamps at the ends of the locomotive.
Emergency Brake Handle: This lever is directly below the
FLASHER LAMP switches. When lifted to its upper setting, it
opens the emergency brake valve, initiating emergency air
braking.
Console Instrument Panel

The instrument panel is the control console upper section - it
slants slightly away from the driver. (See Figures 2-1, 2-2,
pages 2-6, 2-7.) The instrument panel includes two window
wiper controls, five gauges, and an indicator light panel.
WSW - FRONT, WSW - REAR Controls: Valves control air

flow to the wiper air motors. There are two valves, one valve
for the front windshield wipers and another for the rear
window wipers.
Turning a wiper control clockwise opens the valve,
increasing air flow to the associated wiper motors; turning
the control counterclockwise decreases air to the wiper
motors. The wipers move faster when air flow increases,
slower when air flow decreases, and stop when air is cut off.
To stop window wiping, park the wipers by turning the
controls fully counterclockwise, cutting off the air supply to
the air motors.
Duplex Air Pressure Gauges: Two duplex air pressure

gauges, Figure 2-4, page 2-10, are on the console
instrument panel, to the right of the windshield wiper
controls. The gauges indicate the following air pressures:

The left gauge indicates, in both kg/cm2 and lb./in.2 units:
Red Hand: Main Reservoir Pressure
White Hand: Equalizing Reservoir Pressure
The right gauge indicates, in both kg/cm2 and lb./in.2 units:
Red Hand: Brake Cylinder Pressure
White Hand: Brake Pipe Pressure
Figure 2-4. Duplex Air Pressure Gauges
AIR FLOW Indicator: The air flow gauge, mounted between

the duplex air gauges and the speedometer, indicates brake
system charging as well as abnormal air supply leakage,
break-in-two, or rear end-of-train brake applications.
F42493
Figure 2-5. Air Flow Indicator

Speedometer: An analog speedometer, Figure 2-6, mounts
to the right of the air flow indicator. The speedometer scale
is 0 to 180 kilometres per hour (km/h).
CT45177
Figure 2-6. Speedometer
Tractive / Dynamic Brake Effort Meter, Figure 2-7, page

2-12, mounts to right of speedometer, and indicates total
locomotive drawbar force. When locomotive is not loading,
meter pointer is centered. Pointer moves clockwise for
tractive effort, and moves counterclockwise for dynamic
braking effort. The tractive effort meter scale is 0 to 300 kN
(kilonewtons). The dynamic brake effort scale is 0 to 200 kN.
This meter also includes a High Motor TE indicator (yellow)

LED that lights when tractive effort in motoring is higher than
rated for 7 seconds. Tractive effort is high enough to light the
indicator when it is more than 200 kN with both inverters (all
traction motors) cut in. If one inverter is cut out, the indicator
lights when tractive effort reaches 100 kN. The LED switches
Off if TE drops below 200 kN (100kN for one truck) for 7
seconds or throttle handle is set in IDLE.

CT45178
Figure 2-7. Tractive / Dynamic Brake Effort Meter

Indicating Lights Panel, Figure 2-8, page 2-13, mounts on
far right side of instrument panel, has lights that indicate
operation of various locomotive systems.
Note: Each of the following indicator lights has the
push-to-test feature, which allows testing the light
circuit alone. This test determines if the light circuit is
working properly. Pressing the lens cap applies
supply voltage to the light circuit. After a one second
delay the light should switch On.
BB C/O Light , when On, indicates that the engine control
panel BLENDED BRAKE slide switch is set in CUT OUT (slider
Down): this locomotive then operates without blended
braking - when the auto brake handle is advanced into the
service zone, normal air braking applies on the locomotive,
but not dynamic braking. This cutout does not affect other
locomotives in consist.
SAND Light , when On, indicates that a sanding request has
been made to EM2000, the locomotive computer. Operating
a SAND switch on this locomotive or on any locomotive
trainlined to this locomotive creates the request. Other
sanding requests are made by an EM2000 automatic sanding
function (to help wheel creep or wheel slip control) and the
emergency air brake applications.

WHEEL SLIP Light Four conditions can cause the wheel
slip light to switch On. One condition, Locked Wheel, is
dangerous, and requires immediate action by the crew. The
others do not require immediate crew action. The four
conditions are described following Figure 2-8.
Note: WHEEL SLIP annunciation is trainlined. Anything that
causes a wheel slip warning on any trainlined
locomotive causes the WHEEL SLIP light to switch On
on this locomotive.
F45179
Figure 2-8. Indicating Lights Panel
1. Locked Wheel Condition.

Note: Refer to, and follow Indian Railways regulations
concerning Locked Wheel faults.
Locomotive computer EM2000 immediately lights
WHEEL SLIP indicator and drops load when Siemens
system detects locked wheel. After 10 second delay,
(20 if air brakes are applied), locomotive computer
sets fault, sounds alarm bell, continues WHEEL SLIP
light, and displays following message:
#n LOCKED WHEEL - STOP TRAIN AND THEN
CHECK IF THE WHEELS TURN FREELY.
The above indications continue until the driver resets
the fault with the locomotive computer display panel.

WARNING
Locked wheels on moving locomotives are very
dangerous. If locked wheel is indicated, perform
the following steps.
a. Stop train and set throttle handle in IDLE.

b. Find the locomotive with the Locked Wheel
indications.
c. Slowly roll the unit with indication past an
observer watching for sliding wheels and
listening for unusual noises from traction
motors and gearcases.
Are any wheels sliding and/or traction motors
or gear cases making unusual noises?
Yes - Go to Step d.
No - Go to Step e.
d. Take appropriate action specified by
Indian Railways rules and regulations
concerning Locked Wheel.
WARNING
Do not, under any circumstances tow a
locomotive having sliding /locked wheels,
or move such a locomotive in tandem.
e. Reset fault by pressing RESET key on
locomotive computer display (Locked Wheel
fault message screen).
f. Has this fault occurred previously and no
problem was found?
Yes - Go to Step g.
No - Go to Step h.
g. On the locomotive computer display, disable
Locked Wheel detection for the faulty axle(s)
as directed on page 3-1.
h. Continue monitoring for Locked Wheel fault
recurrences.
Report or shop locomotive at the next
maintenance point for Locked Wheel system
problem.
(End of Locked Wheel Procedure)

2. Wheel Slip Condition. While starting a train when rail
conditions are exceptionally poor, an occasional flash
of the light indicates normal wheelslip control.
Automatic sanding may also occur. Do not reduce
throttle setting unless severe lurching threatens to
break train.
Note:When rail conditions are poor and the locomotive
is operating in power above 2.4 km/h (1.5 MPH),
occasional, irregular flashing of the light may
indicate a wheel creep system failure.
Operation may continue, but report condition to
authorized maintenance personnel.
3. Wheel Slip Condition on Other Locomotive. If an

MU’d locomotive in tandem detects a condition that
causes it to light its WHEEL SLIP indicator, that
locomotive also energizes the WHEEL SLIP trainline,
lighting the WHEEL SLIP indicator on this locomotive.
4. Wheel Overspeed Condition. The WHEEL SLIP

indicator light flashes On and Off to indicate wheel
(and traction motor) overspeed, which can be caused
by excessive track speed or by simultaneous slipping
of all locomotive wheels. In either case, the system
automatically corrects by reducing traction alternator
output.
FLSHR LAMP Light flashes On/Off when either outside
flasher lamp (at cab end or at long hood end) is flashing,
provided that outside flasher lamp is not burned out and
LIGHTS circuit breaker is closed. Flashes at the same rate
as the outside flasher lamp.
PCS OPEN Light: The air brake system trips locomotive
control system pneumatic control relay PCR whenever it
initiates a safety control or emergency air brake application.
When PCR trips, it switches On the PCS OPEN light, and the
locomotive control system stops traction alternator
excitation, interrupting locomotive power/dynamic brake
operation.
To restore locomotive power after safety control or
emergency brake conditions end, reset PCR: set throttle
handle in IDLE, then set automatic brake handle in EM
(Emergency) for 60 seconds, then move it to REL (Release).

BRAKE WARN Light, when On, indicates excessive
dynamic braking current on this locomotive or on a trainlined
locomotive in tandem. See “BRAKE WARN Light,” page
3-22, for more information.
Alerter Light: This large yellow indicator mounts below the
6-indicator panel. It lights when there is an apparent lack of
driver activity. See page 2-27 for more information.
Console Desk Top Equipment

The desk top is the slanting surface closest to the driver,
when seated at the console, Figure 2-2, page 2-7.
Locomotive Controller: The locomotive controller, at the
far left of the console desk top, Figure 2-2, page 2-7, has two
operating controls which control three different functions.
The left control, called the Reverser or Directional Handle,
controls the direction in which the locomotive moves. The
right control, called the POWER (or Throttle)/ DYN BRAKE
handle, controls throttle and dynamic brake response.
Note: For simplicity in this manual, the POWER/ DYN BRAKE
handle may be called either “throttle handle” or
“dynamic brake handle,” depending on context.
REVERSER (Directional Handle): The reverser,
Figure 2-9, page 2-17, has three detented and unmarked
settings: NEUTRAL (centered), FORWARD (points away from
driver), and REVERSE (points toward driver). The traction
motors attempt to move the locomotive in the direction that
the reverser points when traction power is applied.
For example, if the driver inserts the reverser in the No.1
(left) console, and sets it FORWARD (pointing toward the
windshield), the windshield end of the locomotive leads, but,
if the driver sets the reverser FORWARD in the No.2 console,
the long hood end of the locomotive leads.
With the reverser centered, mechanical interlocking
prevents moving the throttle/ dynamic brake handle into
dynamic brake, but the throttle/ dynamic brake handle can
be set in a throttle notch. However, with the reverser
centered, power cannot be applied to the traction motors.

cc33484
Figure 2-9. Controller Reverser (Directional Handle)

Note: Mechanical interlocking assures that the reverser
setting cannot be changed unless the THROTTLE/
DYNAMIC BRAKE handle is in IDLE.
CAUTION
Do not reverse the reverser setting while the locomotive is
moving because that may damage traction motors on
trailing DC locomotives. Reverse the reverser setting,
FORWARD to REVERSE, or REVERSE to FORWARD, only when
the locomotive is completely stopped.
Center the reverser and remove it from the controller to lock
the Throttle/ Dynamic Brake handle in IDLE.
Note: Reverser must be removed when locomotive is
trailing in tandem.
POWER / DYN BRAKE Handle: The power (throttle)/

dynamic brake handle, Figure 2-10, page 2-18, has two
setting zones (sectors): POWER and DYN BRAKE, separated by
a gate. To move the handle from power to dynamic brake or
from dynamic brake to power, the handle must pass through
the gate. To move into the gate, move the handle to the right,
then forward or backward, as required. An illuminated
window to the right of the handle indicates the handle setting.
See CAUTION, next.

CAUTION
During locomotive operation in tandem with trailing DC
locomotives, when transferring the GT46PAC from power
to dynamic brake, set the handle in IDLE for 10 seconds
before advancing it to SET-UP. This prevents sudden surges
of braking effort with possible train slack run-in or DC
traction motor flashovers.
Controller POWER/DYN BRAKE Handle, POWER Sector:

The POWER (throttle) sector has nine detent settings
(notches): IDLE, and throttle notches 1 through 8. From IDLE,
against the gate, pull the handle back to increase engine
speed and locomotive power.
Note: Mechanical interlocking assures that the handle can
be moved from throttle IDLE to a DYN BRAKE setting
only when the reverser is set in either FORWARD or
REVERSE.
Figure 2-10. Controller POWER/ DYN BRAKE Handle

Controller POWER/DYN BRAKE Handle, DYN BRAKE Sector:
The DYN BRAKE sector has one detent setting, SET-UP, and a
setting range of 1 through 8, through which the handle
moves freely without notching.
To request minimal dynamic braking, the driver pushes the
handle forward from the SET-UP (against gate), into 1.
Pushing the handle forward, to higher-numbered settings,

requests increased dynamic braking effort. Setting 8
requests full dynamic brake effort.
Mechanical Interlocks on Controller
Reverser Centered (in Neutral) -
• POWER/ DYN BRAKE handle can only be set in POWER
(throttle) sector.
• DYN BRAKE sector is not accessible.
• Reverser can be removed from controller if
POWER/ DYN BRAKE handle is in IDLE.
Reverser removed from controller -
• POWER/ DYN BRAKE handle is locked in IDLE.
• DYN BRAKE sector is not accessible.
Reverser in FORWARD or REVERSE-
• POWER/ DYN BRAKE handle can be set anywhere in
POWER or DYN BRAKE sectors.
• While THROTTLE/ DYNAMIC BRAKE handle is in DYN
BRAKE sector, reverser is locked in either Forward or
Reverse.
• While POWER/ DYN BRAKE handle is in POWER sector,
reverser is locked in either Forward or Reverse.
• While POWER/ DYN BRAKE handle is in IDLE, reverser
can be set in Forward or Reverse, or, if centered
(Neutral), reverser can be removed, locking POWER/
DYN BRAKE handle in IDLE.
Air Brakes Cab Control Unit (CCU): The cab control unit,
Figure 2-11, page 2-20, provides conventional independent
and automatic brake control functions. The handles for these
brake functions are arranged in a standard console desk top
configuration. Each handle adjusts a variable resistor that
provides input signals to the CCB computer. The handles are
operated in by moving them forwards and backwards. The
brakes are released at the backward-most setting (handle
toward driver). Operating settings are detented. The CCU
also includes a lead/trail air brake set up switch.
The CCB computer and locomotive computer EM2000 act
together to apply blended braking on the locomotive when
the AUTO BRAKE handle is set anywhere in the SERVICE ZONE.
In blended braking, the computers simultaneously apply air
braking and dynamic braking, maximizing dynamic braking
and minimizing air braking as much possible.

Fig. “L”
Ref. d97-342
Art # F41970
Figure 2-11. Air Brakes Cab Control Unit (CCU), Typical
CCU AUTO BRAKE Handle: The AUTO BRAKE handle,

Figure 2-12, page 2-21, controls locomotive and train air
brake application and release, and also controls blended
braking on the locomotive. This AUTO BRAKE function is
“pressure-maintaining:” it holds the selected brake pipe
pressure constant against normal brake pipe leakage.
AUTO BRAKE handle operating setting descriptions follow the
note below.
Note: Descriptions assume that train brake system is cut in
and fully charged.
REL (Release):
Handle in first detent (closest to driver); charges brake
equipment and releases both locomotive and train brakes.
(Releases brakes at faster rate than RUN.) When handle is
released in this setting, spring pressure returns it to RUN.
RUN (Running):
Handle in detent between REL and MIN; charges brake
equipment and releases locomotive and train air braking.
MIN (Minimum Reduction):
Handle in detent forward of RUN. Obtains minimum air
braking.

SERVICE ZONE:
MIN to FS sector. As handle advances through SERVICE
ZONE, brake pipe reduction (braking effort) increases from
minimum reduction to maximum reduction for full service
application. Unless blended braking is cut out, air braking
and dynamic braking both apply (blend) on the
locomotive(s) while air braking applies on the train cars.
CT45448
Figure 2-12. CCU AUTO BRAKE Handle and

Trail/Lead Air Brake Set Up Switch
FS (Full Service):
Handle in third detent. Obtains full service brake pipe
reduction (full service braking). In addition, suppresses
overspeed control and safety control (penalty)
applications.
EMER (Emergency):
Handle in detent at extreme forward position (away from
driver). Initiates emergency brake application (with brake
valve cut in or cut out). This setting is used in resetting
brake system after any penalty (safety) or emergency
brake application.
Note: There is an emergency brake valve handle on
each console, as shown on Figure 2-3, page 2-8.
Lead/Trail Air Brake Set-up Switch : The rotary trail/lead
air brake setup switch, mounts on the lower right corner of
the air brake controller, Figure 2-12. Set this rotary switch as
follows.
TRAIL - Sets up air brake system for normal braking on
locomotive trailing in tandem.

