GEJ-3816B 3

CONTENTS

Page
GENERAL DATA . . . . . . . . . . . . . . . . . 5

OPERATING CONTROLS . . . . . . . . . . . . . . 7
Introduction . . . . . . . . . . . . . . . . . . . 7
OPERATING Master Controller . . . . . . . . . . . . . . . . 7
Engine Control Panel . . . . . . . . . . . . . . 11
MANUAL Miscellaneous Controls . . . . . . . . . . . . .
AIR EQUIPMENT . . . . . . . . . . . . . . . . .
16
18
Air Brake Equipment . . . . . . . . . . . . . . 18
Duplex Air Gages . . . . . . . . . . . . . . . . 22
Cut-Out Cocks . . . . . . . . . . . . . . . . . . 23
Adjusting Valves . . . . . . . . . . . . . . . . 26
GENERAL ELECTRIC AUTOMATIC ALARMS AND SAFEGUARDS . . . .
Circuit Breakers . .
27
27

MODEL U25 Colored Lights and Bell . . . . . . : . . . . . .

Low-oil Light . . . . . . . . . . . . . . . . .
27
27

DIESEL-ELECTRIC
Hot Engine Light . . . . . . . . . . . . . . . . . 29
No Battery Charge . . . . . . . . . . . . . . . 29
Ground Relay . . . . . . . . . . . . . . . . . _ . 29
LOCOMOTIVE PCS Switch . . . . . . . . . . . . . . . . . . .
Wheel Slip . . . . . . . . . . . . . . . . . . .
30
31
Engine Overspeed Shutdown . . . . . . . . . . . 31
Safety Control Foot Pedal . . . . . . . . . . . . 32
These instructions do not purport to cover all details or variations in equipment nor to
Emergency Sanding . . . . . . . . . . . . . . . 32
provide for every possible contingency to be met in connection with installation,
operation or maintenance. Should further information be desired or should particular Locomotive Overspeed . . . . . . . . . . . . . 33
problems arise which are not covered sufficiently for the purchaser's purposes, the GAGES AND MEASURING DEVICES . . . . . . . 34
matter should be referred to the General Electric Company. Pressure and Temperature Gages . . . . . . . 34
Other Gages . . . . . . . . . . . . . . . . . . . 34
PREPARATION FOR OPERATION . . . . . . . . 39
Do not order parts from plates in this publication. Before Boarding Locomotive . . . . . . . . . . 39
After Boarding Locomotive . . . . . . . . . . . 39
Starting Engine . . . . . . . . 41

GENERAL * ELECTRIC 1-64 (5M)

Before Moving Locomotive . . . . . . . . . . .
Faster Air Pumping . . . . . . . . _ . . . . . .
42
43
4 . 5

CONTENTS GENERAL DATA

Page MODEL U25B U25C

OPERATING PROCEDURE . . . . . . . . . . . . . 44 2500 2500
Moving A Train . . . . . . . . . . . . . . . . . 44 HORSEPOWER
Stopping A Train . . . . . . . . . . . . . . . . 44
Reversing Locomotive . . . . . . . . . . . . . . 45 TYPE (AAR SYMBOL) . . . . . B-B C-C
Passing Through Water . . . . . . . . . . . . . 45
Passing Over Railroad Crossings . . . . . . . 45 MAJOR DIMENSIONS
Wheel Slip . . . . . . . . . . . . . . . . . . . . 45 Over-all Length Inside
Stopping Engine . . . . . . . . . . . . . . . . . 46 Knuckles . . . . . . . . . . 60 ft 2 in. 64 ft 6 in.
Before Leaving Locomotive . . . . . . . . . . . 46 Over-all Width . . . . . . . . . 10 ft 7 in. 10 ft 7 in.
Safety Control . . . . . . . . . . . . . . . . . . 47 Over-all Height Above Rail . . . 14 ft 7 in. 14 ft 10 in.
DYNAMIC BRAKING OPERATION . . . . . . . . . 48 Length Between Center Plates . 36 ft 2 in. 42 ft
Applying Dynamic Braking . . . . . . . . . . . 48 Total Wheel Base . . . . . . . . 45 ft 6 in. 49 ft 10 in.
Use of Air Brakes During Dynamic Braking 49 Truck Wheel Base . . . . . . . .9 ft 4 in. 13 ft
Release of Dynamic Braking . . . . . . . . . . . 49
MULTIPLE-UNIT OPERATION . . . . . . . . . . 50 DRIVE
Operating as Leading Unit . . . . . . . . . . . 50 Traction Motors . . . . . . . Four GE-752 Six GE 752
Operating as Trailing Unit . . . . . . . . . . . 50 Wheel Diameter . . . . . . . . . . . . 40 in. 40 in.
Changing Operating Ends . . . . . . . . . . . . 51
To Operate With Other Types of Units . . . . .53 WEIGHT (TYPICAL)
Brake Pipe Leakage Test . . . . . . . . . . . . 54 Total Weight (With 2900 gal
Dead Heading. . : . . . . . . . . . . . . . . . . 55 Fuel Tank) . . . . . . . . . . 260, 000 lb 360, 000 lb
Draining Water System . . . . . . . . . . . . . 55 Total on Drivers . . . . . . . . 260, 000 lb 360, 000 lb
Per Axle . . . . . . . . . . . . . 65, 000 lb 60, 000 lb

SUPPLIES
Fuel . . . . . . . . . . . . . . . . 2900 gal 2900 gal
Lubricating Oil . . . . . . . . . . 365 gal 365 gal
Cooling Water . . . . . . . . . . . 290 gal 290 gal
Governor Oil . . . . . . . . . . . 2 qt 2 qt
Sand . . . . . . . . . . . . . . . . 32 cu ft 32 cu ft

AIR BRAKES . . . . . . . . . . . . . . . 26L 26L

6 7
OPERATING CONTROLS OPERATING CONTROLS

INTRODUCTION

All of the operating devices, manual and visual, normally used by the
engineman during locomotive operation are located near the
operator's position. Most of these devices are located either on the
master controller, on the air brake stand, or on the engine control
panel.

NOTE: Customer equipment requirements often differ from one railroad to

another. Therefore physical locations and appearance of some devices
illustrated in this manual may not agree entirely with the equipment
furnished to any particular railroad.

MASTER CONTROLLER

The master controller is a set-up switch used by the operator to control the
locomotive. It has a throttle handle, a selector handle, and a reverse handle. These
handles control motoring and dynamic braking (if used). Various control switches,
circuit breakers, and indicating lights are mounted on the housing of the controller.

Mechanical interlocking between the handles prevents improper operation of any

handle. (See INTERLOCKING BETWEEN HANDLES.)

