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GN Electric Operations continued

everything himself. Anyone accompanying him must go
with man, as no divided responsibility will be permitted.
Electric locomotive jobs must be done properly or failures
result.

Lining up three way cut out cocks on air brake valves
of all cabs: The brake valves on all electric locomotives
are equipped with a three position cut out cock under the
brake valve. Number one, or cut in position, is the normal
one for road engine handling the train air. Number two,
or cut out position, cuts out everything including the
independent air brake of engine. All brake valve handles
should be removed when in number two position. Number
three position with automatic handle in running notch
is the double heading or helper engine position. In this
position the automatic brake valve is inoperative except
for emergency application on Westinghouse cabs only, and
the independent brake is cut in, so driver brakes may be
set or bled as desired.

Special note: Regardless of how many cabs are coupled
as a locomotive in multiple operation, the rule for lining up
three way cut out cocks is as follows: Road engine
operating brake valve cut in No. 1 position. All other brake
valves in all other cabs of the combination in cut out No.
2 position, and all brake valve handles removed from them.

Helper engine, unless handling train air from head end,
operating brake valve cut out cock in No. 3 position. All
other brake valves of other cabs in combination in No. 2
cut out position, with their brake valve handles removed
from them.

Electric Engines Towed Dead in a Train

Electrics may be towed dead, (1) either directly coupled
behind road engine, or (2) any convenient place in the
train.

(a) In case where dead electric is towed directly coupled
to road engine, if both engines have the regular main
reservoir hose, independent air brake hose, train line and
signal hose, the hose may all be properly coupled between
road engine and dead engine, and the three way cut out
cocks on all brake valves of all the cabs of dead engine
placed in No. 2 cut out position, with all brake valve handles
removed. Then the air brakes on dead engine will work
same as, and from road engine.

(b) In case the road engine or dead engine may not
have necessary main reservoir and independent air hose on

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ends to be coupled, then the dead engine fixture located on
the number one or "F" end of the dead engine must be
cut in, and the No. 1 end brake valve automatic handle
placed in running position, with the three way cut out
cock in number three position. All other brake valves in
the combination must be in No. 2 cut out position with
brake handles all removed.

(c) This same as (b), applies to dead engines back in
the train. Engine brakes may be bled when necessary this
way.

Changing ends. Engineer receiving engine: When engines'
air brake handles are changed from one end to another
for any reason, as trading engines on road etc.,
SAFETY FIRST, observe following:

(1) Before removing handles, set air with automatic,
then turn three way cut out cock to No. 2 cut out position
with brakes set, and remove both handles, then change
ends. If three way cut out cock was in No. 3 or double
heading position, then before changing ends, set independent
air, move three way cut out cock to No. 2 cut out position,
remove both handles and change ends, with brakes
set.

(2) When applying brake handles to other end of locomotive,
leave automatic in lap position until after three
way cut out cock is turned to No. 1 position for handling
train or light engine, or No. 3 position for helper. Then
test your air before attempting to move engine, regardless
of how short time you are on. Never take anything for
granted without testing and you will keep out of serious
trouble in electric territory.

Note: General Electric air hose connections. Emergency
cut out cocks: If a General Electric cab hits any object that
breaks off the air pipes on end of cab, two cut out cocks
are located above the first drivers on each side of cab. To
save time turn all four of these cocks to cut out position,
and book same when you arrive at shop. Both ends of all
General Electric cabs are similarly equipped.

If a Westinghouse cab strikes any object that breaks
its air pipes on end of cab, plugs will have to be driven
into broken pipes.

Special Note: Location of dead engine fixtures:

All dead engine fixtures are located on the "F" end or
No. 1 end all cabs and will be found at No. 1 end distributing
valve. On General Electric cabs inside under fireman's

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seat near floor. On Westinghouse cabs outside under floor
of engineer's side, between distributing valve and frame.
The new Westinghouse cabs are harder to locate, but it's
there.

SAFETY ALWAYS. SOUND WHISTLE OR BELL
WARNING BEFORE ENERGIZING ANY CIRCUIT.

Pantograph Operation

Raising pantographs: Be sure all down buttons are pulled
out.

Be sure all ground switches are open, and that all
pantographs to be raised are under hot wire. On Westinghouse
locomotives, with air pumped up on locomotive,
either close the desired pantograph selector switches, and
press pantograph raising button after first moving control
reset switch to on position, and the reverse lever either
forward or reverse to energize pantograph raise button, or
simply raise the desired pantographs by pressing the pin
on pantograph raise magnet valve. Pull pantograph
selector switches after raising Westinghouse pantographs, so
that no unwanted pantographs will accidentally raise. In
case any pantograph will not raise by means of raising
button or pantograph raise magnet valve pin, then take
the pantograph emergency pole from its container on one
side of every cab. Use it to move pantograph release lever
on roof to unlatch pantograph. Sometimes one man pressing
pantograph raise magnet valve pin at same time as other
man shoves up on pantograph with pole, will put up a
stuck, or snow and ice loaded pantograph.

With no air on engine, one General Electric pantograph
may be raised by means of pantograph hand pump, or with
emergency pole.

General Electric pantographs may be raised by using
either the pantograph raising button, or pantograph raise
magnet valve pin.

Remember, no pantograph can be raised on any locomotive
until all pantograph lowering buttons are pulled out on
control ends of all cabs, and on General Electrics the trolley
relay must be closed also. Do not forget trolley relay
if General Electric pantographs will not raise when all lowering
buttons are out. On Engine 5011 the Pantograph
Relay takes the place of the Trolley Relay of the General
Electric Cabs.

Normally all pantographs will be lowered by pushing in
pantograph lowering button, and after they come down,
release lowering button for about thirty seconds to make

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sure they are all latched to stay down. If pantographs will
not come down with air, then pull them down with emergency
pole.

Ground switches will only be closed when work or
sequence tests are being done under hot wire, and left open
at all other times. Crews and electricians must always look
before raising pantographs, to make sure all ground switches
are open.

SAFETY FIRST: Always close ground switches before
working on locomotive circuits at any time.

NEVER GO ON ROOF UNLESS GROUND SWITCHES ARE CLOSED.

When pantographs are damaged, or tangled up in the
trolley wire, so they cannot be lowered in the usual manner,
and it is necessary to get up on locomotive roof, first get
dispatcher to order trolley line power turned off and wait
until he tells you line is dead. Then as an added precaution,
if possible close a ground switch on a down pantograph
and let one of the serviceable pantographs up against wire,
or if on a single General Electric and one pantograph
wrecked, take a switch chain and wrap one end of it around
the good pantograph base, above insulators of course, then
let other end coiled on roof and raise this pantograph
against wire. You are then fully protected to work on
wrecked pantograph, but only with a dead line, and be
sure you have a clearance on it.

When pantographs are damaged so that they cannot be
lowered without grounding themselves on roof, or when a
pantograph insulator breaks down from any cause, to
disconnect a pantograph from high tension roof bus line, never
remove the cable from the pantograph itself, but follow
cable to the first connection joint or point away from
pantograph and disconnect cable here, then tie it away
from contacting any live points of circuit.

Note: If a man has trolley line power turned off, and
gets a clearance that line is dead, only that same man can
turn in the clearance to get line energized.

SAFETY ALWAYS: When power has been kicked off
trolley several times, never take tor granted that line will
remain dead, as substation operator will naturally try to
restore service, until power is ordered turned off, or line
tests grounded, so unless you order power off, and get a
clearance that it is really off, the line must be considered
hot at all times, and full precautions taken. Whether it is
hot or off, consider all lines hot always.

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