LEAD OUT - HLPR:
Holds brake pipe (BP) and equalizing reservoir (ER)
pressures near zero to avoid break-in-twos.
LEAD OUT - TEST:
Holds brake pipe (BP) and equalizing reservoir (ER)
pressures near zero for brake pipe leak testing, and also
fully applies brakes on this locomotive to prevent rolling.
LEAD IN:
Sets up air brake system for locomotive to lead or control
tandem. Air brake system on this locomotive, and on rest
of tandem, responds to air brake handle movements.
DIR BRAKE (Independent) Handle:

The DIR BRAKE (Independent) Handle, Figure 2-13, is
directly to the right of the AUTO BRAKE handle. This handle
controls locomotive braking effort independent of train
braking effort. The DIR (independent) brake valve is
self-lapping: it holds brake applications at a value
corresponding to handle setting against leakage.
Descriptions of the four handle operating settings/zones
follow Figure 2-13.
CT45449
Figure 2-13. DIR BRAKE (Independent) Handle

REL (Release):
Handle closest to driver. This setting releases air brakes
on locomotive, and on other locomotives in tandem,
provided that the automatic brake handle is also in REL.

APPLICATION Sector:
Forward (away from driver) of REL setting. As handle
advances forward through the zone, air braking effort
increases.
FULL (Full Application):
Handle at extreme forward setting (furthest from driver).
Full independent air brake cylinder pressure is obtained.
BAIL or ACTUATE Function:
Pulling up the lower part of the independent brake handle
knob when the handle is in REL releases any existing
automatic air brake application that exceeds the
independent brake setting.
Alerter (Vigilance) RESET Switch: When pressed after a

control system alertness (vigilance) indication, this orange
mushroom-head pushbutton switch resets the system.
Note: To reset the system, it is necessary to hold down this
switch for a moment before releasing it. A quick
smash does not work.
See page 2-27 for more detailed system information.
Use this equipment only in accordance with Railway
rules and operating practices.
SAND Switch: This yellow pushbutton switch is also known

as the “manual sand” switch. Pressing this switch does all
four of the following:
– Lights SAND indicator.
– Requests locomotive computer to apply sand to rails.
– Energizes sanding request trainline for other
locomotives in tandem.
– Resets alerter (vigilance) system
On EMD locomotives that have wheel creep control systems,
such as this one, pressing the SAND switch or receiving a
trainlined “manual sand” request causes the locomotive
computer to activate sanding, but only if both of the following
statements are true:
– Reverser is thrown to either Forward or Reverse
(locomotive in power or dynamic brake mode).
– Locomotive speed is not faster than 30.6km/h (19 MPH),
except in dynamic braking.
Note: GT46PAC manual sanding is available for
dynamic braking at all speeds.

HORN - CAB END and HORN - L/H END Switches:
These switches activate the locomotive air horns. Each has
a non-latching blue pushbutton. Pressing the CAB-END or L/H
(long hood) - END pushbutton causes the corresponding
locomotive horn to sound until the button is released.
HDLT. - CAB END and HDLT. - L/H END Switches: These
rotary switches control the headlights at the cab end and the
rear (long hood) end of the locomotive.
Each switch has the following three settings:
OFF: Headlights are Off.
LOW: Headlights On dimly.
HIGH: Headlights On at maximum intensity.
Note: HEADLIGHTS breaker on the No. 1 circuit breaker
panel in the No.1 electrical control cabinet must be
On (lever up) to operate either the cab end or long
hood end headlights.
Clipboard: For the driver’s convenience, a clipboard mounts
on the control console top surface next to the headlight
switches.
MU ENG STOP Switch

The MU ENG STOP (multiple-unit engine stop) switch mounts
on the right side of the No.2 control console (side of console
nearest to locomotive centerline), as shown on Figure 2-14,
page 2-25. The switch operating mechanism is a
push-On/push-Off type, and has two independent sections.
Pressing the red STOP section shuts down all locomotives in
tandem, provided that they are set up as active trailing
locomotives - Isolation switches in RUN, Throttle handles in
IDLE.
Before attempting to start the locomotive engine, press the
green RUN section of the MU ENG Stop switch. Refer to
“SETTING LOCOMOTIVES ON LINE,” page 3-9. Of course,
during locomotive operation, leave the switch in the RUN
state.

Ref. Photo d97-339
Fig. “O”
Art # F41971
Figure 2-14. MU ENGINE STOP Switch (top), and

Control & Operating Switch Panel with
DYN BRAKE CONT CB
Control and Operating Switch Panel

Control and operating switches as well as the dynamic brake
control circuit breaker are located on a panel, mounted on
the right side of the No.2 control console (side of console
closest to locomotive centerline), just below the MU ENG
STOP switch, as shown in Figure 2-14, above. Panel device
descriptions appear on following pages.
ENGINE RUN Switch: This switch must be On when the
locomotive leads a tandem; it must be Off if the locomotive is
trailing in tandem, or is being hauled dead in tandem. When
the switch slider is Up, the switch is On.
When the switch is On, the locomotive control system
controls diesel engine speed according to throttle handle
position. When the switch is Off (down), engine speed is not
affected by throttle handle position, except during load
testing.
GEN FIELD Switch: This switch must be On when the

GT46PAC locomotive setup differs from conventional DC
locomotive setup, where main generator output directly
powers traction motors, and setting the GEN FIELD switch Off
prevents main generator excitation.
On the GT46PAC locomotive, main generator output powers
the traction control convertors (TCC1 & TCC2), which power the
traction motors. The lead locomotive GEN FIELD switch must
be On to enable the TCCs to power the traction motors. If the
GEN FIELD switch is Off, traction alternator excitation may still
be On, but the traction motors will not operate.
The GT46PAC locomotive GEN FIELD switch circuit is
trainlined: if it is Off, main generator excitation on trailing DC
locomotives is Off.
CONTROL & FP Switch : his switch must be On when the
When the CONTROL & FP (control and fuel pump) switch is On,
it provides power to key low voltage control circuits, and it
enables the locomotive computer to pick up fuel pump
control relay FPR, and it enables diesel engine starting.
DYN BRK CONT CB: This slider-type circuit breaker
protects the dynamic brake control rheostat circuit against
faulty operating or test setups. Set this breaker On (slider
Up) for normal operation. A tripped breaker usually indicates
that more than one dynamic brake handle in the locomotive
tandem is or was in the dynamic braking sector at the same
time, or that there is a short circuit in an MU jumper cable. The
safety guard covering this breaker lever prevents
accidentally switching the breaker On or Off.

Alerter (Vigilance) System
The alerter indicator light mounts on the control console
instrument panel, below the indicator light panel.
The orange alerter RESET pushbutton mounts on the control
console desktop surface, in front of the air brake controller.
The audible ALERTER ALARM mounts on the No.1 electrical
control cabinet engine control panel.
When locomotive brakes are released, the alerter system
requests an acknowledgment from the locomotive operator
from time to time. The acknowledgment request is never
more frequent than once per 60 seconds. If the
acknowledgment request is not answered, the locomotive
computer initiates a penalty brake application.
The acknowledgment request consists of:
1. Alerter lights flashing for 17 seconds, then
2. ALERTER ALARM sounds for 17 seconds.
(Flashing continues.)
Pressing either alerter RESET button while the alerter lights
are flashing or the ALERTER ALARM is sounding resets the
acknowledgement request timing cycle. Using the automatic
brake handle to moderately reduce brake pipe pressure also
resets the timing cycle. In addition, movement of the throttle
handle, independent brake handle, or dynamic brake handle
will also reset the timing cycle, as will pressing the HORN or
SAND button.
If the alerter system request is not acknowledged while the
alerter light is flashing or the ALERTER ALARM is sounding, the
alarm stops sounding and a penalty brake application occurs
for 34 seconds or until locomotive speed drops to zero,
whichever occurs first. Then the penalty brake application
must be reset before normal train operation can continue.
You must follow Railway rules and operating practices
regarding use of alerter equipment.

No.1 Electrical Control Cabinet
The No.1 electrical control cabinet (ECC1), Figure 2-15, forms
the back wall of the locomotive cab. It houses equipment that
controls and powers the locomotive.
Ref d97-385
Fig. “P”
Art # F41972
Figure 2-15. No.1 Electrical Control Cabinet

(ECC1), Typical
WARNING
Keep out of the electrical control and traction control
cabinets (TCC and ECCs), except for driver-accessible
equipment, such as listed below. High voltage and
current may be present within electrical control and
traction control cabinets (TCC and ECCs).
No.1 electrical control cabinet includes:
Driver-accessible panels -
• Circuit Breaker Panel
• Engine Control Panel
• Circuit Breaker and Test Panel
• EM2000 Display Panel
Miscellaneous internal equipment (not driver-accessible) -
• Main Control Panel (relays, resistors, etc.)
• Locomotive Control Computer (EM2000)
• Computer Power Supply
• Digital Voltage Regulator Module (DVR)

• GTO Power Supply
• Excitation Panel
• 4 Brake Contactors (B1,B2,B3,B4)
• DC Link Transfer Switch (DCL 123,456)
• Silicon Controlled Rectifier (SCR)
Circuit Breaker Panel
The No.1 electrical control cabinet (ECC1) circuit breaker
panel, Figure 2-16, page 2-30, has 23 circuit breakers
(breakers) that control and protect diesel engine and
electrical systems electrical circuits. The panel also includes
one toggle switch. The breakers can be operated as manual
switches but also will trip open automatically if an electrical
circuit overload occurs. Breakers in the black-labelled panel
areas must be On (lever Up) during locomotive operation.
Breakers in the white-labelled areas are On as conditions
require. Brief descriptions of the circuit breakers on this
panel are provided, starting next.
LIGHTS Breaker: This 30A breaker must be On (lever Up)
to power the switches that control miscellaneous locomotive
lights.
HDLTS Breaker: This 35A breaker provides power and
protection to the cab end and hood end headlight circuits.
RADIO Breaker: This 15A breaker, between the radio
mounting rack and the locomotive battery, is used to protect
the radio communications equipment.
EVENT RECORDER Breaker: This 3A breaker provides
power and protection to the event recorder circuit.
CAB FANS Breaker: This 30A breaker provides power and
protection for cab air circulating fan motors and their control
circuits.
AIR DRYER Breaker: This 15A breaker provides power and
protection to the main reservoir air filter (desiccant) dryer and
associated circuitry.
GOV BOOSTER PUMP Breaker: This 30A breaker
provides power and protection to the governor booster pump
and associated circuitry. It must be On to enable engine
starting.

A.C. CONTROL Breaker: This 15A breaker protects the
control circuits that operate on companion alternator power,
including traction alternator excitation and ground relay
hardware.
Fig. “Q”
Ref. d97-311
Art # F42001
Figure 2-16. ECC1 Circuit Breaker Panel, Typical

CONTROL Breaker: This 40A breaker sets up the fuel
pump and control circuits for engine starting. It is supplied
battery power through the battery knife switch before an
engine start. Once the engine is running, the auxiliary
generator supplies power through this breaker to maintain
operating control.
LOCAL CONTROL Breaker: This 30A circuit breaker
establishes local (vs. trainlined) control with power from the
locomotive battery or auxiliary generator to operate heavy-
duty switchgear, magnet valves, contactors, blowers, and
miscellaneous relays.

DCL CONTROL Breaker: This 3A circuit breaker protects
the DC Link (DCL) transfer switch motor and control circuits.
A safety guard over the breaker lever helps prevent
accidentally switching the breaker.
FILTER BLOWER MTR Breaker: This 30A breaker protects
the inertial filter blower motor circuit. The blower evacuates
dirt-laden air from central air compartment inertial filters. If
this breaker trips open, or is inadvertently left Off, the
FILTER BLOWER MOTOR CB OPEN message appears on the
locomotive computer display.
Note: If the FILTER BLOWER MTR breaker trips (Off), continue
locomotive operation to the nearest maintenance
point.
AC GTO #1 PWR SUPPLY Breaker: This 15A breaker
protects GTO power supply PS GTO1, which provides the
GTO DC supply input for the #1 inverter (TCC1).
AC GTO #2 PWR SUPPLY Breaker: This 15A breaker
protects GTO power supply PS GTO2, which provides the
GTO DC supply input for the #2 inverter (TCC2).
AUX. GEN. FLD Breaker: This 10A breaker protects the
auxiliary generator field circuit and is equipped with auxiliary
contact sets. One set is a double-pole switch that protects
the DVR module.
AUX. GEN. F.B. Breaker: This 10A breaker protects the
traction alternator field firing control circuit (FCD).
FUEL PUMP Breaker: This 30A breaker protects the fuel
pump motor circuit.
TCC1 COMPUTER Breaker: This 10A breaker provides
power and protection to the #1 bogie traction inverter (TCC1)
computer and associated circuits. A safety guard is used
over this breaker to prevent accidental breaker operation.
TCC2 COMPUTER Breaker: This 10A breaker provides
power and protection to the #2 bogie traction inverter (TCC2)
computer and associated circuits. A safety guard is used
over this breaker to prevent accidental breaker operation.
TURBO Breaker: This 30A breaker provides power and
protection to the turbo lube pump motor. It must be ON (lever
up) before engine start for prelube and after engine shut-

down to remove residual heat from the turbo bearings. If the
engine is running and this breaker is Off (lever Down), the
TURBO CIRCUIT BREAKER DOWN message appears on the
locomotive computer display.
The breaker safety guard prevents accidental breaker
operation.
See CAUTION following COMPUTER CONTROL breaker
description, next.
COMPUTER CONTROL Breaker: This 15A breaker
protects the locomotive control computer operating power
supply.
CAUTION
The COMPUTER CONTROL and TURBO breakers must stay
On (lever Up) for 35 minutes after engine shutdown
following load operation. This enables the turbo lube
pump to continue operating, cooling down the
turbocharger bearings after engine shutdown
TCC ELECT BLW MTR Breaker: This 30A breaker protects

the TCC electronics blower motor circuit. The blower cools
TCC cabinet electronics equipment.
MICRO AIR BRAKE Breaker: This 15A breaker provides
operating power to the Knorr air brake system and the air
brake system electrical/ electronics cooling fans.
GROUND RELAY CUTOUT Switch: When open (lever
Down), this toggle switch disconnects ground protection
relay GR from the locomotive electrical circuits for
maintenance inspection or trouble-shooting. When the
switch is open, the locomotive computer prevents traction
alternator excitation.
The switch toggle lever is normally safety wired Up, in the
CUT IN setting to arm the ground fault protection system.

Circuit Breaker and Test Panel
Test panel jacks, Figure 2-17, below, enable maintenance
personnel to conveniently check the following voltages:
• Main Generator (Traction Alternator) Field
• Companion Alternator Output
• Load Regulator
• Main Battery
The three breakers listed after Figure 2-17 mount on the
panel just below the voltage test panel.
Fig. “R”
Ref. d97-310
Art # F42002
Figure 2-17. Circuit Breaker and Test Panel

GEN FLD Breaker: This 90 A breaker protects the traction
alternator field circuit. The companion alternator supplies
traction alternator field excitation current through silicon
controlled rectifiers (SCRs). The GEN FLD breaker protects the
SCRs, the traction alternator, the companion alternator, and
other associated circuitry. If traction alternator field current
overload occurs, the breaker trips and locomotive computer
EM2000 displays: EXCESSIVE GENERATOR FIELD CURRENT.