THROTTLE HANDLE (See Fig. 1 and 2)

1 13e11 ringer 11 Power limit switch
2 Air regulating valve (feed valve) 12 Brake warning light
The throttle handle has an IDLE and 8 major and 8 intermediate positions or
3 Automatic brake valve 13 Wheel-slip light
4 Independent brake valve 14 Reverse handle notches. Major notches are registered by a number. Intermediate notches are
5 Selector handle 15 Light switches registered by a dot or 1/2 mark. This handle controls tractive effort when motoring
6 Generator-field circuit breaker 16 Safety control pedal and braking effort when dynamic braking is being used.
7 "PCS" open" light 17 Throttle handle
8 Headlight switches 18 Sander control
9 Emergency shutdown switch 19 Order light and window wiper control
10 Call button (on cab ceiling)

Fig. 1. Engineman's position

8 9
OPERATING CONTROLS OPERATING CONTROLS

and are not equipped with automatic transition. Handle movement' is governed by
transition speed of other locomotive units in the consist.

INTERLOCKING BETWEEN HANDLES

Interlock between handles of the master controller is governed in the following
manner:

1. The reverse handle can be taken out only when in the OFF position. The selector
handle must also be in OFF or 1 and the throttle handle in IDLE position.

2. The reverse handle cannot be moved unless the selector handle is in OFF or 1 and
throttle handle is in IDLE.

3. The throttle handle cannot be advanced from IDLE unless the selector handle is in
1, 2, 3, 4, or B.

4. The throttle handle can be moved with the reverse handle in any position.

5. The selector handle cannot be moved into B (braking) unless the throttle handle is
Fig. 2. Master controller handle position in IDLE and the reverse handle is in FORWARD or REVERSE.

REVERSE HANDLE (See Fig. 1 and 2)

DEVICES ON MASTER-CONTROLLER HOUSING (See Fig. 1)
The reverse handle has positions FORWARD, OFF, and REVERSE. It is used to
control the direction of locomotive movement. The following operating devices are located on the master controller housing:

M.U. Emergency Shutdown Switch

SELECTOR HANDLE (See Fig. 1 and 2)
This switch has two positions, STOP and RUN. The normal position is RUN. When
The selector handle has positions 4, 3, 2, 1, OFF and B. The numbered positions are this switch is turned to STOP, the diesel engines on all units in multiple unit loco-
used when motoring. Position B is used when in dynamic braking. motive consist will shut down.

In ordinary operation, since all U25 locomotives are equipped with automatic This switch is provided for emergency use only. Normal shut-down should be made
transition, the selector handle may be placed in position 1 during motoring and left by moving the throttle to
there.

Positions 2, 3, and 4 are used to provide transition for any locomotive units which
are in multiple operation
10 11
OPERATING CONTROLS OPERATING CONTROLS

IDLE, engine control switch (EC) to START, and depressing the

STOP button on the engine control panel. Wheel-slip Light

After an emergency shut-down, the engine control switch (EC) Light indicates when a pair of wheels are slipping.
must be turned to START and engine(s) must be restarted in the
normal manner. "PCS OPEN" Light

Power Limit Switch Light indicates that the PCS switch is open and has not been
reset.
This switch has two positions, NORMAL and NOTCH 7. When
locomotive units of the same horsepower are operated in the
locomotive consist, this switch is ordinarily in NORMAL position. Generator-field Circuit Breaker

When the leading unit is slipping excessively, the power limit The generator field circuit breaker is ON whenever the locomotive
switch can be moved to notch 7 to reduce power while the trailing is powered. The breaker may also be used to keep the main
units are operating at full power. This will reduce the tractive effort generator de-energized when it is necessary to run the engine at
on the leading unit and will usually improve the ability of the speeds higher than idle:
locomotive to hold the rail under bad rail conditions.

When other locomotives of lower horsepower ratings are operated ENGINE CONTROL PANEL
in the consist, under certain conditions, this switch must be
moved to the NOTCH 7 position unless the locomotives are The engine control (EC) panel is located on the rear wall of the
equipped with automatic power matching control. operator's cab (see Fig. 3). Mounted on this panel are various other
switches, circuit breakers and operating devices used during
Other Switches locomotive operation.

a. Front headlight ENGINE CONTROL SWITCH (See Fig. 3)

b. Rear headlight The engine control switch has two positions, START and RUN.
Engine start button is effective only when the EC switch is in the
c. Step lights START position.
d. Gage lights and dimmer control.
When the engine is running and the EC switch is in START
Call Button
position, engine speed is held at idle and power cannot be applied
to the locomotive. The power plant is said to be "off the line".
Call button is used to sound alarm bell in all locomotive units. When the engine is idling and the locomotive is to be operated, the
engine control switch (EC) must be moved to RUN position.
12 13
OPERATING CONTROLS OPERATING CONTROLS

ENGINE START AND STOP BUTTONS (See Fig. 3)

To start the diesel engine, depress the ENGINE START button firmly
and hold until the engine starts. To stop the engine, depress the
STOP button momentarily.

The engine start button is effective only when the engine control
switch (EC) is in the START position.

M.U. HEADLIGHT SET-UP SWITCH (See Fig. 4)

The M. U. HEADLIGHT SET-UP SWITCH has five positions.

Positioning of this switch is determined by location of the locomotive
unit in the consist and whether the front of the locomotive unit is
leading or trailing. Switch positions are as follows:

SINGLE OR MIDDLE UNIT Place switch in this position on any

locomotive unit operated singly or on all units except the
leading or trailing unit, when the locomotive consist is made up
of more than one unit.

SHORT HOOD LEAD - LEADING UNIT Place switch in this

position when leading unit is operated with the short hood
forward.
1 Battery charging circuit 13 Light switches
2 Running lights 14 Fuel pump reset
LONG HOOD LEAD - LEADING UNIT Place switch in this
3 Headlights 15 Engine start position when leading unit is operated with the long hood
4 Control 16 Engine stop and emergency stop forward.
5 Fuel pump 17 Ground relay trip indicator
6 (Optional equipment) 18 Ground relay reset
7 (Optional equipment) 19 M. U. headlight set-up switch SHORT HOOD TRAIL - TRAILING UNIT Place switch in this
8 Slip-suppression cut-out 20 Engine control switch
9 Hot engine 21 Motor cut-out switch (optional) position when final trailing unit is connected so its short hood
10 Low oil 22 Fuel oil pressure trails.
11 No battery charge 23 Lube oil pressure
12 Low water 24 Turbo (intake manifold) air pressure
Fig. 3. Engine control panel LONG HOOD TRAIL - TRAILING UNIT Place switch in this
position when final trailing locomotive is connected so its long
hood trails.
14 15
OPERATING CONTROLS
OPERATING CONTROLS

CIRCUIT BREAKERS ON EC PANEL (See Fig. 3)

The following circuit breakers are located on the engine

control panel:

1. Charging Circuit - Isolates battery charging generator

from the control system.
2. Running Lights (all lights except headlights)
3. Headlights
4. Control
Fig. 4. M.U. headlight set-up switch 5. Fuel Pump
SWITCHES ON EC PANEL (See Fig. 3)
M.U. BRAKING SELECTOR SWITCH
The following switches are located on the engine control panel:
The M.U. dynamic braking selector switch (when installed) is
furnished in several styles depending on the request of a railroad. 1. Hood-Engine-Control Compartment Lights
Position the selector switch according to the directions on the 2. Rear Classification Lights
nameplate and according to railroad rules. 3. Front Classification Lights
4. Front Number Lights
The selector switch must be positioned before leaving the terminal 5. Rear Number Lights
and must not be changed even if the engine is isolated enroute. 6. M. U. Walkway Lights (if equipped)
7. Slip Suppression Cut Out - Normally this switch is sealed in
MOTOR CUT-OUT SWITCH (See Fig. 3) the "UP" (closed) position. The switch should only be opened as
directed by railroad regulations.
The motor cutout switch (if installed) can be used to cut out one or
more traction motors. At the same time, power output of the GROUND RELAY (See Fig. 3)
locomotive will be reduced. Operation of the motor cutout switch
does not eliminate a ground fault in a power circuit.
The ground relay is furnished to protect the power and
Under emergency conditions the locomotive may be operated for a control circuits. An indication pointer moves to a red dot and the bell
short period of time with one or more motors cut out. Refer to rings when the relay has tripped. The reset button must be pushed
railroad rules for specific details of operation. to reset the relay.
16 17
OPERATING CONTROLS OPERATING CONTROLS

MISCELLANEOUS CONTROLS
engine start button for engine starting and after an emergency fuel
In addition to the afore described operating devices, the following cut-off button has been depressed.
other controls are used by the engineman during locomotive
operation. 9. Cab Heater - Cab heat is regulated by turning the regulating
valves on the lower right side of the cab heater to a desired heat
1. Bell Valve - Mounted on the engineman's brake stand. (See delivery. Adjust louvers on the sides of the heater for suitable air
Fig. 1.) deflection.

2. Horn Valve - Mounted on the ceiling of the operator's cab.

Operated by a pull cord. (See Fig. 1.) CAUTION: TO PREVENT HEATER FROM FREEZING IN COLD
WEATHER, LEAVE VALVES OPEN AT ALL TIMES.
3. Sander Control - Mounted on the right side wall of the
engineman's position. (See Fig. 1.)

4. Windshield Wiper Valves - Located on the ceiling over the

engineman's and fireman's positions. 10. Window Defrosters - The heat for window defrosting is
controlled by the same regulating valve which controls cab heat.
5. Hand Brake - Located on outside of nose compartment (low Defrosting may be controlled at each window by sliding the multi-hole
nose locomotive). slide plate at the window frame, as desired.

6. Fireman's Emergency Valve- Knob located on front left 11. Cab Ventilation - Cab ventilation is controlled by
bulkhead in operator's cab. Pulling this knob causes a full emergency positioning the hand operated lever at the base of the cab heater as
brake application and dropping of power. desired. During long periods of dynamic braking the lever should be
moved to the closed position.
7. Emergency Fuel Cut-Off System - In an emergency any one
of three electric push buttons may be depressed momentarily to cut off
fuel delivery and shutdown the engine. One of these buttons is located
on each side of the locomotive near the fuel tank. The third button
(Engine Stop) is located on the engine control panel and is also used
for normally shutting down the engine.

NOTE: The emergency cut-off button is used to shut down the engine
on one unit only. The emergency shutdown switch on the master
controller is used to shutdown the engines on all units of the consist.

8. Fuel-trip Reset Button - The fuel-trip reset button on the

engine control panel must be depressed before depressing the
18 19
AIR EQUIPMENT AIR EQUIPMENT

AIR BRAKE EQUIPMENT

The schedule 26-L equipment, arranged for single end, multiple-unit

operation, is used on this locomotive. The principal parts are:

26-C BRAKE VALVE (See Fig. 5)

This brake valve consists of two separate valves; the automatic brake
valve and the independent brake valve. The automatic valve is
designed for regulating brake-pipe pressure to control both
locomotive and train brakes. The independent valve will apply and
release locomotive brakes independent of the train brakes. The
independent valve also controls the release of the locomotive brakes
due to an automatic brake application, without releasing the train
brakes.

AUTOMATIC BRAKE VALVE HANDLE (See Fig. 5)

Fig. 5. Automatic brake valve handle positions
Has six positions:

1. RELEASE (RUNNING) POSITION - This position charges reduction position. Moving the brake valve handle from the left to
the equipment and releases the locomotive and train brakes after an right of this sector increases the degree of brake application. At the
automatic application. This is accomplished by controlling air flow to extreme right of the sector a full service brake application is
the brake pipe as set by handle position of regulating valve (on back obtained.
of brake stand). This position is at the extreme left of quadrant and
is the NORMAL position when the automatic brake is not in use. 4. SUPPRESSION POSITION -This position is located with the
handle against the second raised position of the quadrant to the
2. MINIMUM REDUCTION POSITION - This position is right of the RELEASE position. This position provides a full service
located to the right of the Release position where the brake valve brake application as with the brake valve handle in the FULL
handle reaches the first raised portion of the quadrant. With the SERVICE position, but in addition, on locomotive units so equipped,
brake valve handle moved to this position, a light service application overspeed control and safety control applications are suppressed.
is obtained which results in a 6 to 8 lb. brake pipe reduction.
5. HANDLE - OFF POSITION - This position is located by the
3. SERVICE POSITION - This position consists of a sector of quadrant notch to the right of the SUPPRESSION position. The
the brake valve handle movement to the right of the minimum handle is removable in this position. It must be placed in this
position and removed on trailing units of a multiple-unit locomotive
or on locomotive being towed "dead" in a train.
20 21
AIR EQUIPMENT AIR EQUIPMENT

6. EMERGENCY POSITION -This position is located to the BRAKE VALVE CUT-OUT COCK (See Fig. 6)
extreme right of the brake valve quadrant. It is used for making
brake valve emergency brake application. This cut-out cock, also known as the double-heading cock, is
When an emergency application is received, the automatic brake located on the front of the automatic brake stand. Select position for
valve handle must be moved to the EMERGENCY position and left type of service being used. The cut-out position is used when
in this position until the equalizing reservoir gage hand indicates locomotive unit is operated dead in a train. Push in handle and turn
zero ("0") pressure. The automatic brake valve handle must then be to change positions.
moved to RELEASE position to charge the brake pipe.

(If equipped with overspeed protection)

When the overspeed control functions, a service brake

application is made about 5 sec. after a warning whistle sounds.
Leave the automatic brake valve handle in RELEASE position
during the initial reduction of approximately 9 lb. for approximately
21 sec. At the start of the second reduction (indicated by a further
drop in equalizing reservoir pressure) move the automatic brake
valve handle to SUPPRESSION position and leave it in this position
until the application gage hand shows not less than 125 lb.
pressure, then move automatic brake valve handle to RELEASE
position.

INDEPENDENT BRAKE VALVE HANDLE (See Fig. 1)

Applies and releases the brakes on the locomotive unit or

releases the brakes on the locomotive unit alone, after an automatic
or emergency application.

