Operator Manual O00530EP - Ferronor-Chile (20108368) 7.9.13

ELECTRO-MOTIVE
GT46AC
LOCOMOTIVE
OPERATOR’S
MANUAL
FERRONOR - CHILE
Order Number: 20108368
First Edition,
June 2013
An Electro-Motive Diesel, Inc. Publication
Electro-Motive Diesel, Inc.

La Grange, Illinois 60525 USA
Telephone: 708-387-6000
To order this publication in printed form, please use part
number O00530EP.
To order this publication on a CD, please use part

number O00530ED.
©Copyright June, 2013

Electro-Motive Diesel, Inc. All rights reserved. Neither this
document, nor any part thereof, may be reprinted without
the expressed written consent of Electro-Motive. Contact
EMD Customer Publications Office.
Electro-Motive Diesel is owned by Progess Rail Services,
a Caterpillar Company.
Forward
Co nten ts of Sectio n
Heading Page
GENERAL ................................................................. FOR-II
CREW MEMBER TERMS USED IN
THIS MANUAL ......................................................... FOR-IV
General Information FOR-i

GENERAL
This manual is a guide for GT46AC locomotive operating
personnel.
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,
Running Maintenance Manual and various Maintenance
Instructions.
This manual is intended to be read in the order it is laid out.

Ensure the GT46AC Locomotive Safety Precautions (starting
in Section 2) have been read before performing any actions
on the locomotive. See manual Sections 3 and 4 for
information about equipment described in the Safety
Precautions.
The following sections make up this manual. A complete

section contents listing appears on the first page of each
section.
This manual is divided into five sections:
Section 1. General Information
Provides general GT46AC locomotive data and equipment

descriptions. Starts on page 1-3.
Section 2. Safety precautions
Describes safety precautions unique to the GT46AC

locomotive and describes special procedures required for
the protection of maintenance and operating personnel.
Starts on page 2-3.
FOR-ii GT46AC Operator’s Manual

Section 3. Controls and Indicators
Describes GT46AC locomotive engine starting controls,

operating controls, and indicating devices that monitor
various locomotive systems. Starts on page 3-3.
Section 4. Operation
GT46AC locomotive operating procedures and guidelines.

Starts on page 4-3.
Section 5. Troubleshooting
Provides some basic troubleshooting information.

Starts on page 5-3.
Index
Alphabetic index of subjects in this manual.
For greatest benefit, read the numbered sections in

the above sequence.
Information concerning equipment maintenance, adjustment,

and testing is available in other Electro-Motive GT46AC
publications, such as the GT46AC Running Maintenance
Manual.
General Information FOR-iii

CREW MEMBER TERMS USED IN
THIS MANUAL
Railroads may use various names for the crew member who
sits on the right side of the cab and is the principal locomotive
operator: engineer, driver, operator. The crew member who
sits on the left side of the cab and assists the principal
locomotive operator may have such titles as conductor,
fireman, observer, inspector - or various combinations of
those terms.
In this manual, however, the crew member sitting on the right

side of the cab is called the engineer, and his assistant,
sitting on the left side of the cab, is called the conductor.
FOR-iv GT46AC Operator’s Manual

Section 1 General Information
Heading Page
LOCOMOTIVE GENERAL DATA ................................... 1-3
LOCOMOTIVE GENERAL DESCRIPTION..................... 1-7
LOCOMOTIVE OPERATION ....................................... 1-12
INTRODUCTION TO FIRE SYSTEM ........................... 1-15
INTRODUCTION TO EMD DIESEL ENGINE
CONTROL (EMDEC) SYSTEM ..................................... 1-18
INTRODUCTION TO ELECTRONIC
AIR BRAKE SYSTEM .................................................. 1-19
General Information 1-1

1-2 GT46AC Operator’s Manual
LOCOMOTIVE GENERAL DATA
Locomotive Model GT46AC
Locomotive Type ............................................(C-C)0660
Locomotive Traction Power,
Nominal............................................. 3207 kW (4300 hp)
Power Plant
Engine Type................ Turbocharged Two-stroke Diesel
Model ...................................................... 16-710G3C-ES
Number of Cylinders ....................................................16
Full Speed.........................................................950 RPM
Idle Speed........................................................ 200 RPM
Main Generator Assembly TA12TBEB\CA9E

TA17-6TBEB Traction Alternator Rectified Output
Maximum Potential .........................................2600 VDC
Max. Continuous Current........................... 860 Amperes
CA9E Companion Alternator Output
Nominal Potential................................... 220 to 400 VAC
APC Auxiliary Power Converter

Rectified Potential............................................... 74 VDC
Maximum Power Output ....................................... 31 kW
Traction Motors
Quantity ......................................................... 6 (3/Truck)
Model .................................................................... A2909
Type............................................................. 3 Phase AC
Connection.................................... 3 in Parallel PerTruck
Nominal
Rating ............472 kW (633 HP), 2100 VAC, 2686 RPM
Locomotive Batteries
Model: ................................................SAFT SRX 1900 P
Quantity: ............................................................ 10 Units
Cells per unit..................................................................5
Capacity..........................................190 C5 Ampere hour

Air Brake System
Model........................................................... NYAB CCBII
Type ....................... Microprocessor Controlled Airbrake
Air Compressor
Model....................................................................... WLN
Type ........................ 3-Cylinder, 2-Stage, Water-Cooled,
Drive .......................................................... Engine Driven
Compressor Speed @ 904RPM
Air Displacement .......7.19 cubic meters/min (254 CFM)
Lube Oil Capacity (20 Wt.) 39.75 liters (10.5 US Gallons)
Set Points:
Load ........................................... 896 kPa (130 PSIG)
Unload........................................ 965 kPa (140 PSIG)
Locomotive Speed/Tractive Effort Limits

Limits are based on:
96:15 Gear Ratio, 1054 mm (41.5") Half Worn Wheels
Maximum Speed ............................. 75 km/h (46.6 mph)
Maximum Speed at Full Power ........ 75 km/h (46.6 mph)
Throttle 8 Tractive Effort:
Continuous ...........................425 kN TE @ 24.1 km/h
(95544 lbf @ 15 mph)
Starting....................................... 540 kN (121397 lbf)
Dynamic Braking Effort

Peak Dynamic Brake Effort
(3100 kW DC link grid kW)* ......... 270 kN (60698 lbf)
*Performance shown for half worn (1054 mm)
diameter wheels.
Supplies/ Capacities
Lube Oil System ..................... 832 Liters (220 US Gal.)
Cooling System ............................ 1129 Liters (298 Gal)
Sanding System ............................... 283 liters (10 cu.ft)
Fuel Tank (Usable)................ 6000 Liters (1584 US Gal)
Maximum Axle Load ........................... 21.5 metric tonne
(47399 lbs) +/-4.5%

Nominal Dimensions
Length, pulling face of Coupler
to Truck Center of Rotation...............................4197 mm
Distance between Truck
Rotation Centers ............................................13469 mm
Truck - Basic Rigid, wheel base ......................3870 mm
Length over coupler pulling faces ..................21863 mm
Width over cab body (mirrors extended)...........3081 mm
Height, above top of rails
(with 1092 mm (43") New Wheels),
over air conditioner/antennas
Maximum ..........................................................4200 mm
Track gauge – Meter Gage ..............................1000 mm
Diameter Wheels, New (worn) ...... 1092 mm (1016 mm)
Coupler Height (shown with new wheels
and no supplies) ................. 810 mm + 00 mm/- 20 mm)
Locomotive Weight
Nominal, including all supplies.......... 129 mt (284 396 lbs.)
Weight on Drivers .................................................. 100%
Minimum Curve Negotiation

Following data is based on a GT46AC with E type couplers.
Single unit: ..................................................80 m (262 ft.)
Maximum Mainline Curve
(Two units coupled): ..................................96 m (315 ft.)

Figure 1-1. GT46AC Power Distribution Diagram

LOCOMOTIVE GENERAL
DESCRIPTION
The Electro-Motive GT46AC locomotive is equipped with a
turbocharged, electronic unit injection, two-cycle 16-cylinder
diesel engine, model 16-710G3C-ES, which drives the main
generator assembly.
The main generator assembly includes the TA17 traction
alternator and the CA9 companion alternator. The TA17
changes diesel engine mechanical power into AC electrical
power. The rectifier banks (located in the main generator)
convert TA17 output AC to high voltage DC. Refer to Figure
1-2 and Figure 1-3 for equipment locations.
High voltage DC power produced by the rectifiers is
conducted through the DC link switch gear to DC/AC traction
inverters.
The traction inverters supply three-phase AC power to the
traction motors as directed by inputs from the EM2000
locomotive computer. EM2000 responds to input signals
from operator controls, sensors, and feedback signals from
power equipment.
Each traction inverter is an electrical device that converts AC
to DC for dynamic braking and inverts DC into AC for traction
power, as required.
The CA9 companion alternator produces three-phase AC
power. CA9 power drives auxiliary AC equipment, such as
engine radiator cooling fans and various blowers. CA9 also
provides excitation field current for the TA17. Note that on
the GT46AC locomotive, battery charging and other low
power (74 VDC) systems are supplied by the companion
alternator through the Auxiliary Power Converter (APC).
Main Generator excitation current is controlled by the
EM2000 locomotive computer, based on required TA17
output: the greater the TA17 output required for a given
throttle setting/engine speed, the greater the TA17 field
excitation current. EM2000 determines required TA17 output
from the throttle/dynamic brake handle setting as well as
various other inputs.

A pair of wheels and a bull gear is pressed onto each
locomotive axle. Each axle supports one traction motor. The
traction motor pinion meshes with the axle bull gear to drive
the wheels. Together, traction motor-to-axle gear ratio and
wheel circumference determine maximum allowable
locomotive speed.
The GT46AC locomotive is arranged and equipped so that
the short hood or cab end is considered the front or forward
end.
Note that although the locomotive operates equally well in
either direction, when the locomotive operates alone, or
when it leads a train, it is preferable that the cab end should
lead. When operating in trail or leading a remote consist in
the train, it can face in either direction.
Each GT46AC locomotive is an independent power source;
several may be combined in a multiple-unit consist to
increase load capacity. For MU (multiple-unit) operation, the
operating controls on each locomotive are jumpered or
“trainlined” to the adjacent locomotives, enabling all
locomotives in consist to be simultaneously controlled from
the lead unit.
The GT46AC locomotive is equipped with a
microprocessor-based control system. The microprocessor
is called the “locomotive computer” or the “EM2000.”
EM2000 monitors and controls locomotive traction power
and dynamic braking, records and indicates faults, and
enables diagnostic testing of certain locomotive systems.
The FIRE display panel on the operator’s workstation
displays locomotive operating conditions, system faults, and
troubleshooting information.

F84070
Figure 1-2. GT46AC General Arrangement

F84071
Figure 1-3. GT46AC General Arrangement

LEGEND For Figure 1-3
1. ENGINE - 16-710G3C 35. HORN
2. GENERATOR - TA17-CA9 36. ANTI CLIMER
3. GENERATOR BLOWER 37. DYNAMIC BRAKE HOOD
4. ENGINE - EXHAUST 38. CAB
STACK 39. HEADLIGHT
5. E-LOCKER 40. BATTERY KNIFE SW BOX
6. DYNAMIC BRAKE 41. CAB DOOR
RADIAL GRID 42. CROWBAR RESISTOR
7. DYNAMIC BRAKE FAN 43. REACTOR
8. DUSTBIN BLOWER 44. NO. 1 TM BLOWER
9. ENGINE AIR FILER 45. CAB SEAT
(5-ELEMENT) 46. ENGINEER CONTROL
10. LUBE OIL STRAINER CONSOLE
11. OIL FILTER 47. FIRE EXTINGUISHER
12. AIR COMPRESSOR 48. TRACTION MOTORS
DRIVE A2909
13. NO. 2 TM BLOWER 49. PILOT
14. RESERVOIR 50. ANTENNA
15. ACCESS DOOR 51. FUEL FILTER
16. RADIATOR 53. LUBE OIL COOLER
17. 54 INCH COOLING FAN 54. DIRECT AIR BRAKE
18. PNEUMATIC BRAKE VALVE
19. AIR CONDITIONER 55. STRIP HEATERS
20. DRYER - AIR FILTER (IN CAB)
21. TRUCK 56. HOT PLATE
22. WHEELS 43 IN. DIA 57. AUXILIARY LIGHTS
23. JACKING PADS 58. STROBE LIGHT
24. SAND BOX (OUTBOARD) 59. SAND BOX (INBOARD)
25. FUEL TANK 60. END HANDRAIL
26. BATTERY BOX 61. SIDE HANDRAIL
27. COUPLER - TYPE-E 62. ANTENNA GPS
28. COOLING SYS AIR INLET 63. ANTENNA VOICE RADIO
29. INERTIAL FILTER 64. FOLDING TABLE
30. ELECTRICAL CONTROL 65. DIRECT AIR FILTER
CABINET 66. DIRECT AIR RELAY
31. SHORT HOOD 67. MU
32. UNERFREAME ASM 68. DUMMY MU
33. COOLING HOOD RECEPTACLE
34. ENGINE HOOD
REMOVABLE

LOCOMOTIVE OPERATION
Note: The GT46AC is equipped with Automatic Engine
Start/Stop System (AESS). AESS is controlled by
EM2000, and automatically shuts down the engine to
conserve fuel, and reduce noise and emissions.
AESS automatically restarts the engine as required
to keep the locomotive in a ready state: engine
warm, battery and air system charged.
Pressing the engine control panel START pushbutton causes
locomotive computer EM2000 to initiate the engine start
sequence:
1. Turbo Lube Pump Initiates
2. Fuel Prime Cycle
3. Audible Warning
4. Starter Motors Crank Engine
5. Engine Starts
The fuel pump motor operates on locomotive battery power
before the engine is running. It pumps fuel from the tank
under the locomotive to the injectors, pressurizing the fuel
injection system.
When the system has been primed, and the Electro-Motive
diesel engine control system (EMDEC) has set the injection
pumps, the starter motors engage to crank the engine, and
the engine starts.
When the diesel engine is running, it directly drives two
electrical generators, an air compressor and the water and
lube oil pumps.
The two electrical generators are:
• Companion Alternator
• Traction Alternator
The companion alternator is physically coupled to the
traction alternator. Both alternators are directly driven by the
engine and turn at engine speed. As soon as battery voltage
is applied to the companion alternator field, the companion
alternator starts producing AC power.

The power produced by the companion alternator is used to
excite the traction alternator field and supply power to the
auxiliary power converter, the two radiator cooling fans,
traction motor blowers and the electrical locker/dustbin
blower.
The auxiliary power converter 74 VDC output is used to

excite the companion alternator and provide power for
battery charging, and the air dryer.
The traction alternator provides the traction motors with

power. Excitation current is applied to the alternator
producing AC power which is rectified to DC by rectifier
assemblies and applied through the DC Link switch gear to
the traction inverters. The inverters and associated traction
control equipment are located in the electrical locker. The
inverters convert the DC link voltage to variable
frequency/voltage AC power for their respective traction
motors.
While controlling the traction inverters, the EM2000

locomotive computer takes into consideration such data as
operator control settings (throttle notch, etc.), locomotive
operating conditions, and feedback information (ambient
conditions and locomotive performance).
EM2000 displays control system information on the FIRE

display panel in the cab.
EMDEC holds engine speed constant for each throttle

position by controlling the engine fuel injection rate.
Advancing the throttle handle requests the EMDEC

computer to raise engine speed. At the same time EM2000
increases traction alternator field current, which produces
greater DC link voltage. Higher DC link voltage supplies
more power to the traction inverters. Greater traction inverter
output increases traction motor power. In this way, engine
speed and DC link power increase progressively in throttle
steps.

In dynamic brake operation, the energy of the moving train
rotates the traction motors, and the traction motors generate
AC power instead of using it. This reversal of power direction
reverses traction torque reaction, causing the traction motors
to brake instead of pulling. The traction inverters change AC
power generated by the traction motors to DC as directed by
the control system. DC power from the traction inverters is
applied across the dynamic brake grids.
The brake grids dissipate the electrical power generated by
the traction motors as heat. The computer monitors and
controls each inverter to control traction motor power output,
controlling dynamic braking as required. EM2000 controls
dynamic braking effort in response to the dynamic brake
handle setting and locomotive speed.
Other control and protective functions are programmed into
the EM2000 - it monitors critical functions in the locomotive
power system and, if a fault occurs, provides a FIRE display
message - in some cases triggering an audible alarm.
The EM2000 also requests EMDEC to change diesel engine
speed and power in response to certain improper operating
conditions such as low coolant temperature or low main
reservoir pressure. EM2000 restores engine speed and
power when these conditions are corrected.
Each of the six axle-hung AC traction motors are directly
geared to the axle on which it is mounted.
Note: AC traction motors resist mechanical shock and

related damage better than DC traction motors. As a
result, precautions such as reducing the throttle
settings when proceeding over rail crossings are
eliminated for this locomotive.

An important locomotive control aspect is the relationship of
throttle setting, engine speed control, and load regulation.
Locomotive computer EM2000 controls throttle setting in
response to throttle handle setting and other locomotive
conditions. The EMDEC system (Electro-Motive diesel
engine control) controls engine speed in response to the
throttle setting requested by EM2000 and various engine
conditions, and it supplies engine loading information to
EM2000.
INTRODUCTION TO FIRE SYSTEM
F84097
Figure 1-4. Operator’s FIRE Screen

FIRE stands for Functionally Integrated Railroad Electronics.
Figure 1-4 illustrates the FIRE display panel on the
operator’s workstation.
Because this locomotive incorporates the FIRE system,
many console operator devices and indicators present on
other locomotive models are integrated into the FIRE
system.

The FIRE display panel is interactive, enabling the
locomotive crew to:
• Request information from locomotive computer
EM2000, and view it.
• Perform certain EM2000 functions, such as fault
reset.
• Set up and/or operate cab electronics subsystems.
Since the FIRE system displays all necessary EM2000
information, there is no EM2000 display panel on the
electrical control cabinet or on the overhead console.
In addition, the FIRE system serves as the communications
hub for the cab electronics system, the network of
interconnected locomotive subsystems listed in the table
appearing on the next two pages.
The table also describes how the various subsystems relate
to the FIRE system itself. For more FIRE system information,
see description of operator’s FIRE panel, starting on page
3-17.

Locomotive Electronics Relationship to FIRE
Subsystem System
Alerter FIRE includes alerter
system control. ALERT
indicator, with countdown,
displays on FIRE screen.
Distance/ Length Counter FIRE performs counting
function and provides crew
interface.
Electronic Air Brake FIRE provides a setup
interface.
EM2000 Locomotive FIRE is the crew interface.
Computer
Event Recorder Per railroad rules, FIRE
collects, records, and can
download locomotive and
operator data and events.
Overspeed Monitoring FIRE warns operator and
System initiates penalty brake
application.
Speed Indicator System FIRE displays Speed from
traction motor sources and
relays it to other systems.

INTRODUCTION TO EMD DIESEL
ENGINE CONTROL (EMDEC) SYSTEM
The EMD Diesel Engine Control System (EMDEC)

electronically sets and adjusts engine fuel injection to
produce the horsepower and engine speed scheduled for the
throttle setting set by the EM2000 locomotive computer.
Therefore, the engine governor, the injector racks, the
layshaft and mechanical overspeed mechanism are not
present on this locomotive.
The engine low water pressure and crankcase over pressure

mechanisms have also been replaced by electronic pressure
sensors connected to EMDEC.
Details:
• EMDEC uses the EM2000 throttle setting to determine
the basic engine fuel injection rate.
• As changing operating conditions create changes in
traction alternator loading or engine output power,
engine speed may momentarily change. EMDEC
corrects engine speed by adjusting the fuel injection
rate.
• The EMDEC system sends an engine loading status
signal to EM2000. The status signal is based on actual
engine fuel injection rate vs scheduled engine fuel
injection rate.
• EM2000 adjusts load on engine (traction alternator
field excitation) based on engine loading status signal.

INTRODUCTION TO ELECTRONIC
AIR BRAKE SYSTEM
This locomotive is equipped with a computer-controlled air
brake system that is set up by the FIRE system. The air brake
system controls air brakes on locomotives and cars coupled in
trains. The FIRE system provides an interface with the air
brake system to configure set-up options and perform various
tests.
Using a computer to control the air brake system eliminates
many electrical and pneumatic air brake system devices,
reducing maintenance and simplifying troubleshooting.
Conventional air brake system pneumatic control relays and
valves are replaced in this system by the electro-pneumatic
control unit in the locomotive long hood adjacent to the main
reservoir.
The air brake system computer controls the electro-
pneumatic control unit; it operates various portions of the
electro-pneumatic control unit to produce the required
automatic and independent brake functions. The air brake
controller mounts on the operator’s workstation. It includes the
automatic and independent brake handles and electrical
devices operated by the handles. The handle-operated
electrical devices send signals to the air brake computer.

Section 2
Safety Precautions For
GT46AC Locomotives
Heading Page
DC LINK VOLTAGE ........................................................ 2-3
DC LINK DISCHARGE.................................................... 2-4
THROWING REVERSER FOR EMERGENCY
STOPPING (ATTEMPTING TO PLUG TRACTION
MOTORS) ........................................................................ 2-5
ROLLBACK AND OPPOSITE DIRECTION
BRAKING (ODB) (STARTING UPHILL) ......................... 2-5
AUTOMATIC ENGINE START/STOP
SYSTEM (AESS) ............................................................. 2-5
Safety Precautions 2-1

The GT46AC locomotive model has some equipment that is
not found on freight locomotives with DC traction systems.
Following unique safety precautions is required before
inspecting or operating the equipment. The general areas of
concern are noted as follows:
• High DC link voltage on a shutdown locomotive.
• Towing a dead locomotive in a consist.
• “Plugging” traction motors in a catastrophic situation.
DC LINK VOLTAGE
An integral part of the AC traction system are input filter
capacitors. These capacitors filter the rectified main
generator output, otherwise known as the DC link, before it
is applied to the traction inverters. These capacitors operate
at high DC link voltage which could be as high as 3000
VDC. When the locomotive is shut down, these capacitors
could retain this high voltage for a long period of time
causing a severe hazard to operating and maintenance
personnel.
WARNING
The DC link voltage is present on all equipment
connected to the output of the main generator.This
includes the main generator output terminals and
cabling connections, capacitor cabinets, rectifier
assemblies, and DCL switchgear.
THE DC LINK DISCHARGE PROCEDURE IS NOT REQUIRED

IN NORMAL OPERATION. THE LOCOMOTIVE OPERATOR
SHOULD NOT ACCESS ANY DEVICES WITHIN THE
ELECTRICAL CONTROL LOCKER DUE TO RESIDUAL HIGH
VOLTAGE. ACCESS IS LIMITED TO MAINTENANCE
PERSONNEL THAT ARE KNOWLEDGEABLE IN THE SPECIAL
HIGH-VOLTAGE DISCHARGE PROCEDURES.
This restriction does not apply to electrical panels, such as
the Circuit Breaker Panel, that are used in normal operation.
If required, the following procedures have been developed
to discharge this high voltage automatically into the dynamic
brake grids, thereby minimizing the possibility of personal
injury.

DC LINK DISCHARGE
In the normal GT46AC locomotive shutdown routine, the DC
link is automatically discharged.
Upon shutdown, traction alternator excitation is cut off. Its
output therefore approaches zero, but the DC link capacitors
may still retain high voltage. Perform the automatic DC link
discharge as follows:
1. Through the Locomotive Data screen on the
operator’s FIRE screen, make sure that both trucks
are CUT IN. If either truck is cut out, use the display
to cut it back in.
2. Set the engine control panel isolation switch in
START/ STOP/ ISOLATE. The locomotive computer
automatically discharges the input capacitors.
After 10 seconds, consider the DC link discharged.
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.
WARNING
The GT46AC is equipped a TCC voltage self test
option through the EM2000 control computer (FIRE).
The Traction Control Converter Voltage Test is
designed to apply voltage to the locomotive inverters
without applying tractive effort to the rails.
This test MUST be performed as either a single unit or
with the trainline jumpers disconnected. If another unit
is connected to the tested locomotive, it will be in
normal TH8 power and could possibly start moving the
consist (even with the independent brakes or parking
brake applied). As EM2000 senses any speed, it will
drop out of the test, however this is a potentially
dangerous situation and should be avoided.

THROWING REVERSER FOR
EMERGENCY STOPPING
(Attempting to Plug Traction Motors)
WARNING
It is not possible to plug the traction motors on this
locomotive. If plugging is attempted, the locomotive
control system applies maximum dynamic brake effort or
normal levels of opposite direction tractive effort, or
neither, depending on throttle handle and dynamic brake
handle settings and locomotive speed. See information
starting on page 4-25 for details.
ROLLBACK AND OPPOSITE

DIRECTION BRAKING (ODB)
(Starting Uphill)
See description and procedure starting on page 4-24.
AUTOMATIC ENGINE START/STOP

SYSTEM (AESS)
WARNING
Always DISABLE the Automatic Engine Start/Stop System
(AESS) before performing any work on the diesel engine
on or related electrical and mechanical equipment.
To disable the Automatic Engine Start/Stop System

(AESS), press the EMERGENCY FUEL CUT OFF & ENGINE
STOP pushbutton and, if required by railroad rules, lock it
down.
Failure to disable the Automatic Engine Start/Stop

System (AESS) may result in unexpected engine startup
or shutdown with risk of personal injury or death.
The GT46AC is equipped with the Automatic Engine

Start/Stop System (AESS).