The message disappears when field current drops to a safe
level, but to continue operation, the breaker must be reset.
Note: Unlike most other circuit breakers on the No.1
electrical control cabinet, which trip to the full Off
position, the GEN FLD breaker trips to the center
position. To reset the GEN FLD breaker, wait for the
traction alternator field to cool, pull the breaker lever
down to the full Off setting, then pull it back up to On.
TCC1 BLOWER Breaker: This 30A breaker protects the
traction control converter #1 (TCC1) blower motor.
TCC2 BLOWER Breaker: This 30A breaker protects the
traction control converter #2 (TCC2) blower motor.
Engine Control Panel

The Engine Control Panel, Figure 2-18, page 2-35, has
control equipment for setting up locomotive operation. A brief
description of each device follows -
ISOLATION Switch:
This rotary switch has two settings:
START/ STOP/ ISOLATE Setting

Enables engine priming and starting.
Isolates locomotive. When isolated, unit does not
develop power or respond to controls; engine runs at
idle speed regardless of throttle handle setting.
Silences alarm caused by locomotive computer-
determined NO POWER condition. Does not silence
alarm caused by hot engine or traction motor alarm.
RUN Setting
Puts locomotive on line: locomotive will respond to
control (for example, it will respond to throttle handle
setting changes, local or trainlined) and will develop
power in normal operation.

CT 45216
Figure 2-18. Engine Control Panel on ECC1
DYN BRAKE CUT IN/ CUT OUT Switch: If this slide switch
is set in CUT OUT (slider Down), the locomotive will not
operate in dynamic brake. The locomotive will operate in
power with normal air braking - no other locomotives in
tandem are affected.
Cutting out dynamic braking on selected locomotives in a
tandem limits total tandem dynamic brake effort.
Cutting out dynamic braking does not affect normal power
(traction) operation, and does not affect the air brake system.
The switch slider normally is safety-wired Up (Cut In).
BLENDED BRAKE CUT IN/ CUT OUT Switch: When this

slide switch is set in CUT OUT (slider Down), this locomotive
operates without blended braking - as the auto brake handle
advances into the service zone, normal air braking applies
on the locomotive, but not dynamic braking. This cutout does
not affect other locomotives in consist.
The switch slider normally is safety-wired Up (Cut In). This
setting causes the EM2000 and the air brake computer to
apply both air and dynamic braking on the locomotive when
the AUTO brake handle is anywhere in the SERVICE ZONE.

EXTERIOR LIGHTS Switch: This slide switch provides
On/Off control of the platform light at the rear of the
locomotive and the fuel filler lights on both sides of the
locomotive. With the slider in the On (Up) setting, power is
supplied to these lights, provided that the battery knife switch
is closed and the LIGHTS breaker is On.
MAINT ROOM LIGHTS Switch: This slide switch provides
On/Off control of the engineroom maintenance lights. With
the slider in the On (Up) setting, power is supplied to these
lights, provided that the battery knife switch is closed and the
LIGHTS breaker is On.
EMERGENCY FUEL CUTOFF & ENGINE STOP Switch:
When pressed for approximately one second, this large red
pushbutton switch requests the locomotive computer to stop
the locomotive diesel engine. The pushbutton need not be
held in until the engine stops. However, holding button in for
one second ensures that the computer recognizes the switch
actuation as a proper shutdown request.
FUEL PRIME/ ENGINE START Switch: This rotary switch,
is also known by its electrical designation, FP/ES. The switch
has three settings:
CENTERED (Off)
When released, switch lever spring-returns to center (Off).
FUEL PRIME
(Switch lever turned to counterclockwise stop.) Energizes
fuel pump, but not starting motors. Primes engine with fuel
to ready it for starting. Also energizes auxiliary turbo lube
oil pump, supplying pressurized lube oil to turbo bearings.
ENGINE START
(Switch lever turned to clockwise stop.) Applies
locomotive battery power to starting motors and fuel
pump. Starting motor pinions engage engine ring gear,
then starting motors crank engine until it starts and switch
lever is released.
Battery Charging Ammeter: This meter indicates the
locomotive battery charging/ discharging rate. It does not
indicate auxiliary generator output or engine cranking current
during start-up.
CLASSIFICATION LIGHTS Switch: This rotary switch has
three settings: LONG HOOD FORWARD, OFF, CAB END FORWARD.
The setting functions are:

CAB END FORWARD
Lights white cab end class lights and
red long end class lights.
OFF
Turns off class lights at both ends of the locomotive.
LONG HOOD FORWARD
Lights white long hood end class lights and
red cab end class lights.
ALERTER ALARM: The ALERTER ALARM sounds if the
driver has not acknowledged flashing console Alerter
indicator lights for 17 seconds.
When the ALERTER ALARM sounds, the driver must
acknowledge it within the next 17 seconds to avoid a penalty
brake application. [See “Alerter (Vigilance) System,” page
2-27 for acknowledgement methods.]
AIR BRAKE EQUIPMENT

The locomotive is equipped with a computer-controlled air
brake (CCB) system. The driver uses the cab control unit
(CCU) to control the CCB system. Each control console,
Figures 2-1 and 2-2, pages 2-6 and 2-7, includes a CCU with
an air brake set-up switch.
Most brake pneumatic equipment mounts on the air brake
rack pneumatic control unit (PCU). The air brake rack is
mounted beneath the front head lights and between the front
class lights. The PCU is an interface for electrical and
pneumatic devices, and is controlled by the CCB air brake
computer.
The locomotive computer displays certain useful messages
related to time delays that occur during recovery from
emergency brake applications.
Dead Engine Cutout Cock

The dead engine cutout cock, mounted on the air brake rack
at the front of the locomotive, limits air braking effort on a
locomotive being hauled dead in a train. When the cutout
cock is set for a dead locomotive, the pressure regulator

charges the #2 main reservoir at 1.76kg/cm2 from the brake
pipe, limiting brake cylinder pressure to 1.76kg/cm2. Refer to
CCB computer braking system set-up plate for setting.
Note: Both the BCEP and MREP cut-off end cocks must be
opened. Brake pipe hoses must be connected, and
BP and Brake Cylinder end cocks must be open as
well. MICRO AIR BRAKE circuit breaker must be open
(lever Down).
Passenger/Freight Valve
The passenger/ freight valve actuation knob is about 10cm
(4 in.) below the VCU Power Cable Connection on the air
brake rack at the front of the locomotive. It sets air brake
application rates appropriate to the selected type of service.

ENGINEROOM EQUIPMENT
CT45220
1. Water Level Sight Gauge

2. Diesel Engine Governor
3. Primary Fuel Filter Bypass Gauge
4. Layshaft (Manual Injection Control Lever)
5. Engine Protector (Low Water/ Crankcase Pressure Resets)
6. Water Filler
7. Governor Booster Pump
- Spin-On Fuel Filters w/Sight Glasses (Other Side of Eng.,
level with Bottom of Governor - Not Shown Here)
Figure 2-19.
Figure 2-19 illustrates locations of various equipment in the
engineroom. Engine cooling water, lube oil, and fuel oil
pressures and temperatures are monitored by sensors on
the engine and equipment rack. The sensor signals go to
locomotive computer EM2000; some may be viewed on the
EM2000 display.

Manual Injector Rack Control Lever (Layshaft)
This lever, on the engine near the FP/ES switch, directly
operates the engine fuel injector setting racks. Pushing the
lever increases fuel injection; pulling it does the opposite.
Because this locomotive has a governor booster pump, it is
not necessary to use the layshaft to assist engine starting.
Water Level Sight Gauge
An instruction plate mounts next to the water tank sight
glass. To check the water level, open the round valve handle
at the bottom of the gauge. Sight the water level against the
gauge, then close the valve. To avoid a false reading when
using the gauge the next time, drain the sight glass by means
of small drain cock at the bottom of the gauge. Be sure to
close the drain cock after draining the sight glass.
Fuel Filter Pressures
Pressure relief valves are located at the primary fuel filter
and the engine mounted fuel filters. If the pressure across
the primary filter element exceeds 2.1kg/cm2 (30psi), a
bypass valve begins to open, bypassing the primary fuel
filter.
Bypassing the primary fuel filter imposes greater burden on
the engine-mounted spin-on fuel filters, shortening their
service life. As the spin-on filters become plugged, fuel
pressure at the spin-on filters input rises. When it reaches
4.2kg/cm2 (60psi), the spin-on filters bypass valve opens
fully, and fuel bypasses the engine, returning to the fuel tank.
If fuel appears in the sight glass on top of the spin-on filter
further from the engine, it means that fuel is bypassing the
spin-on filters.
Governor Low Oil Trip Reset Plunger

The diesel engine governor includes a mechanism that
detects lube oil pressure within the governor. Under normal
operating conditions, the engine lube system supplies oil to
the governor at engine lube system pressure.
If oil pressure at the governor drops too low, a small plunger
on the side of the governor body pops out, indicating that the
low oil detector has tripped. See Figure 2-20, page 2-42.

When the mechanism trips, the locomotive computer
displays a GOVERNOR SHUTDOWN message and, several
seconds later, it acts to shut down the diesel engine. (At IDLE,
and in lower throttle settings, there is a longer delay before
engine shutdown.)
The engine is also equipped with three other devices that,
when activated, can trip the governor low oil detector,
causing an engine shutdown:
– Low coolant water pressure (low water) detector
– Crankcase pressure detector
– Engine lube oil overheat (hot oil) detector.
The low water and crankcase pressure detectors are part of
the engine protector, Figure 2-21, page 2-43.
If a governor shutdown occurs, you must determine the

cause. Check the engine protector. The device with the
protruding button is the one that tripped. If neither button
protrudes, either the hot oil detector activated or true low oil
pressure occurred.
WARNING
If crankcase pressure detector has tripped, make no
further engineroom inspections. Do not attempt to
restart engine. Isolate locomotive. Drain cooling system
in accordance with Railway regulations if freezing
conditions are possible.
If neither crankcase pressure nor low water pressure
detector has tripped, and engine oil level is satisfactory,
but hot engine condition is apparent, do not attempt to
restart engine. Report engine shutdown circumstances
to maintenance personnel.

To Reset
Overspeed
Halftone #29233 Tripped
1. Low Oil Plunger (Push In To Set)

2. Low Oil Level Sight Glass F29233
Figure 2-20. Governor Low Oil Trip Plunger and

Engine Overspeed Trip Reset Lever
Engine Overspeed Trip Reset Lever

Figure 2-20, above, illustrates the diesel engine overspeed
reset lever location. If engine speed rises above the
overspeed mechanism setpoint, the mechanism trips,
halting fuel injection. Lack of fuel immediately shuts down
the engine, ENGINE NOT RUNNING message appears on
locomotive computer display, and alarm bell sounds.
To reset the engine overspeed mechanism, pull the reset
lever to the counter-clockwise stop.

1
Halftone #30066
4
3
1. Low Water Reset

2. Crankcase Pressure Reset
3. Test Cock
4. Vent and Test Fitting
F30066
Figure 2-21. Engine Protector
MISCELLANEOUS EQUIPMENT
No. 2 Electrical Control Cabinet (ECC2)
This cabinet mounts on the left side of the locomotive, under
the locomotive underframe, between the fuel tank and the
No.2 bogie, as shown by Item 17 of Figure 1-1, page 1-7.
The AUX GEN circuit breaker mounts in this cabinet.
AUX. GEN. Breaker
This breaker is on the upper right portion of the ECC2 door
opening, accessible from the left side of the locomotive. It
supplies auxiliary generator power to locomotive low voltage
DC circuits. It protects the auxiliary generator against

excessive current demands. Since the low voltage DC
system provides companion alternator excitation, if the
breaker opens, the locomotive computer displays the
NO LOAD - NO COMPANION ALTERNATOR OUTPUT message
and sounds the alarm.
Handbrake
The lever-type handbrake is mounts on the outside of the
long hood, along the walkway on the right side of the
locomotive, just past (to the rear of) the No. 2 bogie inboard
sand box. Comply with Railway rules and regulations when
applying or releasing the handbrake.
Fire Extinguishers
There are two dry chemical fire extinguishers on the
locomotive. One mounts in the cab, and the other mounts
next to the air compressor in the long hood.
Starting Fuse and Battery Switch Box
The starting fuse and battery switch box is located on the left
side of the locomotive, along the walkway, as shown by
Item 6 on Figure 1-1, page 1-7. The box includes the
equipment described in the following paragraphs.
BATT SW (Battery Knife Switch)
When closed, the battery knife switch connects the
locomotive batteries to the locomotive low voltage
(64/74 VDC) electrical system. The battery switch must be
closed at all times during locomotive operation.
STARTING Fuse
The 800A starting fuse is in use only during diesel engine
starting. Battery current flows through the fuse and the
starting contactor to the starting motors. The starting fuse
protects the motors from current overload.
Although the fuse should be in good condition and always
left in place, it has no effect on locomotive operation other
than for engine starting. A defective starting fuse can be
detected when attempting to start the engine. If the engine
start switch does not crank the engine, then check the fuse.
Caution -This locomotive requires an 800 Ampere
starting fuse. Do not use a 400 Ampere fuse for this
purpose.

Se c tio n 3
Op e r a tio n
Heading Page
INTRODUCTION ....................................................................... 3-3
PREPARATION FOR SERVICE ............................................... 3-3
Ground Inspection ................................................................ 3-3
Engineroom Inspection ....................................................... 3-4
Starting Fuse and Battery Switch Box Inspection ............ 3-4
Lead Locomotive Cab Inspection ....................................... 3-4
Circuit Breaker Panels ..................................................... 3-4
Engine Control Panel ....................................................... 3-4
Control Consoles .............................................................. 3-5
Air Brake Equipment ..................................................... 3-5
Trailing Locomotive Cab Inspection .................................. 3-5
Starting Fuse and Battery Switch Box ............................ 3-5
Circuit Breaker Panel ....................................................... 3-5
Engine Control Panel ....................................................... 3-5
Control Consoles .............................................................. 3-6
Console Air Brake Equipment ..................................... 3-6
STARTING LEAD LOCOMOTIVE ENGINE ............................. 3-6
Engine Inspection ................................................................ 3-6
Engine Starting Procedure .................................................. 3-7
STARTING TRAILING DIESEL ENGINES ............................... 3-9
SETTING LOCOMOTIVES ON LINE ........................................ 3-9
PRECAUTIONS BEFORE MOVING LOCOMOTIVE ............... 3-9
HANDLING LIGHT LOCOMOTIVE ........................................ 3-10
COUPLING LOCOMOTIVES TOGETHER ............................. 3-10
DYNAMIC BRAKING FOR LOCOMOTIVES IN TANDEM ..... 3-11
COUPLING LOCOMOTIVE TO TRAIN ................................. 3-11
PUMPING UP AIR ................................................................. 3-12
BRAKE PIPE LEAKAGE TEST ............................................. 3-12
STARTING TRAIN .................................................................. 3-12
STARTING LOCOMOTIVE UPHILL ....................................... 3-14
ACCELERATING TRAIN ........................................................ 3-14
RUNNING THROUGH WATER .............................................. 3-14
Operation 3-1
WHEEL CONTROL .................................................................3-15
WHEEL CONTROL INDICATIONS .........................................3-16
Locked Wheel Detection Disabling/ Enabling ..................3-18
LOCOMOTIVE SPEED LIMIT .................................................3-19
MIXED GEAR RATIO OPERATION .......................................3-20
DOUBLE HEADING SERVICE ...............................................3-20
HELPER SERVICE .................................................................3-20
DYNAMIC BRAKING ..............................................................3-21
BRAKE WARN Light ...........................................................3-22
BLENDED BRAKING ..............................................................3-22
ISOLATING LOCOMOTIVE .................................................... 3-23
INVERTER FAULTS ...............................................................3-23
CHANGING OPERATING ENDS ............................................3-24
On End Being Cut Out ........................................................3-24
On End Being Cut In ...........................................................3-25
STOPPING ENGINES .............................................................3-25
FREEZING WEATHER PRECAUTIONS ................................3-26
Draining the Cooling System .............................................3-26
TOWING LOCOMOTIVE IN TRAIN
WITH ENGINE RUNNING .......................................................3-27
WITH ENGINE SHUT DOWN ..................................................3-27
TOWING LOCOMOTIVE
DEAD IN TANDEM ..................................................................3-28
LEAVING LOCOMOTIVE UNATTENDED ..............................3-29