The independent brake valve has two positions, Release and

Full Application, with the application zone in between. The brake
valve is of the self-lapping type which automatically laps off the flow
of air and maintains brake cylinder pressure when the application
pressure reaches the pressure corresponding to the position of the
handle. An independent brake application can be released only by
movement of the brake valve handle towards release position. An MU-2A VALVE (EQUIVALENT OF ROTAIR VALVE)
automatic service or emergency application can be released on the
locomotive by depressing the independent brake valve handle in This is a three-position valve located on back of brake console. It is
release position. used to enable a locomotive equipped with 26-L brakes to be
operated in multiple-unit with locomotives having other type brake
equipment.
22 23
AIR EQUIPMENT AIR EQUIPMENT

2. Brake Cylinder - Brake Pipe - Red hand indicates

NOTE: On some railroads this device is replaced by a locomotive brake cylinder pressure; white hand indicates brake pipe
two-position cut-out cock. pressure.

The three positions of the MU-2-A valve are: LEAD or DEAD; 3. Application-Suppression - Red hand indicates over
TRAIL-6 or 26; and TRAIL-24. speed or safety control "penalty" application; white hand indicates
suppression (if this feature is used).
1. LEAD or DEAD position of valve is selected when
locomotive unit is operated singly or when it is the lead unit of CUT-OUT COCKS
a multiple-unit consist. Also used when locomotive unit is
hauled dead in a train. At specified inspection or maintenance periods the following
manually operated devices are used:
2. TRAIL-6 or 26 position is used when locomotive is trailed
behind a locomotive having 6SL or 26L brake equipments. 1. Main Reservoir Cut-out Cock- Located on the right side of
the locomotive near the rear main reservoir.

3. TRAIL-24 position is used when locomotive is trailed behind 2. Main Reservoir Drain Cocks - One located on the end of
a locomotive having 24RL brake equipment. Push handle in and turn each main reservoir.
to change positions.
3. Air-filter Drain Cock - Located near rear end of fuel tank on
TYPE 26-F CONTROL VALVE filter.

This valve is located in the air brake compartment. When actuated by 4. Control-air Cut-out Cock - Located in air brake
the automatic brake valve, it operates to charge, apply, and release compartment.
the brakes on the locomotive. The Release Cap on the control valve
can be mounted in two ways: 5. Control-air Reservoir Drain Cock - Located in air brake
compartment on left side wall.
1. With letters GRA over word RELEASE. This position provides
graduated release of automatic brakes. 6. Brake Cylinder Cut-out Cocks - Located on right side
beneath locomotive platform level (one for each truck).
2. With letters DIR over word RELEASE. This position provides direct
release of automatic brakes. 7. Air Compressor Governor Cut-out Cock - Located in air
brake compartment.

DUPLEX AIR GAGES 8. Bell, Horn and Window Wiper Cut-out Cock - Located in air
brake compartment.
The following air gages are located on the gage panel in front of the
engineman: 9. Angle Cocks at Each End of Locomotive (Fig. 8).
1. Main Reservoir -Equalizing Reservoir - Red hand indicates main a. Brake Pipe
reservoir pressure; white hand indicates equalizing reservoir b. Main Reservoir Equalizing
pressure. c. Actuating
24 25
AIR EQUIPMENT AIR EQUIPMENT

Fig. 7. Water storage tank

Fig. 8. Locomotive end connections
d. Brake Cylinder Equalizing (Independent Application
and Release)
e. Forward Sand (Pneumatic sanding only) - right side 11. Overspeed Control Cut-out Cock - Located in air brake
f . Reverse Sand (Pneumatic sanding only) - left side compartment. Cuts out overspeed control feature when closed.
10. Safety Control Cut-out Cock - Located in air brake 12. Slip Suppression Cut-out Cock - Located in middle of air
compartment. Cuts out safety control feature when closed. brake compartment.
26 27
AIR EQUIPMENT AUTOMATIC ALARMS AND SAFEGUARDS

CIRCUIT BREAKERS (See Fig. 3)

13. Dead Engine Cock - Located in air brake compartment.
1. Operated like a toggle switch to open circuit manually.

ADJUSTING VALVES 2. Overload in a breaker circuit causes breaker to open the

circuit automatically and the handle moves into center position
AIR REGULATING VALVE (FEED VALVE) (See Fig. 5) indicating breaker has tripped.

The air regulating valve located on the air brake stand, automatically 3. Breaker is reset by moving to OFF, then to ON, after
maintains a predetermined air pressure in the brake system. A allowing a few minutes for thermal element in the breaker to cool.
clockwise movement of the adjusting handle increases the pressure The breaker should only be reclosed if there is no visible reason for
setting. A counterclockwise movement decreases the pressure setting. the automatic opening of the circuit. If it trips after reclosing, it
(Adjust to conform with railroad regulations.) should be left open unless instructed otherwise.

COLORED LIGHTS AND BELLS

CONTROL AIR REDUCING VALVE
During normal locomotive operation, the bell and all colored
This valve maintains a predetermined normal air pressure in the air lights are off. When locomotive consists of more than one unit colored
pressure supply for operation of the reverser, braking switch and lamps will light on affected unit only. Bell will sound on all units.
pneumatic contactors. Clockwise adjustment of the adjusting screw
increases pressure. Normal control air pressure is 70 lb.
NOTE: If troubles occur on two or more units at the
same time which cause the alarm bell to ring, turn the
EC switch on all affected units to START position
before attempting to restart any unit. With the throttle
handle on the lead unit beyond IDLE position, it is
impossible to start any unit while the alarm bell is
ringing.

LOW-OIL AND LOW-WATER LIGHTS (YELLOW)

(See Fig. 3)

A yellow light on the Engine Control Panel will light when either the
engine lube oil supply or the cooling water pressure is low.
28 29
AUTOMATIC ALARMS AND SAFEGUARDS AUTOMATIC ALARMS AND SAFEGUARDS

1. If engine lubricating-oil pressure drops to between 10 to 14 HOT ENGINE LIGHT (RED)

psi at 400 rpm, or between 25 to 30 psi at 1000 rpm the engine (See Fig. 3)
shuts down and a yellow LOW-OIL indicating lamp lights. After
engine shuts down, the alarm bell will sound as long as the engine 1. If engine water temperature becomes excessive, the alarm
control switch (EC) is in the RUN position. bell sounds and the HOT ENGINE indicating lamp (red) lights. At first
opportunity investigate for cause. When cooling water temperature
A yellow LOW-WATER indicating lamp will also come on if the returns to normal, alarm bell will stop ringing. Turning engine
water supply is low. control switch (EC) to START will not stop the ringing of alarm bell or
turn off the HOT ENGINE light. If cooling water temperature does not
2. After engine shuts down, move EC switch to START to return to normal in a reasonable length of time, shut engine down.
silence the alarm bell. Check lubricating oil supply on dip-stick.
Check for broken or cracked oil lines. Also check water supply at NO BATTERY CHARGE (BLUE)
storage tank and check for water piping leaks. (See Fig. 3)