When the Automatic Engine Start/Stop System (AESS) is
properly set up (locomotive not in active service, etc.), it
automatically stops the diesel engine in order to save diesel
fuel and to reduce noise and emissions.
Following the automatic stop, the properly set up system

automatically restarts the engine, if and when necessary, to
prevent cold-engine starting problems, engine coolant
freezing damage, and weak batteries.



MAINTENANCE MODE.............................................. 3-62
CREW MESSAGES.................................................... 3-77
AIR BRAKE EQUIPMENT ............................................ 3-78
AIR BRAKE CONTROLLER ....................................... 3-78
DEAD ENGINE CUT OUT COCK .............................. 3-81
LOCOMOTIVE CONTROLLER ................................. 3-82
PC CARD READER.................................................... 3-86
EVENT RECORDER DOWNLOAD PORT ................. 3-87
AUDIO WARNING DEVICE........................................ 3-87
PARKING BRAKE VALVE.......................................... 3-87
DIRECT AIR BRAKE HANDLE................................... 3-88
EMERGENCY BRAKE VALVE................................... 3-89
ELECTRICAL LOCKER
(OPERATORS EQUIPMENT) ....................................... 3-90
ENGINE CONTROL PANEL....................................... 3-90
CIRCUIT BREAKER PANEL ..................................... 3-96
MISCELLANEOUS EQUIPMENT ............................... 3-101
BATTERY KNIFE SWITCH ...................................... 3-101
EFCO SWITCHES, EXTERNAL .............................. 3-102
FIRE EXTINGUISHERS ........................................... 3-102

CAB EQUIPMENT
This section describes controls and indicating devices used
by the locomotive operating crew in the locomotive cab.
OVERHEAD MOUNTED EQUIPMENT

Cooling Fans
Two ventilation fans are provided in the cab. The fans are
operated individually by toggle switches located near the
fans. Operating power for both fans is supplied through the
CAB FANS circuit breaker.
Light and Window Wiper Controls
An overhead light and pneumatic windshield wipers are
provided at both the front and rear windows and doors. The
wiper controls are mounted in overhead panels on both sides
of the locomotive. Turning the knob (valve)
counter-clockwise activates the wipers. Speed is controlled
by modulating the valve.
Figure 3-1. Light and Window Wiper Controls
Controls & Indicators 3-3

OPERATOR’S CONTROL STAND
The operator’s control stand houses the frequently used
operator equipment.
Figure 3-2. Operator’s Workstation

DIRECT AIR GAUGE
The direct air gauge, refer to Figure 3-3, allows the operator
to monitor both the control pressure (white needle) and
Direct Air Brake (DAB) trainline pressure (red needle).
Figure 3-3. Direct Air Gauge

ATTENDANT CALL SWITCH
Pressing this pushbutton switch, located on the lower portion
of the control stand, sounds the audio warning device on this
locomotive and on all trainlined units in consist.
Figure 3-4. Attendant Call Switch

BRAKE PIPE OVERCHARGE PUSH BUTTON
The brake pipe overcharge feature and is used to effectively
equalize all the air brake reservoirs on the railcars within the
same train. When the brake pipe overcharge button is
depressed, the brake pipe is charged up to a higher pressure
5.3 to 5.7 bar (77 to 83 psi) and is held there for 60 seconds.
The brake pipe pressure is then gradually reduced over a
period of 200 - 250 seconds to equalize all the railcars
without having them apply their brakes.
Should the brake pipe pressure be reduced without sufficient
time being allowed for the overcharge pressure to bleed
down below 5 bar (73 psi), then the overcharge pressure
application will recycle automatically on release of the
automatic brake.

BELL SWITCH
This switch is located beneath the horn switch and
operates the electronic locomotive signal bell.
Movement of the switch latches the BELL relay
ON, ringing the locomotive bell.
A second movement unlatches the BELL relay, ending bell
operation.
Figure 3-5. Bell and Sanding Switches

CONTROL FUEL PUMP SWITCH
This switch must be ON, slider Up, when the locomotive
leads in consist, and must be OFF when the locomotive trails
or is dead in consist.
When the FUEL PUMP switch is ON, it provides power to the
throttle and reverser switches, and enables various other
trainlined control circuits.

DYN BRAKE CIRCUIT BREAKER
This 10 amp circuit breaker protects the dynamic brake
rheostat (RH50) and the auxiliary dynamic break resistor
assembly (RE DB). The DYN BRAKE circuit breaker must be
ON (lever UP) for the dynamic brakes to be operational.
Figure 3-6. Switch Panel

ENG RUN SWITCH
leads in consist, and must be OFF, slider Down, when
locomotive trails or is dead in a consist.
When the ENGINE RUN switch is ON, the locomotive control
system controls diesel engine speed according to throttle
handle setting. When the ENGINE RUN switch is OFF,
engine speed is not affected by throttle handle setting.

GEN FLD SWITCH
leads in consist, and must be OFF when the locomotive trails
or is dead in consist.
Note: On EMD AC locomotives such as this one, the

traction alternator powers the DC link rather than
powering traction motors directly. This difference
affects GEN FLD switch operation. The switch must
be ON to enable traction motor operation. When this
switch is OFF, the control system will still excite the
traction alternator and charge DC Link, but the
traction motors will not produce traction or dynamic
braking.
HEADLIGHTS ROTARY SWITCHES, FRONT

AND REAR
These two switches control the headlights at the front and
rear of the locomotive. They have three ON positions: DIM,
MEDIUM, and BRIGHT, to control the intensity of the
headlights.
Note: The HDLTS circuit breaker must be ON to operate

the headlights. Also, the position of the HEADLIGHT
ROTARY SWITCH on the Engine Control Panel will
affect the operation of the headlight.
HORN SWITCHES, FRONT and REAR

The front and rear horn switches provide power
directly to the magnet valves that operate these horns. The
front horn switch is a lever type switch. The rear horn switch
is a pushbutton type switch. Refer to Figure 3-5, page 3-6.

SANDING SWITCH
When activated, the sanding switch provides a signal to
EM2000, which then activates the sanding magnet valves
based on direction. When a forward direction is selected,
sanding is provided on axles 1 and 4. When a reverse
direction is selected, sanding is provided on axles 3 and 6.
The sanding switch is automatically disabled at speeds
greater than 24.1 km/h (15 mph). Above this speed, sanding
is controlled by EM2000. A sand icon is displayed on the
FIRE screen when sanding is active. Refer to Figure 3-5.
WALKWAY LIGHTS SWITCH
This switch controls the 3 walkway lights on the locomotive.
Two of these lights are located at the front, and the third is
located at the rear.
ALERTER RESET SWITCH
The GT46AC alerter function, which is integrated into the
FIRE system, monitors various engineer’s control devices for
indications that the engineer is present and alert. If the
system does not get those indications, it activates a
progressive audio-visual alarm. The alerter system switch
resets the alerter timer.
Figure 3-7. Alerter Reset Switch

CRASH HARDENED MEMORY (CHM)
This module, located in the control stand, is a memory
backup for the FIRE Event Recorder.
Figure 3-8. Crash Hardened Memory
OPERATOR’S FIRE DISPLAY PANEL

The FIRE display panel integrates many control and
indicating functions into one system. By using the FIRE
display panel, the operator can view important operating
data and respond to various locomotive sub-systems
(including locomotive computer EM2000) directly from the
console.
F84097
Figure 3-9. Operator’s FIRE Display Panel

The FIRE panel is equipped with a display and eight push
button keys that enable the operator to select or activate
menu items listed on-screen key labels. In this manual,
when instructions read “press the xxxx key,” it means
press the pushbutton key that is directly below the “xxxx”
key label.
Figure 3-10. FIRE Display Pane
Figure 3-11. FIRE Screen Status Window

LOCOMOTIVE ODOMETER & ROAD NUMBER
This area includes:
• Locomotive Odometer -
Displays total kilometres (miles) travelled by
locomotive.
Updates once per second.
• Locomotive Road Number
• Air Brake System Status Information -
Described following Figure 3-12.
Figure 3-12. Air Brake Status
• Equalizing Res -
Equalizing reservoir air pressure, in kPa (psi).
Note: Data updates once per second.
• Brake Pipe -
Brake pipe air pressure at locomotive, in kPa (psi).
• BC - Brake cylinder pressure, in kPa (psi)
• Main - Main reservoir air pressure, in kPa (psi)
• Flow - Air flow through brake pipe, in Litres/minute
(CFM).
Speedometer
This area, illustrated by Figure 3-13, includes the locomotive
speedometer, consisting of an oval gauge and the
corresponding digital locomotive speed display.
Speedometer indicates locomotive speed in km/h, updated
every half second. Scale divisions are 10 km/h apart.

The scale above the overspeed limit (penalty brake zone) is
red; the warning speed zone (below penalty brake zone) is
yellow. When the overspeed detection system is disabled,
the entire scale is white.
Figure 3-13. Speedometer

Upper Right Corner
This area, illustrated by Figure 3-14, includes the indicators
listed after the illustration.
Figure 3-14. Upper Right Corner of Screen
Accel Locomotive acceleration in kilometres per

hour, per minute. Data updates once per
second.
Reverser Directional handle (reverser) setting:
Forward, Centered, or Reverse.
Data updates once per second.

Tractive Effort Total pulling force being exerted by the
locomotive at the wheels, in KiloNewtons
(kN). Indicated both digitally and
graphically - on horizontal meter.
(Arrowhead points at present tractive
effort level on meter.) Data updates once
per second.
Throttle or Throttle handle setting (IDLE or TN,
Dyn.Brake throttle notch), or Dyn. Brake handle
setting (DB% of max.). Data updates once
per second.
Warning Indicator Strip
This area, illustrated by Figure 3-15, includes the indicators
below. They are OFF, except as noted.
Figure 3-15. Warning Strip Indicator

WHEEL This white indicator lights to notify or warn the
SLIP
operator of various conditions, some of which can be
very dangerous. For more information refer to "WHEEL
SLIP CONTROL" on page 4-27.
PCS This orange indicator lights whenever a penalty or
OPEN
emergency brake application occurs - locomotive
power/ dynamic brake operation is also interrupted.
To restore locomotive power/dynamic brake operation after
safety control or emergency brake conditions end, reset
pneumatic control: set throttle in IDLE, then follow the
directions on the FIRE screen to reset the penalty or
emergency brake application.
DYN This yellow indicator flashes On and Off when
BRAKE
dynamic brake current is excessive on lead
locomotive or on any locomotive trainlined to it.
If DYN BRAKE indicator flashes, reduce dynamic brake
handle setting immediately to help prevent equipment
damage.
If DYN BRAKE indicator does not stop flashing when
dynamic brake handle setting is reduced, or if indication

repeats, set engine control panel DYNAMIC BRAKE switch
on affected locomotive to CUT OUT. That locomotive’s
power operation will not be affected, but its dynamic braking
will not function, and message - NO DYNAMIC BRAKE -
DYNAMIC BRAKE IS CUT OUT will display on that
locomotive.
ALERT This red indicator flashes, then lights steadily as the
25
alerter system countdown progresses. The
countdown (in seconds) displays in the ALERT indicator,
under the RESET label. For detailed Alerter information refer
to "ALERTER SYSTEM OPERATION" on page 4-52.
UNIT This yellow indicator lights whenever the FIRE
ALARM
system has sounded the audio warning device on the
overhead console, whether for a FIRE system warning or
because another system has requested the warning.
If alarm can be silenced, yellow ALARM SILENCE key
appears automatically.
The UNIT ALARM indicator remains lit until the cause of the
warning no longer exists, even if the operator silences the
audio warning device through the FIRE system.
AB This red indicator flashes for five seconds, then lights
FAIL
steadily, when the air brake system has experienced
a failure, or when communication between the air brake
system and the FIRE system has failed.
Note: In some circumstances when the air brake system

has a communication problem, the blue INVLD DATA
indicator lights at the AB FAIL spot on the FIRE
screen.

AIR BRAKE STATUS AND SPEED CONTROL
This area of the screen includes the indicators shown in
Figure , next.
Figure 3-16. Status Indicator
SPEED CONTROL ON This indicator appears when the

& SET SPEED speed control system is ON. The
set speed, in km/h, appears
directly below the SPEED
CONTROL ON indication.
AIR BRAKE SETUP Indicates how air brake control
system is set up:
LEAD CUT IN, or
LEAD CUT OUT, or
TRAIL, or
?- if lead/trail or cut in/cut out
information from brake control
system is missing or invalid.
Icon Indicators Area on Figure 3-12, page 3-12

screen
Any or all of the icons appearing next can appear on the right
central part of the screen.
This yellow icon appears whenever the EM2000
locomotive computer is activating the sanding magnet
valves, manual sand switch operation, automatic wheel slip
control, automatic wheel creep control, or emergency
braking.

This indicator illuminates whenever the parking brake
is applied on the locomotive.
FIRE MAIN MENU
Figure 3-17. FIRE Menu Hierarchy
Figure 3-18, illustrates the FIRE Main Menu page 1 keys

available.

Figure 3-18. Main Menu Page 1 Keys Available
Pressing the More Choices key on page 1 of the FIRE Main
Menu, Figure 3-18, causes FIRE Main Menu page 2 keys to
appear, Figure 3-19. Similarly, pressing More Choices on
page 2, will cause FIRE Main Menu page 3 to appear,
Figure 3-20, page 3-19. Selecting the More Choices Option
on Main Menu page 3 causes Main Menu page 1 to appear.

The following paragraphs detail FIRE Main Menu functions.
LOCOMOTIVE DATA
There are two active screens for locomotive data information
that can be accessed. By pressing the More Choices
function key, the second screen will be accessed. By
pressing the More Choices function key, the 1st screen will
appear again.
Figure 3-21. Locomotive Data Screen - Page One

Figure 3-22. Locomotive Data Screen - Page Two
Self Test Function Key
Pressing the Self Test function key from the Locomotive
Data Screen, the Self Test function key items will appear.
Figure 3-23. Self Test Function

By using the up and down arrow keys the driver may select
the desired test, and run that test by pressing the select key.
On screen instructions will guide the user through proper
set-up and test conditions.

Data Meters
Data meters provide real-time data related to operation of
the locomotive and control computer. The data meters can
display the following signals:
• Computer input/output information.
• Analog feedbacks.
• Status of internal systems or devices.
• Internally derived variables related to locomotive
performance.
Several predefined data meter selections are available to
provide rapid access to signals related to a specific
locomotive operating mode. These predefined screens
cannot be altered by the user.
Several programmable data meters are also available.
These meters allow the user to create a custom data meter
screen of up to 15 signals. Programmable meters are
labelled according to the date and time they were last
edited.
Figure 3-24 is the Data Meters Menu screen, while Figure
3-25 is an example of a typical Data Meter (Dynamic Brake).
Figure 3-24. Data Meters Menu

Figure 3-25. Typical Meter Menu (Dynamic Brake)
Running Totals
The Running Totals selection from the locomotive data
screen is used to display locomotive performance data
stored in non-volatile memory. This data includes distance,
time, various power levels, etc. over a specific time interval,
and over the lifetime of the locomotive.
Figure 3-26. Main Menu - Running Totals

Lifetime Totals
If Lifetime Totals is selected from the Running Totals Main
Menu, the Lifetime Totals screen is displayed. It shows data
acquired since the locomotive was put into service.
Figure 3-27. Lifetime Totals Data Screen
Life Time Governor

If Life Time Governor Data is selected from the Running
Totals Main Menu, the Life Time Governor Data screen is
displayed. This screen reveals Hours, Miles, Kilowatts per
hour for given governor throttle position.

Figure 3-28. Life Time Governor Data
Lifetime Throttle Data

If Lifetime Throttle Data is selected from the Running Totals
Main Menu, the Lifetime Throttle screen is displayed. This
screen reveals accumulated data for all throttle and dynamic
brake positions. For each throttle position in power or
dynamic brake operation the following data is displayed.
Figure 3-29. Lifetime Throttle Data Screen

Monthly Power
From the Running Totals Main Menu, select the Monthly
Power screen. Viewing the Monthly Power screen will show
the accumulated kilowatt hours per month.
Figure 3-30. Monthly Power Data Screen

Trip Monitor Totals
If Trip Monitor Totals is selected from the Running Totals
Main Menu, the Trip Monitor Totals screen is displayed. It
reveals accumulated locomotive performance data for a user
determined time period. The Trip Monitor Totals screen is
essentially the same as the Lifetime Totals screen except it
is applied to only one trip - instead of displaying the
locomotive total service date, the date that the Trip Monitor
was started is displayed. In addition to the date that the trip
monitor was started, either a Trip Monitor stop date or, if the
trip monitor is running, a RUNNING message will be
displayed.
Figure 3-31. Trip Monitor Lifetime Totals Data Screen

Monthly Mileage
If Monthly Distance is selected from the Running Totals
Main Menu, the Monthly Distance screen is displayed. It is
used to calculate the distance travelled in each month for the
last five years, going backwards in time from the present.
This screen reveals the month, year, and number of
kilometers or miles travelled during that month. The display
starts with the present date.
Figure 3-32. Monthly Distance Screen
Trip Monitor Governor Data

From the Running Totals Main Menu, select the Trip Monitor
Governor Data screen. This screen will show the total hours,
miles and kilowatts for each governor position since the Trip
Monitor Function was started and stopped.
Trip Monitor Throttle Data
From the Running Totals Main Menu, select the Monitor
Throttle Data Screen. This screen will show the total hours,
miles, and kilowatts for each throttle position since the Trip
Monitor function was started and stopped.

Figure 3-33. Trip Monitor Throttle Data Screen
Download All Data
This menu provides a means of downloading the running
total data from EM2000 to a laptop computer.
Downloading the data does not erase the data from the
EM2000 memory.
Set Trip Monitor
This menu is used to start and stop a trip, for the Trip Monitor
Throttle and Trip Monitor Governor data screens.
Start and stop date and time are recorded for the trip.

Fault Data Capture
The “Fault Data Capture” softkey enables the operator to
manually log a fault in the archive. This gives the engineer
the ability to capture data via the data packs during abnormal
locomotive operation where the control system has not
detected the problem and has not logged a fault. When the
engineer presses the softkey, this leads to the Fault Data
Capture screen.
Figure 3-34. Fault Data Capture Screen

To manually log a fault the engineer must press the
“Continue” soft-key. The continue key will be disabled for five
seconds before the engineer can manually log another fault.
When the “Exit” softkey is pressed, FIRE returns to the
previous menu.

Auto Start Data
The Auto Start (AESS) Data Selection option is reached from
the Locomotive Data Main Menu page two, refer to
Figure 3-18, page 3-18.
The auto start data selection allows for the downloading of
statistical information on the auto start system. The auto start
system saves fuel by automatically starting an stopping the
diesel engine when the locomotive is unattended. For
detailed information refer to "AUTOMATIC ENGINE
START/STOP SYSTEM (AESS)" on page 4-11.
To download the Auto Start Data connect a portable
computer (RS232 port) and select the download all data
option and press download data softkey.
Figure 3-35. Auto Start Download

Traction Cut-out
Figure 3-36. Traction Cut-Out

This option, found under Locomotive Data Screen - Page
Two, Figure 3-22, page 3-20, allows the status of both trucks
inverters to be observed on the display screen, and trucks to
be cut out or cut in through the display.
The GT46AC has separate traction motor blowers for each
truck. If one of the blowers failed, then it would be
advantageous to cut out that truck and associated traction
motors allowing the locomotive to be powered by the other
truck/traction motor assembly. An entire truck can be
electrically disabled or enabled through the display.
When the traction cut out soft key is selected, the status of
both trucks is displayed.
Note: If a fault causes power lockout and a crew message,

then a truck must be disabled in order to continue
operation.

The function key will read as follows:
• ENABLE - If the cursor is positioned on a truck whose
status is FAIL DSB (failed to cut out) or DISABLED.
• DISABLE - If the cursor is positioned on a truck
whose status is FAIL ENB (failed to cut in) or
ENABLED.
PROCEDURE TO CUT OUT OR CUT IN A TRUCK
Changes in traction status are usually brought about by
some fault condition, which is indicated on the screen. A
traction status change consists of Disabling or Enabling an
entire truck When a truck is disabled, the DC Link motorized
switchgear for that truck remains centered, disconnecting
the traction inverter and all 3 traction motors from the main
generator.
For each fault condition, a Crew Message will be displayed
that identifies the fault, and assigns it to a truck. If the
condition requires that a Truck be Disabled, the procedure
would be as follows:
DISABLE OR ENABLE A TRUCK
1. Do not Isolate the locomotive (Doing so causes further
Inverter faults. The EM2000 automatically isolates the
Locomotive at the proper time).
2. Press the Traction Cut Out key on the operator's FIRE
Screen to bring up the Traction Status Screen.
3. On the Traction Status Screen, move the cursor to the
selected truck. The Truck status is displayed
“ENABLED”. Since the Truck is still ENABLED, the
DISABLE Function Key appears on the Screen.
4. Press the DISABLE key to cut out the truck. During the
cutout process, the truck status will change to
TRANSFER while the cut out is in process. No other
keys will be available while this message is displayed. If
the cutout procedure is successful, Truck 1 status will
change to DISABLED on the display. If the cursor is at
Truck 1, and Truck 1 is DISABLED, then only ENABLE
and EXIT are available (illuminated) since this truck is
already disabled.

5. Press the ENABLE key to cut in the truck. During the cut
in process, the truck status will change to TRANSFER
while the cut in is in process. No other keys will be
available while this message is displayed. If the “cut in”
procedure is successful, Truck 1 status will change to
ENABLED on the display.
FAILURE OF TRUCK TO CUT OUT
If a truck cannot be cut out through the display, then there is
a failure in the system. A failure in the system will cause truck
status on the screen to change to FAIL DSBL.
FAILURE OF TRUCK TO CUT IN
If a truck cannot be cut in due to a failure in the system, then
the truck status will change to FAIL ENBL.
Locked Wheel Disable
WARNING
Locked wheels on moving locomotives are very
dangerous. If LOCKED POWERED WHEEL is indicated.
Do not, under any circumstance, tow a locomotive having
sliding or locked wheels, or move such a locomotive in
consist. Always follow your Railway Operating
instructions.
This option allows the operator to bypass the locked wheel

detection system in the event of a faulty wheel speed sensor.

Figure 3-37. Locked Wheel Disable
OPERATORS CONTROLS
Figure 3-38. Operator’s Controls
Pressing the Operator Controls key on page 1 of the FIRE

Main Menu, Figure 3-18, page 3-18, brings up the Operator
Controls menu, Figure 3-38.

The Operator Controls menu selections are:
Alarm Bell Silence
If the locomotive FIRE system alarm is ringing, and the fault
that triggered the alarm is the silenceable alarm type,
pressing the Alarm Bell Silence key silences the alarm bell.
Display Setup
Pressing the Display Setup key on the Operator Controls
Menu brings up the Display Setup Control keys. Refer to
Figure 3-39.
F48881
Figure 3-39. Display Setup Screen

The Brighter and Dimmer keys control screen illumination.
The existing screen illumination level displays in the box
above the Brighter and Dimmer keys - 100% is the brightest.
Each Brighter or Dimmer key press changes the level 5%.
Pressing the Change Profile key brings up the Profile
Selection screen. Refer to Figure 3-40.

Figure 3-40. Profile Selection Screen
The profile selected sets up the following formats on all FIRE
display screens.
• Language
• Date
• Time
• Time Zone
• Units of Measure (Example - mph vs. km/h)
• Decimal Symbol
• Digit Grouping Symbol
• Negative Sign
• List Separator
Note: All formats listed above are set at the same time. No
single format listed above can be changed by itself
through the Profile Selection function.

Press the arrow keys to highlight the desired profile, then
press the Select key to activate it. Pressing the Default key
immediately activates the default display profile. Pressing
the Exit key returns the display to the Display Setup screen.
SPEED CONTROL
A request for speed control operation (SSC mode) is made
through the FIRE display with the SLOW SPEED (or SPEED
CONTROL) option. Once the control computer initiates slow
speed operation, the display screen will show the target (set)
speed and the actual speed (average locomotive speed) on
the SLOW SPEED set-up screen.
A locomotive may operate in slow speed mode well beyond
the 30 minute blank screen time-out period without a key
being pressed. For this reason, the blank screen function
has been disabled when operating in slow speed mode.
If the user moves on to a different screen function and there
is no key pressed for ten minutes, then the display returns
automatically to the SLOW SPEED set-up screen. Also,
should the set-up screen be overridden by a priority crew
message, the operator can suppress the crew message and
return to the set-up screen by pressing the EXIT key on the
keypad.
When operating speed control in power, EM2000 adjusts
locomotive power to maintain set speed. Procedure starts
below.
To operate the locomotive in power speed control:
1. Set up locomotive for lead operation - direction
selected, CONTROL FUEL PUMP switch ON
(slider Up), throttle handle set in IDLE, and
engine running.
2. Bring up FIRE Main Menu page 1 on the
operator’s FIRE panel. Refer to Figure 3-41.