INTRODUCTION
This section includes recommended procedures for setup,
service preparation, and general locomotive operation. The
procedures are brief and do not contain detailed
descriptions of equipment location or function. See the
Locomotive Service Manual for more specific descriptions.
Always comply with Railway rules and instructions
regarding locomotive operation or inspection.
This section is arranged as follows -
• Preparation for Service (starts below)
– Ground Inspection
– Engineroom Inspection
– Starting Fuse & Battery Switch Box Inspection
– Lead Locomotive Cab Inspection
– Trailing Locomotive Cab Inspection
• Starting Lead Locomotive Engine (Starts on page 3-6.)
– Engine Inspection
– Engine Starting
• Starting Trailing Locomotive Engines
(Starts on page 3-9.)
• Various other operating procedures (Starts on page 3-9.)
• Stopping Engines (Starts on page 3-25.)
• Towing Locomotive (Starts on page 3-27.)
• Leaving Locomotive Unattended (Starts on page 3-29.)
PREPARATION FOR SERVICE

Ground Inspection
Check for the following and correct when necessary:
• Leaks - fuel oil, lube oil, water, or air.
• Loose or dragging parts.
• Installation of electrical control cables
• Air brake hose connections between locomotives in
multiple unit tandem, and to train.
• Settings - angle cocks and shut-off valves.
• Air cut in to bogie brake cylinders.
• Condition of brake shoes.
• Adequate fuel supply.
• Closed AUX. GEN. breaker (No.2 electrical cabinet, under
underframe, on left side of locomotive.)
Operation 3-3
Engineroom Inspection
Engineroom equipment can be inspected and operated by
opening access doors along the sides of the long hood.
Check for the following and correct when necessary:
• Check air compressor lube oil supply.
• Check water level in water tank sight glass. It should be
near FULL (ENGINE DEAD) mark.
Note: Recheck water level when engine is running. It
should be near FULL (ENGINE RUNNING) mark.
• Check all valves for proper settings.
• Check for leakage of fuel oil, lube oil, water, or air.
Note: If the engine lube oil system is properly filled, it
coats the oil gauge above the FULL mark when the
engine is stopped. To obtain an accurate check,
recheck the level when the engine is idling and at
normal operating temperature.
Inspection
1. Verify that main battery knife switch is closed.
2. Verify that starting fuse is installed in good condition,
and is correct rating.
Lead Locomotive Cab Inspection

On the lead or control unit, check the control locations
described in Section 3. Set the equipment for operation as
follows:
Circuit Breaker Panels
1. All breakers in black (shaded) area of panel(s),
including GOV BOOSTER PUMP - On (levers Up).
2. Other breakers On as required.
3. At circuit breaker panel, verify that GROUND RELAY
CUTOUT switch is closed (lever Up) and sealed.

1. Isolation switch in START.
2. Miscellaneous switches set as required.
Note: Electrical control cabinets must be securely closed
during locomotive operation for proper cooling.

Control Consoles
Set control console devices as follows:
1. Set CONTROL & FP switch On (slider Up). This allows fuel
pump to start and run when FP/ES switch is in
FUEL PRIME or ENGINE START.
2. Set ENGINE RUN switch and the GEN FIELD switch Off
(sliders Down).
3. Set light switches and other switches as desired.
4. Set throttle handle in IDLE. Center reverser (neutral),
and remove it.
Air Brake Equipment
1. Set air brake controller automatic brake handle in
FS (full service). This nullifies any safety control brake
application.
2. Set air brake controller independent brake valve handle
in FULL (full application).
3. Set air brake controller LEAD/TRAIL switch in LEAD-IN.
Trailing Locomotive Cab Inspection
Check the following trailing locomotive cab device settings.
Correct them as required.
1. Main battery knife switch should be closed.
2. Starting fuse should be installed, in good condition, and
correctly rated. See Item 6 on Figure 1-1, page 1-7, for
location.
Circuit Breaker Panel
1. All breakers in black (shaded) area of panel(s),
including GOV BOOSTER PUMP - On (levers Up).
2. Other circuit breakers should be On, as required.
3. At the circuit breaker panel, verify that the
GROUND RELAY CUTOUT switch is closed and sealed.

1. Isolation switch should be in START.
2. Miscellaneous switches should be set as required.
Note: Electrical control cabinet is pressurized with filtered
air. Keep cabinet doors closed during operation.
Operation 3-5
Control Consoles
Set control console devices as follows:
1. CONTROL & FP switch, GEN FIELD switch, and ENGINE RUN
switch must be Off (sliders Down).
Note: This step presumes that electrical MU cables are
previously installed.
2. Set throttle in IDLE. Center reverser (neutral setting) and
remove it to lock throttle handle in IDLE.
3. Set light switches and other switches as required.
Console Air Brake Equipment
1. Set automatic brake handle in RUN (Running).
2. Set independent brake handle in REL (Release).
3. Set brake controller LEAD/TRAIL switch in TRAIL.
STARTING LEAD LOCOMOTIVE

ENGINE
Do not start the engine until you have completed the
following inspections.
Engine Inspection
Inspect the engine before and after starting.
1. Make sure that overspeed mechanism is Reset.
2. Make sure that governor low oil pressure trip plunger is
reset, and that oil is visible in the governor sight glass.
3. Make sure that crankcase (oil pan) pressure and low
water pressure detector reset buttons are reset
(pressed in). If either protrudes, press it and hold it in
for five seconds immediately after engine starts.
4. Make sure that engine top deck, air box and oil pan
inspection covers are in place and securely closed.
5. Check engine lube oil filter tank sight gauge, if the tank
has one. If gauge is full, proceed to next step. If gauge
is empty or does not exist, make certain that oil strainer
housing is full. The oil level should be maintained up to
the overflow outlet of the housing.
6. Pull out dipstick (oil level gauge) from side of engine oil
pan. It should be coated with oil.

Note: When engine lube oil system is properly filled, it
coats the dipstick above the FULL mark (engine
stopped).
For accuracy, recheck the level with the engine
idling at normal operating temperature.
7. Check for liquid trapped in engine cylinders as follows:
A) Open all 16 cylinder test valves (test cocks).
B) Bar the engine over for at least one revolution.
C) Close all the cylinder test valves (test cocks),
checking for leaking at each one.
Note: If any leaking at cylinder test valves is found, do
not start engine. Report the leaking to
maintenance personnel.
Engine Starting Procedure
After completing the preceding inspections, you may start
the engine.
Note: Prelubricate the engine if it has been shut down for
more than 48 hours. See Engine Maintenance
Manual for prelubrication procedures.
Proceed as follows:
1. Make sure that starting fuse is installed, in good
condition, and correctly rated. Verify that main battery
knife switch is closed.
2. At the circuit breaker panel, make sure that all breakers
in the black (shaded) areas are On, and GROUND RELAY
CUTOUT switch is closed and sealed.
The GOV BOOSTER PUMP breaker must be closed.
3. At the No.2 control console, make certain that the
GEN FIELD and ENG RUN switches are Off (Down). Verify
that the CONTROL & FP switch is On (Up).
Note: When starting the engine on a trailing locomotive
that has its control cables connected to the other
locomotives in tandem, leave its CONTROL & FP
switch Off.
4. At the engine control panel, verify that the isolation
switch is set in START.
5. At the engine control panel, turn the FP/ ES switch lever
to FUEL PRIME and hold it there for 15 seconds - then
release it.
Operation 3-7
6. Turn the FP/ ES switch lever to ENGINE START and hold it
there while the engine is cranked until the engine fires
and speed increases. Do not crank the engine for more
than 20 seconds (consecutive).
CAUTION
Cranking engine for more than 20 seconds
consecutively may damage the starting motors
If engine fails to start after cranking for 20 seconds,
wait at least two minutes to cool starting motors
before attempting to start engine again.
If engine will not start, check:

- Engine Overspeed Reset Lever,
Figure 2-20, page 2-42
- Protruding Gov. Low Oil Plunger,
- Tripped Engine Protector,
7. Check low water pressure detector reset button
immediately after engine starts. If tripped, press button
and hold for 5 seconds to reset. (If detector is tripped
and not reset, engine will shut down shortly.)
8. Check the following with the engine running and at a
normal operating temperature [49° C (120° F)] - correct
where necessary.
A) Coolant level is near FULL (ENGINE RUNNING) BOTTOM
mark limits on water level sight gauge.
B) Engine lube oil level is near FULL mark on dipstick.
C) Governor oil level is near upper mark on sight glass.
D) Compressor lube oil level is within normal range.
9. After engine has been started and is operating normally,
make sure that all engine room doors are securely
closed.
Note: Do not apply load before engine water inlet
temperature has reached 49°C (120°F).

STARTING TRAILING DIESEL ENGINES
Start trailing units engines in the same manner as the
engine in the lead unit. Refer to “Engine Starting
Procedure,” page 3-7.
Note: If electrical control jumper cables are already
connected between locomotives, make sure that the
following slide switches on the trailing locomotives
are Off (sliders Down), which enables the lead
locomotive to control the trailing locomotives.
- CONTROL & FP switch
- GEN FIELD switch
- ENGINE RUN switch.
SETTING LOCOMOTIVES ON LINE

WARNING
Verify that the throttle handle is in IDLE on all locomotives
in tandem before setting a locomotive on line.
After the diesel engine is started and inspected, set the
locomotive on line by setting the isolation switch in RUN.
When a locomotive is on line, it can respond to operator
controls and develop tractive/ dynamic brake effort.
When on line, a trailing locomotive follows trainlined throttle/
dynamic brake commands from the lead locomotive.
The locomotive computer modifies diesel engine speed in
response to certain operating conditions, such as low main
reservoir pressure. In these circumstances, diesel engine
speed is not precisely related to throttle setting.
PRECAUTIONS BEFORE MOVING

LOCOMOTIVE
Before attempting to move the locomotive under its own
power, carefully follow these precautions:
1. Make sure that main reservoir air pressure is normal.
2. Make sure that the brake system is set up as LEAD-IN on
a single or lead locomotive, and TRAIL on a trailing
locomotive.
3. Check for proper air brakes application and release -
observe brake cylinder and brake rigging.
Operation 3-9
4. Release hand brake and remove any wheel blocking.
CAUTION
Engine water temperature should be 49°C (120°F) or
higher before fully loading engine. After idling at
ambient temperature below minus 18°C (0°F),
increase to full load gradually.
HANDLING LIGHT LOCOMOTIVE

With engine started, locomotive on-line, and preceding
inspections and precautions completed, handle the
locomotive as follows:
1. Set the ENGINE RUN and GEN FIELD switches On.
2. Set the air brake system on for LEAD-IN.
3. Switch headlights and other lights On as needed.
4. Insert the reverser (directional handle) and set it in the
desired direction of travel, Forward or Reverse. (Engine
speed increases from low idle to throttle 1 speed as
soon as reverser is thrown.)
5. Release the air brakes.
6. Advance the throttle handle as needed to move
locomotive at desired speed.
Note: Locomotive response to throttle movement is
almost immediate. There is little delay in power
buildup.
Do not reverse reverser setting (Forward to Reverse, or
Reverse to Forward) when locomotive wheels are
turning.
COUPLING LOCOMOTIVES TOGETHER

Use the following procedure when coupling locomotives
together for multiple unit operation:
1. Couple and stretch locomotives to ensure couplers are
locked.
2. Install 27 conductor electrical control cable between
locomotives.
3. Perform ground, engineroom, and engine inspections
outlined in preceding pages.
4. Set cab controls for trailing unit operation as directed in
preceding pages. Remove reversers (directional
handles) from all controllers to lock controls.

5. Connect air brake hoses between locomotives.
6. Open required air hose cutout cocks on each
locomotive.
7. Using the lead locomotive air brake cab control unit
(CCU), make an automatic brake application to
determine if brakes apply on each locomotive. Release
the automatic application, then make sure the brakes on
each locomotive release.
8. Follow the same procedure to check an independent
brake application. Also, release an automatic brake
service application by pulling up the independent brake
handle bail-release ring. Inspect all brakes in the
tandem to verify they have released.
DYNAMIC BRAKING FOR

LOCOMOTIVES IN TANDEM
The dynamic brake handle operates the dynamic brake
rheostat. The locomotive computer uses the voltage level
signal produced by the rheostat to control dynamic braking
effort. The rheostat voltage level appears on a trainlined
wire that controls the dynamic braking effort of all
locomotives in a tandem that are equipped with dynamic
braking. The total braking effort of a multi-unit tandem can
become quite high. Observe Railway rules regarding
multiple unit dynamic braking.
COUPLING LOCOMOTIVE TO TRAIN

Be just as careful when coupling locomotive(s) to a train as
taken when coupling locomotives together.
After coupling, perform the following checks:
1. Make sure that couplers are locked by stretching the
connection.
2. Connect the air brake hoses.
3. Slowly open the air valves on the locomotive and the
train to cut in the brakes.
4. Pump up air using the following procedure:
Operation 3-11
PUMPING UP AIR
After cutting in air brakes on train, note the reaction of the
control console MAIN RESERVOIR pressure gauge. If pressure
falls too low, the locomotive computer automatically
increases engine speed to throttle notch 2, and displays the
ENGINE SPEED INCREASE - LOW AIR PRESSURE message,
provided that the Isolation switch is in RUN.
To pump up air in a reasonable amount of time on a long
train, it may be necessary to increase engine speed higher
than notch 2. Proceed as follows:
1. Set Generator Field switch Off (Down).
2. Center reverser (set it in neutral).
3. Advance throttle to speed up engine.
Note: Engine is virtually unloaded. Do not advance
throttle past notch 5.
BRAKE PIPE LEAKAGE TEST

For specific instructions, refer to Railway train handling rules
and guidelines.
STARTING TRAIN
The method selected for starting a train depends upon
many factors - such as train type, weight, length, amount of
slack, track condition, grade, and weather conditions. Since
these factors are variable, specific train starting instructions
cannot be provided; it is up to the driver to use good
judgment in properly applying power to suit requirements.
There are, however, certain general considerations that
should be observed - as outlined in the following
paragraphs.
Proper throttle handling is important when starting trains
because it bears directly on tractive effort. As the throttle
advances, tractive effort increases almost immediately.
Therefore, it is advisable to advance the throttle one notch
at a time when starting a train. Start the train in as low a
throttle setting as possible. This practice keeps locomotive
speed at a minimum until all slack has been removed - the
train has been completely stretched. Sometimes it is

advisable to reduce the throttle a notch or two at the
moment the locomotive begins to move - to prevent
stretching slack too quickly, or to avoid slipping.
The following general procedure is recommended for
starting the train.
1. Set Isolation switch in RUN.
2. Set reverser (directional handle) in the desired direction
of motion, Forward or Reverse.
3. Set ENGINE RUN and GEN FIELD switches On.
4. Release both automatic and independent air brakes.
Note: The AC transmission on this locomotive enables
the throttle to be advanced to start the train
while the air brakes the brakes are applied.
AC traction motors can remain at zero speed
while power is applied to them for extended
periods without damage.
5. Advance the throttle one notch at a time, as required:
a. To notch 1 - Loading stops increasing at a specific
low value. This can be seen on the tractive effort
meter. If total train weight is low, or the train is not
on an ascending grade, the train may begin moving
in throttle notch 1.
Note: On this locomotive, it not necessary to
manipulate the throttle between notch 1
and IDLE during train starting.
b. To notch 2, 3, or higher until locomotive moves.
After train is stretched, advance throttle as desired.
Note: When operating at full throttle to climb a hill, or to
accelerate, the wheel slip control system reacts so
rapidly to correct minor slips by means of power
reduction and sanding that the wheel slip light
seldom comes on to indicate severe slips. Sustained
wheel slip correction may be seen at the tractive
effort meter as a steady reduction below what is
normally expected at full throttle at the existing
locomotive speed. Do not misinterpret such power
reduction as a fault - the wheel slip control system is
maintaining tractive effort at the maximum level
possible for the existing conditions.
Operation 3-13
STARTING LOCOMOTIVE UPHILL
Note: Unlike many DC locomotives, backwards GT46PAC
movement while set up for forward traction, or vice
versa, does not cause a fault, and no power lockout
occurs.
If reverser (directional handle) is set to oppose
locomotive movement, locomotive computer applies
full dynamic braking until locomotive almost stops.
When starting a train up a hill, apply independent brake and
advance throttle until forward effort develops sufficient to
prevent backwards rolling. Then release the independent
brake and advance the throttle as required.
ACCELERATING TRAIN
After the train has started moving, advance the throttle as
rapidly as desired to accelerate the train consistent with
Railway train handling rules.
The control console tractive effort indicator is a useful guide
when accelerating a train. The pointer advances to the right,
denoting increased tractive effort, as the throttle is
advanced. When train speed increases, the pointer begins
dropping back to the left, indicating decreasing tractive
effort. At that time, the throttle may again be advanced.
Thus, for maximum smooth acceleration after the train has
initially started moving, advance the throttle one notch each
time the pointer begins moving to the left until full power
develops in throttle 8.
RUNNING THROUGH WATER

CAUTION
Follow all Railway rules regarding operation of
locomotives/ trains through water.
This locomotive has AC traction motors, which tolerate

water better than do DC traction motors. It is possible to
operate this locomotive through water no deeper than 10cm
(3.9 inches) above the top of the rail at speeds up to 5 km/h
(3.1 MPH).