3. To restart diesel engine after fault is corrected: If engine is running and engine control switch (EC) is in RUN
position and battery charging equipment fails, then NO BATTERY
a. Depress shut-down plunger on engine governor CHARGE lamp (blue) will light and alarm bell will sound.
until it clicks and stays in.
GROUND RELAY
NOTE: Some engine governors may be equipped with two (See Fig. 3)
shutdown plungers, one for low oil and one for low water.
Be sure both plungers are reset. 1. a. If a ground occurs in the main power circuits, the
ground relay operates to reduce engine speed automatically to IDLE,
removes power from traction motors, and sounds the alarm bell.
b. Depress engine start button.
The indicating pointer on the ground relay will point to the
c. After the engine is running recheck for signs of distress. red dot on its target. The pointer can be seen through the round
window on the plate covering the ground relay which is mounted on
d. If condition is normal put locomotive "on the line" engine control panel.
and recheck for signs of distress.
b. If a ground occurs in the control circuits, the ground relay
4. If engine fails to start due to LOW-OIL PRESSURE RESET may operate during the engine cranking cycle. Report condition.
button tripping, do not repeat cranking.

5. If locomotive units are being operated in multiple, then

engine on affected unit only, will shut down.
30 31
AUTOMATIC ALARMS AND SAFEGUARDS AUTOMATIC ALARMS AND SAFEGUARDS

2. To reset relay: WHEEL SLIP

a. Take engine "off the line". If any wheels slip during locomotive operation, the following
b. Push in ground relay reset button on engine control occurs:
panel.
c. Advance throttle handle. If ground relay stays 1. A light brake application and a slight reduction in
in, continue normal operation. excitation occurs automatically on the locomotive unit that is
slipping.
3. If ground relay immediately operates a second time,
affected unit must not be operated. Unit must either be shut down 2. When wheels stop slipping, brake application is removed
or, if necessary, engine can be left running by turning EC switch to automatically.
START. This takes unit "off the line".
3. If wheels continue to slip for more than 2 or 3 seconds,
wheel slip lamp (on master controller stand) lights and sand is
PCS SWITCH automatically applied to the wheels of affected unit only. If slip
persists, excitation is gradually reduced automatically.
The pneumatic control switch (PCS) is operated from the air
brake system.
ENGINE OVERSPEED SHUTDOWN
During a safety control "penalty" or emergency air brake (See Fig. 9)
application, this switch opens. Engine speed is reduced to IDLE and
power is removed. The "PCS OPEN" ("PC OPEN") light at In the event that the engine overspeeds to 1100 rpm, the
engineman's position will light. engine is shut down automatically. After an overspeed shut-down of
the engine, move EC switch to START. Reset the overspeed
To reset the PCS switch automatically: mechanism by pushing in the knob of the engine overspeed governor
(Fig. 9) located on the left side of the engine under the engine control
1. Move throttle handle to IDLE. governor. Proceed to start engine as described under STARTING
ENGINE. If it overspeeds again do not restart the engine. If troubles
occur on two or more units at the same time which causes the alarm
NOTE: If PCS switch has tripped while in dynamic braking bell to ring, turn the EC switch on all affected units to START
the selector handle must be returned to OFF to reset the position before attempting to restart any unit. With the throttle
circuit. handle on the lead unit beyond IDLE position, it is impossible to
start any unit while the alarm bell is ringing. (During freezing
2. Move automatic brake valve handle to SUPPRESSION. weather protect engine cooling system according to railroad
instructions.)
3. Depress safety control foot pedal (if used). (When application
pipe builds up to normal pressure, PCS will reclose.)

4. Move automatic brake valve handle to RELEASE.

32 33
AUTOMATIC ALARMS AND SAFEGUARDS AUTOMATIC ALARMS AND SAFEGUARDS

brake applications, for a sufficient time to stop the train. In

multiple-unit operation, emergency sanding is applied to all units
regardless of whether they are equipped with pneumatic or
electro-pneumatic sanding equipment.

LOCOMOTIVE OVERSPEED

When a locomotive equipped with overspeed protection

exceeds the maximum permissible speed, an overspeed application is
initiated.

1. The overspeed whistle blows.

2. In about 5 sec. a service brake application is made.

Overspeed application can be suppressed according to railroad
regulations.

Fig. 9. Engine overspeed governor and reset

SAFETY CONTROL FOOT PEDAL

(See Fig. 1)

A foot pedal, if equipped, is located at the operator's position.

Pedal must be depressed at all times during locomotive operation. If
operator's foot is removed from the pedal for more than 5 seconds,
brakes will apply at SERVICE rate. For further description see
SAFETY CONTROL.

EMERGENCY SANDING

Emergency sanding (if installed) is applied in forward and

reverse directions automatically during all emergency
34 35
GAGES AND MEASURING DEVICES GAGES AND MEASURING DEVICES

PRESSURE AND TEMPERATURE GAGES

1. Control Air - Located in air brake compartment. Normal

air pressure 70 psi.

2. Intake Manifold Air-pressure Gage - Located under engine

control panel in operator's cab. (See Fig. 3.) Normal reading at FULL
ENGINE SPEED and FULL LOAD is 16.5 to 21.0 psi.

3. Fuel Pressure Gage - Located under engine control panel

in operator's cab. (See Fig. 3.) Normal fuel pressure at IDLE is 60 psi
and at FULL LOAD is 40 psi.

4. Lube-oil Pressure Gage - Located under engine control

panel in operator's cab. (See Fig. 3.) Normal lube pressure at IDLE is
20 psi and at FULL LOAD is 75-95 psi.

5. Water Temperature Gage - Located on right side of water

storage tank. (See Fig. 7.) Normal operating temperature is 170-180
F.

OTHER GAGES

1. Engine Lubricating-oil Dip-stick - one located on each side

of engine near lube-oil fill. The stick is marked HIGH and LOW (Fig.
16). Proper level with engine idling is between HIGH and LOW.

2. Fuel-oil Sight Glasses - mounted on both sides of the main

Fig. 10. Air compressor (WABCO)
fuel tank to indicate level of fuel in the tanks.
4. Compressor Lube Oil (Gardner Denver Compressor - a
3. Cooling Water - a sight glass mounted on side of cooling
gage mounted on the compressor frame indicates oil level. The gage
water supply tank indicates level of cooling water in the system.
scale is marked ADD (lower red scale), RUN (green scale),
Markings on tank indicate proper level for conditions. (See Fig. 7.)
EXCESSIVE (upper red scale). (Westinghouse Compressor) Maintain
to RUN level on oil level indicator gage. (See Fig. 10.)
WARNING: TO AVOID PERSONAL HARM FROM WATER
BURNS NEVER REMOVE WATER FILL CAP WHEN WATER
5. Traction Generator Gear Box - has a dip-stick marked
LEVEL IS ABOVE "FULL AT IDLE" MARK. EMPTY - ADD - FULL. Proper level is between ADD and FULL with
engine stopped. (See Fig. 11.)
36 37
GAGES AND MEASURING DEVICES GAGES AND MEASURING DEVICES

Fig. 11. Traction generator gear unit

Fig. 12. Fan and blower unit service points

6. Fan-gear-unit Oil Level Plug - maintain oil level near spill

over. (See Fig. 12.)