Figure 3-41. FIRE Main Menu Page 1
3. Press the Speed Control key and Speed Control
menu displays. Refer to Figure 3-42.
Figure 3-42. Speed Control Screen

4. Use arrow key(s) to pick Power Speed Control on
the screen.

5. Press the SELECT key. Entry Conditions To
Speed Control Entry Menu screen displays. Refer
to Figure 3-43.
Figure 3-43. Power Screen Control Entry Menu

Press START key. Power Speed Control Active screen
displays. Refer to Figure 3-44.
Figure 3-44. Power Speed Control Active Screen

6. If conditions are not met, such as moving the
reverser handle to either Forward or Reverse, the
condition that is not met will be highlighted in
yellow and a message will appear indicating that
not all entry conditions are met. Refer to Figure
3-45 below. Correct the condition(s) until the
START option is available.
Note: There are other conditions that the system

assumes are met such as PCS cleared and
the Isolation switch in the Run position. If any
of these assumed conditions are not met, a
crew message will appear and Speed Control
will be exited.
7. EM2000 initially sets Set Speed equal to Actual

Speed.
Figure 3-45. Conditions to Start Power Speed Control

8. Using the Speed Up and Speed Down keys on
the FIRE panel, increase or decrease the
displayed Set Speed to reach the desired Set
Speed.

9. The Set Speed should be set between 0.3 km/h
(0.2 mph) and 10 km/h (10.0 mph), each tap on
either Speed Up or Speed Down key increases or
decreases Set Speed by an increment of 0.3
km/h (0.02 mph). If either button is held down, the
Set Speed will begin to increase or decrease at a
faster rate. On this order of GT46AC locomotives,
the maximum speed control setting is set at 16
km/h (10 mph). If the Speed Up button is pushed
to increase the set speed once the Set Speed is
16 km/h (10.0 mph), the FIRE screen will indicate
that the maximum Set Speed has been reached.
10. Advance the throttle to a sufficiently high throttle
position based on train size. TH2 for light trains,
TH4 for medium trains and TH6 for heavy trains.
EM2000 responds by starting speed control
operation, and trainlined units with speed control
also start speed control operation.
Note: On EMD AC locomotives, the EM2000

locomotive computer automatically adjusts
actual throttle setting (not necessarily the
handle setting) as conditions require to
maintain Actual Speed at Set Speed.
Throttle notch 1 may not be sufficient for
other locomotives in consist that only
respond to the lead locomotive manual
throttle setting.
11. Advance the throttle to a setting that is sufficient

to fully use the power available from all the units
in the consist to maintain set speed.
Note: Power Speed Control operation does not

apply dynamic or air braking to maintain Set
Speed.

12. To exit Power Speed Control, push the End
Speed Control key at the screen - Figure 3-46. It
is only possible to end speed control operation if
the throttle is in IDLE. In all other throttle
positions, the option to end speed control will not
be available. Upon ending speed control, the
Speed Control screen will appear. Refer to Figure
3-47.
Figure 3-46. End Speed Control Menu

DYNAMIC BRAKE SPEED CONTROL
From the Speed Control menu, select the Dynamic Brake
Speed Control option.

The Dynamic Brake Speed Control Entry conditions screen
appears, stating Local Reverser handle to direction of travel.
Dynamic brake handle to set up.
Once the entry conditions are satisfied press the Start key.
The Dynmaic Brake Speed Control Active screen appears.
Refer to Figure 3-48.
Figure 3-48. Dynamic Brake Speed Control Screen
Note: If any of the entry conditions are not met, such as

moving the reverser to either forward or reverse, the
condition that is not met will be highlighted in yellow
and a message will appear indicating that not all
entry conditions are met. The “Start” button will not
be available until all of the entry conditions are met.
Refer to Figure 3-45. Correct the condition(s) until
the “Start” option is available.
There are other conditions that the system assumes

are met such as PCS cleared and the Isolation
Switch in the RUN position. If any of these assumed
conditions are not met, a crew message will appear
and speed control will be exited.

Figure 3-49. Dynamic Brake Entry Conditions Not Met
The EM2000 initially makes the Set Speed equal to actual
speed. It will only read zero if speed control is entered at
standstill. Use the “Speed Up” and “Speed Down” buttons on
the FIRE screen to increase or decrease the Set Speed until
the desired level is reached
Note: The speed should be set between 0.20 MPH and

10.0 MPH. Each tap on either “Speed Up” or “Speed
Down” will either increase or decrease the Set Speed
by 0.02 MPH. If either button is held down, the Set
Speed will begin to increase or decrease at a faster
rate.
If the “Speed Up” button is pushed to increase the

Set Speed once the Set Speed is at 10.0 MPH, the
FIRE screen will indicate that the maximum Set
Speed has been reached.
1. Leave the DB handle in SET-UP.
Note: No adjustment is required based on the size of the

train.
2. Release the air brakes if they haven’t already

been released.

3. To exit Dynamic Brake Speed Control, choose
“End Speed Control.” The Speed Control screen
will appear.
4. Choose “Exit” when the Speed Control screen
appears.
AIR BRAKES
The Air Brakes key, Figure 3-41, page 3-38, will access the
Air Brakes Setup menu, enabling the operator to change
brake settings and/or configuration. Selections include
Equalizing Reservoir setup, Lead / Trail, cut in/out,
Passenger or Freight, and Air Brake Data, Figure 3-50, page
3-45.
Selecting the Equalizing Reservoir setup key may prompt
the operator for a customer optional authorization code
before any changes can be made. If the authorization code
is not known, contact your company or the local EMD
representative.
If any changes are made, the operator must press the Accept
Setting button, which will prompt the Confirm Selections key.
Pressing the Accept Settings a second time will change the
configuration to the newly input settings.
Figure 3-50. Air Brake

Air Brake Set Up
Note: To set up the electronic air brake system or change

the existing setup, the locomotive must be stopped or
moving at less than 5.6 km/h (3.5 mph). If existing air
brake system set up is LEAD-CUT IN at power up,
the brake system computer will not take control until
the automatic brake handle is set in SUP for ten
seconds, then is returned to REL. (This is the same
operation as resetting a penalty brake application.)
To set up the locomotive brake system for the lead position

in a multiple consist or for single unit operation:
1. Set independent brake handle in FULL (full
application).
2. Set automatic brake handle in REL (release).
3. Press Air Brakes key on FIRE Main Menu.
4. Press Lead/Trail key to select LEAD. (Cuts in
independent brake valve.)
Note: Lead/Trail key is not available if locomotive

speed is above 5.6 km/h (3.5 mph) or local
reverser is thrown (not centered).
5. Press Cut In/Cut Out key to select CUT IN. (Cuts

in automatic brake valve.)
Note: Cut In/Cut Out key is only available if LEAD

has been selected.
6. To set up or change equalizing reservoir, press

Equalizing Res Setup key. (Equalizing Reservoir
Setup Menu displays.)
7. As required, press 80, 90, or 100 psi 552, 621, or
690 kPa) to select proper range, and adjust in
single increments by pressing blank keys for
hundreds, tens, units while watching the indicated
Equalizing Reservoir Setup Pressure.

8. Press Accept Setting to enter selections. (Screen
displays CONFIRM SELECTION BEFORE
ACCEPTING.) Press Accept again to confirm
selections.
Pressing the Air Brake Data key will initiate a remote session
with the Electronic Air Brake computer. The availability of
this key is dependent on the type of air brake system
installed.
Figure 3-51. Air Brake Diagnostics

EVENT INFO
The Event Info key enables the operator to view an archive
of events maintained by the EM2000 computer. EM2000
also provides the capability of sorting the event data, which
is a great help if troubleshooting the locomotive. The Event
Archive can be downloaded for history or reference
purposes.

Figure 3-52. Event Info
Event Archive
The Event Archive selection from the main menu allows a
user to see the fault messages that have been logged into
the archive memory (in the CPM module) during past
operation and/or testing. The user can view either all of the
faults, or only the faults logged since the annunciator was
reset. The archived data can be displayed in several different
ways in order to provide some flexibility in examining the fault
history.
Two other important functions can be performed through the
event archive selection:
1. All the faults visualized on the display screen can
also be downloaded to the PC card reader.
2. The event archive function can also be used to
clear the fault annunciator by resetting the date.

Figure 3-53. Event Archive
Fault Detection and Annunciation
A major advantage of computerized control over an analog
system is in fault determination. Any unusual or out of
ordinary conditions in locomotive operation can be
annunciated and/or stored in the event archive. This fault
event can be a switch or control out of position, a device
failure, or a general warning message. The computer calls
up a fault handling routine whenever a fault event occurs.
The fault handling routine determines if the fault event
requires a crew message and/or an archive service.
Crew messages are aimed primarily as operational
information. For this reason, some fault events such as
device failures are not displayed in the crew message form.
The operating crew would have only a casual interest in this
condition.
On the other hand, not all crew messages are archived.
Temporary operating conditions, such as engine speed
increases, are normal events and do not require archiving.

Fault Archive Storage
The fault archive system provides a large non-volatile data
base used to record the occurrence of certain faults. The
fault record is stored in memory and contains the following
data elements:
• Fault type.
• Fault class.
• A pointer to the fault message description string.
• Fault flags.
• Date, time, and GPS location of occurrence.
• Unit number, and if required, a snapshot of important
system data taken at the instant the fault was
recognized.
• Fault code.
Fault History Gathering
The purpose of a fault history packet is to record locomotive
operation data that occurred before the fault occurred. A
circular buffer is active at all times and records a snapshot of
operating parameters every 1.0 seconds.
When a fault occurs, a data packet of approximately 5 of
these 1.0 second data bunches is collected from the buffer
and provided to the display. Five samplings of 1.0 second
duration produces a gathered fault history packet of 5 x 1.0s
= 5.0 seconds before the fault occurred. This 5.0 second
data packet along with the normal fault data packet recorded
at the time of the fault provides a user with some knowledge
of what could have caused the fault in the first place.
Archive Structure
When a fault is indicated by one of the protective functions,
the control computer decides if the fault should be archived,
and the associated data is quickly gathered from the main
system data store.

Note: In order to prevent the archive from filling up with the
same fault, some faults are allowed only a specific
number of records per day. Additional occurrences of
an identical fault (after the limiting value) are
recorded as a quantity in the last record.
Fault Information
Every archived fault contains the following information:
1. Fault Name.
2. Unit Number - the locomotive’s railroad number
from the battery backed-up memory.
3. Time and Date - date and time that fault occurred.
4. Faults in a 24/hour period.
5. Fault Code - Number.
6. Status - active or inactive.
7. Software - part number or version.
Data Pack
If a data pack is stored with the fault message it can be
accessed by pressing the More Details softkey.
Fault Recurrence
In order to conserve memory storage, on some faults only
one occurrence of the fault per day is actually recorded and
stored. The second occurrence of the same fault is not
stored, but does actuate a counter which can display the total
number of fault occurrences (up to 999) for that day. (A day
starts at midnight.)
Software ID
Each stored fault includes the EMD production part number
for the software in use at that time and also the version.

Event Archive
Pressing the Event Archive key will display a list of the active
and inactive faults in the archive.
The active faults highlighted in RED are events that are
presently active, and depending on the type of fault can be
causing the locomotive to be inactive preventing normal
operation.
Inactive faults regardless of the type and severity will not
prevent locomotive operation. However, severe repetitive
faults require some diagnostics to determine the cause in
order to prevent any future failures.
Note: Serious problems do not disappear and must be

addressed immediately by technical support.
A road failure is immanent if not fixed.
Event Archive Fault Display
Figure 3-54. Event Archive Fault Display

The operator menus available:
Filter list: Select a predetermined list of
events to view
Acknowledge Faults: Acknowledge inactive faults
Clear: Clear
More details: More details on fault shown.
Download Log: Download through RS232
serial port
Exit: Return to previous menu
Filter List
The filter list allows the operator to select and view all the
categories of faults or a selected number of categories.
F84161
Figure 3-55. Filter List

Acknowledge Faults
When a fault occurs it is stored in memory and a pop-up crew
message will provide relative information to the operator.
Some faults are temporary and are automatically reset need
no operator invention. However, because this fault is stored
in memory until the fault has been acknowledged by the
operator or technician the fault pop-up menu relative to this
fault will continue to be displayed on the FIRE screen.
Acknowledging the fault will prevent any further pop-up on
this fault issue from being displayed on the screen.
F84162
Figure 3-56. Acknowledging Faults

Clearing Annunciator
The annunciator acts as a bookmark in the fault archive.
It provides maintenance personnel the option to view only
faults that have been archived since the annunciator was
last reset. Pressing the Reset key sets the annunciator to
the current date and time.
F84163
Figure 3-57. Clearing Annunciator

Event Details
Pressing the More Details key displays the Event Details
menu. This menu gives the date, time, and GPS location of
the fault occurrence, and includes data packs of relevant
system information for up to 5 seconds prior to the fault
occurrence.
F84164
Figure 3-58. Event Details
F84165
Figure 3-59. Event Details - Page Two

LOCOMOTIVE MONITOR
Selecting Loco Monitor will permit the operator to view “real
- time” displays of monitored functions such as the FIRE,
EM2000, and EMDEC systems and overall locomotive
“health”.
Selecting Locomotive Monitor from the Main Menu page two
will bring up the locomotive monitor screen. Refer to Figure
3-60.
Figure 3-60. Locomotive Monitor

Locomotive Information
The information screen allows a user to quickly evaluate the
status of the systems software. It displays in one location
information useful for troubleshooting network and software
issues. All software processes that are monitored are
displayed on the information screen. Refer to Figure 3-61.

Figure 3-61. Locomotive Information Screen
Using the arrow keys, a subsystem may be selected and
detailed information can be viewed by pressing the “More
Details” key. Pressing the exit key will set the screens back
to the locomotive monitor screen. Refer to Figure 3-60.
Figure 3-62. Locomotive Information - More Detail

Locomotive Health
Selecting the Locomotive Health key accesses the primary
screen for monitoring the condition of the locomotive,
Figure 3-63, page 3-59. This feature will list locomotive
subsystems, their status and health and reasons why the
system may not be considered “OK”. The up and down
arrows let the user scroll to a particular subsystem.
Figure 3-63. Locomotive Health Screen
Locomotive health is defined as a measure of its ability to

perform normally. Health definitions or locomotive status, are
indicated as OK, ATTENTION, LIMITED, FAILED and NO
Report. These definitions are given for both the overall
locomotive health and subsystems status.
The health designations are defined by the following:
Health Description
Classification
FAILED The system is non-operational.

LIMITED Reduced capability. The system
can be operated at this time but
at a reduced performance level.
The evaluation is made based on
both the present conditions, and
the number of problems that
have occurred in the system in
the past 24 hours.
ATTENTION The system is operational, but a

problem has occurred since the
last time the system was
checked.
OK The system is fully operational,

and there are no previous
problems which require attention.
NO REPORT The system is either not

communicating and/or is not
enabled.
The health classification or status displays are also color

coded. For instance, Failed is red, limited yellow, attention
green, and OK or no report is white. As well, the system also
provides a “Detail Health” key which, when any of the
subsystems on the FIRE screen are highlighted, (by use of
the arrow keys at the bottom of the screen), and the detail
health key is activated, jumps the user into the archive menu
screen for detailed fault messages, fault codes and other
pertinent information.
Pressing the exit key will return to the Locomotive Monitor
screen.
Reset/Shutdown Option
The Reset/Shutdown option allows the operator to cycle the
FIRE computer (“reboot” the computer), or shut the
computer down without having to use the cab display circuit
breaker. A controlled reset / shutdown reduces the chances
of data loss and is the preferred method of resetting the
system.

The option can be found from the main menu page 2,
through the Locomotive Monitor option. The
Reset/Shutdown System menu contains three different keys
“Reset”, “Shutdown” and “Cancel”:
Figure 3-64. Reset/Shutdown System
• “Reset” This key will shutdown and restart the FIRE

computer display automatically.
• “Shutdown” This key will completely shutdown the
FIRE computer display and it will not restart unless
the Cab Display circuit breaker is cycled.
• “Cancel” This key will exit out of the Reset menu and
return back to the Locomotive Monitor menu (or the
previous menu screen).
CAUTION
Shutting down the system will cause a penalty or
emergency brake application!

Figure 3-65. Shutdown System
MAINTENANCE MODE
Maintenance Mode
The Maintenance Mode allows the locomotive crew to
perform the required departure tests as well as allowing
maintenance personal to set the time/date, reset the
odometer and perform a number of diagnostic tests in aid of
troubleshooting the locomotive.
Pressing the Maint. Mode key on page 2 of the FIRE Main
Menu, brings up the Maintenance Menu.
DEPARTURE TESTS
The FIRE system can automatically perform three departure
tests: Penalty Brake, Overspeed and Alerter. To prepare for
any departure test, follow these steps:
1. From the operator's FIRE panel bring up FIRE
Main Menu Page 2 and select Maintenance
Mode.

Figure 3-66. FIRE Maintenance Mode Selection
2. The Maintenance Authorization window, Figure

3-67, opens. To access the Maintenance Mode
menus, it is necessary to enter a 4 digit code.
This code is based on the date, therefore it is
different every day.
Figure 3-67. Maintenance Authorization

3. Write Maintenance Authorization window date
this way: Month/Day / Year, where:
Month = Month No. - 01 for Jan 02 for Feb, etc.

Day = Day of Month - First day of mo. = 01, etc.
Year = Last Two No’s. of Year - 2005 = 05, etc.
Example: August 10, 2005 = 08 /10 / 05
4. Convert Month /Day /Year date to Maintenance
Authorization Code A B C D, as follows:
a. Total all individual numbers in Month /Day /Year.
For date 08 /10 / 05, add 0 + 8 + 1 + 0 + 0 + 5.
(Total equals 14.) Use last number of Total, 4 in
this example, as number A in Maintenance
Authorization Code.
b. Use last number of Year, 5 in this example, as
number B in Maintenance Authorization Code.
c. Use last number of Day, 0 in this example, as
number C in Maintenance Authorization Code.
d. Use first number of Day, 1 in this example, as
number D in Maintenance Authorization Code.
Example: Authorization Code for 08/10/05 is 4 5
0 1.
5. Enter Authorization Code from Step 4 on
Maintenance Authorization window by pressing
each of four blank keys to advance value in
corresponding code digit. If incorrect code is
entered, the following message will be displayed
in orange lettering on the right side of
Maintenance Authorization window.
Authorization Error. Please Try Again
After correct code is entered on Maintenance

Authorization window, the Maintenance Menu
appears. Refer to Figure 3-68.

Figure 3-68. Maintenance Menu
Departure Tests
Three departure tests are available:
• Penalty Brake Departure Test on page 3-66.
• Overspeed Departure Test on page 3-67.
• Alerter Test (Alerter Reset Test) on page 3-69.
Figure 3-69. Departure Test

Penalty Brake Departure Test
1. Bring up the Departure Test menu, by entering the
Maintenance Authorization code.
2. Press Penalty Brake Test key. Departure Test/ Penalty
Brake Test Entry Conditions screen appears. Refer to
Figure 3-70.
Figure 3-70. Departure Test - Penalty Brake Test

3. Set up locomotive to meet Test Entry conditions shown
in Figure 3-70. Those that are met display in green type.
Any conditions that are not met display in yellow type,
and an accompanying message also displays in yellow
type.
While Test Entry Conditions screen displays, entry

condition status is continuously updated.
4. When all test entry conditions are met, press the Start
Test key. While the test is in progress, the screen
remains the same as Figure 3-70, except that the Start
Test key disappears and the CANNOT PERFORM
PENALTY BRAKE TEST message, is replaced with the
PENALTY BRAKE TEST IN PROGRESS message.
If anything causes the test to abort, the screen reverts

to the test entry conditions screen.

5. When the penalty brake condition is successfully
reached, the yellow PENALTY BRAKE TEST IN
PROGRESS message is replaced with the green
PENALTY BRAKE TEST PASSED message, and the
yellow instruction message, PUT AUTOMATIC BRAKE
INTO SUPPRESSION displays below that.
If the test fails, the screen is the same as except the

green PENALTY BRAKE TEST PASSED message is
replaced with the red PENALTY BRAKE TEST FAILED
message.
6. When test has completed (PASSED or FAILED), press
the Exit key. The screen returns to the Departure Test
menu.
Overspeed Departure Test
Maintenance Authorization code, as described under
"DEPARTURE TESTS" on page 3-62.
2. Press Overspeed Test key.
Departure Test/ Overspeed Brake Test Entry Conditions
screen appears. Refer to Figure 3-71.
3. Set up locomotive to meet Test Entry conditions. Those
that are met display in green type.
Any conditions that are not met display in yellow type,

and an accompanying message also displays in yellow
type.
While Test Entry Conditions screen displays, entry

condition status is continuously updated.

Figure 3-71. Departure Test - Overspeed Test
4. When all test entry conditions are met, press the Start
Test key. While the test is in progress, the screen
remains the same as Figure 3-71, except that the Start
Test key disappears and the CANNOT PERFORM
OVERSPEED TEST message is replaced with the
message OVERSPEED TEST IN PROGRESS.
As the test progresses the locomotive speed indicated
on the operator’s right FIRE panel increases. If anything
causes the test to abort, the screen reverts to the test
entry conditions screen.
5. When the overspeed condition is successfully reached,
the yellow OVERSPEED TEST IN PROGRESS
message is replaced with the green OVERSPEED
TEST PASSED message, followed by the yellow
instruction message PUT AUTOMATIC BRAKE INTO
SUPPRESSION.
If the test fails, the screen is the same as Figure 5,

except the green OVERSPEED TEST PASSED
message is replaced with the red OVERSPEED TEST
FAILED message.

6. When test has completed (OVERSPEED TEST
PASSED or FAILED), press the Exit key. The screen
returns to the Departure Test menu. Refer to Figure
3-69.
Alerter Test (Alerter Reset Test)
Note:This test verifies that actuating various operator
functions resets the alerter system. It does not verify
alerter system timing, suppression, or penalty brake
initiation.
Maintenance Authorization code as directed under
‘DEPARTURE TESTS’. Refer to page 3-62.
2. Press Alerter Test key.
Alerter test entry screen appears. Refer to Figure 3-72.

(Devices may be listed in a different order than shown
on Figure 3-72.)
3. Press Start Test key.
The Start Test key and the End Test key appear.
(Pressing Exit key returns screen to Departure Test
menu. Refer to Figure 3-69.)
Figure 3-72. Departure Test - Alerter Test

4. One at a time, operate each device named on alerter
test entry screen - Throttle, Bell, Horn, etc. Refer to
Figure 3-72.
Note: Operating any listed device resets the alerter
As alerter system recognizes each device actuation, it

sounds a double beep, and displays a yellow arrow to the left
of the device name.
5. When all devices on the list have been checked, either
press End Test key, returning screen to Departure Test
menu, refer to Figure 3-69, or press Exit key, returning
screen to Maintenance Menu. Refer to Figure 3-68.
Note: Of the selections available on the Maintenance

Menu, only Departure Tests should be used by
the locomotive crew.
SET TIME/DATE
The Set Time / Date key is provided to allow maintenance
personnel the opportunity to correct erroneous information,
change time zones, etc. Replacing an electronic unit such as
the CPM module may require this action. Refer to Figure
3-73.
Figure 3-73. Maintenance Mode, Set Time / Date

Also available is the ability to change time and/or date. Since
FIRE has an internal GPS capability, the operator will only be
able to set the time / date when FIRE has deemed that the
GPS input is not valid. If FIRE deems that the GPS input is
valid, the Set Time and Set Date keys will be disabled and
not illuminated. If the keys are illuminated, FIRE will allow a
manual input to these functions. The Change Time Zones
key, refer to Figure 3-76, enables the operator to select a
different time zone. A screen with available time zones will
be displayed; once a new time zone is selected, the Enter
key must be pressed or the new selection will be ignored.
Refer to Figure 3-74 and Figure 3-75.
Figure 3-74. Maintenance Mode - Set Time

Figure 3-75. Maintenance Mode - Set Date
The Set Time and Set Date functions are similar in operation;
the keys used to input time and date increment each time
pressed and roll over to zero if the maximum value is passed.
If FIRE deems that an incorrect value is set, the Enter key will
be extinguished. When the new value has been set, the
Enter key must be pressed. Once Enter is pressed, the new
value will be distributed as necessary. The Cancel key will
return the user to the previous menu.
Figure 3-76. Maintenance Mode - Change Time Zone

Set Unit Number
The Set Unit Number key will be used when it is necessary
to correct a unit number mismatch. When certain computer
modules are changed or replaced, the unit number may be
reset to all zeroes or may even display a wrong unit number.
In that case, pressing the Unit Number key enables the
operator to enter the correct unit number. The user will be
prompted for an authorization code. If the authorization code
is not known, contact your company or the local EMD
representative. Refer to Figure 3-77.
Figure 3-77. Maintenance Mode - Set Unit Number

DIAGNOSTIC MENU
Pressing the Diagnostic Menu key will call up several
diagnostic choices that can be selected and observed. When
selected, Diagnostic Menu will access subsystem
diagnostics as well as a Diagnostic Summary key.
Figure 3-78. Maintenance Mode - Diagnostic Menu

Diagnostic Summary
The Diagnostic Summary screen displays configuration
information for each component of the cab electronics
system that communicates with FIRE. Information includes
but is not limited to the device type and supplier as well as
the software version. Health, status and test information is
also displayed. Refer to Figure 3-79.
Figure 3-79. Maintenance Mode - Diagnostic Summary

Self Test
Selecting Self Test enables the user to enter the self test
mode and perform computer hardware tests. This function is
disabled when the locomotive is moving. Once the key is
pressed, a Self Test entry screen is displayed. Pressing the
cancel key returns the user to the Main Menu screen. If, after
two minutes, the FIRE computer is unable to begin the self
test process, a message will be displayed and the FIRE
computer will exit the self test mode. These tests are useful
in troubleshooting common failures with the FIRE system
and should be one of the first steps used in investigating
reported problems. Refer to Figure 3-80.