However, if operating this locomotive in tandem with
locomotives having DC traction motors, the tandem must
not be operated through water deep enough to touch the
bottom of the motors, or through water at speeds greater
than 4 km/h (2.5 MPH).
WHEEL CONTROL
EM2000 locomotive computer wheel control function
consists of two sub-functions: wheel creep control, and
wheel slip control.
• Wheel Creep Control - is ready to operate at all times in
motoring and dynamic braking. It improves tractive effort
under adverse rail conditions by adjusting wheel speed to
maximize motor current. The locomotive radar transceiver
provides crucial information to the locomotive computer for
wheel creep control.
Wheel creep control enables the fastest turning wheelset
to rotate at a rate somewhat faster than ground speed (it
allows “wheel creep”) if more traction can be gained by
doing so.
Note: Wheel creep operation is common when the rails
are wet or oily. Do not be alarmed by the low
frequency vibration and/or squealing noise which
often accompanies wheel creep operation.
• Wheel Slip Control - operates if a wheel creep control
failure occurs (radar failure, for example) or if rail
conditions are too poor for successful wheel creep control.
The locomotive computer selects the appropriate wheel
control to suit the operating conditions. It also applies sand
if severe rail conditions exist.
Operation of the wheel control function may cause the
control console WHEEL SLIP indicator to flash or light steadily.
WARNING
Some possibly dangerous fault conditions can cause
the WHEEL SLIP indicator to flash persistently or light
steadily. See the following information.
Operation 3-15
WHEEL CONTROL INDICATIONS
Four conditions on this locomotive (“local” conditions) can
cause the WHEEL SLIP light to turn On.
Note: Any condition that lights the WHEEL SLIP

indicator on a locomotive that is trainlined
to this locomotive also lights this locomotive’s
WHEEL SLIP indicator and causes this
locomotive’s computer to display a message
indicating that another locomotive is the
source of the WHEEL SLIP indication.
One local condition, LOCKED WHEEL, is a possibly dangerous

fault requiring immediate crew action. The other three local
conditions, WHEEL SLIP, WHEEL SLIDE, and WHEEL OVERSPEED,
do not require immediate crew action. The four local
conditions are:
1. Locked Wheel Condition

Note: Refer to, and follow Indian Railways regulations
concerning Locked Wheel faults.
Locomotive computer immediately lights WHEEL SLIP

indicator and drops load when Siemens system detects
locked wheel. After 10 second delay, (20 if air brakes
are applied), locomotive computer sets fault, sounds
alarm bell, continues WHEEL SLIP light, and displays
following message:
Fault indications above continue until driver uses

locomotive computer display panel to reset fault.
WARNING
Locked wheels on moving locomotives are very
dangerous. If locked wheel is indicated, perform
the procedure on the next page.

Locked Wheel Procedure:
a. Stop train and set throttle handle in IDLE.
b. Find the locomotive with the Locked Wheel
indications.
c. Slowly roll the unit with indication past an
observer watching for sliding wheels and
listening for unusual noises from traction
motors and gearcases.
Are any wheels sliding and/or traction motors
or gear cases making unusual noises?
Yes - Go to Step d.
No - Go to Step e.
d. Take appropriate action specified by
Indian Railways rules and regulations
concerning Locked Wheel.
WARNING
Do not, under any circumstances tow a
locomotive having sliding /locked wheels,
or move such a locomotive in tandem.
e. Reset fault by pressing RESET key on

locomotive computer display (Locked Wheel
fault message screen).
f. Has this fault occurred previously and no
problem was found?
Yes - Go to Step g.
No - Go to Step h.
g. On the locomotive computer display, disable
Locked Wheel detection for the faulty axle(s)
as directed on page 3-1.
h. Continue monitoring for Locked Wheel fault
recurrences.
Report or shop locomotive at the next
maintenance point for Locked Wheel system
problem.
(End of Locked Wheel Procedure)
Operation 3-17
2. Wheel Slip Condition While starting a train when rail
conditions are exceptionally poor, an occasional WHEEL
SLIP light flash indicates normal wheelslip control.
Automatic sanding may also occur. Do not reduce
throttle setting unless severe lurching threatens to break
train.
Note: When rail conditions are poor and the
locomotive is operating in power above 2.4 km/h
(1.5 MPH), occasional, irregular WHEEL SLIP light
flashing may indicate wheel creep control
failure. Operation may continue, but report
condition to authorized maintenance personnel.
3. Wheel Slide Condition While operating in dynamic
brake, intermittent WHEEL SLIP light flashing indicates
normal wheelslide control. Automatic sanding may also
occur.
4. Wheel Overspeed Condition The WHEEL SLIP indicator
flashes On and Off to indicate wheel (and traction
motor) overspeed, which can be caused by excessive
track speed or by simultaneous slipping of all
locomotive wheels. In either case, the system
automatically corrects by adjusting traction alternator
output.
Locked Wheel Detection Disabling/ Enabling

If false locked wheel detection has been diagnosed, Step f
on page 3-17, and Railway rules permit, disable locked
wheel detection on the diagnosed axle to enable continued
operation to a maintenance point. Proceed as follows:
1. Bring up Main Menu on locomotive computer display.
2. Select “Lock Wheel Detect.” (Locked Wheel Detection
Status screen appears, describing the locked wheel
detection status for each locomotive axle - ENABLED or
DISABLED, and providing the ENABLE or DISABLE
designation for the function key, depending on which
axle is selected by the cursor.)
3. Using the display panel arrow keys, select the axle that
was determined to have bad locked wheel detection.
(Screen displays ENABLED status for that axle, and

function key has DISABLE designation.)
4. Press F4 key. (Axle status changes to DISABLED, and
F4 designation changes to ENABLE.)
5. Press EXIT key. (Main Menu appears.)
6. Press EXIT key. (Main Menu disappears and following
message displays as long as detection is disabled on
the axle:
#n MOTOR SPEED SENSOR DIABLED FOR
LOCKED WHEEL DETECTION.
To re-enable locked wheel detection on an axle:

1. Bring up Main Menu on locomotive computer display.
2. Select “Lock Wheel Detect.” (Locked Wheel Detection
Status screen appears.)
3. Using the display panel arrow keys, select the axle that
is to have locked wheel detection re-enabled.
4. Press F4 key. (Axle status changes to ENABLED, and F4
designation changes to DISABLE.)
5. Press EXIT key. (Main Menu appears.)
6. Press EXIT key. (Main Menu disappears, and
#n MOTOR- - - - DETECTION message no longer displays for
that axle.
LOCOMOTIVE SPEED LIMIT

The maximum allowable speed is the speed at which the
locomotive can operate without endangering the traction
motors is determined by wheel circumference, traction
motor-to-axle gear ratio (77:17) and mechanical traction
motor characteristics. The maximum allowable speed for
this locomotive is 160km/h (99.4 MPH).
Operation 3-19
MIXED GEAR RATIO OPERATION
CAUTION
If locomotives in tandem have different gear ratios, do not
operate the tandem at speeds exceeding the limit of the
locomotive with the lowest maximum allowable speed.
Similarly, full throttle operation should never be slower
than the minimum continuous speed (or maximum tractive
effort) for locomotives having established short time
ratings.
DOUBLE HEADING SERVICE

In double heading service, an extra locomotive is
temporarily coupled to the lead end of the lead locomotive,
air brake pipes are connected between them, but MU jumper
electrical cables are not. There is a driver in each
locomotive.
Prior to double heading behind another locomotive, make a
full service brake pipe reduction with the automatic brake
valve, and set the brake system in the LEAD-OUT mode.
The operation of the throttle is normal, but the brakes are
controlled from the lead locomotive. An emergency air brake
application may be made however, from the automatic brake
valve of the second unit. Also, the automatic brake on this
locomotive may be released by pulling up the bail-release
ring on the independent brake handle, while automatic and
independent brake handles are set in REL (release).
HELPER SERVICE
In helper service, an extra locomotive is temporarily coupled
to the rear of the train.
Helper air brake system set-up is the same as for double
heading.
There is no basic difference in the instructions for operating
the locomotive as a helper or with a helper. In most
instances it is desirable to get over a grade in the shortest
possible time. Refer to railroad operating rules and
instructions.

DYNAMIC BRAKING
Dynamic braking provides valuable assistance to air braking
in many phases of locomotive operation. On this locomotive
the gear ratio is 90:17, providing peak dynamic braking
force from near zero speed to approximately 40km/h
(25MPH). As speed as speed increases above
approximately 40km/h, dynamic braking effectiveness
gradually declines.
If an inverter (bogie) is cut out, the other bogie still can
apply dynamic braking.
To apply dynamic braking, proceed as follows:
1. Make sure that reverser (directional handle) is set in the
direction of locomotive motion.
WARNING
The 10 second delay in Step 2 applies to both DC and
AC locomotives. Failure to wait 10 seconds may result in
a sudden surge of dynamic brake effort when dynamic
brake handle advances from SET UP into the dynamic
braking sector.
2. Return throttle to IDLE, then wait for 10 seconds

before proceeding.
3. Set the dynamic brake handle in SET UP. This
establishes dynamic brake control circuits and applies
minimal dynamic braking effort.
4. After slack has bunched, advance the dynamic brake
handle past SET UP to initiate service level dynamic
braking.
As the handle advances from (dynamic brake) 1 toward
8, dynamic braking effort increases.
Locomotive computer EM2000 automatically limits
dynamic braking current at levels that depend on
dynamic brake handle setting and adhesion control.
Because EM2000 automatically regulates dynamic
braking, the console BRAKE WARN indicator should rarely
light. However, if the BRAKE WARN indicator does switch
On, stop advancing the dynamic brake handle until the
indicator switches Off. If the BRAKE WARN indicator fails
Operation 3-21
to switch Off after several seconds, slowly move the
handle back toward setting 1 until the indicator does
switch Off. After the indicator switches Off, you may the
again advance the handle.
Note: See “BRAKE WARN Light” information, below.
5. After dynamic brake operation completes, wait ten
seconds with handle in IDLE to allow control contactors
to reset for power operation and train slack to properly
adjust before advancing handle into the throttle sector.
BRAKE WARN Light
The BRAKE WARN indicator lights whenever this locomotive,
and/or another locomotive in tandem with MU jumpers
connected, is generating excessive dynamic braking
current, regardless of tractive effort meter reading. If the
light switches On, reduce the handle setting to make sure
that the indicator does not remain On longer than a few
seconds.
CAUTION
Failure to reduce dynamic braking current when the
BRAKE WARN indicator has been On for more than a few
seconds can result in major equipment damage and
electrical fires.
The locomotive computer recognizes whether this
locomotive originated the BRAKE WARN indication, or whether
it came from another trainlined locomotive. If the warning is
coming from a trainlined locomotive, this locomotive
computer displays a message stating that fact.
If BRAKE WARN indications repeat, determine which
locomotive is at fault, and take it out of dynamic braking
service by setting its DYN BRAKE switch (on engine control
panel) in CUT OUT. That locomotive then can operate
normally under power, but cannot produce dynamic braking.
If the faulty dynamic brake system is not cut out, and
excessive braking effort continues for an extended period,
an automatic dynamic brake lockout will occur.
BLENDED BRAKING
To enable blended braking, set the engine control panel
BLENDED BRAKE switch slider Up, in CUT IN. EM2000 and the
air brake computer then will apply both air and dynamic

braking on the locomotive whenever the AUTO brake handle
is set in the SERVICE ZONE.
If BLENDED BRAKE switch slider is set Down, in CUT OUT, it
prevents blended braking: dynamic braking does not apply
when the AUTO brake handle is set in the SERVICE ZONE.
ISOLATING LOCOMOTIVE
Read the following before isolate the locomotive:
1. If the locomotive is operating in power in a multiple unit
tandem, you can isolate it at any time, but be careful
about when you do it (the locomotive imediately loses
tractive effort / dynamic brake effort). Make sure that it
really is necessary to isolate the locomotive before
doing so.
2. Take the locomotive out of dynamic braking before you
attempt to isolate it. Do so by reducing the lead
locomotive dynamic brake handle setting to SETUP/IDLE,
then setting isolation switch in START/ STOP/ ISOLATE to
eliminate power and dynamic braking on that unit.
When power or dynamic braking is resumed,
locomotives that are not isolated will function normally.
INVERTER FAULTS
Most inverter fault conditions cause the locomotive
computer to display a fault message.
Note: Certain faults cause the control computer of the
affected TCC to automatically short out the TCC
inverter output, an occurence known as a “crowbar.”
It is very noticeable on the locomotive: There is a
loud THUMP, accompanied by a sudden vertical
underframe jump.
There are three classes of inverter problems, based on fault
severity and driver response -
• Minor Faults - Locomotive computer corrects for fault by
lowering excitation, and resets fault automatically.
• Intermediate Faults -
– Driver resets fault by setting the throttle in IDLE and
setting up for normal operation.
– Driver resets fault through the locomotive computer
display. Refer to “Fault Reset,” page 4-9.
• Major Faults - Locomotive computer displays inverter or
traction motor blower fault message.
Operation 3-23
To cut out faulted bogie:
1. On the CREW MESSAGE screen displaying the fault
message, press the CUT OUT key, or, from the Main
Menu select TRACTION CUTOUT. [Traction Status screen
appears, describing each bogie (truck) as either
ENABLED or DISABLED.]
2. On the Traction Status screen, select the truck (bogie)
to be cut out. [The truck (bogie) status is ENABLED,
and the key designation is DISABLE.]
3. Press DISABLE key to cut out the selected truck (bogie).
[Automatic cutout process begins. During the process,
which takes a few seconds, the truck (bogie) status
changes to TRANSFER. When the process completes,
the status changes to DISABLED and the locomotive
computer displays a message stating that the cutout
operation is completed.]
4. Press the EXIT key to return to the EM2000 Main Menu,
then press the EXIT key on the Main Menu.
CHANGING OPERATING ENDS
Use the following procedures to change the lead from the
locomotive on one end of a tandem to the locomotive on the
opposite end, presuming that the locomotives are equipped
with 26L brakes.
On End Being Cut Out
1. Set independent brake in FULL (full application).
2. Set automatic brake handle in service zone, and make a
1.4kg/cm2 (20psi) reduction.
3. After brake pipe exhaust sound stops, set control
console brake system CCU set up valve in TRL (trail).
4. Set independent brake handle in REL (release).
5. Set automatic brake handle in RUN (running).
6. With throttle/dynamic brake handle in IDLE, set reverser
(directional handle) in NEUTRAL (center), then remove it
to lock the controls.
7. Set all switches Off. Make sure that the GEN FIELD switch
and ENGINE RUN switch are Off.
8. At the engine control panel, set switches On as needed.
9. All circuit breakers in black areas, on No.1 and No. 2
electrical control cabinet circuit breaker panels are to
remain On (levers Up).