7. Governor Oil-level Sight Glass - located on left side of engine

near traction generator. (See Fig. 13.) Oil level must be visible between
marks on sight glass when engine is running.
38 39
GAGES AND MEASURING DEVICES PREPARATION FOR OPERATION

The following checks and inspections should be made in

accordance with railroad rules.

BEFORE BOARDING LOCOMOTIVE

1. Inspect for broken, worn, loose, or dragging parts (brake

rigging, brake shoes, wheels, traction motor commutator covers, etc.).

2. Check for leaks from outside piping.

3. Properly position all drain and cut-out cocks.

4. Check proper connection of air hoses and jumper cables (if

in multiple with other units).

5. Check fuel supply on fuel tank sight glass.

AFTER BOARDING LOCOMOTIVE

1. Remove rags, tools, etc., from moving parts and electric

equipment.

2. Check diesel engine lubricating-oil supply. Oil level should

indicate FULL on measuring gage with engine shut down. A
measuring gage (dip-stick) is located on each side of engine and is
marked LOW -FULL.

3. Check governor oil supply. Sight glass on governor should

be full of oil. After engine is started, oil must be visible between
marks on the sight glass. (See Fig. 13.)

4. Check air compressor lubricating oil supply. On

Gardner-Denver, proper level is when pointer registers on green
portion of scale of oil level indicator. Lower red scale indicates oil
Fig. 13. Engine control governor- and low oil reset must be added. The upper red scale indicates excessive oil. (See Fig.
10.) On WABCO air compressor, maintain oil supply to RUN level on
gage.

5. Check cooling water supply. Be sure that water drain valves

are closed.
38 39
GAGES AND MEASURING DEVICES PREPARATION FOR OPERATION

The following checks and inspections should be made in

accordance with railroad rules.

BEFORE BOARDING LOCOMOTIVE

1. Inspect for broken, worn, loose, or dragging parts (brake

rigging, brake shoes, wheels, traction motor commutator covers,
etc.).

2. Check for leaks from outside piping.

3. Properly position all drain and cut-out cocks.

4. Check proper connection of air hoses and jumper cables (if

in multiple with other units).

5. Check fuel supply on fuel tank sight glass.

AFTER BOARDING LOCOMOTIVE

1. Remove rags, tools, etc., from moving parts and electric

equipment.

2. Check diesel engine lubricating-oil supply. Oil level should

indicate FULL on measuring gage with engine shut down. A
measuring gage (dip-stick) is located on each side of engine and is
marked LOW -FULL.

3. Check governor oil supply. Sight glass on governor should

be full of oil. After engine is started, oil must be visible between
marks on the sight glass. (See Fig. 13.)

4. Check air compressor lubricating oil supply. On

Gardner-Denver, proper level is when pointer registers on green
::
portion of scale of oil level indicator. Lower red scale indicates oil
Fig. 13. Engine control governor and low oil reset must be added. The upper red scale indicates excessive oil. (See Fig.
10.) On WABCO air compressor, maintain oil supply to RUN level on
gage.

5. Check cooling water supply. Be sure that water drain

valves are closed.
40 41
PREPARATION FOR OPERATION PREPARATION FOR OPERATION

6. Check lubricating oil of generator gear unit. Dip stick is 18. Check that dead-engine cock is in LIVE (or closed)
marked EMPTY - ADD - FULL. Proper level is between ADD and FULL position.
marks. (See Fig. 11.)
STARTING ENGINE
7. Check that diesel-engine overspeed device is reset (Fig. 9).
1. Perform operations as in BEFORE BOARDING
8. Check that engine barring device is removed from engine. LOCOMOTIVE and AFTER BOARDING.

9. Check that the following air cut-out cocks are open:

a. air compressor governor NOTE: IF THE ENGINE HAS BEEN STOPPED FOR A
b. control air CONSIDERABLE PERIOD OF TIME, THE CYLINDERS
c. safety control (if used) SHOULD BE CLEARED OF FUEL OR WATER
d. bell, horn and window wiper ACCUMULATION BEFORE STARTING THE ENGINE.
e. overspeed control (if used)

10. Check that brake-pipe cut-out cock is "cut-in" (vertical Proceed as follows:
position).
a. Apply engine barring-over device and back off com-
11. Brake valve cut-out cock (double heading cock) on 26L air pression relief plugs on left side of each cylinder.
brake system should be properly positioned.
b. Rotate engine at least two complete revolutions by
12. The MU-2A valve must be positioned according to location use of the engine barring-over device.
of the unit in the locomotive consist.
c. Remove barring-over device from engine and tighten all
13. Check positions of automatic and independent brake valve compression relief plugs before cranking.
handles. Automatic brake valve handle should be removed on all trail
units. 2. Check that emergency stop switch is in RUN.

14. Move engine control switch to START. 3. Check that ground relay indication pointer does not point to
red dot. Check that cause of ground relay operation has been
15. Properly position MU headlight selector switch. removed and then push reset button to reset relay.

16. Properly position MU braking selector switch (if furnished). 4. Close battery switch located in front bulkhead of operator's
cab.
17. Check that throttle handle is in IDLE, selector handle in
OFF, and reverse handle in OFF. 5. Close the following circuit breakers on the engine control
panel:
42 43
PREPARATION FOR OPERATION PREPARATION FOR OPERATION

3. Check main reservoir air pressure according to railroad

a. Control Circuit rules.

NOTE: When starting engines of several locomotives in 4. Check control air pressure. Normal 70 psi.
multiple unit consist, start engines one at a time. Close
control circuit breaker only on one unit. Push fuel 5. Make independent air brake application. Release hand
pump reset button and allow fuel pump to run a few brake and remove any blocking of the wheels.
seconds before starting engine. When all engines are
running, close control circuit breaker on lead unit only. 6. Allow time for engine cooling water to warm up before
moving locomotive in accordance with railroad rules.
b. Charging Circuit
c. Fuel Pump FASTER AIR PUMPING
d. Headlights
e. Running Lights To provide faster air pumping on locomotive, when reservoirs
have been drained, or after locomotive has been coupled to a train,
6. Push engine start button on engine control panel and hold proceed as follows:
until engine starts (approximately 25 sec.).
1. Leave generator-field circuit breaker in OFF position.
NOTE: IF PROPER ENGINE LUBE OIL PRESSURE
DOES NOT BUILD UP WITHIN APPROXIMATELY 40 2. Close control breaker on engine control panel.
SECONDS, GOVERNOR WILL SHUT OFF FUEL AND
PREVENT ENGINE FROM STARTING. 3. Leave reverse handle in OFF position.