Figure 3-80. Maintenance Mode - FIRE Diagnostics Self
Test entry
Figure 3-81. Maintenance Mode - FIRE Diagnostics Self

Test summary

Refer to Figure 3-81. Upon entering the Self Test mode, the
summary screen will be displayed. This screen includes
date, test results and a status of the last self test performed
on each subsystem. The user can scroll to highlight one of
several self tests available.
After scrolling to the desired function, pressing the Start Test
key initiates the test for the selected subsystem. Pressing
the cancel key in any self test returns the user to the main
menu. The Detailed Info key will display information about
the highlighted subsystem. This can be useful in the
troubleshooting process, as reasons for test failure would be
noted.
CREW MESSAGES
The crew messages are pop up menus providing
instantaneous information on the operating conditions of the
locomotive. These messages are followed with a fault code.
Some messages will also have a description or procedure to
help the operator clear the problem. Depending on type and
severity of the fault secondary procedure will appear
prompting the operator to activate certain FIRE options in
order to reset of clear the fault or in some cases reduce
power in order to get the unit home for further investigation.
Figure 3-82. Crew Message #2 of 2 Screen

AIR BRAKE EQUIPMENT
The locomotive is equipped with an electronically controlled
air brake system, which includes:
• The electrical air brake controller on the operator’s
workstation. The controller includes the independent
and automatic brake handles.
• The electro-pneumatic control unit, which controls the
pneumatic brake lines.
All air brake setup and monitoring functions available to the
crew are provided by the FIRE system.
The air brake controller provides the independent and
automatic brake control functions. The handles for these
brake functions are arranged in a standard workstation
configuration. Each handle attaches to an electrical device
that provides input signals to the air brake computer.
Handles are operated in forward-backward arcs, releasing
the brakes at the backward settings (toward operator).
Note: The following text assumes that the train brake

system is cut in and fully charged.
AIR BRAKE CONTROLLER
Figure 3-83. Air Brake Controller

AUTO (Automatic) Brake Handle
The AUTO (automatic) BRAKE handle controls application and
release of locomotive and train air brakes. The automatic
brake function is a “pressure maintaining type,” holding
brake pipe constant at the selected pressure against normal
brake pipe leakage. Operating positions are detented for
positive location.
Figure 3-84. Automatic Brake Handle
Automatic Brake Handle Settings:

• REL (Release):
(Handle at back-most detent.)
Charges brake equipment and releases locomotive
and train brakes.
• MIN (Minimum Reduction):
(Handle at first detent forward of the REL setting.)
Provides minimum braking effort 0.5 kg/cm² (7 psi).
• Service Zone:
(Handle between REL and FS.)
As handle moves forward - toward front of locomotive
- through service zone, air brake effort (brake pipe
reduction) increases.
• FS (Full Service):
(Handle at second detent forward of REL.) Provides
full service braking.

• SUP (Suppression):
(Handle in the third detent forward of REL setting.)
Like FS setting, provides full service braking, plus
suppresses overspeed control and safety control
(penalty) applications. Also enables resetting from
penalty applications.
• CONTINUOUS SERVICE (Handle Off):
(Handle at fourth detent forward of REL setting.)
Sets up locomotive air brake system for
trailing-in-consist or dead-in-train service.
• EMER (Emergency):
(Handle at forward-most detent, toward front of
locomotive.) Initiates emergency braking application.
Also used for resetting after penalty (safety) and
emergency brake applications.
IND (Independent) Brake Handle
This handle controls locomotive air braking independently
(without regard to automatic brake handle setting). This
control is self-lapping - in the Application Zone, it holds the
brakes applied at a value corresponding to the handle
setting. There are no detented settings for this handle.
Figure 3-85. Independent Brake Handle

Independent Brake Handle Settings:
• REL (Release):
(Handle at back-most point.) Releases locomotive
brakes, provided that automatic brake handle is also
in REL.
• APPLICATION ZONE:
(Handle between REL and FULL.) As handle moves
forward - toward front of locomotive - through zone,
locomotive air brake effort increases.
• FULL:
(Handle at extreme forward point.) This setting
provides full locomotive air brake effort.
• BAIL-OFF:
Depressing the handle in any position will cause a
release of the locomotive brakes. This action includes
the brakes on any locomotive connected in consist.
To ensure a complete release, the handle should be
held depressed for six (6) seconds per locomotive in
the consist.
Note: Depressing the handle while the handle is in the

application zone bails off (releases) any automatic
brake application existing on the locomotive(s) down
to the level set by the IND BRAKE handle.
DEAD ENGINE CUT OUT COCK

The dead engine cutout cock mounts in the cab subbase, on
the operator’s side. For normal locomotive operation this
valve is set OUT (CLOSED).
This valve should be set to IN (OPEN) when the locomotive
is to be hauled dead-in-train. When open, it limits braking
effort by setting maximum brake cylinder pressure at 1.8
kg/cm² (25 psi) (main reservoirs charge through a 1.8 kg/cm²
(25 psi) regulator). The locomotive brakes like a freight car.

Note: The diesel engine must be shut down, main
reservoir pressure must be drained below 1.8
kg/cm² (25 psi), and all locomotive MU brake hoses
must be disconnected before opening the cutout
cock for dead-in-train operation. To prevent
overcharging the reservoirs, leave the MU brake
hoses disconnected.
Figure 3-86. Dead Engine Cut Out Cock

LOCOMOTIVE CONTROLLER
The locomotive controller has three operating handles,
which control three different functions. The REVERSER
(directional handle), on the bottom, controls the direction of
locomotive traction (propulsion) and dynamic braking. The
THROTTLE handle, in the center, controls locomotive traction
effort levels, while the upper DYNAMIC BRAKE controls
locomotive dynamic brake effort levels.
Note: Refer to "Mechanical Interlocks on the Controller" on

page 3-86 for important information.

Reverser (Directional Handle)
Figure 3-87. Reverser Operation
The REVERSER has three detent settings: Neutral (center),

FORWARD, REVERSE (backward).
When the handle is in FORWARD (toward front end of
locomotive) control circuits set up to move the locomotive in
that direction.
When the handle is set in REVERSE (toward the long hood end),
control circuits set up to move the locomotive in that direction.
CAUTION
Damage to traction motors in trailing DC locomotives
may occur if REVERSER (directional handle) is moved
from FORWARD to REVERSE or REVERSE to FORWARD while
locomotive is moving - change REVERSER setting only
when locomotive is completely stopped.
If locomotive will trail in consist, remove the REVERSER.


Throttle Handle
Figure 3-88. Throttle Operation
The throttle handle, refer to Figure 3-88, has two operating

modes; THROTTLE, and STOP. An illuminated window above
the handle displays the handle setting.
Throttle Operation
The throttle (power) sector has nine detent settings; IDLE and
notches 1 through 8. From IDLE, move the handle to the left
to increase engine speed and locomotive power with each
new notch.

Stop Operation
Moving the throttle handle from the IDLE position to the right
into the STOP position will cause the diesel engine to shut
down. Note that all trainlined locomotives will also be shut
down by this action. The throttle handle will have to be
returned to the IDLE position to enable engine starting.

DYNAMIC BRAKE Handle
The dynamic brake handle, refer to Figure 3-89, has two
detent settings, OFF and SET-UP, and a continuous operating
range, 1 through 8, through which the handle moves freely -
without notching. To initiate dynamic braking, the operator
pushes the handle forward from OFF to SET-UP.
CAUTION
During operation as lead with trailing DC locomotives,
hold the handle in IDLE for 10 seconds before setting it in
SET-UP. This precaution prevents a sudden surge of braking
effort with possible train slack run-in and prevents DC
traction motor flash-overs.
To increase the dynamic braking effort, the operator moves

the handle to the right progressively to higher-numbered DYN
BRAKE settings. The FULL 8 setting provides the greatest
dynamic braking effort.

Figure 3-89. Dynamic Brake Operation

Mechanical Interlocks on the Controller
Reverser Centered (Neutral) -
• Dynamic Brake handle is locked in OFF.
• Reverser can be removed from controller only if the
Throttle handle is in IDLE and the Dynamic Brake
handle is in OFF.
Reverser removed from controller -
• Throttle handle is locked in IDLE.
Throttle handle in throttle position -
• Reverser is locked in FORWARD or REVERSE.
Dynamic Brake handle in SetUp or brake position -
• Reverser is locked in FORWARD or REVERSE.
• Throttle handle limited to IDLE or STOP position.
PC CARD READER
The FIRE system includes a locomotive event recorder
system. The locomotive event recorder collects and records
locomotive operation data and events in accordance with
railroad operating rules.
There are two preferred methods for downloading the FIRE
event recorder:
• PC Card Download.
• Laptop Serial Download.
Note: Refer to "DOWNLOADING THE FIRE EVENT

RECORDER" on page 4-61 for detailed information.

EVENT RECORDER DOWNLOAD PORT
This download port on the control stand allows locomotive
maintenance crews to download the event recorder to a
laptop, rather than using the PC card reader.
Note: Refer to "DOWNLOADING THE FIRE EVENT

RECORDER" on page 4-61 for information regarding
the download procedure.
AUDIO WARNING DEVICE

The audio warning device is part of the FIRE alerter
subsystem. It sounds an alarm when the FIRE alerter
subsystem signals it to do so. Use of safety control
equipment must be in accordance with railroad rules and
operating practices.
PARKING BRAKE VALVE

This valve applies and releases the parking brake. To
apply the parking brake, move the parking brake valve to
12 o'clock position. A parking brake visual indication will
appear the FIRE screen. To disengage the parking brake,
move parking brake valve to 9 o'clock position. The park-
ing brake visual indication will disappear the FIRE
screen.
WARNING
The locomotive control system will give crew message,
sound the trainline alarm and drop power if power is
requested with the parking brake set.

Figure 3-90. Parking Brake Valve
DIRECT AIR BRAKE HANDLE
Allows the operator to apply and release retarding brakes
on rail cars.
Figure 3-91. Direct Air Brake Handle

EMERGENCY BRAKE VALVE
The emergency brake valve, located on the helper's side of
the locomotive cab, is connected to the brake pipe, and may
be operated to quickly exhaust the brake pipe and initiate an
emergency brake application.
Figure 3-92. Emergency Brake Valve

ELECTRICAL LOCKER (OPERATORS
EQUIPMENT)
Figure 3-93. Electrical Locker
ENGINE CONTROL PANEL
Figure 3-94. Engine Control Panel

AUTOMATIC ENGINE START/STOP PANEL (AESS)
The indicator lights of this panel reflect the Auto Start system
status. The three lights are:
1. ENABLE (green) - When ON, the system will
automatically shut down and restart the engine.
2. INHIBIT (yellow) - When ON at the same time as
the Enable light, it indicates that the system was
enabled, but one of the following conditions
became true:
• Locomotive is moving.
• Reverser is not centered.
• Throttle not in Idle.
• Locomotive brakes are not applied.
• Main reservoir pressure is too low (optional).
3. DISABLE (red) - When ON, the auto start system
is disabled, it will not automatically shut down or
restart the engine until the engine has been
manually restarted and any causes for disable
status have been corrected.
Note: On some locomotive orders the three auto start

indicator status lights are disabled (turned OFF)
when the isolation switch is placed in RUN, and a
direction is selected. This prevents the operator from
mistaking the reflection of the LED's in the
windshield at night for a wayside signal aspect.
Note: Refer to "AUTOMATIC ENGINE START/STOP

SYSTEM (AESS)" on page 4-11 for detailed
information on the AESS system.

EMERGENCY FUEL CUTOFF & ENGINE STOP
PUSHBUTTON SWITCH (EFCO/STOP)
Pressing this large red pushbutton for approximately 3
seconds drops out the EFCO relay, and requests the
locomotive computer to stop the diesel engine. Holding the
button in for 3 seconds ensures that the locomotive
computer recognizes the switch actuation.
There are 3 EFCO switches on the locomotive. Only the
EFCO switch on the engine control panel is equipped with a
mechanism to lock it in the shut-down (pushed-in) position
when desired. The diesel engine cannot start if switch is in
the shut-down position.
DYNAMIC BRAKE CUTOUT SLIDE SWITCH
Setting this slide switch in the CUT OUT (UP)(DOWN)
position, blocks dynamic braking on this locomotive, but
does not affect other locomotives in consist.
Setting this slide switch in the CUT IN (DOWN) (UP) position,
enables locomotive computer EM2000 to initiate dynamic
braking on the locomotive when requested by the operator,
provided that all other conditions are met.
ENGINE ROOM LIGHTS SLIDE SWITCH
This slide switch controls four lights: 1 light inside the inertial
compartment, 2 lights inside the engine room, and 1 light in
the cooling hood. The lights are ON when the switch slider is
UP, provided the LIGHTS circuit breaker is also ON (lever
UP).
CABINET LIGHTS SLIDE SWITCH
This slide switch controls four lights: 2 lights inside the
electrical control cabinet, and 2 lights inside the inverter
control cabinet. The lights are ON when the switch slider is
UP, provided the LIGHTS circuit breaker is also ON (lever
UP).

HEADLIGHTS ROTARY SWITCH
This switch enables the lead unit to control the headlight
operation on another unit(s) in the consist. The switch should
be set according to the position of the locomotive:
SINGLE UNIT OR INTERMEDIATE UNIT
Use this position if the locomotive is to operate without other
locomotives, or if it is between other locomotives within a
consist.
CONTROLLING WITH UNIT COUPLED AT HOOD END
Use this position if the locomotive is the lead unit in the
consist, with trailing units coupled to the (long) hood end.
CONTROLLING WITH UNIT COUPLED AT CAB END
Use this position if the locomotive is the lead unit in the
consist, with trailing units coupled to the cab (short hood)
end.
CONTROLLED FROM ANOTHER UNIT COUPLED AT
EITHER END
Use this position if the locomotive is the last unit in the
consist.
Note: The operator's console HDLTS FRONT and HDLTS

REAR switches control headlight ON/OFF and
intensity functions. The HDLTS circuit breaker on the
circuit breaker panel must be ON (lever UP) to
enable other headlight controls.

ENGINE START PUSHBUTTON SWITCH
WARNING
PRELUBE engine before starting it if the engine coolant
water temperature is 10°C (50°F), or lower.
PRELUBE engine before starting if any of the following
conditions are true:
• New engine installed in locomotive.
• Engine has just been overhauled.
• New oil filters have just been installed.
• Engine has been shut down for more than 48
hours.
Failure to pre-lubricate engine when required may result
in serious engine damage.
The locomotive engine and equipment must be properly
inspected and set up before the engine is started.
Momentarily pressing the START pushbutton sends a signal
to the EM2000 computer, which initiates the diesel engine
start sequence:
1. Engine is primed with fuel.
2. Engine start warning (ESW) is activated for five
seconds in the engine room.
3. When the alarm ends, the starter motors engage
the engine ring gear and crank diesel engine until
it starts.
4. Starter motors disengage.
ENGINE FUEL CUTOFF RESET PUSHBUTTON
SWITCH (EFCO RESET)
This pushbutton switch re-energizes the EFCO relay after it
has been dropped out, as long as the EFCO switch is not
held in by the locking mechanism. Once the EFCO switch
has been pushed, the engine cannot be started again until
the EFCO RESET switch has been pushed.

ISOLATION SWITCH
This rotary switch has 2 positions:
• START / STOP / ISOLATE
• RUN
The switch must be set in the START / STOP / ISOLATE
position to allow engine starting. In this position, the locomotive
will not develop tractive or dynamic braking effort. The engine
runs at idle speed regardless of throttle handle setting.
Automatic engine speed ups are limited to throttle 2 to prevent
hot oil from spattering personnel performing engine top deck
inspection. This position will also silence alarms caused by NO
POWER condition as determined by the locomotive computer.
However, it will not silence HOT ENGINE or TRACTION
MOTOR alarms.
Additionally, setting the isolation switch in the START / STOP /
ISOLATE position causes the EM2000 computer to energize
the B1 and B2 contactors, discharging DC Link voltage across
the DB resistor grids. This switch should ALWAYS be set in the
START / STOP / ISOLATE position before entering the
electrical cabinet or the inverter cabinet. Refer to "Section 2
Safety Precautions For GT46AC Locomotives," page 2-1 for
details on the inverter discharge procedure.
Moving the switch to the RUN position will allow the locomotive
to respond to operator requests for tractive effort and dynamic
brake operation.
WARNING
Positioning of the isolation switch will not affect other
locomotives connected in multiple unit operation.

CIRCUIT BREAKER PANEL
CT43570
Figure 3-95. Circuit Breaker Panel
The following circuit breakers are located inside the electrical

control locker. These circuit breakers control and protect the
diesel engine and electrical control systems.
WARNING
Operating Personnel are cautioned to KEEP OUT of
the electrical control locker unless specifically
directed by maintenance personnel. High voltage is
present within the electrical control locker during,
and sometimes after, locomotive operation.
The circuit breakers can be operated as switches, but also

will trip open automatically if an electrical overload occurs.
Note: Circuit breakers that have black-background/

white-lettering nameplates must be On (lever Up) to
operate the locomotive.

To avoid causing EM2000 locomotive computer
nuisance problems when operating circuit breakers:
At engine startup:
1. Open the COMPUTER CONTROL breaker.
2. Close all other required breakers.
3. Close the COMPUTER CONTROL breaker.
4. Start the engine.
Before cycling or closing any breaker on this panel:

1. Open the COMPUTER CONTROL breaker.
2. Cycle the breaker or close the open breaker.
3. Close the COMPUTER CONTROL breaker.
A brief description of devices on this panel follows.
74 VDC RECEPTACLE
This receptacle provides 74 VDC and is supplied from the
LIGHTS circuit breaker.
AC CONTROL (15A)
This circuit breaker connects Companion Alternator output to
the MG Field Supply Chopper for CA voltage and frequency
measurement. It also supplies CA power to portions of the
ground relay circuit. If the breaker trips during locomotive
operation, the main generator will not develop power and
EM2000 will display the following message: NO LOAD - NO
COMPANION ALTERNATOR OUTPUT.
AIR BRAKE #1 (10A)
This circuit breaker supplies operating power to the
electronic air brake, from the battery knife switch (BP string).
AIR BRAKE #2 (10A)
electronic air brake, from the Control circuit (13T string).

AIR DRYER (20A)
electronic air dryer, which removes the moisture from the
compressed air.
APC CONTROL (3A)
This circuit breaker supplies operating power to the Auxiliary
Phase Controller (APC).
AUXILIARY LIGHTS (20A)
This circuit breaker supplies power to the auxiliary lights
switch.
CAB FANS (15A)
operator's and helper's cab fans.
CAB HEATER #2 (30A)
This circuit breaker supplies operating power to the #2 cab
heater.
CAB/DISPLAY COMPUTER (15A)
This circuit breaker supplies operating power to the FIRE
computer display.
CONTROL (40A)
This circuit breaker supplies power to the trainlined
locomotive control circuits, such as throttle control, dynamic
brake control, reverser control, and sanding.
COMPUTER CONTROL (15A)
This circuit breaker supplies operating power to the EM2000
computer.
CAUTION
COMPUTER CONTROL and TURBO LUBE PUMP cir-
cuit breakers must both remain ON (lever up) for up to
35 minutes after engine shutdown following load opera-
tion. This allows the turbo lube pump to continue run-
ning, to cool down turbo bearings. The pump will
continue to run even if the battery knife switch is
opened, as long as these two circuit breakers are not
opened. The turbo lube pump will shut off automatically.

DLC CONTROL (3A)
This circuit breaker supplies operating power to the DC Link
Switchgear motor, and also to the EM2000 digital output
channels that control this motor.
ENGINE CONTROL (30A)
This circuit breaker supplies operating power to the EMDEC
power supply, which supplies 24 VDC to the EMDEC fuel
injection computer.
FUEL GAUGE (15A)
This circuit breaker supplies power to the fuel gauge.
FUEL PUMP (30A)
This circuit breaker supplies the fuel pump motor circuit.
GPS (15A)
This circuit breaker supplies to the Global Positioning
System (GPS).
HEADLIGHTS (35A)
This circuit breaker supplies operating power to the front and
rear headlights.
HOT PLATE (35A)
This circuit breaker supplies power to the hot plate.
IGBT SUPPLY #1 (15A)
This circuit breaker supplies operating power to the #1 IGBT
Power Supply, which provides a 24 VRMS square wave
supply to the #1 truck traction inverter equipment.
IGBT SUPPLY #2 (15A)
This circuit breaker supplies operating power to the #2 IGBT
Power Supply, which provides a 24 VRMS square wave
supply to the #2 truck traction inverter equipment.
LIGHTS (30A)
locomotive lights, including class lights, cab lights, engine
room lights, and walkway lights.

LOCAL CONTROL (30A)
This circuit breaker supplies power to local (not trainlined)
locomotive control circuits. Most of the relays, contactors,
and magnet valves on the locomotive, as well as the EM2000
multiplexer system, are powered by the LOCAL CONT circuit
breaker.
RADIATOR BLOW #1 (3A)
This circuit breaker supplies operating power to the #1
radiator blower motor inverter.
RADIATOR BLOWER #2 (3A)
This circuit breaker supplies operating power to the #2
radiator blower motor inverter.
RADIO (15A)
This circuit breaker supplies operating power to radio.
TOILET (20A)
This circuit breaker supplies operating power to the toilet
system.
TRACTION CONTROL (15A)
This circuit breaker supplies operating power to the IGBT
inverter Interface Module.
TRUCK BLOWER (3A)
This circuit breaker supplies operating power to the truck
blower motor inverter.

TURBO LUBE PUMP (40A)
This circuit breaker supplies power to the turbocharger
auxiliary lube oil pump circuit. The TURBO LUBE PUMP
breaker must be closed (lever up) to start the engine. It must
remain closed after engine shutdown to provide auxiliary
lubrication to the turbocharger bearings. A safety guard is
provided over the breaker to prevent opening it accidentally.
CAUTION
COMPUTER CONT and TURBO LUBE PUMP circuit
breakers must both remain ON (lever up) for up to 35
minutes after engine shutdown following load operation.
This allows the turbo lube pump to continue running, to
cool down turbo bearings. The pump will continue to run
even if the battery knife switch is opened, as long as
these two circuit breakers are not opened. The turbo
lube pump will shut off automatically.
MISCELLANEOUS EQUIPMENT
BATTERY KNIFE SWITCH
The battery knife switch connects the battery terminals (BTP
string) to the locomotive's 74 VDC circuits (BP string). It is
located in the battery knife switch box, on the left side of the
locomotive, above the fuel tank.

EFCO SWITCHES, EXTERNAL
A large red EFCO (emergency fuel cutoff) pushbutton
mounts on the edge of the underframe on each side of the
locomotive, near the fuel filler.
Pressing either EFCO pushbutton for approximately one
second requests the locomotive computer to stop the diesel
engine. Holding the button in for one second ensures that the
locomotive computer recognizes the switch actuation. The
pushbutton can be released after one second.
Figure 3-96. EFCO Switches

FIRE EXTINGUISHERS
Two (2) 20 lb. dry powder extinguishers, which
are rated to extinguish Class B (liquids-grease)
and Class C (electrical equipment) fires, are
provided. One in the locomotive cab, the other
in the locomotive long hood between the
equipment rack and air compressor on the
driver’s side.