10. After completing the preceding steps, move to the cab
of the new lead unit.
On End Being Cut In
1. At the No.2 control console make sure the GEN FIELD
switch is Off (slider Down).
2. Insert reverser (directional handle) and leave it in
neutral (centered).
3. Set automatic brake handle in FS (full service) for at
least 10 seconds to clear any power-up penalty.
4. Set independent brake in FULL (full application).
5. To avoid an emergency brake application:
a. Set control console brake system CCU set up valve in
LEAD-OUT.
b. Set automatic brake handle in REL (release), then
wait for equalizing reservoir air pressure to rise to
5.17kg/cm2 (73.5psi).
c. Set brake system CCU set up valve in LEAD-IN.
6. All circuit breakers in the black background areas of the
No.1 and No.2 electrical control cabinet circuit breaker
panels are to remain On (levers Up).
7. At the engine control panel, set switches On as needed.
8. Set ENGINE RUN, CONTROL & FP, and GEN FIELD switches
On (sliders Up), and set other switches as needed.
STOPPING ENGINES
There are six ways to stop the engine:
1. On the engine control panel, set the isolation switch in
START/STOP/ISOLATE, then press the EMERGENCY FUEL
CUTOFF & ENGINE STOP pushbutton. (This
pushbuttonpushbutton switch is also known by its
electrical reference designator, EFCO/STOP.) The control
system reacts very quickly after EFCO/STOP pushbutton
is pressed: it is not necessary to hold in the pushbutton
until the engine stops.
2. Press an emergency fuel cutoff (EFCO) pushbutton]. One
is located near each fuel filler, on the side of the
underframe. They operate in the same manner as the
engine control panel EFCO/STOP pushbutton, and need
not be held in nor reset.
Operation 3-25
3. Pull the layshaft (injector rack manual control lever)
handle outward, toward the right side of the locomotive,
and hold it there until the engine stops completely. The
layshaft overrides the engine governor, forcing the fuel
injector racks into the “no fuel” setting.
4. Close the low water detector test cock (lever horizontal).
After some engine coolant leaks down, the low water
detector trips, oil dumps from the governor low oil
shutdown device, and the governor stops the engine.
5. To simultaneously stop all on-line engines in a
multiple-unit tandem from the cab of the lead unit, press
the red STOP section of the MU STOP switch on the right
side of the No.2 control console. (The switch remains
set in STOP until the green RUN switch section is
pressed.)
6. Pull out low oil shutdown plunger on the side of the
engine governor.
FREEZING WEATHER PRECAUTIONS

As long as the diesel engine is running, the cooling system
is warm enough to resist freezing, regardless of ambient
temperatures. However, if the engine is shut down, or if it
stops for any reason, and ambient temperatures at or below
0˚ C (32˚ F) are possible, the cooling system must be
drained or otherwise protected against freezing.
Draining the Cooling System

When it is necessary to drain the cooling system, open the
engine water drain valve in the pit between the engine and
the accessory rack. This valve drains the engine, the water
tank, the water cooled air compressor, and the associated
piping.
CAUTION
If the engine is drained while it is hot, allow it to cool down
before refilling it.

WITH ENGINE RUNNING
If locomotive will be towed in a train, set control and air
brake equipment as follows:
1. Set automatic brake handle in REL (release).
3. Set lead/trail air brake set up switches on both control
consoles in TRL (trail), and make sure MICRO AIR BRAKE
circuit breaker is closed (lever Up).
4. Set switches as follows:
• Isolation switch - START/ STOP/ ISOLATE.
• Battery knife switch - Closed
• GROUND RELAY CUTOUT switch - Closed (Lever Up)
• GENERATOR FIELD circuit breaker Off (lever Down).
• All breakers in black circuit breaker panel areas -
On (levers Up)
• CONTROL & FUEL PUMP switch On (lever Up).
• FUEL PUMP circuit breaker On (lever Up).
• Throttle/Dynamic Brake handle - IDLE.
• Reversers - Removed to lock controls.
5. From the controlling locomotive -
A. Test brakes - Make a 1.4kg/cm2 (20psi) brake pipe
reduction, then check for brake cylinder application.
B. Increase brake pipe pressure to release.

WITH ENGINE SHUT DOWN
The air brake system computer uses locomotive battery
power to operate when the diesel engine is not running.
Therefore, when the locomotive is being shipped with the
engine shut down, the MICRO AIR BRAKE circuit breaker in the
No.1 electrical control cabinet must be Off (Lever Down) to
prevent draining the locomotive batteries. With the MICRO AIR
BRAKE circuit breaker Open, all air brake system operation is
controlled by the pneumatic backup system.
Note: The computer air brake system connects to the
battery through the battery knife switch. Therefore,
opening either the MICRO AIR BRAKE circuit breaker or
the battery knife switch isolates the brake system
from the locomotive batteries.
Operation 3-27
Set the control and air brake equipment as follows:
1. Set automatic brake handle in REL (release).
3. Close emergency brake valves at both consoles.
4. Isolate all safety control devices if possible.
5. Open all brake cylinder cutout cocks.
6. Open all end connection cutout cocks.
7. Open the dead engine cutout cock.
8. Open main reservoir drain valves to drain main reservoir
pressure to approximately 1.4kg/cm2 (20psi).
9. Close main reservoir drain valves.
10. Connect locomotive brake pipe to train brake line and
charge brake system. Main Reservoir (#2 MR) charges
to a maximum of 1.8kg/cm2 (25psi).
11. From the controlling locomotive -
A. Test brakes - Make a 1.4kg/cm2 (20psi) brake pipe
reduction, then check for brake cylinder application.
B. Increase brake pipe pressure to release.
.
CAUTION
If there is danger of freezing, the engine cooling system
should be drained. Refer to “FREEZING WEATHER
PRECAUTIONS” - page 3-26.
TOWING LOCOMOTIVE
DEAD IN TANDEM
If a locomotive is to be towed dead in tandem, set up control
equipment as follows:
1. If locomotive is to be towed with all MU hoses
connected to the tandem, set up the brake system for
normal TRAIL operation.
2. If the locomotive is to ship without main reservoir
equalizing, independent application and release, and
actuating MU hoses connected to the tandem, then set
up the locomotive as described in “TOWING LOCOMOTIVE
IN TRAIN WITH ENGINE SHUT DOWN” - page 3-27.
3. Battery knife switch closed.
See WARNING, next.

WARNING
When towing a dead locomotive -
• Dead locomotive must be connected for MU operation.
• Battery switch must be closed and CONTROL and
COMPUTER CONTROL breakers must be On (levers Up)
(provides locked wheel protection for locomotive).
• TCC1 COMPUTER and TCC2 COMPUTER breakers must
also be On (levers Up) to detect unpowered locked
wheels and alert operator to this dangerous condition.
4. All circuit breakers Off (levers Down) except CONTROL,

COMPUTER CONTROL, TCC1 COMPUTER, and TCC2
COMPUTER which must be On (Up). See WARNING above.
5. Set all control switches Off.
6. Remove starting fuse.
7. Set throttle/dynamic brake handle in IDLE. Remove
reverser (directional handle) from both controllers to
lock the controls.
8. Install MU jumper cables on dead unit.
Note: If there is danger of freezing, drain the engine
cooling system. See “FREEZING WEATHER
PRECAUTIONS” - page 3-26.
LEAVING LOCOMOTIVE UNATTENDED

If it is necessary to leave the locomotive unattended while
the engine is running, follow this procedure:
1. Observe all Railway safety precautions.
2. Isolate locomotive.
3. Set ENGINE RUN and GEN FIELD switches Off
(sliders Down).
4. Set throttle/dynamic brake handle in IDLE. Remove
reversers (directional handles) from both controllers to
lock controls.
5. Set air brakes.
6. Set parking brake.
Operation 3-29
Se c tio n 4
Trou ble s h o o tin g
Heading Page
INTRODUCTION ....................................................................... 4-1
LOCOMOTIVE COMPUTER DISPLAY PANEL ....................... 4-3
LOCOMOTIVE COMPUTER EM2000
DISPLAY PANEL DETAILS ..................................................... 4-4
Display Panel Keypad ........................................................... 4-4
Display Panel Screen ........................................................... 4-5
Navigating the Menus .......................................................... 4-6
COMPUTER DISPLAY OPERATION ....................................... 4-6
Display Power Up ................................................................. 4-7
Crew Messages .................................................................... 4-8
Fault Reset ........................................................................... 4-9
Traction Inverter Cutout ..................................................... 4-9
Cutting Out or Cutting In
Traction Inverter or Bogie (Truck) ................................. 4-10
Main Menu ........................................................................... 4-12
Maintenance Menu ............................................................. 4-13
Meter Menu ......................................................................... 4-14
Blanking the Screen ........................................................... 4-14
CREW MESSAGE LIST ......................................................... 4-15
INDICATOR LIGHT MESSAGES .......................................... 4-18
INTRODUCTION
This section describes the EM2000 locomotive computer
display panel and how it provides messages and other
forms of information to the locomotive operating crew. It also
describes how the locomotive operating crew can use the
computer display panel to perform certain important
non-routine functions. In addition, this section also
describes various control console indicator lights and lists
potential EM2000 display locomotive crew messages.
Troubleshooting 4-1
LOCOMOTIVE COMPUTER DISPLAY
PANEL
The locomotive computer display panel, Figure 4-1, consists
of a 6-line, 40-column vacuum fluorescent display with a
16-key back-lit keypad.
Figure 4-1.
This display panel is an interactive device that is an
interface between the locomotive computer (EM2000) and
the locomotive operating crew. The crew can read the
display and input information to EM2000 through the
keypad. EM2000 messages further instruct the crew.
Note: This manual provides information for GT46PAC
locomotive operation. For maintenance information,
see the GT46PAC Locomotive Service Manual.
Some illustrations in this manual simulate EM2000
display screens - screen appearance may not always
be exactly correct, but the wording on the screens is
accurate. However, note that screen wording can
change when EM2000 software is updated.
Troubleshooting 4-3
LOCOMOTIVE COMPUTER EM2000
DISPLAY PANEL DETAILS
Display Panel Keypad
CT42509
Figure 4-2.
The locomotive computer display panel, Figure 4-1, page
4-3, is equipped with a keypad, Figure 4-2. The keys are:
• F1, F2, F3, F4 Keys are function keys. The functions may
vary on each screen.
Pressing a function key typically requests the locomotive
computer to perform a function - reset a fault, cut out an
inverter, display stored data, etc.
The function keys are directly below the display screen.
The bottom line on the screen names the function that
each function key can perform. If no function appears
above a function key, it has no function on that screen.
• ON / OFF Key controls display panel operating power.
• MAIN MENU Key returns screen to main menu.
• BRIGHT/DIM Key controls screen intensity.
• HE POWER Key Not used.
• Arrow Keys ( ↑, →, ↓, ← ) move the screen cursor.
• SELECT Key selects the item at the cursor location.
• CREW Key returns screen to crew messages display.
• SLOW SPEED Key Not used.
• HELP Key Not used.

Display Panel Screen
The display screen has six horizontal lines which are
designated for reference as shown on Figure 4-3.
. . . . . . . . . . line 1 . . . . . . . . . .
. . . . . . . . . . line 2 . . . . . . . . . .
. . . . . . . . . . line 3 . . . . . . . . . .
. . . . . . . . . . line 4 . . . . . . . . . .
. . . . . . . . . . line 5 . . . . . . . . . .
. . . . . . . . . . line 6 . . . . . . . . . .
36680
Figure 4-3. Display Screen Layout
There are three major locomotive computer display screen
classifications:
• Crew Message Screens replace annunciator module and
local engine indicator lights used on previous model
locomotives.
Note: Crew Messages describe normal operating
conditions and various locomotive problems.
Examples of conditions and problems described by
crew messages:
– Engine speeds up because water temperature is
too low.
– Locomotive is not properly set up for the
requested mode of operation.
– Traction power is being limited for some reason.
– Some locomotive equipment or system has
failed, and a protective function is active.
• Menu Screens offer choices such as various service
functions routinely performed by the operating crew:
fault reset, system cutout, etc.
• Blank Screens reduce annoying screen illumination when
screen is not in use.
Troubleshooting 4-5
Navigating the Menus
The locomotive computer display has a cursor-driven menu
system. The cursor consists of two inward-pointing
arrowheads:
..............
Menu items appear between the two cursor arrowheads,
in the “. . . . . . . . . . . . . .” space shown above.
Move the cursor with the keypad arrow keys: ↑, →, ↓, ←.
Press the ↓ key to move the cursor from the bottom of one
column to the top of the column to the right.
To select a menu item, move the on-screen cursor to the
item, then press the SELECT function key. Often, selecting
one menu item causes a sub-menu to appear on the display.
To activate certain menu items, it is necessary to press a
function key, such as CUT OUT.
COMPUTER DISPLAY OPERATION

The locomotive computer display performs both locomotive
operation and locomotive service functions. Locomotive
operation functions includes some service-related
procedures, such as traction motor cutout and fault reset.
1. Operation - Locomotive crew members use only Crew
Message screens to monitor unusual operating or fault
conditions and cut out motors or reset faults.
2. Service - Maintenance personnel use two types of
screens:
• Crew Message screens to examine fault conditions.
• Main Menu screens to load test the locomotive,
self-tests for certain locomotive systems, meter
screens, and other troubleshooting data.
Some of these locomotive computer display operating
modes are described in greater detail later in this section.
Note: The GT46PAC locomotive is equipped for traction
inverter cutout. Cutting out traction inverter #1 cuts
off power for both bogie #1 traction motors. Cutting
out traction inverter #2 cuts off power for both bogie
#2 traction motors. If a traction inverter or its blower
fails, the fault causes bogie power lockout and a

crew message. To continue operation, cut out the
traction inverter for that bogie.
Display Power Up
When the locomotive computer and its display panel initially
power up after a shutdown, the computer displays the
following on the screen:
1. Fault messages that occurred since the fault
annunciator was last reset are stored in locomotive
computer archive memory.
The MAINTENANCE INFORMATION STORED message
appears at the top of the screen for ten seconds after
power-up if there are any messages in the annunciator.
2. If there are not any stored (archived) fault messages,
but there are active crew messages, then the computer
will display the active crew messages on the Crew
Message screen. For more information, see page 4-8.
Note: Only one message is displayed on the screen at
a time. Each message includes a specific
priority number. EM2000 displays messages in
order by priority number. The priority numbers
have been assigned based on urgency.
3. If there are no active crew messages, then the
locomotive computer displays the Main Menu screen,
Figure 4-7, page 4-12.
Troubleshooting 4-7
Crew Messages
The Crew Message screen, Figure 4-4, displays fault
conditions that require immediate attention - important crew
messages interrupt the other display functions. Typical crew
messages are listed starting on page 4-15.
Crew Message #x of y
alarm status
crew message line 1
crew message line 2
| - - - - - function key assignments - - - - - |
F1 F2 F3 F4
36681
Line 1 - x = Message Number

y = Number of Available Messages
Line 2 - Blank or ALARM (if message caused alarm)
Lines 3 & 4 - Crew Message
Line 5 - Blank
Line 6 - Function Key (F1, F2, F3, F4) assignments:
- RESET: Resets faulted/locked out functions.
- CUTOUT: Cuts out devices.
- NEXT: Displays next lower priority message.
- PREVIOUS: Displays next higher priority message.
Figure 4-4. Crew Message Format