4. Move selector handle to 1.

CAUTION: DO NOT DISCHARGE BATTERY
EXCESSIVELY BY REPEATED ATTEMPTS TO 5. Move throttle handle to 4th or 5th notch as needed.
START. IF FIRST TWO OR THREE TRIES ARE
UNSUCCESSFUL, RECHECK STARTING NOTE: If main reservoir air pressure is above 130
PROCEDURE. pounds and is not rising, increasing engine speed
will not raise the pressure.
BEFORE MOVING LOCOMOTIVE

1. Turn engine control switch to RUN.

2. Make air brake test and other checks in accordance with railroad
regulations.
44 45
OPERATING PROCEDURE OPERATING PROCEDURE

MOVING A TRAIN REVERSING LOCOMOTIVE

1. Close generator field circuit breaker on master controller 1. Bring locomotive to a full stop.
cover.
2. Move reverse handle to opposite direction.
2. Move reverse handle to FORWARD or REVERSE position,
depending on direction of movement desired. 3. Release brakes.

3. Move selector handle to 1. 4. Open throttle.

4. Place foot on safety control foot pedal (if used) and release
brakes completely. Several minutes may be required to release PASSING THROUGH WATER
brakes, depending on length of train.
Do not exceed 2 or 3 mph if there is water over the rails. Do
5. Advance throttle handle. not pass through water that is over 2.5 in. above top of rail.

6. The throttle handle has full notches and half notches (IDLE
up to NOTCH 8), with each successive notch representing an increase PASSING OVER RAILROAD CROSSINGS
in power, or locomotive tractive effort.
Do not pass over railroad crossings at full power, or traction motor
flashover may result. Reduce power by moving throttle handle to 5th
Starting a train depends on type, length, weight, grade, notch, or below, while all units are passing over crossing.
condition of rail, and amount of slack in train. This locomotive is
designed to have easily-controlled tractive effort build-up WHEEL SLIP
characteristics, with the tractive effort in each notch limited to
definite values as the throttle is moved from the lowest to the highest
When a slip occurs a light independent air brake application
notch. No harm will be done by moving the throttle beyond notch 4
is made automatically. This may be observed by a fast flicker of the
when starting a train. The engineman can easily control the amount
needle on the brake cylinder air gage. At the same time excitation is
of tractive effort required to start and accelerate a particular train.
slightly reduced automatically. Most slips will be corrected by this
Speed can be controlled as desired by reducing or increasing throttle
automatic action.
position.
If bad rail conditions cause the slip to exceed 3 sec. then sand
is automatically applied to the rail. Wheel slip light will come on at
STOPPING A TRAIN
about the same time sanding starts. When wheel slips cannot be
controlled by braking and sanding, the excitation is reduced
Move throttle handle to IDLE and apply air brakes according
automatically.
to railroad regulations. If leaving operator's position after train has
stopped move selector and reverse handles to OFF.
If, in the engineman's judgement, the wheel slip is not
corrected by the automatic control, it may be necessary
48 49
DYNAMIC BRAKING OPERATION DYNAMIC BRAKING OPERATION

Dynamic braking is applied to the locomotive only. A dynamic NOTE: Wheel-slip warning may occur while in
brake interlock keeps the air brakes on the locomotive from being dynamic braking. This indicates that wheels are
applied when automatic air braking and dynamic braking are being sliding. Sand is applied automatically to the wheels
used. The MU braking selector switch (when installed), must be of the sliding unit. Reduce throttle position until
positioned according to railroad rules. warning stops.

APPLYING DYNAMIC BRAKING USE OF AIR BRAKES

DURING DYNAMIC BRAKING
Applying dynamic braking is done in the following manner: When necessary, the automatic air brake may be used in conjunction
with the dynamic brake. Automatic air brakes will apply on the train
1. Move the throttle handle to IDLE. but not on the locomotive. If the automatic air brake handle is moved
to the emergency position, dynamic brake is removed and brakes on
2. Move the selector handle from 1 to OFF to B. the locomotive as well as those on the train go into emergency ap-
plication.
3. Advance the throttle handle slowly to bunch train slack.
(Braking is now controlled- by the throttle handle.) The independent air brake must not be used during dynamic braking
to avoid flat spots on the locomotive wheels caused by sliding.
4. After the slack is bunched, advance the throttle handle
until the desired braking effort is obtained. Observe and correct
braking effort during initial period of dynamic brake application. RELEASE OF DYNAMIC BRAKING

Release dynamic braking in the following manner: 1. Move the

CAUTION: DO NOT OPERATE IN 8TH NOTCH DYNAMIC BRAKING throttle handle to IDLE. 2. Move the selector handle from B to OFF to
FOR MORE THAN 5 MINUTES AT SPEEDS ABOVE 61 MPH ON 1.
LOCOMOTIVES GEARED FOR A MAXIMUM SPEED OF 70 MPH, OR
ABOVE 70 MPH ON LOCOMOTIVES GEARED FOR A MAXIMUM
SPEED OF 80 MPH.

The amount of braking effort obtainable varies with the

position of the throttle for the various speeds. Maximum braking
effort is obtained in the 8th notch at approximately 22 mph on
locomotives geared for 70 mph maximum speed, and at
approximately 25 mph on locomotives geared for 80 mph maximum
speed.
50 51
MULTIPLE UNIT OPERATION MULTIPLE UNIT OPERATION

OPERATING AS LEADING UNIT Electrical Set-up

To operate the locomotive as a lead unit of a consist proceed 1. Move the reverse handle to OFF and remove the handle.
as follows:
2. Place the selector handle in OFF position. (Leaving the
1. Make the necessary preliminary preparations for operation. handle in position 1 of the trailing unit prevents loading when in
multiple with some type locomotives).
2. Test air brake in accordance with railroad rules.
3. Open the generator field circuit breaker on the master
3. Close the generator field circuit breaker. controller. Leave all breakers in the closed position on the engine
control panel (EC) except the control circuit breaker. Running lights
4. Move reverse, handle to the desired direction. circuit breaker maybe positioned as desired.