Section 4
Operation
Conten ts o f Sectio n
Heading Page
INTRODUCTION ............................................................. 4-3
PREPARATION FOR SERVICE .................................... 4-3
GROUND INSPECTION .............................................. 4-3
ENGINEROOM INSPECTION ..................................... 4-3
ENGINE INSPECTION ................................................ 4-4
LEAD LOCOMOTIVE CAB INSPECTION ................... 4-5
AIR BRAKE SET UP .................................................... 4-6
ENGINE START SYSTEM ........................................... 4-7
ENGINE START PROCEDURE ................................... 4-9
AUTOMATIC ENGINE START/STOP SYSTEM
(AESS) ....................................................................... 4-11
TRAILING GT46AC LOCOMOTIVE CAB
INSPECTION ............................................................. 4-17
STARTING TRAILING LOCOMOTIVE DIESEL
ENGINES ................................................................... 4-19
SETTING LOCOMOTIVE ON LINE ............................. 4-20
PRECAUTIONS BEFORE OPERATING
LOCOMOTIVE ........................................................... 4-20
COUPLING LOCOMOTIVES TOGETHER ................ 4-20
COUPLING LOCOMOTIVE TO TRAIN ..................... 4-21
PUMPING UP AIR ..................................................... 4-22
STARTING TRAIN ....................................................... 4-22
ROLLBACK AND OPPOSITE DIRECTION
BRAKING (ODB) (STARTING UPHILL) ...................... 4-24
THROWING REVERSER FOR EMERGENCY
STOPPING (PLUGGING TRACTION MOTORS) ........ 4-25
ACCELERATING TRAIN ............................................. 4-26
RUNNING THROUGH WATER .................................... 4-27
Operation 4-1
WHEEL CONTROL ...................................................... 4-27
CONTROLLED CREEP ............................................. 4-27
WHEEL SLIP CONTROL............................................ 4-27
LOCOMOTIVE SPEED LIMIT ...................................... 4-32
MIXED GEAR RATIO OPERATION ............................ 4-32
DOUBLE HEADING ..................................................... 4-32
OPERATION IN HELPER SERVICE ........................... 4-33
DYNAMIC BRAKING ................................................... 4-33
BRAKE WARN Indicator ............................................ 4-34
DYNAMIC BRAKE WHEEL SLIP (SLIDE) ................. 4-35
ISOLATING LOCOMOTIVE ......................................... 4-36
INVERTER FAULTS .................................................... 4-36
TRACTION CUT-OUT ................................................ 4-38
CHANGING OPERATING ENDS ................................. 4-41
On End Being Cut Out ................................................ 4-41
On End Being Cut In................................................... 4-41
FREEZING WEATHER PRECAUTIONS ..................... 4-42
DRAINING THE COOLING SYSTEM .......................... 4-42
TOWING LOCOMOTIVE DEAD IN TRAIN .................. 4-43
TOWING UNIT DEAD IN CONSIST ............................. 4-45
LEAVING LOCOMOTIVE UNATTENDED ................... 4-46
STOPPING ENGINES .................................................. 4-46
SPEED CONTROL OPERATION ................................ 4-47
ALERTER SYSTEM OPERATION .............................. 4-52
TYPICAL ALERTER SYSTEM TIMING...................... 4-53
(AESS)........................................................................ 4-54
DOWNLOADING THE FIRE EVENT RECORDER....... 4-61
EVENT RECORDER - PCMCIA CARD
DOWNLOAD PROCEDURE....................................... 4-61
EVENT RECORDER - LAPTOP SERIAL
DOWNLOAD PROCEDURE....................................... 4-62

INTRODUCTION
This section provides recommended procedures for setting
up, preparing for service, and operating the locomotive.
These procedures are brief, and do not include detailed
equipment explanations. Refer to the Section 3 of this
manual, the Running Maintenance Manual and/or the
Engine Maintenance Manual for more specific descriptions
of equipment locations and function. Always comply with
railroad rules and instructions regarding locomotive
operation or inspection.
To find information in this section, use the contents list that
starts on page 4-1 or the Index at the end of the manual.
PREPARATION FOR SERVICE

GROUND INSPECTION
Check the following, and correct as required:
• No fuel oil, lube oil, water, or air leaks.
• No parts are loose or dragging.
• Electrical control cables and air brake hose
connections between locomotives, and to train, are
properly installed.
• Angle cocks and shut-off valves are set properly.
• Truck air brake cylinders are cut in.
• Brake shoes are in satisfactory condition.
• Fuel supply is adequate.
ENGINEROOM INSPECTION
Inspect and operate engine room equipment by opening
access doors along the sides of the locomotive long hood.
Check for the following and correct as required:
• Check air compressor lube oil supply.
• Check all valves for proper settings.
• Check for leakage of fuel oil, lube oil, water, or air.
Operation 4-3
ENGINE INSPECTION
Inspect the diesel engine before and after starting.
Note: This engine is equipped with the Electro-Motive

Diesel Engine Control (EMDEC), it has no
mechanical governor, overspeed trip mechanism,
layshaft, low water reset pushbutton or crankcase
reset pushbutton.
1. Make sure that engine top deck, air box, and oil pan
inspection covers are in place and closed securely.
2. Check oil level dipstick on side of engine oil pan - it
should be coated with oil.
Note: A properly filled lube oil system coats the

dipstick above the FULL mark when the
engine is stopped. For accuracy, recheck level
when engine is idling at normal operating
temperature.
CAUTION
Engine must be prelubricated before it is started if lube oil
filter elements have been changed, or if it has been shut
down for more than 48 hours.
See Engine Maintenance Manual for directions.
3. Perform remaining engine checks - including the engine

handhole (inspection) covers and lube oil levels in the
filter tank and strainer housing. Maintain the strainer
housing oil level up to the overflow outlet.
4. Check for fuel leaks at the EMDEC fuel system
connections at both sides of the engine.
5. Before engine top deck inspection, make sure
locomotive is isolated (Isolation switch in STOP/
START/ ISOLATE) to prevent automatic engine speed-
ups (above throttle #2) to prevent the spattering of
hot oil on inspection personnel.

LEAD LOCOMOTIVE CAB INSPECTION
Electrical Set Up
Check and set equipment on the lead or control locomotive
as follows:
Engine Control Panel
• Headlight Control switch:
Controlling W/ Unit Coupled At Long Hood or
Controlling W/ Unit Coupled Short Hood, as required.
• Light switches: ON as required.
• EFCO/STOP pushbutton switch:
Released: Not locked in ENGINE FUEL CUT OFF
setting. See “EMERGENCY FUEL CUTOFF &
ENGINE STOP PUSHBUTTON SWITCH
(EFCO/STOP),” on page 3-92 for details.
• Isolation Switch: START/STOP/ISOLATE.
Prevents automatic engine speedups beyond
throttle 2 RPM, which prevents hot oil from
spattering personnel performing engine top deck
inspection.
Circuit Breaker Panel

• Leave Computer Control breaker Open (Lever Down).
• All breakers with black background nameplates,
including Engine Control breaker - Closed (Lever Up).
• Other circuit breakers - Closed (Lever Up) as
required.
• Ground Relay Cutout switch - Closed (Lever Up).
• Close Computer Control breaker (Lever Up).
Operator’s Control Stand
Controller
• Throttle handle - IDLE.
• Dynamic Brake handle - OFF.
• Reverser (directional handle) - NEUTRAL (centered).
Operation 4-5
Switch Panel
• Control\Fuel Pump switch - On (Slider Up).
• Engine Run switch - Off (Slider Down).
• Gen. Field switch - Off (Slider Down).
• Dyn Brk Cont breaker - On (Slider Up).
• Remaining devices - Set as required.
AIR BRAKE SET UP

the existing setup, the locomotive must be stopped
or moving at less than 2.4 km/h (1.5 MPH).
If existing air brake system set up is LEAD-CUT IN at
power up, the brake system computer will not take
control until the automatic brake handle is set in SUP
for ten seconds, then is returned to REL. (This is the
same operation as resetting a penalty brake
application.)
To set up the locomotive brake system for the lead position

in a multiple consist or for single unit operation:
1. Set independent brake handle in FULL (full application).

2. Set automatic brake handle in REL (release).
3. Press Air Brakes key on FIRE Main Menu. (Air Brake
Setup screen displays next. Refer to Figure 4-1.)
Figure 4-1. Air Brake Setup

4. Press Lead/Trail key to select LEAD. (Cuts in independent
brake valve.)
Note: Lead/Trail key is not available if locomotive

speed is above 2.4 km/h (1.5 mph) or local
5. Press Cut In/Cut Out key to select CUT IN.

(Cuts in automatic brake valve.)
Note: Cut In/Cut Out key is only available if LEAD has

been selected.
6. To set up or change equalizing reservoir, press

Equalizing Res Setup key. (Equalizing Reservoir Setup
Menu displays.)
7. As required, press 5.6, 6.3 or 7.0 kg/cm² (80, 90, or 100 psi)
to select proper range, and adjust in single increments
by pressing blank keys for hundreds, tens, units while
watching the indicated Equalizing Reservoir Setup
Pressure.
8. Press Accept Setting to enter selections. (Screen displays
CONFIRM SELECTION BEFORE ACCEPTING.) Press Accept
again to confirm selections.
ENGINE START SYSTEM

The GT46AC engine starting system uses two (2) electric
Delco/Remy starting motors.
Pressing the ENGINE START button on the engine control panel
starts the engine prime/start sequence. The prime/start
sequence consists of the fuel prime cycle, the engine start
alarm, then the engine start cycle (includes engine purge).
Once the engine prime/start cycle begins, it continues until
the engine starts, or a fault occurs, or an engine stop button
is pressed.
Note: The turbo lube pump is activated at the beginning of

the Fuel Prime/Start cycle.
Operation 4-7
The fuel prime cycle lasts for either 60 seconds or until
EMDEC fuel sensors have detected sufficient fuel pressure
for engine starting, whichever is shorter. Immediately after
fuel priming ends, a warning sounds for 5 seconds in the
engine room to alert personnel of the impending engine start.
When the warning ends, engine cranking begins.
Engine Start Setup

After the preceding inspections have been completed, the
diesel engine may be started. Proceed as follows:
CAUTION
To avoid damaging the engine:
PRELUBE engine before starting, if:
• Engine coolant water temperature is 10°C (50 ° F) or less.
PRELUBE engine per Engine Maintenance Manual
instructions before starting, if:
• Engine is new in locomotive.
• Engine is being started for first time after overhaul.
• Engine has not run for more than 48 hours.
Manually Purging The Engine

If the engine has been shutdown for more than 48 hours, the
engine must be manually barred over to avoid an engine
hydraulic lock when starting. To purge the engine:
1. Push in the EFCO/STOP pushbutton on the Engine
Control panel and lock it into place. Open cylinder
test valves and bar the engine over at least one
revolution. Check for fluid leaks from the open test
valves and notify maintenance personnel if any is
observed.
2. Close cylinder test valves.
3. Unlock and release the EFCO/STOP pushbutton.
4. Open the COMPUTER CONTROL breaker (lever Down)
in the electrical control cabinet.

5. Verify that all other breakers with black-background/
white lettering nameplates on the circuit breaker
panel are closed (levers Up).
6. Close the COMPUTER CONTROL breaker (lever Up).
7. Set isolation switch in START/STOP/ISOLATE.
ENGINE START PROCEDURE

WARNING
Before attempting to start the engine, make sure that all
previous inspection/setup procedures have been done.
The EM2000 locomotive computer completely controls the

automatic engine starting sequence:
1. To start the automatic sequence, press the START
switch pushbutton on the engine control panel in the
cab. To abort the sequence, press an EFCO
(emergency fuel cut off) button.
2. The turbo lube pump runs, building turbo prelube
pressure, the fuel pump runs, building fuel pressure,
and the following message will be displayed:
FUEL PRIME CYCLE IN PROGRESS-

PRESS ENGINE STOP TO SUSPEND
This continues for either one minute or until there is

sufficient fuel pressure to run the engine.
3. The engine start alarm in the engine room sounds
for thirty seconds to warn personnel. If fuel pressure
does not build up within half a minute, the following
message is displayed:
ENGINE FAILED TO PRIME-STARTING ENGINE,

CHECK FUEL SYSTEM
Message displays for another half a minute and the

engine is allowed to start.
Operation 4-9
4. When fuel pressure is within operating limits, the
following message is displayed:
FUEL PRIME COMPLETE-STARTING ENGINE
5. The starting motors pinions engage the engine

flywheel. If they do not fully engage, the locomotive
computer waits for 1/2 second before retrying the
sequence. If the starters still do not fully engage after
the third attempt, the computer aborts the sequence,
logs a fault, and displays a message.
6. When engine speed exceeds 150 RPM, the starting
motor pinions disengage to complete the starting
sequence. If any system fails to respond
properly, or if the engine fails to start, the
locomotive computer aborts the sequence and
logs a fault on the cab display. For example:
If engine acceleration drops off, the following
message will be displayed:
ENGINE START SEQUENCE ABORTED -

LOW AIR PRESSURE.
If a starting system failure occurs, refer to Section 5 of this

manual.
After Engine Starts

Keep engine room doors closed after engine starts. Perform
the normal fluid level checks with engine running at normal
operating temperature.
CAUTION
Do not advance throttle to increase engine speed above
IDLE until oil pressure is confirmed. Let engine coolant inlet
temperature reach 49C (120F) at IDLE before applying
load.

(AESS)
The GT46AC locomotives are equipped with the Automatic
Engine Start/Stop System (AESS).


WARNING
Always DISABLE the Automatic Engine Start/Stop
System (AESS) before performing any work on the diesel
engine on or related electrical and mechanical equipment.
(AESS), press the EMERGENCY FUEL CUT OFF &
ENGINE STOP pushbutton and, if required by railroad
rules, lock it down. Failure to disable the Automatic
Engine Start/Stop System (AESS) may result in
unexpected engine startup or shutdown with risk of
personal injury or death.
AESS (Auto-Start) Set Up

Set up the Automatic Engine Start/Stop System (AESS) as
follows:
1. Stop the locomotive.
2. Set the throttle handle in IDLE.
3. Center the reverser.
4. Apply the locomotive brakes.
5. Ensure the main reservoir is fully charged.
6. Do not shut down the engine, doing so will disable
the system.
Operation 4-11
Safety Precautions For Normally Enabled
System Function
If the engine is not running and the computer is powered up
(computer reset or cold start), the system will be disabled to
prevent inadvertent engine starts until the engine is started
manually.
Once the engine starts, the system is automatically enabled

once all operating conditions are met.
AESS (Auto-Start) Set-Up Verification

Auto Start is properly set up if:
• On engine control panel, green AUTO START - ENABLED
indicator is On and both AUTO START - INHIBIT and AUTO
START - DISABLED indicators are Off.
• Crew message AUTOMATIC ENGINE START ENABLED is
displayed on the FIRE screen.
Note: For thirty seconds before an automatic engine

start - the engine start warning horn sounds -
one second On, one second Off.
Automatic Engine Shutdown

If Auto Start is ENABLED, the engine will automatically shut down
when all following conditions are met:
• Engine has been running for at least 20 minutes.
• Engine coolant temperature is high enough.
• Start Reservoir air pressure is adequate.
• Locomotive battery charging current is low enough.
• Locomotive battery voltage is high enough.
• All set up conditions are still met.
• Six hour delay completed after engine has been
automatically started more than twice in a six hour
period.
• Delay completed after locomotive road or yard service.

If one of the above conditions is not met EM2000 generates
a crew message that states what is delaying engine
shutdown, such as:
AUTOMATIC ENGINE SHUTDOWN DELAYED -
BATTERY CHARGING CURRENT TOO HIGH
Automatic Engine Shutdown Sequence

This shutdown sequence runs after all shutdown all
requirements are met:
1. EM2000 generates the following crew message:
AUTOMATIC ENGINE SHUTDOWN IN 30 SECONDS -
PRESS RESET TO DELAY SHUTDOWN
Meanwhile, the engine start warning alarm sounds in the

engine room.
2. Pressing the RESET key before 30 seconds is up,
keeps the engine running for 30 minutes. The warning
alarm turns Off and EM2000 generates the following
crew message:
MANUAL OVERRIDE FOR 30 MINUTES
3. The engine shuts down in either 30 seconds (if RESET
was not pressed in Step 1) or 30 minutes (if RESET was
pressed).
4. The engine start warning alarm sounds a warning chirp
every 15 minutes while Auto Start is ENABLED.
EM2000 generates the following crew message:
AUTOMATIC ENGINE RESTART ENABLED -
PRESS RESET TO RESTART LOCAL ENGINE
Manual or Engine Protection Shutdown in

Auto Start
If engine is shut down by means other than Automatic
Engine Start/Stop System (AESS) while Auto Start is
ENABLED, Auto Start becomes DISABLED and EM2000
generates this crew message:
AUTOMATIC ENGINE START DISABLED.
Operation 4-13
Auto Start remains disabled until the engine is manually
restarted. System status will then be either ENABLED or
INHIBIT.
Shutdown Delay after Road or Yard Service

In order to avoid unnecessary interruptions to normal
operations, the Automatic Engine Start/Stop System (AESS)
delays engine shutdown after all other shutdown conditions
are met if the locomotive was in service before automatic
shutdown was called for.
The type of locomotive service performed before the engine

shutdown requirements are met determines how long
shutdown is delayed: road service (greater speeds for longer
times) results in longer delays than yard service (slower
speeds). On the GT46AC units, the time delays are as follow:
• Road Service 30 minutes.
• Yard Service 15 minutes.
During the shutdown delay, EM2000 generates the following

crew message:
PRESS STOP TO SHUT DOWN LOCAL ENGINE NOW.
Pressing the STOP key below that crew message shuts down
the local engine.
If the STOP key is not immediately pressed, another
message, such as the following appears under the message
above to enable the crew to extend the local engine
shutdown delay:
PRESS RESET FOR ADDITIONAL * MINUTES.
The actual amount of additional delay is specified by the

railroad. The maximum time delay is set at 30 minutes on the
GT46AC units.
Pressing RESET initiates the additional local engine shutdown
delay.

Automatic Engine Restart Conditions
If Auto Start status is ENABLED, the Automatic Engine
Start/Stop System (AESS) automatically restarts the engine
after either of the following conditions is true for one minute:
• Engine coolant temperature not high enough.
• Locomotive battery voltage not high enough.
• Independent brakes released.
In addition, the Automatic Engine Start/Stop System (AESS)
automatically restarts the engine if any of these conditions is
true:
• Outside air temperature is too cold.
• Engine has been shut down for more than 47 hours
with Auto Start ENABLED.
• Any of the Auto Start setup conditions is defeated -
for example, reverser is thrown. If that occurs, Auto
Start restarts the “local” engine (on same locomotive)
and restarts engines on all trainlined locomotives that
have the Auto Start or similar system.
• Main reservoir pressure less than 103 kPa (15 psi)
above maximum brake pipe pressure.
If this occurs, Automatic Engine Start/Stop System (AESS)
status changes to INHIBIT and EM2000 generates this crew
message:
AUTOMATIC ENGINE START ENABLED, BUT INHIBITED.
Operator-Initiated Automatic Engine Restart

As described previously, when the Automatic Engine
Start/Stop System (AESS) has automatically shut down the
engine, EM2000 displays this crew message:
Press the RESET key under the crew message screen to start
the engine without disabling the Automatic Engine Start/Stop
System (AESS).
Operation 4-15
Note: The engine restart method only restarts the “local”
engine, on the locomotive, in contrast to defeating an
Auto Start setup condition, throwing reverser for
example which restarts the engines on all trainlined
locomotives with Auto Start or similar systems.
Manual Engine Start

Pressing the START pushbutton on the engine control panel
when the engine is shut down causes the engine to start
normally, and does not DISABLE the Automatic Engine
To prevent an automatic shutdown later, make sure that at

least one of the Automatic Engine Start/Stop System (AESS)
set up conditions are not met. (Set reverser in FORWARD or
REVERSE, for example.)
If Engine Won’t Auto Start

If the Automatic Engine Start/Stop System (AESS) tries to
start the engine, and the engine has not started within 80
seconds, Auto Start halts the start attempt and waits two
minutes, then makes a second engine start attempt. If the
engine fails to start on the third attempt, the system stops
trying to start the engine, change status to DISABLED, and
AUTOMATIC ENGINE START DISABLED
ENGINE DID NOT START
AESS (Auto-Start) Inhibit Conditions

Auto Start is in the INHIBIT state (green ENABLED and yellow
INHIBIT indicators both On) if it was first ENABLED, then one of
the following conditions became true and no engine
protection faults exist:
• Locomotive moving
• Reverser not centered
• Throttle not in IDLE
• Locomotive brakes not applied

If that occurs, EM2000 generates a crew message
explaining what’s going on, such as:
AUTOMATIC ENGINE START INHIBITED
REVERSER NOT CENTERED
Fix the problem indicated by the crew message to change

Auto Start status back to ENABLED (green ENABLED
indicator will switch On and yellow INHIBIT indicator will
switch Off).
TRAILING GT46AC LOCOMOTIVE CAB

INSPECTION
Check the switches, circuit breakers, and controls located in
the cab of a trailing locomotive for proper settings as
described on the following pages.
Engine Control Panel

• Headlight control switch -
Single Unit Or Intermediate Unit, or
Controlled From Another Unit Coupled At Either End.
• Light switches and Fresh Air Make Up blower switch:
ON as required.
• EFCO/STOP pushbutton switch:
Released: not locked in Engine Fuel Cut Off setting.
See page EMERGENCY FUEL CUTOFF & ENGINE
STOP PUSHBUTTON SWITCH (EFCO/STOP) for
details.
• Isolation Switch: START/STOP/ISOLATE.
Prevents automatic engine speedups beyond
throttle 2 RPM, which prevents hot oil from
spattering personnel performing engine top deck
inspection.
Operation 4-17
Circuit Breaker Panel
• Leave Computer Control Breaker Open (Lever
Down).
• All breakers with black background nameplates,
including Engine Control breaker - Closed (Levers
Up).
• Other circuit breakers - Closed (Levers Up) as
required.
• Close Computer Control breaker (Lever Up).
• Ground Relay Cutout switch - Closed (Lever Up).
Operator’s Control Stand

Controller
• Throttle Handle: IDLE.
• Dynamic Brake Handle - OFF.
• Reverser (directional handle): Centered, handle
removed.
Switch Panel
• Control Fuel Pump switch - OFF (slider Down).
• Engine Run switch - OFF (slider Down).
• Gen. Field switch - OFF (slider Down).
• Dyn Brk Cont breaker - Open (slide lever Down).
• Remaining devices - Set as required.
Air Brake Set Up

the existing setup, the locomotive must be stopped
or moving at less than 2.4 km/h (1.5 MPH). If existing
air brake system set up is LEAD-CUT IN at power up,
the brake system computer will not take control until
the automatic brake handle is set in SUP for ten
seconds, then is returned to REL. (This is the same
operation as resetting a penalty brake application.)

To set up the locomotive brake system to trail in a multiple
locomotive consist, set operator devices as follows:
1. Set independent brake handle - REL (Release).
2. Set automatic brake handle - Continuos Service
(Handle Off).
3. Press Air Brakes key on FIRE Main Menu on
operator’s display. Refer to Figure 4-2.
Figure 4-2. Air Brake Setup

4. Press LEAD/TRAIL key to select TRAIL. (Cuts out
independent brake valve.)
Note: LEAD/TRAIL key is not available if locomotive
speed is above 2.4 km/h (1.5 MPH) or local
5. Press ACCEPT SETTING to enter selections. (Screen
displays CONFIRM SELECTION BEFORE ACCEPTING.)
Press ACCEPT again to confirm selections.
STARTING TRAILING LOCOMOTIVE DIESEL

ENGINES
Start trailing locomotive engines in same manner as engine
in lead unit - refer to “ENGINE START SYSTEM,” on page
4-7.
Operation 4-19
SETTING LOCOMOTIVE ON LINE
WARNING
Before putting a locomotive on line, verify that the throttle
handle is set in IDLE and that the dynamic brake handle is
set in OFF on every locomotive in consist.
To put the locomotive on line after the diesel engine is

started, simply set the isolation switch in RUN.
Note: Locomotive computer often modifies diesel engine

speed in response to operating conditions such as
low main reservoir pressure. In such cases diesel
engine speed may not be directly related to throttle
handle setting.
PRECAUTIONS BEFORE OPERATING

LOCOMOTIVE
Do the following before operating the locomotive:
1. Make sure that main reservoir air pressure is normal.
2. Make sure that air brake system is set up correctly:
LEAD/CUT-IN for a single or lead locomotive in consist, or
TRAIL for a trailing locomotive in consist.
3. Make sure that air brakes apply and release properly by
observing brake cylinders and brake rigging.
4. Release the parking brakes and remove any blocking
from under the wheels.
CAUTION
To prevent undue engine wear and tear, make sure
that engine coolant temperature is 49C (120F) or
higher before fully loading engine. Also, if engine has
been idling at ambient temperatures below -18C
(0F), increase to full loading gradually.
COUPLING LOCOMOTIVES TOGETHER

Use the following procedure to couple locomotives together
for multiple locomotive operation:
1. Couple locomotives and stretch consist to ensure
couplers are locked.

