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Commander

Operator's Manual

SHUTTLEWAGON® OPERATOR'S MANUAL

Table of Contents

Introduction The Shuttlewagon® The Shuttlewagon® Off Rail The Shuttlewagon® On Rail Safety Hand Signals Radios Controls and Indicators Pre-Start Pre-Start Walk Around Exterior Check Interior Cab Check Road Operation Rail Operation Antilock Brake System (ABS) Traction Control Mounting On Rail Console Coupling Railcar Air Brakes Railcar Brake Systems Train Air Brake Control Railcar Movement Unhooking From Railcars Dismounting From Rail Towing On Rail On Road Recommended Lubricants Index

1 1 1 1 2 2 2 4 16 16 16 16 17 17 18 18 18 19 19 19 20 20 21 22 22 22 22 22 23 24

Central Power Products, Inc.

SHUTTLEWAGON® OPERATOR'S MANUAL Introduction

Welcome to the Shuttlewagon® Operators handbook. This handbook contains information, descriptions and illustrations for the functions and operation of the Shuttlewagon®. It is intended as a reference for the "C" Series Shuttlewagon® only. To obtain comprehensive training on the Shuttlewagon®, contact Central Power Products Training and Customer Service Department at (816) 7670300.

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Shuttlewagon® cab for view from the drivers seat. The driver's seat is air suspension mounted on a swivel base and is fully adjustable with a lap seat belt. The steering wheel is mounted on a tilt column, and is adjustable in various positions.

The Shuttlewagon® On-Rail

When the Shuttlewagon® is ready to travel on rail, the rail units are positioned over the rails and lowered, the steering is straightened and locked, and the rubber tires are used to provide traction for moving the Shuttlewagon® and attached railcars. The vehicle suspension and rail guidance system are independent from each other allowing for a smoother ride and increased stability for adverse track conditions. When ice and snow are present on the track, sanders located in front and rear of each tire can be used to sand the track in forward or reverse, to enhance traction. Mirrors on the front and rear of the Shuttlewagon® help you align the rail wheels over the rail, and the Shuttlewagon® couplers to the railcar couplers. Horizontal movement of the Shuttlewagon® couplers is performed by a hydraulic cylinder, while the coupler release is opened by an air cylinder. The Shuttlewagon® is equipped with a train air brake system to control the air brake system on the railcars. The train air brake system utilizes the railcar brakes to stop the railcars and the Shuttlewagon® when they are coupled together. However, the vehicle brakes and the railcar brakes are independent from each other.

Note:

Do not attempt to operate the Shuttlewagon® until you have been properly trained!

The Shuttlewagon

®

The Shuttlewagon® Mobile Railcar Mover is designed to free up locomotives from switching duties. Its unique design helps eliminate rail yard congestion by being able to move both on and off rail by means of hydraulically raised and lowered rail wheels. The Shuttlewagon® utilizes a heavy-duty power train and rubber tires to achieve tractive effort. The rubber tires achieve greater tractive effort than railcar movers that utilize steel rail wheels for their traction. Most components of the Shuttlewagon® are comprised of brand name parts. The power train is comprised of a Caterpillar or Cummins engine, John Deere (Funk) transmission, and AxleTech International Axles in a factory built frame. Other brands of mobile railcar movers use similar brand name parts with customized layouts.

The Shuttlewagon® Off-Rail

Under normal conditions the Shuttlewagon® can move freely on asphalt, cement, gravel or dirt roads. Due to the narrow wheelbase required for rail operation, the Shuttlewagon® should NEVER be operated on an extreme grade or pitch. When the Shuttlewagon® is off-rail, it operates the same as a truck. It has hydrostatic steering, two wheel drive, and disc brakes. All pedals and controls conform to a normal truck operation. The control panel is designed for the operator's convenience. It is easy to read and within easy reach of the operator. Side view mirrors are located on both sides of the

Central Power Products, Inc.