Fault Reset
Figure 4-5, next, illustrates a typical crew message: a grid
overcurrent fault is annunciated. Pressing function key F3,
resets this fault, provided that the fault condition is not still
present.
.
Crew Message #1 of 3
ALARM
REDUCED DYNAMIC BRAKE
GRID OVERCURRENT
RESET
F1 F2 F3 F4
36682
Figure 4-5. Typical Crew Message
Traction Inverter Cutout
The traction inverter cutout function replaces the engine
control panel traction motor cutout switch on previous EMD
locomotive models. This function enables the locomotive
crew to view the status of both traction inverters on the
EM2000 display, and enables them to cut out or cut in either
traction inverter with the display.
This locomotive has separate cooling air blowers for each
traction inverter. If one of the blowers fail, then it is
advantageous to cut out the traction inverter associated with
that blower, enabling the locomotive to be powered by the
other traction inverter. The entire bogie (truck) can be
electrically disabled or enabled through the display.
Traction inverter disable/enable functions can be performed
from the Traction Status display screen, Figure 4-6, page
4-10.
Note: The locomotive must be unloaded while attempting
to disable/enable a traction inverter.
Troubleshooting 4-9
Access the Traction Status screen in either of two ways -
– Select TRACTION CUT OUT on the Main Menu.
– Operate the CUT OUT function key on a Crew Message
screen indicating a faulted device.
- Traction Status -
Truck 1: aaaaa TRACTION

▲
▲
Truck 2: bbbbb TRACTION
Key Stat EXIT
F1 F2 F3 F4
aaaaa and bbbbb = DISABLED or ENABLED

or FAIL DSBL or FAIL ENBL
or TRANSFER
Key Stat = DISABLED or ENABLED
or FAIL DSBL or FAIL ENBL
Function Key F3 definition:
- If cursor is on a truck (bogie) with FAIL DSBL
(cut out failed) or DISABLED status, F3 is ENABLE.
- If cursor is on a truck (bogie) with FAIL DSBL
(cut in failed) or ENABLED status, F3 is DISABLED.
Figure 4-6. Truck (Bogie) Electrical Status

Note: In order to continue operation after a fault causes
power lockout (crew message appears), it is
necessary to disable a truck (bogie).
Cutting Out or Cutting In a Traction Inverter or
Bogie (Truck)
Changes in traction status usually must be made because of
a fault condition that is indicated by a crew message on the
locomotive computer display. The following are traction
status changes:

• Disabling a bogie (truck): all motors on a bogie and the
associated blower motor are cut out.
• Enabling a bogie (truck): all motors on a bogie and the
associated blower motor are cut back in.
For each fault condition, a crew message is displayed that
identifies the fault and assigns it to a bogie.
A failure of the a traction inverter blower produces a crew
message - TRACTION INVERTER BLOWER #1 IS NOT TURNING,
for example. If the CUT OUT key on Crew Message screen is
pressed, the screen changes to the Traction Status screen,
Figure 4-6, page 4-10, to enable the bogie to be cut out.
Proceed as follows to cut out an inverter or bogie:
1. The CUT OUT designation is above the function key on
the Crew Message screen having the fault message.
2. Isolate the locomotive. (Set isolation switch in
START/STOP/ISOLATE.)
3. Press the CUT OUT function key to bring up the Traction
Status screen, Figure 4-6, page 4-10.
Note: The Traction Status screen is also accessible
directly from the Main Menu screen by selecting
the Traction Cut Out option.
4. On the Traction Status screen the Key Stat function key
(F3) is designated ENABLE or DISABLE for a faulted bogie
blower.
Moving the cursor to the faulty bogie causes the
function key designation to indicate the status of that
device.
5. The status of the bogie (truck) displays.
6. If the cursor is at Truck 1, and bogie 1 is ENABLED, only
the DISABLE and EXIT functions are available because
this bogie is already enabled.
7. Press DISABLE key to cut out the #1 bogie.
• During cutout process, truck (bogie) status changes
to TRANSFER. (No function keys are designated during
cutout process.)
• If cutout process is successful, Truck 1 (bogie 1)
status changes to DISABLED on the display.
Note: If just interrogating computer for bogie status, be
sure both bogies are cut in before operating
locomotive.
Troubleshooting 4-11
Main Menu
To bring up the Main Menu screen, Figure 4-7, press the
MAIN MENU key once, or press the EXIT key on other screens
as many times as necessary.
The Main Menu screen is the starting point for access to the
EM2000 for locomotive service and service-type driver
functions. Starting at the Main Menu screen, service
personnel have multiple screen options available for
evaluating performance, testing subsystems, and
troubleshooting equipment and circuitry.
The cursor in Figure 4-7 is set at Data Meter. If the SELECT
function key is pressed, the displayed screen changes to the
meter menu screen, Figure 4-10, page 4-14.
If the NEXT function key is pressed while the Page 1 Main
Menu screen displays, Figure 4-7, the Main Menu Page 2
screen appears - Figure 4-8, page 4-13.
- Main Menu - 1:2

Data Meter Fault archive
▲
▲
Self Tests Running totals

Unit Information English/metric
Traction cutout Lock Wheel Detect
NEXT SELECT EXIT
F1 F2 F3 F4
Figure 4-7. Main Menu Screen (Page 1 of 2)

- Main Menu - 2:2
Maintenance
▲
▲
PREVIOUS SELECT EXIT
F1 F2 F3 F4
Figure 4-8. Main Menu Screen (Page 2 of 2)
Maintenance Menu
Pressing NEXT key on Main Menu page 1 brings up Main
Menu page 2, Figure 4-8. Selecting MAINTENANCE then
brings up the Maintenance Menu, Figure 4-9, next.
- Maintenance Menu -
Air Test Setup
▲
▲
SELECT EXIT
F1 F2 F3 F4
Figure 4-9. Maintenance Menu Screen
Meter Menu
Selecting DATA METER on the Main Menu brings up the
Meter Menu screen, Figure 4-10. Setting the cursor at any
of the meter menu items, then pressing the SELECT key
brings up a screen that displays information about the
selected subject.
- Meter Menu -
Program Meter Power Data
▲
▲
Dynamic brake Creep Control

Starting system Cooling System
Digital I/O Speed Meter
NEXT SELECT EXIT
F1 F2 F3 F4
Figure 4-10.Meter Menu Screen Format
Blanking the Screen

Screen blanking eliminates all screen text from the EM2000
display when it is not needed. Screen blanking actuates
when either of the following conditions is true:
• OFF key on keypad is operated.
• There has been no keypad usage for the past 30 minutes
provided that:
– There are no active crew messages,
and
– No locomotive system self-test or device cut-out
process is running.
To return to the previous screen after the screen has been
blanked, press the ON key (on display panel keypad) no later
than 10 minutes after the screen was blanked.
During locomotive operation, the display screen is blank
most of the time because there are no locomotive fault
conditions and the locomotive crew has not used the keypad
for 30 minutes.

CREW MESSAGE LIST
Because of operating manual space limitations, it is
impractical to present troubleshooting procedures for every
possible problem on the locomotive. The information in this
section described the basics of the EM2000 display system,
including display keypad and screen characteristics, some
information about operations and manipulations available
through the display screen menus and, starting below, a list
of some common potential crew messages. Note that some
messages in this list may not be available on this order of
GT46PAC locomotives because they are associated with
accessories and/ or special equipment that were not
provided.
• AIR COMPRESSOR - LOW OIL PRESSURE
• AIR COMPRESSOR FAILURE - NOT OPERATING
• CHECK ENGINE - FAILED/OPEN ENGINE -
IN FUEL PRESSURE SENSOR
• CHECK ENGINE - FAILED/OPEN ENGINE -
OUT FUEL PRESSURE SENSOR
• CHECK ENGINE - FAILED/OPEN FUEL TEMPERATURE SENSOR
• CHECK ENGINE - FAILED/OPEN FUEL FILTER PRESSURE SENSOR
• CHECK ENGINE - FAILED/OPEN LUBE OIL FILTER
PRESSURE SENSOR
• CHECK SPIN-ON FUEL FILTERS -
HIGH FUEL PRESSURE INTO ENGINE
• CIRCUIT BREAKERS IN BLACK AREA ARE NOT ALL CLOSED
• DYNAMIC BRAKE GRID OVERCURRENT
• ENGINE AIR FILTERS DIRTY
• ENGINE AIR FILTERS DIRTY - THROTTLE 6 LIMIT
• ENGINE DEAD - UNIT NOT ISOLATED
• ENGINE DIED WHILE ISOLATED
• ENGINE NOT RUNNING
• ENGINE PROTECTION SHUTDOWN
• ENGINE SHUTDOWN - ENGINE COOLANT PRESSURE
• ENGINE SHUTDOWN - ENGINE CRANKCASE PRESSURE
• ENGINE SHUTDOWN - ENGINE OIL PRESSURE
• ENGINE SHUTDOWN - ENGINE OIL TEMPERATURE
• ENGINE SPEED INCREASE - COOL DOWN CYCLE
• ENGINE SPEED INCREASE - LOW AIR PRESSURE
• ENGINE SPEED INCREASE - LOW WATER TEMPERATURE
• ENGINE SPEED INCREASE - MANUAL LOW IDLE OVERRIDE
• ENGINE SPEED INCREASE - TRACTION MOTOR COOLING
• ENGINE SPEED INCREASE - LOW AIR PRESSURE
• FILTER BLOWER MOTOR CIRCUIT BREAKER IS OPEN
• FORCED IDLE - ENGINE RUN SWITCH DOWN
• FUEL PUMP NOT RUNNING
• GENERATOR FIELD OVEREXCITATION
• GOVERNOR SHUTDOWN
• GROUND RELAY - DYNAMIC BRAKE
• GROUND RELAY - POWER
• HOT ENGINE - LEAD UNIT NULLIFICATION
• HOT ENGINE - THROTTLE 6 LIMIT
• #n LOCKED POWER WHEEL
• #n LOCKED WHEEL
• #n LOCKED WHEEL DETECTION DISABLED
• #n LOCKED WHEEL PROTECTION ENABLED
• LOW HORSEPOWER INDICATION
• LUBE OIL FILTER BYPASSED
• MOTOR #n SLIPPED PINION
• NO ACTIVE CREW MESSAGES
• NO DYNAMIC BRAKE - DYNAMIC BRAKE CUTOUT
• NO DYNAMIC BRAKE - GROUND RELAY LOCKOUT
• NO LOAD - COMPUTER HARDWARE FAILURE
• NO LOAD - ENGINE TEMPERATURE FEEDBACK FAILURE
• NO LOAD - FORCED STOP
• NO LOAD - GENERATOR FIELD SWITCH DOWN OR
SDR RELAY IS PICKED UP
• NO LOAD - GROUND RELAY CUTOUT
• NO LOAD - IMPROPER B CONTACTOR STATUS
• NO LOAD - IMPROPER GFC STATUS
• NO LOAD - IMPROPER GFD STATUS
• NO LOAD - MB SWITCHGEAR NOT CORRECT
• NO LOAD - NO COMPANION ALTERNATOR OUTPUT
• NO LOAD - PCS OPEN
• NO LOAD - RV SWITCHGEAR NOT CORRECT
• NO LOAD - SIMULTANEOUS FORWARD/ REVERSE REQUEST
• NO LOAD - SIMULTANEOUS POWER/SLOW SPEED REQUEST

• NO LOAD - THROTTLE NOT RESET
• NO LOAD - UNIT IS ISOLATED
• NO LOAD TEST, DYNAMIC BRAKE -
EXCESSIVE GRID BLOWER #n CURRENT
GRID BLOWER #n GRID FAILURE
GRID CURRENT IMBALANCE
• NO LOAD TEST, DYNAMIC BRAKE - GRID OPEN CIRCUIT
• NO LOAD TEST, DYNAMIC BRAKE - GRID OVERCURRENT
• NO LOAD TEST, DYNAMIC BRAKE - GRID SECTION SHORTED
NO GRID BLOWER #n CURRENT
• NO POWER - GROUND RELAY LOCKOUT
• NO START - CONTROL CIRCUIT BREAKER OR
CONTROL/FUEL PUMP SWITCH DOWN
• NO START - EPC FAILED TO PICK UP
• REDUCED DYNAMIC BRAKE - ENGINE SPEED UP FAILURE
• REDUCED LOAD - THROTTLE 3 LIMIT,
HIGH AIR/OIL TEMPERATURE
FAILED/OPEN OIL PRESSURE SENSOR
FAILED/OPEN OIL TEMPERATURE SENSOR
HIGH FUEL PRESSURE INTO THE ENGINE
HIGH FUEL TEMPERATURE INTO THE ENGINE
LOW FUEL PRESSURE INTO THE ENGINE
FAILED/OPEN WATER PRESSURE SENSOR
• REDUCED POWER, DYNAMIC BRAKE -
TRACTION MOTOR BLOWER #n FAULT
• REDUCED TRACTIVE EFFORT - TRACTION MOTOR OVERLOAD
• REVERSER HANDLE CENTERED
• SIMULTANEOUS POWER/DYNAMIC BRAKE REQUEST
• STARTER MOTOR OVERLOAD
• TRACTION MOTOR #n CUTOUT
• TRACTION MOTOR #n FLASHOVER
• TRAINLINE ALARM BELL
• TURBOCHARGER CIRCUIT BREAKER OPEN
• TURBOCHARGER LUBE PUMP NOT RUNNING
• VOLTAGE LIMITING DUE TO GROUND RELAY
• WATER DRAIN DISABLED OR CIRCUIT BREAKER OPEN
• WHEEL OVERSPEED
INDICATOR LIGHT MESSAGES

The control consoles each incorporate a six-indicator light
assembly. Each indicator is imprinted with a word or phrase
that conveys a message for the locomotive driver.
BB C/O Light On
Conditions: Engine control panel BLENDED BRAKE
switch is set in CUT OUT (slider Down). Setting AUTO
brake handle in SERVICE ZONE causes air braking
alone to apply - without any dynamic braking.
Action Required: To regain use of blended
braking, set BLENDED BRAKE switch slider in CUT IN
(Up).
SAND Light On
Conditions: This light indicates locomotive sanding
is active on this locomotive and on trainlined
locomotives for any of various reasons (SAND
switch operated, automatic sanding initiated for
wheel creep enhancement, etc.)
Action Required: None.
WHEEL SLIP Light, Continuous or Flashing Regularly

Locked Powered Wheel Condition:
Note: Refer to, and follow Indian State Railways
regulations concerning Locked Wheel
faults.
Locomotive computer immediately lights WHEEL
SLIP indicator and drops load when Siemens
system detects locked wheel. After 10 second
delay, (20 if air brakes are applied), locomotive
computer sets fault, sounds alarm bell, continues
WHEEL SLIP light, and displays following message:

Fault indications above continue until driver uses
locomotive computer display panel to reset fault.
WARNING
Locked wheels on moving locomotives are
very dangerous. If locked wheel is indicated,
do the following:
Action Required: Stop the train and set the throttle
handle in IDLE. Then follow the procedure provided
for Locked Wheel Condition on page 2-14.
WHEEL SLIP Light, Flashing Irregularly or Occasionally

For this locomotive, or for any locomotive connected
to this locomotive by train jumpers, the conditions
listed next can activate the control console
WHEEL SLIP light.
Startup/Slow Conditions: Speed under 2.4km/h
(1.5 MPH); normal startup wheelslip correction
operation. Action Required: No action required.
Do not reduce throttle unless slipping threatens to
break the train.
Normal Running Conditions: Speed over 2.4km/h
(1.5 MPH); backup of Super Series wheel creep
control operation. Possible failure of Super Series.
May also indicate normal wheelslip detection/
control on trainlined non-Super Series units.
Action Required: No action required. Do not
reduce throttle unless slipping threatens to break
the train.
Overspeed Conditions: Wheel overspeed
detected by computer. The indicator light flashes - 3
seconds On/ 3 seconds Off - to indicate wheel (and
traction motor) overspeed, and locomotive
computer displays WHEEL OVERSPEED message.
Cause may be excessive track speed or
simultaneous slipping of all locomotive wheels. In
either case, the system automatically corrects by
regulating traction alternator output (power drops
out until speed drops, then picks up again).
Locomotive computer message and indicator light
flashing automatically cancel after recovery.
Action Required: Reduce throttle setting.
FLSHR LAMP Light

Conditions: This light flashes On/Off when either
outside flasher lamp (at cab end or at long hood
end) is flashing, provided that outside flasher lamp
is not burned out and LIGHTS breaker is closed.
Flashes at same rate as outside flasher lamp.
Action Required: Open flasher light switch when
flasher light operation is no longer required.
PCS OPEN Light On

Conditions: Penalty or emergency brake
application and loss of power. Computer displays
NO LOAD - PCS OPEN message, motoring/ dynamic
braking power is cut off, and diesel engine is limited
to throttle 1 speed.
Action Required: Set throttle in IDLE. Set automatic
brake in EM (Emergency), wait 60 seconds, then set
in REL (Release). Reset Train Monitoring system
with driver’s pushbutton signal switch.
BRAKE WARN Light On

Conditions: Excessive dynamic brake current on
this locomotive or on a trainlined locomotive.
Action Required: Reduce dynamic brake handle
setting immediately. If light stays On, set DYN BRAKE
cutout switch on engine control panel in CUT OUT
(slider Down). Computer then displays NO DYNAMIC
BRAKE - DYNAMIC BRAKE IS CUT OUT message.