2. Install 27 pin conductor control cable (MU cable)
between locomotives.
3. Perform the ground, engine room, and engine
inspections outlined in preceding pages.
4. Set cab controls for lead and trail operation as
required, as outlined in preceding pages. Remove
reversers from all trailing locomotive 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 unit’s air brake controller, apply the
brakes on the consist to determine if brakes apply
on each locomotive. Release the automatic brake
valve, then make sure the brakes on each
locomotive are released.
8. Follow the same procedure to check independent
brake application on each locomotive. Also, if
necessary, release automatic service application by
bailing with the independent brake handle. Inspect
all brakes in the consist to verify brakes are
released.
COUPLING LOCOMOTIVE TO TRAIN

Couple locomotive to train, then:
1. Test to see that last locomotive and first car
couplers are locked by stretching connection.
2. Connect air brake hoses.
3. Slowly open air valves on locomotive and train to
cut in brakes.
4. Pump up air.
Operation 4-21
PUMPING UP AIR
After cutting in the air brakes on the train, note the reaction
of the main reservoir air pressure indicator on the FIRE
display panel. If main reservoir pressure drops below 9.14
kg/cm² (130 psi) the locomotive computer automatically
speeds up the diesel engine, and the air compressor, to
pump up air faster.
STARTING TRAIN
Selecting a method for starting a train depends on 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 operator to use good judgment in
properly applying locomotive power to suit existing
conditions. However, certain general considerations are
provided in the following paragraphs.
Proper throttle handling is important when starting trains -
it has a direct bearing on the power being applied. As the
throttle is advanced, power increases almost immediately;
how much power develops depends on throttle setting. It is
advisable to advance the throttle one notch at a time when
starting the train. Start in as low a throttle setting as possible
to keep locomotive speed low until all slack has been taken
up (train completely stretched).
Sometimes it is advisable to reduce the throttle a notch or
two when the locomotive begins to move in order to prevent
stretching slack too quickly or to avoid slipping.
When ready to start, use the following general procedure:
1. Set isolation switch in RUN.
2. Set reverser handle in desired direction, FORWARD
or REVERSE.
3. Set ENGINE RUN and GEN. FIELD switches On.
Release both automatic and independent air
brakes.
Note: AC traction enables advancing the throttle to start
the train with air brakes applied. Wheel slip is
controlled by the locomotive computer - not the
operator.

4. Advance throttle handle:
a. First, to notch 1 - loading increases to a low
level, as shown on the tractive effort indicator
on the FIRE screen. If total train weight is small
or the train is not on an ascending grade, the
train may begin moving in throttle 1.
Note: It is not necessary to manipulate the throttle handle
between notch 1 and IDLE during starting.
b. Then, to notch 2, 3, or higher - until locomotive
moves. After train is stretched, advance throttle
as desired.
c. The GT46AC units are equipped with a Lead
Unit Notch 7 Power Limit feature. The
equivalent of throttle 7 tractive effort limit can be
selected at the FIRE screen during high
adhesion conditions. The function is only
available when the Lead Unit throttle handle is
in throttle position 8. Trailing locomotives
remains in throttle 8 as a result of the lead unit
throttle 8 position.
Note: When locomotive is operating at full throttle, the
wheel slip control system corrects successive minor
slips so quickly that the wheel slip indicator seldom
lights. Such corrections often cause the tractive effort
meter to indicate lower than full power tractive effort.
Do not misinterpret the reduced tractive effort as a
fault - the wheel slip control system is maintaining as
much tractive effort as permitted by the existing
adhesion conditions.
Operation 4-23
ROLLBACK AND OPPOSITE
DIRECTION BRAKING (ODB)
(Starting Uphill)
The purpose of Rollback mode is to assist operators in
starting trains on hills, if the train starts to roll backwards with
the locomotive set-up for power.
Rollback Mode
If the throttle handle is set above IDLE while the locomotive
rolls backward faster than 0.16 km/h to 7 km/h (0.1 mph to
4.4 mph) the locomotive will develop full stall torque for the
selected throttle position, to control the speed of the train
rolling down an incline.
Note: When in rollback mode, sanding will be controlled
consistent with the direction of the locomotive.
ODB Mode
If backward speed exceeds 7 km/h (4.4 mph), the control
system automatically sets up the locomotive to operate in
maximum dynamic brake - to oppose backward rolling.
The locomotive will re-enter Rollback mode as soon as
the locomotive slows to 4 km/h (2.5 mph).
The traction motors generate power that returns to the
inverters and is dissipated across the dynamic brake grids.
This operation, “opposite direction braking,” (ODB) is not a
fault, and does not cause power lockout.
Opposite direction braking acts to reduce rollback, but the
train must stop completely before uphill direction traction will
develop - any backward traction motor rotation causes the
locomotive computer to inhibit locomotive power operation.
WARNING
1. Sustained stall operation damages traction equipment
on DC locomotives in consist.
2. Do not release air brakes until tractive effort builds up
enough to prevent significant backward rolling.
3. Read CAUTION in Step 2 below.

To start a train uphill (on a positive grade):
1. Diesel engine is running. Air brakes are set on train.
Controls are set for pulling train uphill.
2. Advance throttle to notch 6 or 7.
CAUTION
Advancing the throttle handle from notch 7 to notch 8
increases tractive effort in a very large step.
3. Release air brakes when tractive effort builds up fully.

There may be some initial rollback. The locomotive
control system reacts in this manner:
Rolling back at 0.16 km/h or faster -

The locomotive will develop full stall torque for the
selected throttle position. If the backward speed
exceeds 7 km/h (4.4 mph), the locomotive applies
opposite direction braking (maximum dynamic braking)
regardless of throttle handle setting. If rollback does
not slow, or if it accelerates, immediately reapply
air brakes to stop train.
Opposite direction braking ends automatically when

reverse speed drops to 4 km/h (2.5 mph). If air braking
is not sufficient to stop train at that point, it will continue
rolling backwards.
When the train is completely stopped, forward tractive effort
builds up as controlled by the throttle handle.
THROWING REVERSER FOR

EMERGENCY STOPPING
(Plugging Traction Motors)
WARNING
It is not possible to plug the traction motors on the
GT46AC locomotive, as it is on a DC traction
locomotive. If plugging is attempted, opposite
direction brake (maximum dynamic brake) applies -
developing somewhat more effort than throttle 4
traction, but in the braking direction. See the
following for details.
Operation 4-25
On locomotives with DC traction motors, the traction
motors are plugged by setting the throttle handle in IDLE,
throwing the reverser handle to oppose the direction of
travel, then advancing the throttle handle, which causes the
traction motors to suddenly apply tremendous opposite
direction tractive effort. At very low speeds, the locomotive
stops quickly, but at higher speeds, plugging can trigger
traction motor flashovers, causing serious equipment
damage.
The GT46AC, however, employs AC traction motors. The
locomotive control system does not plug the traction motors
when the reverser handle is thrown to oppose the direction
of locomotive travel. Instead, after a three second delay: at
speeds of 7 km/h (4.4 mph) or faster, with throttle set in
Idle or in the POWER range (above Idle), locomotive applies
opposite direction braking, until locomotive speed drops to 7
km/h (4.4 mph). (Opposite direction braking is maximum
dynamic braking equivalent in force to motoring tractive
effort somewhat greater than throttle notch 4).
Note: Because the reverser function is trainlined, DC

locomotives in consist plug their motors when the
reverser on the lead locomotive is thrown to oppose
the direction of travel. It is likely that traction
equipment on DC locomotives will be damaged if
plugged at speeds higher than minimal. Consult
railroad operating practices before plugging DC
locomotives.
ACCELERATING TRAIN
After the train has started moving, you can advance the
throttle as rapidly as desired, consistent with railroad train
handling rules, to accelerate the train. How fast the throttle is
advanced depends upon schedule demands and the types
of locomotives and rail cars involved.
The tractive effort indicator on the FIRE screen is a guide for
throttle handling when accelerating a train. The pointer
moves rightward (tractive effort increases) as the throttle
advances.

As train speed increases, the pointer moves leftward
(tractive effort drops). Although the operator controls throttle
handle advancement, the locomotive computer controls the
maximum rate of locomotive tractive effort increase.
RUNNING THROUGH WATER

CAUTION
If DC traction motor locomotives are in consist, remember
that they must not be operated through water deep
enough to touch the bottom of the traction motors, and
must not be run through water at speeds over 3.2 to 5
km/h (2 to 3 MPH). (AC locomotive traction motors are
more water tolerant than DC locomotive traction motors.)
WHEEL CONTROL
The locomotive computer wheel control function consists of
two sub-functions, controlled creep and slip control. Each is
directed at a different wheel operating mode.
CONTROLLED CREEP
Controlled Creep enables the locomotive wheels to drive
slightly faster than ground speed (i.e. it allows “wheel creep”)
when more traction is gained by doing so, such as when rail
conditions are adverse. This function operates whenever
needed in motoring and dynamic braking. The radar
transceiver provides ground speed to the locomotive
computer as a basis for wheel creep control.
Note: Vibration and/or squealing noise may accompany

wheel creep operation, which usually occurs when
rail conditions are not ideal.
WHEEL SLIP CONTROL
Wheel slip control operates if a wheel creep control failure
occurs (radar failure, for example) or if rail conditions are too
poor for continuously successful wheel creep control.
The locomotive computer selects the appropriate type of
wheel control to suit operating conditions. It also applies
sand if rail conditions are severe.
Operation 4-27
The wheel control function may cause the WHEEL SLIP
indicator on the FIRE screen to flash or light steadily.
WARNING
Very dangerous fault conditions can cause the
WHEEL SLIP indicator to flash persistently or light
steadily. Read the following information.
Note: Any WHEEL SLIP indicator on a trainlined

locomotive also lights this locomotive's FIRE screen
WHEEL SLIP indicator, and displays a message
indicating that another locomotive is originating the
WHEEL SLIP indication.
Four conditions can cause the WHEEL SLIP indicator on the

FIRE screen to light. One condition, LOCKED WHEEL, is
possibly a dangerous fault requiring immediate crew action.
The other three, WHEEL SLIP, WHEEL SLIDE, and WHEEL
OVERSPEED, do not require immediate crew action.
Note: Refer to and follow railroad regulations concerning

Locked Wheel faults.
1. Locked Wheel Condition

The locomotive computer immediately lights the
WHEEL SLIP indicator and drops load when the
control system detects a locked wheel or slipped
pinion. After 10 second delay, (20 if air brakes are
applied), locomotive computer sounds the alarm
bell, continues WHEEL SLIP light, and displays the
following message:
#n LOCKED WHEEL - STOP TRAIN AND THEN
CHECK IF THE WHEELS TURN FREELY.
Fault indications above continue until driver resets
fault on FIRE display panel Locomotive Data
window.

WARNING
LOCKED WHEELS ON MOVING LOCOMOTIVES ARE
VERY DANGEROUS. If locked wheel is indicated,
perform the following procedure.
LOCKED WHEEL PROCEDURE

a. Stop the train.
b. Find the locomotive indicating Locked Wheel.
c. Take appropriate action specified by applicable
railroad 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 consist.
d. After fault has been cleared, reset fault by

pressing RESET function key on the Locked
Wheel crew message screen.
LOCKED WHEEL DETECTION
DISABLING/ENABLING
If false locked wheel detection has been diagnosed
and Railroad rules permit, disable locked wheel
detection on the diagnosed axle to enable continued
operation to a maintenance point, as follows:
1. Bring up Locomotive Data Main Menu on FIRE
display.
2. Select “Lock Wheel Disable.” (Locked Wheel
Detection Status screen appears, describing
the locked wheel detection status for each
locomotive axle - ENABLED or DISABLED, and
providing an ENABLE or DISABLE designation
for a function key, depending on which axle is
selected by the cursor.)
Operation 4-29
3. Using the FIRE display panel keys, select the
axle that was determined to have bad locked
wheel detection. (Screen displays ENABLED
status for that axle, and pushbutton key is
designated DISABLE.
4. Press DISABLE key. (Axle status changes to
DISABLED.)
5. Press EXIT key. (Locomotive Data Main Menu
appears.)
6. Press EXIT key again. Locomotive Data Main
Menu disappears and following message
appears for as long as detection is disabled on
the axle:
#n MOTOR SPEED SENSOR DISABLED FOR
LOCKED WHEEL DETECTION.
To re-enable locked wheel detection on an axle:
1. Bring up Locomotive Data Main Menu on FIRE
display panel.
2. Select “Lock Wheel Disable.” (Locked Wheel
Detection Status screen appears.)
3. Using the display panel keys, select the axle
that is to have locked wheel detection
re-enabled.
4. Press ENABLE key. (Axle status changes to
ENABLED.)
5. Press EXIT key. (Locomotive Data Main Menu
appears.)
6. Press EXIT key again. Locomotive Data Main
Menu disappears, and #n MOTOR
DETECTION message no longer displays for
that axle.

2. Wheel Slip Condition
While starting a train when rail conditions are

exceptionally poor, an occasional WHEEL SLIP
indicator flash indicates normal wheel slip
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 faster than
2.4 km/h, occasional, irregular WHEEL
SLIP indicator 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 indicator flashing indicates normal
wheel slide 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,
caused by excessive track speed or
simultaneously slipping all locomotive wheels. In
either case, the system automatically corrects by
reducing traction alternator output.
Operation 4-31
LOCOMOTIVE SPEED LIMIT
If the locomotive exceeds maximum allowable locomotive
speed for more than five seconds, the locomotive computer
reduces traction alternator output and initiates a penalty
brake application.
If communications between FIRE and the electronic air brake

control system are interrupted, locomotive overspeed
protection is not functional. However, after 15 seconds
without FIRE communication, the electronic air brake system
initiates a communications loss penalty brake application.
Setting the automatic brake handle in SUP (suppression)
limits the penalty application, but to not less than a full
service brake application.
MIXED GEAR RATIO OPERATION

CAUTION
If there are locomotives in the consist that have different
gear ratios, do not motor the consist faster than the
slowest maximum permissible speed of any locomotive in
the consist. Also, do not motor the consist slower than the
minimum continuous rated speed for any locomotive in
the consist that has established short time ratings.
DOUBLE HEADING
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 the MU electrical jumper
cables are not connected and there is an operator in each
locomotive.
Before double heading behind another locomotive, make a full
service brake pipe reduction with the automatic brake valve,
then set up the air brake system in LEAD, CUT-OUT, as described
on page 4-6, except select CUT-OUT instead of CUT-IN.
Throttle operation is normal, but the air 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 bailing off the independent brake handle while both
independent and automatic brake handles are set in release.
When double heading operation is completed, change the air
brake system setup back to LEAD, CUT-IN.
OPERATION IN HELPER SERVICE

Note: Helper air brake system set-up is the same as for
“DOUBLE HEADING”. Refer to page 4-32.
For operation, refer to Railroad operating rules and

instructions.
DYNAMIC BRAKING
Locomotive axle-to-traction motor gear ratio (83:16) and
wheel size (1029 mm half-worn wheels), permits maximum
dynamic braking force in the 1.6 to 34 km/h (1 to 21 MPH)
range. At train speeds above 34 km/h (21 MPH), dynamic
braking effort gradually declines as speed increases. If
number 1 truck is cut out, you still have dynamic
braking. If number 2 truck is cut out there will be no
dynamic brake - the dynamic brake blower is out of
circuit.
To apply dynamic braking:
1. Reverser handle setting must correspond to direction of
locomotive motion.
2. Return throttle handle to IDLE, then wait 10 seconds
before proceeding.
WARNING
The delay in this step applies to both DC and AC
locomotives. Failure to delay may result in a sudden
surge of dynamic brake effort when the dynamic brake
handle is advanced out of SET UP.
3. Set the dynamic brake handle in SET UP. (Sets up

dynamic brake control circuits and applies minimal
dynamic braking effort.)
Operation 4-33
4. After slack has bunched, advance the dynamic brake
handle past SET UP to initiate service levels of dynamic
braking.
5. As the handle is advanced from dynamic brake 1 toward
dynamic brake 8, dynamic braking effort increases.
Dynamic braking current is automatically limited by the
locomotive computer, depending on dynamic brake
handle setting and adhesion control. Because the
locomotive computer automatically regulates dynamic
braking, the BRAKE WARN indicator on the FIRE panel
should rarely light. However, if it does light, stop
advancing the dynamic brake handle until it switches Off.
If the BRAKE WARN indicator fails to switch Off after
several seconds, slowly move the dynamic brake handle
back toward 1 until the indicator does switch Off. After
the indicator switches Off, the dynamic brake handle
may again be advanced. See “BRAKE WARN
Indicator”.
Application of the independent air brake during dynamic
braking will reduce dynamic braking. Dynamic brake cut
back is enabled at 103.4 kPa (15 psi) and disabled at 69
kPa (10 psi).
6. After completing dynamic braking, wait ten seconds with
throttle handle in IDLE to allow the control system to
reset and train slack to properly adjust before pulling
handle into POWER sector.
7. On this locomotive order, the locomotive control system
will maintain Dynamic Braking during Emergency or
Penalty Brake application. This locomotive control
system will not maintain dynamic brake during
emergency or control brake application.
BRAKE WARN Indicator

The FIRE panel BRAKE WARN indicator lights if this
locomotive and/ or another locomotive in consist (with MU
jumper cables connected) is generating excessive dynamic
braking current, regardless of tractive effort meter reading.
If the indicator switches On, act to make sure that it does not
remain On longer than a few seconds.

CAUTION
Failure to reduce dynamic braking current when 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 are repeated, determine which
locomotive is at fault, and take it out of dynamic braking
service by setting its engine control panel DYN BRAKE switch
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,
automatic dynamic brake lockout will occur.
DYNAMIC BRAKE WHEEL SLIP (SLIDE)

The wheel slip control system operates in dynamic brake as
well as in power operation. If an inverter computer (inverter
1 or inverter 2) detects a wheel slip, that computer reduces
braking effort on the associated truck, and initiates automatic
sanding to improve traction.
Conditions recognized as wheel slip (wheel slide) in dynamic
brake operation:
• One wheelset is rotating slower than the other
wheelsets on the same truck.
• All the wheelsets on the same truck are rotating more
slowly than radar-sensed locomotive speed.
Reducing dynamic braking effort generally corrects for the
slipping (sliding) wheels, and when the slip (slide) is over,
dynamic braking effort is restored to the former level.
Automatic sanding continues for 3 to 5 seconds after wheel
slip is corrected.
Operation 4-35
ISOLATING LOCOMOTIVE
Observe the following when isolating the locomotive:
1. If the locomotive is operating in power in a multiple unit
consist, it may be isolated at any time, but be careful
about when it is done, and make sure it really is
necessary.
2. End power and dynamic braking operation before
attempting to isolate the locomotive by first setting the
lead locomotive throttle in IDLE and dynamic brake
handle in OFF.
3. Set isolation switch in START/ STOP/ ISOLATE to prevent
power and dynamic braking on that unit. When power or
dynamic braking is resumed by lead locomotive, the
locomotives in consist that are not isolated will function
normally.
INVERTER FAULTS
Most inverter faults cause a fault annunciation crew
message to display on the operator’s FIRE panel.
Inverter problems fall into three general classifications,
based on fault severity -
• Minor Inverter Faults - Locomotive computer reduces the

torque request to the affected inverter, reducing the total
locomotive tractive effort (displayed on operator’s FIRE
panel). For example, torque (tractive effort) is reduced for
wheel diameter mismatch above preset limits. Locomotive
computer displays crew message on operator’s FIRE
panel as shown by Figure 4-3.

F43119
Figure 4-3. Minor Inverter Faults

• Intermediate Inverter Faults - There are two types:
– Those that can be reset by setting throttle in IDLE
and setting up for normal operation as instructed by
a crew message on operator’s FIRE panel.
– Those that can be reset by pressing the RESET key
on a Locomotive Data session on the operator’s
FIRE panel.
• Major Inverter Faults - Locomotive computer displays an

inverter or traction motor blower fault message on the
operator’s FIRE panel. Often, the affected inverter will trip
a crowbar fault.
Note: Certain major inverter faults cause the control

computer of the affected inverter to automatically
short out the inverter output. This occurrence,
known as a crowbar fault, causes a thump and an
underframe jump.
Operation 4-37
TRACTION CUT-OUT
Figure 4-4. Traction Cut-Out
This option, found under Locomotive Data Screen - Page 2,

refer to Figure 4-4, allows the status of both trucks inverters
to be observed on the display screen, and trucks to be cut
out or cut in through the display.
The GT46AC has separate traction motor blowers for each
truck. If one of the blowers failed, then it would be
advantageous to cut out that truck and associated traction
motors allowing the locomotive to be powered by the other
truck/traction motor assembly. An entire truck can be
electrically disabled or enabled through the display.
When the traction cut out soft key is selected, the status of
both trucks is displayed.

operation.

The Trucks status will then be defined as follows:
• ENABLE - If the cursor is positioned on a truck
whose status is FAIL DSB (failed to cut out) or
DISABLED.
• DISABLE - If the cursor is positioned on a truck
whose status is FAIL ENB (failed to cut in) or
ENABLED.
PROCEDURE TO CUT OUT OR CUT IN A TRUCK
Changes in traction status are usually brought about by
some fault condition, which is indicated on the screen. A
traction status change consists of Disabling or Enabling
an entire truck (the traction inverter and all motors on a
truck, as well as the truck and inverter blower motors are
cut out, or cut back in).
For each fault condition, a Crew Message will be
displayed that identifies the fault, and assigns it to a
truck. If the condition requires that a Truck be Disabled,
the procedure would be as follows:
Disable Or Enable A Truck
1. Do not Isolate the locomotive (Doing so causes further
Inverter faults. The EM2000 automatically isolates the
Locomotive at the proper time). Isolate locomotive
before cutting traction motors.
2. Press the Traction Cut Out key on the operator's FIRE
Screen to bring up the Traction Status Screen.
3. On the Traction Status Screen, move the cursor to the
selected truck. The Truck status is displayed
“ENABLED”. Since the Truck is still ENABLED, the
DISABLE Function Key appears on the Screen.

operation.
Operation 4-39
4. On the Traction Status screen the function key can be
designated as - ENABLE or DISABLE for a faulted truck
blower. (Moving the cursor to the selected truck causes
the function key to indicate the status of that device).
The status of the truck is then displayed.
5. If the cursor is at Truck 1, and Truck 1 is ENABLED, then
only DISABLE and EXIT are available (illuminated)
since this truck is already enabled.
6. Press the DISABLE key to cut out the truck. During the
cutout process, the truck status will change to
TRANSFER while the cut out is in process. No other
keys will be available while this message is displayed. If
the cutout procedure is successful, Truck 1 status will
change to DISABLED on the display. If the cursor is at
Truck 1, and Truck 1 is DISABLED, then only ENABLE
and EXIT are available (illuminated) since this truck is
already disabled.
7. Press the ENABLE key to cut in the truck. During the cut
in process, the truck status will change to TRANSFER
while the cut in is in process. No other keys will be
available while this message is displayed. If the “cut in”
procedure is successful, Truck 1 status will change to
ENABLED on the display.
Failure Of Truck To Cut Out
If a truck cannot be cut out through the display, then there is
a failure in the system. A failure in the system will cause truck
status on the screen to change to FAIL DSBL and the
Function Key will read ENABLED as long as the cursor is
located at that truck.
Failure Of Truck To Cut In
If a truck cannot be cut in due to a failure in the system, then
the truck status will change to FAIL ENBL and the Function
Key will read DISABLED as long as the cursor is on that
truck.

CHANGING OPERATING ENDS
If a consist includes two or more locomotives with operating
controls, the following procedure is recommended to change
control from one operating end to other, provided that the
locomotives are equipped with an electronic brake system.
On End Being Cut Out

1. Set independent brake handle in Full (full application).
2. Set automatic brake valve handle in a service position
to make a 138 kPa (20 psi) reduction.
3. Allow the brake pipe exhaust to stop.
4. Set up the brake system for TRAIL.
5. Set the independent brake handle in REL (Release).
6. Set automatic brake valve handle in Continuos Service
(Handle Off).
7. With throttle handle in IDLE and dynamic brake handle in
OFF, set the reverser in NEUTRAL, then remove it to lock
the controls.
8. Set all switches Off. Make sure that GENERATOR FIELD
switch and ENGINE RUN switch are Off (sliders Down).
9. At the engine control panel, set remote headlight control
switch for trailing unit operation. Set other switches On
as needed.
10. Set all black panel area circuit breakers On (levers Up).
11. After completing the preceding steps, move to the cab
of the new lead unit.
On End Being Cut In
1. At the switch panel make sure that the
GEN. FIELD switch is Off (slider Down).
2. Insert reverser and leave in NEUTRAL position.
3. Set automatic brake handle in SUP (Suppression) to
clear any power-up penalty.
4. Set independent brake to FULL (Full Application).
Operation 4-41
5. To avoid an emergency brake application, set air brake
system to LEAD - CUT OUT.
• Allow Equalizing Reservoir to come up to 6.3 kg/cm²
(90 psi) with automatic brake handle in REL
(Release).
• Return to Air Brake Set Up FIRE screen and change
configuration to LEAD - CUT IN.
6. Set all black nameplate circuit breakers On (up).
7. At the engine control panel, set remote headlight control
switch in proper position and set other switches On as
needed.
8. Set the ENGINE RUN, CONTROL FUEL P. (fuel pump), and
GENERATOR FIELD switches On (sliders Up) and other
switches On as needed.
FREEZING WEATHER PRECAUTIONS

When the engine is running, it keeps the cooling system
warm enough to prevent freezing. However, if the engine
stops, and freezing temperatures are possible, protect the
cooling system by somehow keeping the coolant warm, or by
completely draining it.
WARNING
Failure to protect the cooling system against freezing
may result in severe locomotive damage.
DRAINING THE COOLING SYSTEM

When necessary to drain the cooling system, open the
engine coolant drain valve located at the pit between the
engine and accessory rack. Opening this valve drains the
engine, coolant tank, air compressor, and associated piping.
CAUTION
If engine is hot, allow it to cool down before refilling it with
coolant.