SHUTTLEWAGON® OPERATOR'S MANUAL Safety

The operator is responsible for the safe handling of the Shuttlewagon®, and should take every precaution to assure it is operated correctly, and safely. You as the operator are required to make sure the pre-start up walk around, fluid checks, and all warning systems are in working order, before the Shuttlewagon® goes to work. If the "Pre Shift Inspection" uncovers items that are incorrect or unsafe, have them corrected before proceeding. Failure to do so may result in injury or an accident. Because the Shuttlewagon® utilizes air and hydraulic systems for operation, a cracked hose or loose fitting can cause a loss of air or hydraulic pressure. This may result in loss of air brakes or other mechanical failure. It is imperative that checks of the mechanical systems, exterior features, and interior features be performed in order to operate in a safe and efficient manner. Under no circumstances should you move or attempt to use the Shuttlewagon® until YOU are satisfied everything is in working order, and safe to operate. The Shuttlewagon® uses air and hydraulic systems for operation. The hydraulic system operates the following: · Rail Gear · Steering System · Coupler Positioner Cylinders · Accumulator System · Auxiliary Air Compressor It takes hydraulic pressure to lower the rail wheels to the rail. The rail wheels are what guide the Shuttlewagon® along the top of the rail. The accumulator system acts as a safety back up system while on rail. If the engine, transmission, or hydraulic pump would malfunction, the accumulator maintains stored hydraulic pressure in the accumulator tank, and supplies it to the rail cylinders to maintain down pressure on the rail wheels. The wet disc parking brake in the transmission is spring applied and pressure released. It is released by transmission pump pressure supplied through an external valve mounted on the back of the transmission. The air system operates the following: · Shuttlewagon® Brakes · Railcar Brakes · Operators Seat · Coupler Release Cylinders · Air Horns

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NOTE:

The Shuttlewagon® Vehicle Brakes and the Railcar Air Brakes will not function properly if the air pressure is to low or inadequate. It is very important that hydraulic and air pressures build to the correct pressures before moving the Shuttlewagon®. Under no circumstances should the Shuttlewagon® be moved if pressures do not build to the correct settings.

Safety Recommendations Hand Signals

Employees whose duties may require them to give signals must provide themselves with the proper equipment such as radios, hand flags, lights or lanterns. They should keep them in good working condition for immediate use. When visual signals are used, a light must be used at night. Hand signals or flags should only be used when it can be seen clearly. Hand signals may be used providing that all members understand the same signals. Hand signals must be given sufficiently in advance to permit Shuttlewagon® operator's to control the railcar starting and stopping distances. If there is any doubt as to either the meaning or the intended receiver of a signal, the signal must be regarded as a "STOP" signal. When movement is being controlled by hand signals, operators must keep a constant lookout for signals. Ground person giving signals must position themselves to be seen clearly at all times while railcar movement is taking place.

Radios

Radios are an important tool utilized to promote safe movement of railcars around facilities. Therefore, it is incumbent upon all employees who use a radio, to use it properly and only when necessary. Radio transmission should be completed in a conscientious and professional manner and demonstrate the importance of safety. Radio sound test should be conducted before beginning any railcar movement. The ground person directing the movement must maintain radio contact with the operator, and give clear and complete instructions. Instructions should include: · Distance of the movement to be made in car lengths and feet. · Position of all switches involved with the movement. · Ground person directing the movement is in the clear.

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SHUTTLEWAGON® OPERATOR'S MANUAL NOTE:

The movement of railcars must be terminated if there is doubt as to the meaning of the instructions or whom the instructions are intended for. All radio instructions between the operator and ground person should be repeated between them to eliminate any confusion. Ground person in charge of movement should always be at the front of the intended move. When railcars are to be moved across a road crossing, protection at the crossing is required. Ground person must protect the crossing from a point at the crossing where he will be in position to stop vehicle or pedestrian traffic. He should do this until the first railcar has passed through the crossing. Motorists and pedestrians must not be given a signal to proceed over a crossing until it is safe to do so. Try to conceal hand signals from motorists and pedestrians that are intended for the Shuttlewagon® operator. When connecting to railcars and the coupling does not connect properly, and the railcars being coupled to begin to roll, "Do Not" attempt to run after and mount the rolling cars. Let them come to a stop on their own.