Alphabetic Index
A Blended Brake Cutout Light

2-12
A.C. CONTROL Breaker ....2-30
AC GTO #1 & #2 PWR SUPPLY
Breakers ........................2-31 Blended Braking
2-19, 2-20, 2-21
Accelerating a Train .........3-14
Blended Braking Operation
air brake cab control unit ..2-37 3-22
Air Brake Equipment .. 2-37, 3-5 Bogie Cutout ......................4-9
air brake gauges, console ..2-9 Bogie Electrical Status .....4-10
air brake system .................1-3 Brake Pipe Leak Test .......3-12
Air Brakes Cab Control Unit - BRAKE WARN Light 2-16, 3-22,
CCU ..............................2-19 4-20
Air Compressor ..................1-3 C
AIR DRYER Breaker .........2-29
CA6B ..................................1-2
air flow indicator ...............2-10
Cab Circulating Fans .........2-6
Alerter Alarm ....................2-37
Cab Control Unit, air brake
Alerter Light ......................2-16 2-19
Alerter Reset Switch ........2-23 Cab Equipment ..................2-6
Alerter System .................2-27 Cab Fan Switch ..................2-8
Attendant Call Switch .........2-9 CAB FANS Breaker ...........2-29
Automatic Brake Handle ..2-20 Cab Light Switch ................2-8
Automatic DC Link Discharge vii Cab Lights ..........................2-6
AUX. GEN. Breaker ...........2-43 Capacities ..........................1-3
AUX. GEN. F.B. Breaker ....2-31 CCB air brake computer ...2-37
AUX. GEN. FLD Breaker ....2-31 CCB system ......................2-37
auxiliary gen. output ...........1-2 CCU ........................ 2-19, 2-37
B Changing Operating Ends ..3-24
BATT SW ...........................2-44 Circuit Breaker and Test Panel
batteries .............................1-3 2-33
Battery Charging Ammeter Circuit Breaker Panel .........3-5
2-36 Circuit Breaker Panel, No.1
Battery Knife Switch .........2-44 elect. control cab’t. ........2-29
BB C/O Light .....................2-12
Circuit Breaker Panels ........3-4
blanking computer display Class Lights Switch ..........2-36
screen ...........................4-14 companion alt. output .........1-2
Blended Brake Cut In/ Cut Out Computer Control Breaker
Switch ...........................2-35 2-32
ALPHABETIC INDEX I-1

Computer Display Operation dynamic brake control breaker
4-6 2-26
Computer Display Power Up Dynamic Brakes .................1-3
4-7 Dynamic Braking ..............3-21
Console Air Brake Equipment Dynamic Braking Effort ......1-4
3-6
Dynamic Braking Locomotives
CONTROL & FP Switch .....2-26 in Tandem .....................3-11
E
control and operating switches
2-25 ECC1 ................................2-28
CONTROL Breaker..............2-30 ECC2 ................................2-43
Control Consoles ........ 3-5, 3-6 EM2000 ................................. ix
Coupling Locomotive to Train Emergency Fuel Cutoff &
3-11 Engine Stop Switch .......2-36
Coupling Locomotives Together Engine Control Panel 2-34, 3-4,
3-10 3-5
crankcase pressure detector Engine Inspection ..............3-6
tripped 2-41 engine overspeed reset lever
Crew member terms in this 2-42
manual ............................... x Engine Protector.................2-43
Crew Message List ............4-15 Engine Run Switch ...........2-25
Crew Messages ..................4-8 Engine Starting Procedure ...3-7
crowbar ............................3-23 engine stop switch ...........2-24
curve negotiation ................1-4 Engineroom Equipment ...2-39
D Engineroom Inspection ......3-4
DC link breaker ................2-31 engineroom lights switch ..2-36
DC link definition .................. vi equipment locations ...........1-7
DC link discharge .................vii EVENT RECORDER Breaker
2-29
DC Link Voltage ................... vi
Exterior Lights Switch ......2-36
DCL CONTROL Breaker ....2-31
dead engine cutout cock ..2-37
F
dimensions, locomotive ......1-3 Fault Reset (thru computer
display) ............................4-9
Dimmer - Gauge Lights ......2-9
FILTER BLOWER MTR Breaker
Direct Brake Handle .........2-22 2-31
discharge DC link .................vii Flasher Lamp switches.........2-9
Display Panel Keypad ........4-4 FLSHR LAMP Light.... 2-15, 4-20
Display Panel Screen .........4-5 Freezing Weather Precautions
display power-up ................4-7 3-26
Double Heading Service.....3-20 front end, definition...............1-6
Draining Cooling System....3-26 Fuel Filter Pressures ........2-40
Dyn Brake Cut Out Switch..2-35 Fuel Prime/ Engine Start Switch
DYN BRK CONT CB ...........2-26 2-36
FUEL PUMP Breaker ........2-31
I-2 GT46PAC Operator’s Manual

fuel pump switch ..............2-26 Isolation Switch ................2-34
function keys, locomotive K
computer display .............4-4
Knife Switch .....................2-44
Fuse and Switch Compartment
3-4 Knorr (NYAB) system ..........1-3
G Knorr air brake sys. breaker
2-32
gauge lights dimmer ...........2-9 L
Gauge Lights Switch ..........2-8
Layshaft ...........................2-40
gauges, air brake, console ..2-9
Lead Unit Cab Inspection ....3-4
GEN FIELD Switch ............2-25
Lead/Trail Air Brake Set-up
GEN FLD Breaker .............2-33 Switch ...........................2-21
general arrangement ...........1-7 Leaving Locomotive Unattended
general description, locomotive 3-29
1-5 light locomotive handling ....3-10
general locomotive data .....1-2 LIGHTS Breaker ...............2-29
Generator Field Breaker ..2-33 LOCAL CONTROL Breaker ..2-30
generator field switch .......2-25 Locked Powered Wheel
GOV BOOSTER PUMP Breaker Condition .......................4-18
2-29 Locked Wheel Condition 2-13,
Governor Low Oil Trip Reset 3-16
Plunger ..........................2-40 Locked Wheel Detection
Ground Inspection ..............3-3 Disabling/ Enabling ........3-18
Ground Relay Cutout Switch locked wheel procedure 2-14,
2-32 3-17
H locomotive batteries ...........1-3
Handling Light Locomotive .3-10 locomotive computer ............ ix
HDLT. Switches .................2-24 Locomotive Computer Display
Panel ...............................4-3
HDLTS Breaker .................2-29
Locomotive Controller .......2-16
headlight switches ............2-24
locomotive curve negotiation 1-4
Helper Service .................3-20
locomotive dimensions .......1-3
High Motor TE indicator ....2-11
locomotive dyn. brake effort .1-4
Horn Switches ..................2-24
Locomotive General
I Arrangement......................1-7
Independent Brake Handle Locomotive General Data ..1-2
2-22 Locomotive General Description
Indicating Lights Panel, console 1-5
2-12 Locomotive Speed Limit ...3-19
Indicator Lights .................4-18 locomotive speed limits ......1-4
input capacitors, TCC ........... vi locomotive tractive effort ....1-4
Inverter Faults ..................3-23 locomotive weight ..............1-4
inverter vs. converter .........1-5
Isolating Locomotive ........3-23

M Preparation for Service ......3-3
Main Generator Assembly Pumping Up Air ................3-12
1-2 R
Main Menu on computer display RADIO Breaker .................2-29
4-12
resetting faults thru computer
MAINT ROOM LIGHTS Switch display .............................4-9
2-36
REVERSER (Directional Handle)
Maintenance Menu on computer 2-16
display ...........................4-13
Running Through Water ...3-14
Manual Injector Rack Control
Lever .............................2-40 S
Manual Sand switch .........2-23 Safety Precautions, GT46MAC vi
Mechanical Interlocks on SAND Light .......................2-12
Controller ......................2-19 SAND Light On .................4-18
Meter Menu on computer Sand Switch .....................2-23
display ...........................4-14
Setting Locomotives On Line
MICRO AIR BRAKE Breaker 3-9
2-32
speed limits ........................1-4
Miscellaneous Equipment ..2-43
Speedometer ...................2-11
Mixed Gear Ratio Operation
3-20 Starting Fuse ....................2-44
MU ......................................1-5 Starting Fuse and Battery Knife
Switch Box ....................2-44
MU ENG STOP switch .......2-24
Starting Fuse and Battery
N Switch Box ......................3-5
Navigating Computer Display starting lead engine .............3-7
Menus .............................4-6 Starting Locomotive Uphill..3-14
No. 1 Electrical Control Cabinet Starting the Engine ............3-6
2-28
starting trailing engines ......3-9
No. 2 Electrical Control Cabinet
2-43 Starting Train ...................3-12
No. 2 Electrical Control Cabinet Startup/Slow Conditions ...4-19
(ECC2) .............................3-3 Stopping Engines .............3-25
Normal Running Conditions4-19 Supplies/ Capacities ..........1-3
O T
overspeed trip reset............2-42 TA17.....................................1-2
P tandem ...............................1-5
Passenger/ Freight Valve ...2-38 TCC definition ....................1-5
TCC Electronics Blower Motor
PCS OPEN Light ..... 2-15, 4-20
Breaker .........................2-32
plugging traction motors ......viii
TCC1 & TCC2 BLOWER Breakers
Power/Dyn Brake Handle ...2-17 2-34
PRECAUTIONS ...................3-9 TCC1 and TCC2 Computer
Precautions Before Moving Breakers ........................2-31
Locomotive ......................3-9 TCCs ...................................1-2

TE meter ..........................2-11 Wheel Slip Condition 2-15,
throttle handle ..................2-17 3-18
Towing Locomotive Wheel Slip Control ...........3-15
Dead in Tandem ...........3-28 WHEEL SLIP Light ............2-13
Towing Locomotive WHEEL SLIP Light, Continuous
in Train with Engine Running or Flashing Regularly ....4-18
3-27 WHEEL SLIP Light, Flashing
Towing Locomotive Irregularly or Occasionally
in Train with Engine Shut 4-19
Down ..............................3-27 Windshield Wiper Controls ...2-9
traction alt. output ..............1-2
traction alternator field breaker
2-33
traction control computer
breakers ........................2-31
Traction Inverter Cutout .....4-9
traction inverters ................1-2
traction motor plugging .......viii
traction motors ...................1-2
Tractive Effort .....................1-4
Tractive/Dynamic Brake Effort
Meter .............................2-11
Trailing Locomotive Cab
Inspection ........................3-5
TURBO Breaker ................2-31
U
uphill starting ....................3-14
V
Vigilance Reset Switch ....2-23
vigilance system ...............2-27
W
Water Level Sight Gauge .2-40
water on rail .....................3-14
weight, locomotive .............1-4
Wheel Control ..................3-15
Wheel Control Indications 3-16
Wheel Creep Control .......3-15
Wheel Overspeed Condition
2-15, 3-18
Wheel Overspeed Conditions
4-19
Wheel Slide Condition ......3-18


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GT46PAC Locomotive

Brief Operating Reference

Brief Operating Procedure

GT46PAC Brief Operating Reference 1

2 GT46PAC Brief Operating Procedure

First Edition, August 2000

An Electro-Motive Division Publication

Although minor variations are possible, the equipment

Minor differences between equipment description in this

When special extra equipment is involved, consult specific

EMD Part No. O00376EP

The following sections make up this manual. A

Foreword, including Safety Precautions

Section 1. General Information ............................ 1-1

Section 2. Controls and Indicating Devices........ 2-1

Section 3. Operation ............................................. 3-1

Section 4. Troubleshooting .................................. 4-1

Alphabetic Index..................................................... I-1

Note: The quickest way to find information in

TABLE OF CONTENTS III

Foreword, & Safety Precautions v

The TCC1 and TCC2 assemblies each include large input

vi GT46PAC Operator’s Manual

Automatic DC Link Discharge

2. Set the Isolation switch in START/ STOP/ ISOLATE.

Foreword, & Safety Precautions vii

On diesel electric locomotives with DC traction motors, the

viii GT46PAC Operator’s Manual

Section 1. General Information

Section 2. Controls and Indicating Devices

Foreword, & Safety Precautions ix

x GT46PAC Operator’s Manual

CONTENTS OF THIS SECTION

General Information 1-1

Model TA17-CA6B Main Generator Assembly

Traction Inverters (TCC1, TCC2)

1-2 GT46PAC Operator’s Manual

Air Brake System

Major Dimensions (Nominal, w/ 1/2 Variable Supplies)

General Information 1-3

1-4 GT46PAC Operator’s Manual

General Information 1-5

1-6 GT46PAC Operator’s Manual

1.Headlight, Twin 8.Cooling System Air Inlet 14. Wheels

Figure 1-2. GT46PAC Locomotive General

Arrangement - Side View, Internal

1.Air Brake Rack 10. Engine/Turbo Exhaust Stack

1. Air Brake Rack 6. TCC Electronics Blower 11. Inertial Filter

(Text continues on page 1-12.)

1-10 GT46PAC Operator’s Manual

Figure 1-4. Power Distribution Diagram

1-12 GT46PAC Operator’s Manual

General Information 1-13

Throttle setting, engine speed (governor) control, and load

1-14 GT46PAC Operator’s Manual

Most control and protective functions are programmed into

LOCOMOTIVE COMPUTER DISPLAY

General Information 1-15

Figure 1-5. Locomotive Air Brake Control System

1-16 GT46PAC Operator’s Manual

Controls & Indicators 2-1

2-2 GT46PAC Operator’s Manual

Controls & Indicators 2-3