TOWING LOCOMOTIVE DEAD IN TRAIN
The air brake system computer requires battery power to
operate. Therefore, if the locomotive is shipping with the
engine dead, open the AIR BRAKE circuit breaker to protect
the locomotive batteries. With the AIR BRAKE breaker open,
the pneumatic backup system controls air brake system
operation.
Note: The air brake system computer connects to the

locomotive batteries through the battery knife
switch. Therefore opening the battery knife switch
also isolates the brake system computer from the
locomotive batteries.
When a locomotive equipped with electronic air brakes is to

be towed in a train, set control and air brake equipment as
follows:
1. Set automatic brake handle in release (REL).
2. Set independent brake handle in release (REL).
If the locomotive is to be shipped with the engine running,
then set up the air brake system for LEAD/CUT-OUT and make
sure that the AIR BRAKE circuit breaker is closed (lever Up).
If the locomotive is being shipped with the engine dead,
open the AIR BRAKE circuit breaker and silence the alarm by
pressing the Operator Controls key on the FIRE Main Menu,
then pressing the Alarm Bell Silence key on the operator
controls menu. Proceed as follows:
1. Close the helper’s emergency brake valve.
2. Isolate all safety control devices if possible.
3. Open all brake cylinder cut out cocks.
4. Open all end connection cut out cocks.
5. Open the dead engine cut out cock. (It is mounted
in the rear of the longhood on the helper’s side.)
6. Open main reservoir drain valves to drain main
reservoir pressure to approximately 1.41 kg/cm²
(20 psi).
Operation 4-43
7. Close main reservoir drain valves.
8. Connect locomotive brake pipe to train brake line
and charge brake system. main reservoir will
charge to a maximum of 1.76 kg/cm² (25 psi).
From controlling locomotive:
• Test brakes by making a 1.41 kg/cm² (20 psi) brake

pipe reduction - make sure that brake cylinders apply.
• Increase brake pipe pressure to release brakes.
Note: If engine is running, locomotive (and brake)

set-up must be for a Trailing unit in consist.
If engine is to remain idling, set switches as follows:

A. Isolation Switch - START/STOP/ISOLATE.
B. Battery switch & GROUND RELAY CUTOUT switch -
Closed (levers Up).
C. GENERATOR FIELD circuit breaker - Off (lever Down).
D. All black panel area circuit breakers - On (levers Up).
E. CONTROL FUEL P. switch - On (lever Up).
F. FUEL PUMP circuit breaker On (lever Up).
G. Throttle handle - IDLE.
H. Dynamic brake handle - OFF.
I. Directional handle (Reverser) - Removed
(locks controls).

TOWING UNIT DEAD IN CONSIST
If a locomotive is to be towed Dead In Consist, set control
equipment as follows:
1. If locomotive is to be towed with all MU hoses connected
to the consist, then normal set up of the brake system
for TRAIL operation is required.
2. If the locomotive is to ship without main reservoir
equalizing, independent application and release, and
actuating MU hoses connected to the consist, then set
up the locomotive as described in Towing Locomotive
Dead In Train.
WARNING
When towing a locomotive dead in consist
• The dead unit must be connected for MU operation.
• TRACTION CONTROL circuit breaker must also be
On (levers Up) to detect an unpowered locked
wheel and alert the operator of this potentially
dangerous condition.
3. All breakers Off (levers Down) except TRACTION

CONTROL, COMPUTER CONTROL, and CONTROL, which all
must be On (levers up). See previous WARNING.
4. All control switches Off.
5. Throttle handle in IDLE and Dynamic Brake handle in
OFF. Remove reverser from controller to lock controls.
6. MU jumper cables must be installed on dead unit.
Operation 4-45
LEAVING LOCOMOTIVE UNATTENDED
If it is necessary to leave the locomotive unattended while
the engine is running, use the following procedure:
1. Observe all railroad safety precautions.
2. Isolate the unit.
3. Set ENGINE RUN and GENERATOR FIELD switches Off
(sliders Down).
4. Set throttle/dynamic brake handle in IDLE. Remove
reverser (directional handle) from controller to lock
controls.
5. Set air brakes.
6. Set parking brake.
STOPPING ENGINES
To stop the engine:
1. If locomotive has been loading, allow it to cool down by
idling it for at least half an hour. This step is critical to
prevent heat-soak restart problems.
2. Set Isolation switch in START/STOP/ISOLATE.
3. Operate an emergency fuel cut-off (EFCO) switch or the
Throttle Handle STOP switch, depending on whether you
want to shut down only that locomotive’s engine or all the
engines in the consist.
In addition to the normal engine stop methods above, there
is another method associated with the EMDEC system:
On the circuit breaker panel, switch the ENGINE CONTROL
circuit breaker Off (lever Down).
Note: The EFCO pushbuttons, the throttle handle STOP

switch, and the ENGINE CONTROL breaker cut off fuel
injection to cause immediate engine shut down. In
addition, although it is possible to set the FUEL PUMP
switch Off to stop the engine by fuel starvation, this
method is not recommended. It should only be used
as an emergency stop if there is a problem stopping
the engine in the normal manner.

SPEED CONTROL OPERATION
Locomotive speed control is an EM2000 locomotive
computer function. It provides for constant speed operation,
as when loading coal at a tipple. A separate pacesetter
device is not required.
When operating speed control in power, EM2000 adjusts

locomotive power to maintain set speed. Procedure starts
below.
To operate the locomotive in power speed control:

1. Set up locomotive for lead operation - reverser thrown
(not centered), CONTROL FUEL P. switch On (slider Up),
throttle handle set in IDLE, and engine running.
2. Bring up FIRE Main Menu page 1 on the operator’s
FIRE panel. Refer to Figure 4-5.
f43541
Figure 4-5. FIRE Main Menu Page 1
3. Press the Speed Control key and the Speed Control

menu displays next. Refer to Figure 4-6.
Operation 4-47
4. Use arrow key(s) to pick Power Speed Control on the

screen.
5. Press the SELECT key. Power Speed Control Entry
screen displays. Refer to Figure 4-7.
Figure 4-7. Power Screen Control Entry Menu

6. Press START key. Power Speed Control Active screen
displays. Refer to Figure 4-8.
Figure 4-8. Power Speed Control Active Screen
7. If conditions are not met, such as moving the reverser

handle to either Forward or Reverse, the condition that
is not met will be highlighted in yellow and a message
will appear indicating that not all entry conditions are
met. Refer to Figure 4-9. Correct the condition(s) until
the START option is available.
Note: There are other conditions that the system assumes

are met such as PCS cleared and the Isolation
switch in the RUN position. If any of these assumed
conditions are not met, a crew message will appear
and Speed Control will be exited.
Operation 4-49
Figure 4-9. Conditions to Start Power Speed Control
8. EM2000 initially sets Set Speed equal to Actual Speed.
9. Using the Speed Up and Speed Down keys on the FIRE
panel, increase or decrease the displayed Set Speed to
reach the desired Set Speed.
10. The Set Speed should be set between 0.3 km/h (0.2
MPH) and 16 km/h (10 MPH)10 km/h (6.2 MPH), each
tap on either Speed Up or Speed Down key increases
or decreases Set Speed by an increment of 0.3 km/h
(0.02 MPH). If either button is held down, the Set Speed
will begin to increase or decrease at a faster rate. On
this order of GT46AC locomotives, the maximum speed
control setting is set at 16 km/h (10 MPH)10 km/h (6.2
MPH). If the Speed Up button is pushed to increase the
set speed once the Set Speed is 16 km/h (10 MPH)10
km/h (6.2 MPH), the FIRE screen will indicate that the
maximum Set Speed has been reached.
11. Advance the throttle to a sufficiently high throttle
position based on train size. TH2 for light trains, TH4 for
medium trains and TH6 for heavy trains. EM2000
responds by starting speed control operation, and
trainlined units with speed control also start speed
control operation.

Note: On EMD AC locomotives, the EM2000
locomotive computer automatically adjusts
actual throttle setting (not necessarily the
handle setting) as conditions require to
maintain Actual Speed at Set Speed.
Throttle notch 1 may not be sufficient for other

locomotives in consist that only respond to the
lead locomotive manual throttle setting.
12. Advance the throttle to a setting that is sufficient to fully

use the power available from all the units in the consist
to maintain set speed.
Note: Power Speed Control operation does not apply

dynamic or air braking to maintain Set Speed.
13. To exit Power Speed Control, push the End Speed

Control key at the screen. It is only possible to end
speed control operation if the throttle is in IDLE. In all
other throttle positions, the option to end speed control
will not be available. Upon ending speed control, the
Speed Control screen will appear.
To operate the locomotive in Plugging Speed control

From the Speed Control menu, select the Plugging Brake
Speed Control option.
The Plugging Speed Control entry conditions screen

appears, stating Reverser handle in opposite direction of
travel.
Once the entry conditions are satisfied press the Start key.
The Plugging speed control Active screen appears.
EM2000 initially sets the Set Speed equal to Actual Speed.
Use the Slow Speed Control keys to set the desired speed.
To end Plugging Speed Control operation, press the Stop

key.
Operation 4-51
ALERTER SYSTEM OPERATION
The alerter function is integrated into the FIRE system. It
monitors various operator’s control console devices for
indications that the operator is present and alert. If it is
apparent that the operator is not present or alert, the alerter
system activates a progressive alarm. Then, if not reset
during the alarm period, it initiates penalty braking.
The alerter system is enabled by any one of the following:
• Locomotive speed greater than 0.8 km/h (0.5 mph).
• Release of the independent brake (brake cylinder
pressure < 1.75 kg/cm² (25 psi).
Any of the following conditions suppress alerter system
operation (provided that alerter has not already initiated
penalty brake application) - system does not activate
alarm or initiate penalty brake, regardless of operator’s
apparent lack of alertness if:
• Brake cylinder pressure greater than 1.75 kg/cm²
(25 psi), or
• Automatic brake handle in SUPPRESSION or
beyond.
– Brake Pipe pressure is below 1.4 kg/cm² (20
psi), or
– Air brake system is set up for “Trail Cut Out”
service, or
– When all of the following are true:
– Reverser is centered
– Isolation Switch Position IS NOT = Run
– Throttle Position = Idle
– Speed < 3.2 km/hr (2.0 mph)
– Generator Field Switch Position = Open
– Generator Field Switch Position = Open
(no power)
– FIRE has valid communication with
EM2000

Operating any of several operator control devices resets the
alerter system - that is, it resets the alerter counter to a
preset time period that is determined by locomotive speed.
(See “Alerter System Timing,” below.)
Any of the following activities cause alerter timer reset:

• Changing throttle handle setting.
• Operating the ALERTER RESET foot pedal.
• Pressing any FIRE function key.
• Changing dynamic brake handle setting.
• Any Brake handle activity.
TYPICAL ALERTER SYSTEM TIMING
When the alerter system is reset by any of the methods
described above, the alerter counter (timer) is preset as
follows:
When the alerter is reset, the first timer preset is 65 seconds.

After that, the timer is preset according to locomotive speed:
• Locomotive Speed equal to or less than 23 km/h
(14 mph): Alerter reset time = 120 seconds.
• Locomotive Speed above 23 km/h (14 mph): Alerter
reset time = 120 + (20/Actual Speed) Seconds.
Once the alerter timer is set (and alerter system is not

suppressed), it starts counting down. When the countdown
reaches a certain time, the FIRE display panel screen on the
operator’s control stand lights the ALERT indicator, and the
FIRE audio device in the control stand provides the audible
warnings. The count - “seconds remaining until penalty
brake application” also displays in the ALERT indicator.
As the countdown continues, the alerter system activates

more and more noticeable alarms. If the countdown reaches
zero, the system requests the air brake system to provide a
penalty brake application.
Operation 4-53
(AESS)
The GT46AC locomotive is equipped with the Automatic
Engine Start/Stop System (AESS).


WARNING
Always DISABLE the Automatic Engine Start/Stop
System (AESS) before performing any work on the diesel
engine on or related electrical and mechanical equipment.
(AESS), press the EMERGENCY FUEL CUT OFF &
ENGINE STOP pushbutton and, if required by railroad
rules, lock it down. FAILURE TO DISABLE THE
AUTOMATIC ENGINE START/STOP SYSTEM (AESS)
MAY RESULT IN UNEXPECTED ENGINE STARTUP
OR SHUTDOWN WITH RISK OF PERSONAL INJURY
OR DEATH.
AESS (Auto-Start) Set Up

Set up the Automatic Engine Start/Stop System (AESS) as
follows:
1. Stop the locomotive.
2. Set the throttle handle in IDLE.
3. Center the reverser.
4. Apply the locomotive brakes.
5. Ensure the main reservoir is fully charged.

6. Do not shut down the engine, doing so will disable
the system.
Safety Precautions For Normally

Enabled System Function
If the engine is not running and the computer is powered up
(computer reset or cold start), the system will be disabled to
prevent inadvertent engine starts until the engine is started
manually.
Once the engine starts, the system is automatically enabled

once all operating conditions are met.
AESS (Auto-Start) Set-Up Verification

Auto Start is properly set up if:
• On engine control panel, green AUTO START -
ENABLED indicator is On and both AUTO START -
INHIBIT and AUTO START - DISABLED indicators
are Off.
• Crew message AUTOMATIC ENGINE START
ENABLED is displayed on the FIRE screen.
Note:For thirty seconds before an automatic engine

start - the engine start warning horn sounds - one
second On, one second Off.
Automatic Engine Shutdown

If Auto Start is ENABLED, the engine will automatically shut
down when all following conditions are met:
• Engine has been running for at least 20 minutes.
• Engine coolant temperature is high enough.
• Main Reservoir air pressure is adequate.
• Locomotive battery charging current is low enough.
• Locomotive battery voltage is high enough.
• All set up conditions are still met.
Operation 4-55
• Six hour delay completed after engine has been
automatically started more than twice in a six hour
period.
• Delay completed after locomotive road or yard
service.
If one of the conditions is not met EM2000 generates a crew

message that states what is delaying engine shutdown, such
as:
BATTERY CHARGING CURRENT TOO HIGH
Automatic Engine Shutdown Sequence

This shutdown sequence runs after all shutdown all
requirements are met:
AUTOMATIC ENGINE SHUTDOWN IN 30 SECONDS -
PRESS RESET TO DELAY SHUTDOWN
Meanwhile, the engine start warning alarm sounds in the

engine room.
Pressing the RESET key before 30 seconds is up, keeps the

engine running for 30 minutes. The warning alarm turns Off
and EM2000 generates the following crew message:
MANUAL OVERRIDE FOR 30 MINUTES
The engine shuts down in either 30 seconds (if RESET was

not pressed in Step 1) or 30 minutes (if RESET was
pressed).
The engine start warning alarm sounds a warning chirp

every 15 minutes while Auto Start is ENABLED. EM2000
generates the following crew message:

Manual or Engine Protection Shutdown in Auto

Start
If engine is shut down by means other than Automatic
Engine Start/Stop System (AESS) while Auto Start is
ENABLED, Auto Start becomes DISABLED and EM2000
generates this crew message:
AUTOMATIC ENGINE START DISABLED.
Auto Start remains disabled until the engine is manually

restarted. System status will then be either ENABLED or
INHIBIT.
Shutdown Delay after Road or Yard Service

In order to avoid unnecessary interruptions to normal
operations, the Automatic Engine Start/Stop System (AESS)
delays engine shutdown after all other shutdown conditions
are met if the locomotive was in service before automatic
shutdown was called for.
The type of locomotive service performed before the engine

shutdown requirements are met determines how long
shutdown is delayed: road service (greater speeds for longer
times) results in longer delays than yard service (slower
speeds). On the GT46AC units, the time delays are as
follows:
• Road Service 30 minutes.
• Yard Service 15 minutes.
During the shutdown delay, EM2000 generates the following

crew message:
PRESS STOP TO SHUT DOWN LOCAL ENGINE NOW.
Operation 4-57
Pressing the STOP key below that crew message shuts
down the local engine.
If the STOP key is not immediately pressed, another

message, such as the following appears under the message
above to enable the crew to extend the local engine
shutdown delay:
PRESS RESET FOR ADDITIONAL * MINUTES.
The actual amount of additional delay is specified by the

railroad. The maximum time delay is set at 30 minutes on the
GT46AC units.
Pressing RESET initiates the additional local engine

shutdown delay.
Automatic Engine Restart Conditions

If Auto Start status is ENABLED, the Automatic Engine
Start/Stop System (AESS) automatically restarts the engine
after either of the following conditions is true for one minute:
• Engine coolant temperature not high enough.
• Locomotive battery voltage not high enough.
• Independent brakes released.
In addition, the Automatic Engine Start/Stop System (AESS)

automatically restarts the engine if any of these three
conditions is true:
• Outside air temperature is too cold.
• Engine has been shut down for more than 47 hours
with Auto Start ENABLED.
• Any of the Auto Start setup conditions is defeated -
for example, reverser is thrown. If that occurs, Auto
Start restarts the “local” engine (on same locomotive)
and restarts engines on all trainlined locomotives that
have the Auto Start or similar system.
• Main reservoir pressure less than 15 psi (103 kPa)
above maximum brake pipe pressure.

If this occurs, Automatic Engine Start/Stop System (AESS)
status changes to INHIBIT and EM2000 generates this crew
message:
AUTOMATIC ENGINE START ENABLED, BUT INHIBITED.
Operator-Initiated Automatic Engine Restart

As described previously, when the Automatic Engine
Start/Stop System (AESS) has automatically shut down the
engine, EM2000 displays this crew message:
Press the RESET key under the crew message screen to

start the engine without disabling the Automatic Engine
Note: The engine restart method only restarts the “local”
engine, on the locomotive, in contrast to defeating an
Auto Start setup condition, throwing reverser for
example, which restarts the engines on all trainlined
locomotives with Auto Start or similar systems.
Manual Engine Start

Pressing the START pushbutton on the engine control panel
when the engine is shut down causes the engine to start
normally, and does not DISABLE the Automatic Engine
To prevent an automatic shutdown later, make sure that at

least one of the Automatic Engine Start/Stop System (AESS)
set up conditions are not met. (Set reverser in FORWARD or
REVERSE, for example.)
Operation 4-59
If Engine Won’t Auto Start
If the Automatic Engine Start/Stop System (AESS) tries to
start the engine, and the engine has not started within 80
seconds, Auto Start halts the start attempt and waits two
minutes, then makes a second engine start attempt. If the
engine fails to start on the third attempt, the system stops
trying to start the engine, change status to DISABLED, and
AUTOMATIC ENGINE START DISABLED
ENGINE DID NOT START
AESS (Auto-Start) Inhibit Conditions

Auto Start is in the INHIBIT state (green ENABLED and
yellow INHIBIT indicators both On) if it was first ENABLED,
then one of the following conditions became true and no
engine protection faults exist:
• Locomotive moving.
• Reverser not centered.
• Throttle not in IDLE.
• Locomotive brakes not applied.
If that occurs, EM2000 generates a crew message

explaining what’s going on, such as:
AUTOMATIC ENGINE START INHIBITED
REVERSER NOT CENTERED
Fix the problem indicated by the crew message to change

Auto Start status back to ENABLED (green ENABLED
indicator will switch On and yellow INHIBIT indicator will
switch Off).

DOWNLOADING THE FIRE EVENT
RECORDER
The FIRE system includes a locomotive event recorder
system. The locomotive event recorder collects and records
locomotive operation data and events in accordance with
FRA requirements and railroad operating rules.
There are two preferred methods for downloading the FIRE

event recorder:
• PC Card Download - Refer to EVENT RECORDER -
PCMCIA CARD DOWNLOAD PROCEDURE (below).
• Laptop Serial Download - Refer to EVENT
RECORDER - LAPTOP SERIAL DOWNLOAD
PROCEDURE (page 4-62).
Event Recorder data is stored in two different locations

Event Recorder Memory Module (EMM), which is internal to
the FIRE computer and Crash Hardened Memory (CHM),
which is an external memory device. This feature gives the
option of which location the Event Recorder data is stored or
retrieved. The default settings when taking an automatic
download within these software versions are the CHM as the
location to obtain the data and the PC flashcard as the
location where the data gets stored.
Note: FIRE event recorders can be downloaded during
locomotive operation.
EVENT RECORDER - PCMCIA CARD

DOWNLOAD PROCEDURE
When a blank PCMCIA card is inserted in the PC card reader,
a download of the FIRE event recorder is automatically
initiated. The EM2000 fault archive and running totals are also
automatically downloaded at the same time.
During the download, the following message will be displayed

on the FIRE screen:
DO NOT REMOVE PC CARD -
Event Recorder Download in Progress
Operation 4-61
Once the download is complete, the following message will be
displayed on the FIRE screen:
EVENT RECORDER DOWNLOAD COMPLETE -
PC Card May Be Removed
After a successful download, two event recorder files will be

created on the memory card - a “.dat” file, containing the
event data, and a “.sta” file, containing general tracking
information.
Figure 4-10. PC Card Reader

EVENT RECORDER - LAPTOP SERIAL
DOWNLOAD PROCEDURE
Note: A straight-through 9-pin, 6 Ft. long, round shielded
cable, Radio Shack catalog number 26-117, is
required for FIRE -integrated event recorders. Refer
to Figure 4-11, for the new cable configuration.
Download Procedure:
Event recorder playback and download is performed using
Wabtec software for FIRE integrated event recorders:
• Wabtec Train Trax Data Downloaded (WPN 17517
Version 3.5.1).
• Wabtec Event Recorder Data Analysis (WPN 17561
Version 3.4.2.1).

Note: EMD does not provide this software. The customer
must obtain software direct from Wabtec.
1. With the download cable described above and
illustrated in Figure 4-11, page 4-63, connect the
laptop DB9 COM port to the Event Recorder
connector receptacle on the operator’s work station.
43381
Figure 4-11. FIRE-Integrated Event Recorder Download

Cable Configuration
2. Run the download software. The process details
may vary depending on which download software
you are using, but the basic flow is generally the
same: After the download process is started, you
may be prompted for a destination directory for the
downloaded files, and you may be asked to supply
some basic locomotive information, such as:
• Road Number.
• Download Location.
• Time of Download.
Operation 4-63
Specify a directory as necessary and fill in the
requested information.
• You may be prompted for a percentage of data
to be downloaded. Your response will
accurately control the download results.
• You may be prompted for an amount of data to
be downloaded based on time. In this case,
your reply does not matter - FIRE will download
the full data set.
3. Perform the following commands from the FIRE
screen:
a. Go into the “Maint Mode”
(using the daily four-digit code)
b. “Diagnostic Menu”
c. “FIRE Diagnostics”
d. “Event Rec Download”
4. Once in the “Event Rec Download” screen use the
up and down arrow to select the location for
retrieving and/or for storage of the downloaded
data. Refer to Figure 4-12.
Figure 4-12. Event Recorder Download Choice Screen

5. Select “Serial Link”, and press the “Download”
function key. Once the download is complete, the
following message will be displayed on the FIRE
screen:
EVENT RECORDER DOWNLOAD COMPLETE
6. Successful downloads create two files - a “.dat” file,

containing the event data, and a “.sta” file,
containing general tracking information.
Operation 4-65
Troubleshooting
Heading Page
INTRODUCTION ............................................................ 5-3
PROBLEM: NO ELECTRICAL POWER ........................ 5-4
PROBLEM: NO FIRE SCREENS................................... 5-4
PROBLEM: ENGINE WON’T CRANK OR START......... 5-5
PROBLEM: ENGINE CRANKS, BUT WON’T
START ............................................................................ 5-5
PROBLEM: LOCOMOTIVE WON’T LOAD ................... 5-6
PROBLEM: LOCO. WON’T LOAD FULLY.................... 5-7
PROBLEM: ENGINE SHUT DOWN............................... 5-8
PROBLEM: MISCELLANEOUS FAULT/
OPERATING CONDITIONS ............................................ 5-9
PROBLEM: SLIPPED PINION ..................................... 5-10
EMERGENCY OR PENALTY AIR BRAKE
WARNING INDICATIONS/ RESET METHODS ........... 5-11
AIR BRAKE RESET METHODS ................................. 5-12
Troubleshooting 5-1
INTRODUCTION
This section provides some basic GT46AC locomotive
troubleshooting information. Many troubleshooting
procedures can be performed through the FIRE system.
Major subsystems such as the EM2000 locomotive
computer and electronic air brake are correlated through the
FIRE system computer and displayed on FIRE screens.
Locomotive fault and certain operating conditions detected
by the EM2000 are displayed automatically on FIRE and
can be addressed through the EM2000 on the FIRE system.
Access the EM2000 by pressing the Locomotive Data key
on the FIRE Main Menu. Some typical fault and operating
conditions and their recommended responses are provided.
Troubleshooting 5-3
Problem: NO ELECTRICAL POWER
Possible Cause Solution
Battery knife switch open Close battery knife switch.
No battery power. Check batteries, cabling,
and connections.
Open circuit breakers Close circuit breakers.
Problem: NO FIRE SCREEN

CAB DISP circuit breaker Close circuit breaker.
open.
Battery knife switch open. Close battery knife switch.
No battery power. Check batteries, cabling,
and connections.
NOTE: No other locomotive crew-performed procedures
are permitted for this system.