5. Move the selector handle to position 1. If any trailing units 4. Place the M. U. headlight set-up switch in the proper
require manual transition then the selector handle for the trailing position.
unit must be moved to positions 2, 3 and 4 at locomotive speeds
required for transition on these units. 5. Place M. U. braking selector switch (if installed) in proper
position.
6. When equipped with M U Braking Selector Switch (optional
equipment), position the Selector Switch according to railroad rules.
CHANGING OPERATING ENDS
7. Operate locomotive in accordance with operating procedure.
To change operating control from the cab of one locomotive
unit to the cab of another proceed as follows:
OPERATING AS TRAILING UNIT
Vacating Unit - Air Equipment Set-Up
Air Equipment Set-up
1. Make a full service brake pipe reduction.
1. Make a full service application with the automatic
brake-valve handle. 2. Allow time for all air blowing sounds to stop then depress
the handle of the brake valve cut-out cock and move it to the
2. Move the brake-valve cut-out (double heading cock) to the CUT-OUT position.
cut-out position.
3. Place the automatic brake-valve handle in the HANDLE-OFF
3. Move the automatic brake-valve handle to the HANDLE OFF position and remove; place the independent brake-valve handle in the
position and remove the handle. RELEASE position.
4. Move the MU-2A valve to suit brake equipment on the 4. Depress the handle on the MU-2A valve and move it to
leading unit (either TRAIL-24 or TRAIL-26 or 6 positions). TRAIL-24 position or TRAIL-6 or 26 position, depending on the type of
equipment used on the lead locomotive unit.
5. Place the independent handle in RELEASE position.
52 53
MULTIPLE UNIT OPERATION MULTIPLE UNIT OPERATION

Vacating Unit - Electrical Set-up TO OPERATE

WITH OTHER TYPES OF UNITS
1. Move the reverse handle to OFF and remove the handle.
If the units of the locomotive consist are geared for differing
2. Place the selector handle in OFF position. maximum speeds, do not run at speeds in excess of that
recommended for the unit having the lowest maximum permissible
3. Open the generator field circuit breaker on the master speed.
controller.
Similarly, do not operate at low speeds long enough to exceed
4. Leave all breakers in the closed position on the engine the specified traction motor ratings on any of the units in the
control panel (EC) exceptthe control circuitbreaker. Running Lights locomotive consist. The U25 locomotive, because of its high
Circuit Breaker may be positioned as desired. horsepower per axle, will develop more tractive effort at any given
speed than will units of lower horsepower per axle.
5. Move M. U. headlight set-up switch to required position.
On U25 units equipped with automatic power matching
Operating Unit- Air Equipment Set-up control, power is automatically reduced to a lower level under certain
conditions when operating at low locomotive speeds. Special
1. Insert the automatic brake valve handle in the operating instructions will be required for this feature.
HANDLE-OFF position.
When the leading unit is slipping excessively the power limit
2. Move the independent brake-valve handle to the full switch can be moved to notch 7 to reduce the power on this unit
application position. while the trailing units are operating at full power. This will reduce
the tractive effort on the leading unit and will usually improve the
3. Depress the handle of the MU-2A valve and move it to the ability of the locomotive to hold the rail under bad rail conditions.
LEAD or DEAD position.
Units equipped with braking current limiting regulators can
4. Depress the handle of the brake-valve cut-out cock and be operated in multiple with U25 locomotives in dynamic braking,
move it to the CUT-IN position as required by the service in which the regardless of the gear ratio or differences in maximum braking
locomotive is to be operated. current ratings. If some units do not have current limiting regulators,
the locomotive consist MUST always be operated so as not to exceed
Operating Unit - Electrical Set-up the braking current of the unit have the lowest maximum braking
current rating. Special operating instructions will be required for this
1. Insert the reverse handle into the reverser of the master case.
controller.
When a locomotive unit with 26-L equipment is operated in
2. Close the generator field circuit breaker on the master multiple (lead or trailing) with 24-RL equipped units, or with units
controller. equipped with brakes of the No. 6 type, the following hose
connections must be made:
3. Close all circuit breakers on the engine control panel (EC).

4. Move M.U. headlight set-up switch to required position.

54 55
MULTIPLE UNIT OPERATION MULTIPLE UNIT OPERATION
from brake-valve exhaust), depress the brake valve cut-out cock
26-L 24-RL OR WITH NO. 6 handle and move it to CUT-OUT position. Immediately observe the
brake-pipe gage and time the pressure drop in accordance with
Brake Pipe Brake Pipe to Brake Pipe railroad rules.

M.R. Equalizing to M.R. Equalizing to M.R. Equalizing At the completion of the brake-pipe leakage test, move the
Pipe Pipe Pipe brake-valve handle further toward SERVICE position and reduce the
equalizing reservoir pressure slightly below the brake pipe pressure.
Actuating Pipe to Actuating Pipe The brake may later be released by returning the brake valve handle
to RELEASE position.
B.C. Equalizing to Ind. Appl. & Rel. to B.C. Equalizing
Pipe Pipe Pipe
DEAD HEADING
Sanding Pipe to Sanding Pipe to Sanding Pipe
1. Place the independent brake-valve handle in RELEASE
26-L and 24-RL equipped locomotive units can be operated position and the automatic brake-valve handle in HANDLE-OFF
together in any combination. position.

26-L and No. 6 equipped locomotive units can be operated 2. Depress the brake valve cut-out cock handle and move to
together in any combination. CUT-OUT position.

With 26-L equipped locomotive leading one or more 24-RL 3. Depress the handle of the MU-2A valve and move to LEAD
equipped locomotive units, No. 6 equipped units with or without or DEAD position.
actuating pipe can trail.
4. Open the dead engine cock.
Only if it has an actuating pipe, can a unit having No. 6 type
equipment be operated between a leading 26-L equipped unit and a
trailing 24-RL or 26-L equipped unit. DRAINING WATER SYSTEM

For weather above freezing the cooling water system may be

BRAKE PIPE LEAKAGE TEST drained by opening the main water drain valve on the right side of the
locomotive near the base of the lube oil cooler. (See Fig. 14.)
A brake pipe leakage test can be performed in the following
manner: For freezing weather, in addition to opening the main drain
valve, remove the plug at the base of the water pump and be sure that
With the brake system fully charged and with the brake valve both cab heater valves are open.
cut-out cock in CUT-IN position, move the automatic brake valve
handle promptly toward service position until the equalizing reservoir
pressure has been reduced 15 psi, then stop and leave the handle in
this position.

As soon as the brake-pipe pressure has reduced to the level of

the equalizing reservoir pressure (continuous blow
56

MULTIPLE UNIT OPERATION

1 Sand box 12 Engine control governor 24 Flexible coupling 36 Lube oil filter
2 Handbrake 13 Overspeed governor 25 Radiator fans 37 Fuel tank sump
3 Operating controls and gage panel 14 Fuel strainer 26 Radiator 38 Fuel tank
4 Air brake controls 15 Fuel booster pump 27 Equipment blower 39 Fuel level gages
5 Emergency fuel cut-off button 16 Lube oil dip-stick (both sides) 28 Braking resistors 40 Fuel tank fill (both sides)
6 Engine control panel 17 Lube oil filler 29 Sand box 41 Axle alternator (all axles)
7 Air compressor 18 Lube oil strainer 30 Primary air cleaner 42 Batteries (right side)
8 Flexible coupling 19 Flexible coupling 31 Traction motor gear case 43 Cab heater
9 Auxiliary generator (left side) 20 Turbocharger 32 Traction motor 44 Control compartment (left side)
Exciter (right side) 21 Water fill (pressurized) 33 Engine air filters Air brake compartment (right side)
10 Traction generator gear case 22 Water storage tank 34 Air filter oil level
11 Traction generator 23 Lube oil cooler 35 Main air reservoir
Fuel heater (optional)

Fig. 75. Apparatus location