Problem: ENGINE WON’T CRANK OR START
ENGINE CONTROL breaker Close breaker.
is open.
Absent or low air Couple to other
pressure. locomotive, hook up MR
Equalizing line, then pump
up main reservoirs.
Problem: ENGINE CRANKS,

BUT WON’T START
Fuel system does not Close FUEL PUMP breaker.
prime.
Insufficient fuel. Add fuel to tank.
Active EMDEC fault. Cycle the Engine Control
circuit breaker.
Troubleshooting 5-5
Problem: LOCOMOTIVE WON’T LOAD
REVERSER HANDLE IS Set reverser in Forward or
CENTERED message Reverse.
NO LOADING message If both inverters are cut
out - try cutting one back
in.
GEN. FIELD switch is Off Set switch On (Up).
(Down).
GROUND RELAY LOCKED 15 seconds after a ground
OUT message occurs, EM2000
automatically resets the
ground relay. EM2000 will
reset GR twice more
within a 10 minute period,
then lock it out. Once GR
locks out, it must be reset
through the FIRE system -
Crew Message Screen.
NO LOAD - PCS OPEN Set throttle in IDLE. Set
message, penalty or independent brake in FULL
emergency brake and set automatic brake
application. handle in EMER
(emergency), wait 60
seconds, then set
automatic brake handle in
Release (REL). If air
brakes do not recover,
cycle AIR BRAKE breaker,
then try to recover again.

Problem: LOCOMOTIVE WON’T LOAD FULLY
REDUCED LOAD-TH6 LIMIT Try to reset by
message: Clogged air momentarily reducing
filters or hot engine. throttle handle to IDLE.
REDUCED DYNAMIC Reduce dynamic brake
BRAKE - handle setting
GRID OVERCURRENT immediately. Reset fault
message. through FIRE system.
If fault occurs again, cut
out dynamic brake with
the DYNAMIC BRAKE switch
on the Engine Control
Panel.
Troubleshooting 5-7
Problem: ENGINE SHUT DOWN
Note: The EMDEC system computer sends some of the
following messages to the EM2000 locomotive
computer. They will display on the FIRE system
Locomotive Data function.
ENGINE SHUTDOWN - Check engine oil level.
ENGINE OIL PRESSURE If oil level is too high, do
not attempt to restart.
If oil level is OK, and
strong smell of diesel fuel
is not present, cycle
Engine Control breaker,
then attempt to restart.
If strong smell of diesel
fuel is present, do not
attempt to restart.
If engine shuts down
again for same problem,
do not attempt another
restart.
NO LOAD - ENGINE Cycle ENGINE CONTROL
PROTECTION SHUTDOWN breaker, then try restarting
engine.
ENGINE SHUTDOWN - Cycle ENGINE CONTROL
ENGINE OIL breaker, then try restarting
TEMPERATURE engine.
ENGINE SHUTDOWN - Do NOT reset until
ENGINE CRANKCASE qualified personnel have
PRESSURE performed an engine
inspection.
ENGINE SHUTDOWN - Check coolant level. Cycle
ENGINE COOLANT ENGINE CONTROL breaker,
PRESSURE then try restarting engine.

Problem: MISCELLANEOUS FAULT/
OPERATING CONDITIONS
ENGINE SPEED MINIMAL Locomotive may be
message isolated - set Isolation
switch in RUN.
No Dynamic Brake DYNAMIC BRAKE switch on
Engine Control Panel may
be in CUT OUT.
Set it in CUT IN.
Ensure the Dynamic
Brake Circuit Breaker on
the Control Stand is ON
Speed Control fault Reset COMPUTER CONTROL
breaker, then run Speed
Control Self-Test.
Troubleshooting 5-9
Problem: SLIPPED PINION
Slipped Pinion Suspected Apply independent air
brakes fully.
Go to throttle 1 or 2 Stall
Test.
Check TMRPMs on
Creep Control screen.
If all except one show
zero, then that one pinion
is slipping.
Take the following steps to avoid constant wheel slip
caused by a slipped pinion:
a. Disable the Truck with the defective pinion.
b. Disable the Locked Wheel Detection on the locked
wheel detection screen.

EMERGENCY OR PENALTY AIR BRAKE
WARNING INDICATIONS/ RESET METHODS
Indication Reset Method*
Automatic Brake Emergency Method 1
Emer. Brake Valve Emergency Method 1
Remote Control Emergency Method 1
Trainline Emergency Method 2
EOT Emergency Method 2
Overspeed Penalty Method 3
OBC (on-board computer) Method 3
Penalty
(EM2000/FIRE
communications loss)
Air Brake Power Up Penalty Method 3

* See next page for Reset Method descriptions.
Troubleshooting 5-11
AIR BRAKE RESET METHODS
Method 1: Ensure throttle handle is in IDLE position. Set
automatic brake handle in EMERGENCY,
then wait until the reset message appears or the fault
disappears.
automatic brake handle in EMERGENCY for 60 seconds, then
move it to RELEASE.
automatic brake handle in SUPPRESSION and hold for at least
eight seconds, then return it to RELEASE.
Note: If the above reset strategy is not successful, proceed
as follows:
1. Cycle (Off, On) AIR BRAKE breaker on electrical
control cabinet upper circuit breaker panel.
2. Set automatic brake handle in SUP (suppression)
and hold there for at least eight seconds, then
return it to REL (release).
Note: Once a penalty brake application is in

progress, it cannot be suppressed.
3. If alarm bell cannot be reset or alarm recurs

(possible brake system problem), open AIR BRAKE
breaker. Electronic air brake system back-up will
provide normal trail unit brake operation.

WARNING: STOPPING HAZARD
If electronic air brake system suffers 24 Volt power loss
and locomotive battery power loss while train is moving,
a penalty brake application occurs at the SERVICE rate
(BP pressure drops to zero). Crew may initiate an
EMERGENCY brake application from the operator’s
automatic brake handle, or from the EMERGENCY BRAKE
VALVE on the helper’s console.

Do not, under any circumstances, permit a train to
continue in operation if brake pipe air pressure falls
below 3.2 kg/cm² (45 psi). If that does happen, stop the
train and recharge the brake pipe to the
railroad-specified pressure. Failure to comply with this
warning may result in the inability to control or stop the
train.

After an EMERGENCY BRAKE application, if the train is still
moving, do not attempt to release brakes. Setting the
automatic brake handle in REL while the train is moving
may cause equipment damage and/or personnel
damage.
Note: If electronic air brake system operating power is lost,

the following occurs:
1. Alarm bell sounds. It can be silenced locally.
2. PCS opens, interrupting locomotive power.
Dynamic brake operation is affected per Railroad
Procedures.
3. A penalty brake application occurs and brake
cylinder pressure rises to 5.5-5.6 kg/cm²
(78-80 psi), maximum.
4. Independent brake control does not operate,
including the bail-off function.
5. The operator may reset the failure by cycling (Off,
On) the AIR BRAKE breaker on the electrical control
cabinet upper circuit breaker panel.
Troubleshooting 5-13
Note: If locomotive is trailing in consist when electronic air
brake system operating power is lost, also note the
following:
6. Bail-off is still permitted, with reapplication limited
to further reductions in brake pipe pressure.
7. There will be no change in air brake, power, or
dynamic brake conditions.
8. Independent Brake will apply and release when
commanded by the LEAD unit limited to A&R pipe
pressure.

Index
In this index:
• Circuit breakers are not listed separately - each is
only listed once, under the Breakers - heading.
Example - There is no AC Control Circuit Breaker
entry, but AC Control is listed under Breakers.
• Indicators, in the same manner, are listed only once,
under the Indicators - heading.
A BRAKE SET UP, AIR ..............4-6

BREAKER
ACCELERATING THE
74 VDC RECEPTACLE .....3-97
TRAIN .................................4-26
AC CONTROL .................3-97
ACKNOWLEDGE FAULTS ....3-54
AIR BRAKE #1 .................3-97
AESS ....................................2-5
AIR BRAKE #2 .................3-97
AIR BRAKE CONTROLLER ...3-78
AIR DRYER .....................3-98
AIR BRAKE EQUIPMENT ......3-78
APC CONTROL ...............3-98
AIR BRAKE RESET
METHODS ...........................5-12 AUXILIARY LIGHTS .........3-98
AIR BRAKE SET UP .............3-46 CAB FANS ......................3-98
AIR BRAKE SET UP ...............4-6 CAB/DISPLAY
COMPUTER ....................3-98
AIR BRAKE SYSTEM .............1-4
COMPUTER CONTROL ...3-98
AIR BRAKE SYSTEM,
ELECTRONIC, CONTROL .......................3-98
INTRODUCTION ..................1-19 DCL CONT ......................3-99
AIR BRAKE WARNINGS/ DLC CONTROL ...............3-99
RESETS ..............................5-11 ENGINE CONTROL .........3-99
AIR COMPRESSOR ...............1-4 FUEL GAUGE ..................3-99
AIR, PUMPING UP ...............4-22 FUEL PUMP ....................3-99
ALARM BELL SILENCE ........3-35 GPS ...............................3-99
ALARM INDICATOR .............3-15 HEADLIGHTS ..................3-99
ALERT INDICATOR ..............3-15 HOT PLATE ....................3-99
ALERTER SYSTEM IGBT SUPPLY #1 .............3-99
OPERATION ........................4-52 IGBT SUPPLY #2 .............3-99
ALERTER TEST ...................3-69 LIGHTS ...........................3-99
ARCHIVE STRUCTURE ........3-50 LOCAL CONTROL .........3-100
ATTENDANT CALL RADIATOR BLOWER
SWITCH ................................3-5 #1 .................................3-100
AUTO. BRAKE HANDLE .......3-79 RADIATOR BLOWER
AUTOMATIC ENGINE #2 .................................3-100
START/STOP SYSTEM ..........2-5 RADIO ..........................3-100
TOILET .........................3-100
B TRACTION CONTROL ...3-100
BATTERIES, LOCOMOTIVE ....1-3 TRUCK BLOWER ..........3-100
BATTERY KNIFE TURBO LUBE PUMP ......3-101
SWITCH ............................3-101
BELL SWITCH .......................3-6
BP (BRAKE PIPE PRESS.) ....3-12
INDEX I
C WHEEL SLIDE ................. 4-35
CAB EQUIPMENT .................. 3-3 E
CHANGE PROFILE KEY ....... 3-35 ELECTRICAL LOCKER
CIRCUIT BREAKER (OPERATORS
DYN BRAKE ...................... 3-7 EQUIPMENT) ...................... 3-90
CIRCUIT BREAKER - ELECTRONIC AIR BRAKE
SEE BREAKERS - SYS. ................................... 1-19
CIRCUIT BREAKER EMDEC SYSTEM
PANEL ................................ 3-96 INTRODUCTION .................. 1-18
CIRCUIT BREAKER EMERGENCY BRAKE
PANEL ................................ 3-96 VALVE ................................ 3-89
CLEARING EMERGENCY BRAKING ...... 3-80
ANNUNCIATOR ................... 3-55 EMERGENCY FUEL
COMPANION CUTOFF & ENGINE STOP
ALTERNATOR ....................... 1-3 PUSHBUTTON SWITCH
COMPRESSOR ..................... 1-4 (EFCO/STOP) ...................... 3-92
CONSOLE, LOWER ............... 3-4 EMERGENCY STOPPING .... 4-25
CONTROLLED CREEP ......... 4-27 ENGINE -
CONTROLLER, DIPSTICK, OIL .................. 4-4
LOCOMOTIVE ..................... 3-82 INSPECTION .................... 4-4
CONTROLS AND ENGINE CRANKS,
INDICATORS ......................... 3-1 BUT WON’T START ............... 5-5
COOLING FANS .................... 3-3 ENGINE SHUTDOWN,
COUPLING LOCOMOTIVE UNEXPECTED ....................... 5-8
TO TRAIN ........................... 4-21 ENGINE START -
COUPLING LOCOMOTIVES LEAD LOCO.
TOGETHER .........................4-20 PROCEDURE .................... 4-9
CREEP CONTROL ............... 4-27 SETUP ............................. 4-8
CREW MEMBER TERMS SYSTEM ........................... 4-7
IN THIS MANUAL .............FOR-iv ENGINEER’S CONSOLE ........ 3-4
CREW MESSAGES .............. 3-77 ENGINEER’S CONTROL
CROWBAR .......................... 4-37 STAND .................................. 3-4
CURVE NEGOTIATION, ENGINEROOM
MIN. ......................................1-5 INSPECTION ......................... 4-3
CUTOUT COCK, DEAD EVENT ARCHIVE ........ 3-48, 3-52
ENG. ................................... 3-81 EVENT ARCHIVE FAULT
D DISPLAY ............................. 3-52
EVENT DETAILS ................. 3-56
DATA PACK ........................ 3-51 EVENT INFO ....................... 3-47
DC LINK DISCHARGE ............ 2-4
DC LINK VOLTAGE ................ 2-3 F
DEAD ENG. CUTOUT FAULT ARCHIVE
COCK ................................. 3-81 STORAGE ........................... 3-50
DEAD LOCOMOTIVE ...........4-45 FAULT HISTORY
DEPARTURE TESTS ...........3-62 GATHERING ....................... 3-50
DIAGNOSTIC MENU ............ 3-74 FAULT INFORMATION ......... 3-51
DIPSTICK, ENGINE OIL ..........4-4 FAULT RECURRENCE ......... 3-51
DIRECT AIR GAUGE .............. 3-4 FIRE
DISPLAY SETUP ................. 3-35 ALERT INDICATOR ......... 3-15
DOUBLE HEADING .............. 4-32 FIRE -
DYN BRAKE INDICATOR ..... 3-15 AB FAIL INDICATOR ........ 3-15
DYNAMIC BRAKE - BP (BRAKE PIPE PRESS.)
DESCRIPTION ................ 4-33 INDICATOR .................... 3-12
EFFORT, MAX. .................. 1-4 CHANGE PROFILE KEY .. 3-35
OPPOSITE DIR. .............. 4-24 CLIMATE CONTROL ........ 3-16
PROCEDURE .................. 4-33 DEFOGGER .................... 3-16
ii GT46AC Operator’s Manual

DYN BRAKE CAB, TRAIL .....................4-17
INDICATOR .....................3-15 ENGINE ............................4-4
ER (EQ. RES.) ENGINEROOM ..................4-3
INDICATOR .....................3-12 GROUND ..........................4-3
FLOW (THRU BRAKE PIPE) INVERTER FAULTS .............4-36
INDICATOR .....................3-12 ISOLATING LOCOMOTIVE ...4-36
ICON INDICATORS ..........3-16
INTRODUCTION TO L
SYSTEM ................1-15, 3-10 LEAKS -
MAIN. (RES. PRESS.) FUEL ................................4-4
INDICATOR .....................3-12 LEAVING LOCOMOTIVE
ODOMETER ....................3-12 UNATTENDED .....................4-46
PCS OPEN INDICATOR ...3-14 LIGHT AND WINDOW
ROAD NUMBER WIPER CONTROL ..................3-3
INDICATOR .....................3-12 LOCOMOTIVE -
SAND ICON ....................3-16 BATTERIES ......................1-3
THROTTLE INDICATOR ...3-14 CURVE NEGOTIATION ......1-5
UNIT ALARM DEAD-IN-TRAIN ..............3-81
INDICATOR .....................3-15 DYN BRAKE EFFORT,
WHEEL SLIP MAX. ................................1-4
INDICATOR .....................3-14 OPERATION,
FIRE EVENT RECORDER GENERAL .......................1-12
DOWNLOADING ..............4-61 SPEED LIMIT ..................4-32
FIRE EXTINGUISHERS ......3-102 SPEED/T.E. LIMITS ...........1-4
FIRE EXTINGUISHERS ......3-102 THROT. 8 T.E. ...................1-4
FIRE MAIN MENU ................3-17 WEIGHT ...........................1-5
FLOW (THRU BRAKE WON’T LOAD ....................5-6
PIPE) ..................................3-12 WON’T LOAD FULLY .........5-7
FUEL LEAKS .........................4-4 LOCOMOTIVE
G CONTROLLER .....................3-82
LOCOMOTIVE HEALTH ........3-59
GENERAL LOCOMOTIVE MONITOR .....3-57
INFORMATION .......... FOR-i, 1-1
H M
MAIN GENERATOR
HANDLE, AUTO. BRAKE ......3-79 SPECIFICATIONS ..................1-3
HANDLE, IND. BRAKE ..........3-80 MAIN RES. PRESS. ..............3-12
HAULING LOCO. MAINTENANCE MODE .........3-62
DEAD IN TRAIN ...................3-81
MAINTENANCE MODE .........3-62
HEADLIGHT INDICATOR
PANEL ..................................3-3 MECH. INTERLOCKS
HEATERS, BATTERY .............1-3 ON LOCO. CONTROLLER ....3-86
HELPER SERVICE MISCELLANEOUS
EQUIPMENT ......................3-101
OPERATION ........................4-33
MIXED GEAR
HILL STARTING ...................4-24 OPERATION ........................4-32
I N
IND. BRAKE HANDLE ...........3-80
NO ELECTRICAL POWER ......5-4
INDICATORS -
NO FIRE SCREENS ...............5-4
AIR BRAKE FAIL ..............3-15
BRAKE WARN .................4-34 O
FIRE ICONS ....................3-16 ODOMETER ........................3-12
SAND .............................3-16 ON LINE, LOCOMOTIVES .....4-20
WINDSHIELD OPERATORS CONTROLS ....3-34
DEFOGGER ....................3-16 OPPOSITE DIRECTION
INSPECTIONS - BRAKING ..............................2-5
CAB, LEAD ........................4-5
INDEX III
OPPOSITE DIRECTION STARTING UPHILL .............. 4-24
DYN. BRAKE ....................... 4-24 STOPPING ENGINES ........... 4-46
OVERHEAD MOUNTED SUPPLIES/ CAPACITIES ........ 1-4
EQUIPMENT ......................... 3-3 SWITCH
OVERSPEED DEPARTURE BELL ................................ 3-6
TEST .................................. 3-67 CONTROL FUEL PUMP ..... 3-6
P ENG RUN ......................... 3-7
GEN FLD .......................... 3-8
PANELS -
HEADLIGHTS .................... 3-8
CIRCUIT BREAKER ......... 3-96
SANDING ......................... 3-9
PB ON BUTTON .................. 3-87
WALKWAY LIGHTS ........... 3-9
PC CARD READER .............. 3-86
SWITCHES -
PCS OPEN INDICATOR ....... 3-14
EFCO, EXTERNAL ........ 3-102
PENALTY BRAKE
DEPARTURE TEST .............. 3-66 EMERG. FUEL C/O ........ 3-102
PLUGGING MOTORS ...........4-25 T
POWER PLANT ..................... 1-3
TCC -
PRECAUTIONS BEFORE
FAULTS .......................... 4-36
OPERATING LOCO. ............. 4-20
INVERTER FAULTS ......... 4-36
PREPARATION FOR
SERVICE .............................. 4-3 THROTTLE 8 TRACTIVE
EFFORT ................................ 1-4
PROCEDURE TO CUT
OUT OR CUT IN A TOWING LOCOMOTIVE
TRUCK ...................... 3-32, 4-39 DEAD IN CONSIST .............. 4-45
PUMPING UP AIR ................ 4-22 TOWING LOCOMOTIVE
DEAD IN TRAIN ................... 4-43
R TRACTION ALTERNATOR ...... 1-3
REFUEL HISTORY ............... 3-75 TRACTION MOTOR
RESET/SHUTDOWN PLUGGING ......................... 4-25
OPTION .............................. 3-60 TRACTION MOTORS
REVERSER, EMERGENCY USE .. PLUGGING ....................... 2-5
4-25 TRACTION MOTORS ............. 1-3
ROLLBACK ...........................2-5 TROUBLESHOOTING
RUNNING THROUGH LOCO. WON’T
WATER ............................... 4-27 LOAD ........ 5-7, 5-8, 5-9, 5-10
TROUBLESHOOTING -
S AIR BRAKE
SELF TEST .........................3-75 WARNINGS/RESETS ....... 5-11
SET UP AIR BRAKE ............... 4-6 ENGINE CRANKS,
SETTING LOCOMOTIVES WON’T START .................. 5-5
ON LINE .............................. 4-20 ENGINE SHUT DOWN ....... 5-8
SETUP, ENGINE START ........ 4-8 ENGINE WON’T CRANK .... 5-5
SLIPPED PINION ................. 5-10 ENGINE WON’T START ..... 5-5
SLOW SPEED CONTROL INTRODUCTION ................ 5-3
OPERATION ........................ 4-47 LOCO. WON’T LOAD ......... 5-6
SOFTWARE ID .................... 3-51 LOCO. WON’T LOAD
SPEED CONTROL ............... 3-37 FULLY .............................. 5-7
SPEED CONTROL MISC. FAULT/ OP.
OPERATION ........................ 4-47 CONDS. ............................ 5-9
SPEED LIMIT ......................4-32 NO ELECT. POWER .......... 5-4
SPEED LIMIT, NO FIRE SCREENS ........... 5-4
LOCOMOTIVE ....................... 1-4 SLIPPED TM PINION ....... 5-10
START SYSTEM, ENGINE ...... 4-7
STARTING PROCEDURE, U
ENGINE ................................ 4-9 UNIT ALARM INDICATOR ..... 3-15
STARTING TRAILING UPHILL STARTING .............. 4-24
LOCOS. .............................. 4-19
iv GT46AC Operator’s Manual

W WHEEL CREEP CONTROL ...4-27
WHEEL SLIP CONTROL .......4-27
WATER, RUNNING
THROUGH ..........................4-27 WHEEL SLIP INDICATOR .....3-14
WEIGHT, LOCOMOTIVE .........1-5 WHEEL SLIP, IN DYNAMIC
BRAKE ................................4-35
WHEEL CONTROL ...............4-27
INDEX V
vi GT46AC Operator’s Manual

Operator Manual O00530EP - Ferronor-Chile (20108368) 7.9.13

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ELECTRO-MOTIVE

Order Number: 20108368

An Electro-Motive Diesel, Inc. Publication

Electro-Motive Diesel, Inc.

To order this publication on a CD, please use part

©Copyright June, 2013

General Information FOR-i

These instructions do not cover all details or variations in

Information about adjustment, testing, and maintaining

This manual is intended to be read in the order it is laid out.

The following sections make up this manual. A complete

This manual is divided into five sections:

Section 1. General Information

Provides general GT46AC locomotive data and equipment

Section 2. Safety precautions

Describes safety precautions unique to the GT46AC

FOR-ii GT46AC Operator’s Manual

Describes GT46AC locomotive engine starting controls,

GT46AC locomotive operating procedures and guidelines.

Provides some basic troubleshooting information.

Alphabetic index of subjects in this manual.

For greatest benefit, read the numbered sections in

Information concerning equipment maintenance, adjustment,

General Information FOR-iii

In this manual, however, the crew member sitting on the right

FOR-iv GT46AC Operator’s Manual

General Information 1-1

Main Generator Assembly TA12TBEB\CA9E

APC Auxiliary Power Converter

General Information 1-3

Locomotive Speed/Tractive Effort Limits

Dynamic Braking Effort

1-4 GT46AC Operator’s Manual

Minimum Curve Negotiation

General Information 1-5

1-6 GT46AC Operator’s Manual

General Information 1-7

1-8 GT46AC Operator’s Manual

Figure 1-2. GT46AC General Arrangement

General Information 1-9

Figure 1-3. GT46AC General Arrangement

1-10 GT46AC Operator’s Manual

General Information 1-11

1-12 GT46AC Operator’s Manual

The auxiliary power converter 74 VDC output is used to

The traction alternator provides the traction motors with

While controlling the traction inverters, the EM2000

EM2000 displays control system information on the FIRE

EMDEC holds engine speed constant for each throttle

Advancing the throttle handle requests the EMDEC

General Information 1-13

Note: AC traction motors resist mechanical shock and

1-14 GT46AC Operator’s Manual

INTRODUCTION TO FIRE SYSTEM

Figure 1-4. Operator’s FIRE Screen

General Information 1-15

1-16 GT46AC Operator’s Manual

General Information 1-17

The EMD Diesel Engine Control System (EMDEC)

The engine low water pressure and crankcase over pressure

1-18 GT46AC Operator’s Manual

General Information 1-19

Safety Precautions 2-1