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Operators and ground personnel involved with Shuttlewagon® and railcars during movement should observe the following recommendations: · Do not mount or dismount equipment while in motion. · Maintain Three (3) point contact when mounting or dismounting equipment. · Watch where you place your feet when mounting or dismounting equipment. · Make sure all switches are located to the correct route of travel. · Make sure the switch-operating lever is secured before proceeding. · Do not walk backwards around switches or switch stands.

NOTE:

Attempting to mount moving equipment or railcars can result in serious injury. Watch for locations where it is known the track is subject to be fouled by debris, build­up of sand, gravel, snow, ice, mud, or similar material. Caution should be taken before and during movements in those locations. Material along side the railhead that could cause the guide wheel flange to raise the wheel above the rail surface must be removed. When connecting to railcars with the Shuttlewagon® or additional railcars, use caution and avoid severe impacts. Once the railcars are connected, always perform a stretch against the connection to ensure the coupler closed and locked. Release handbrakes after the coupling has been made, and the train brake hoses are connected. Charge all railcars with air before attempting to move railcars, and perform a brake test on the railcars to ensure the train brakes will work and stop the consist of railcars. The ground person handling switches or derails is responsible for the correct positioning of these devices. Hand operated switches have no normal position and must be approached as if the switch was not lined for the correct track.

Central Power Products, Inc.

SHUTTLEWAGON® OPERATOR'S MANUAL Controls and Indicators

This section describes and illustrates each control/indicator found on the Shuttlewagon®.

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5. Transmission Selector Lever Three position selector consisting of forward, neutral, and reverse. Selector must be in neutral for start up. Bump selector to right for up shift, and to the left for downshift. Three speeds in forward and reverse, with choice of automatic and manual shift modes, selected through the operator display. Gear display is shown on the computer screen. 6. Horn Switch Momentary Off/On Two position momentary on/off rocker switch that will sound air horns as button is depressed. Release switch and horns stop blowing. There is a second horn button in the center of the steering wheel also. 7. Blank (Bell Option) 7a. Blank (Work Lights Option)

Lights:

1. Rear Headlight Switch High/Off/Low Three position rocker switch with low, off, and high beam. Blue light illuminates when in high beam. 2. Front Headlight Switch High/Off/Low Three position rocker switch with low, off, and high beam. Blue light illuminates when in high beam. 3. Strobe Light Switch Off/On Two position rocker switch with amber Indicator light when in the on position. 4. Rail Wheel Lights Switch Off/On Two position rocker switch with amber Indicator light when in the on position.

8. Front/Rear Sander Switch Momentary On/Off/On Three position momentary rocker switch that will dispense sand while switch is depressed to on position. 9. Hi/Lo Rail Wheel Pressure Momentary Off/On Two position momentary on/off rocker switch that will reduce hydraulic pressure to the rail wheel guidance system, used when poor traction conditions exist. Traction is increased by decreasing hydraulic pressure on guide wheels and increasing weight on rubber tires to start railcars moving. When switch is depressed to "low" position a red indicator light will illuminate. When switch is released, rail wheel guidance system pressure will return to the maximum pressure setting.

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SHUTTLEWAGON® OPERATOR'S MANUAL

10. Operator Display (Computer Screen) Color screen display used by the operator to monitor Engine, Transmission, Fuel Gauge, and mount and dismount the rail. The screen display will also be used by maintenance people to perform diagnostics on the engine and transmission. Buttons beside the screen monitor is what the operator uses to gauge checks and control the "Road and Rail Functions". Road Rail Screen (R/R)

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Buttons along the side the screen will control the different functions needed to mount or dismount the rail while in the Road/Rail (R/R) screen displayed by pressing F10. From R/R screen, F1 and F2 will allow the operator to select Road, Transfer, or Rail Modes. The active mode is highlighted in "Green". Road Mode - All rail gear functions are disabled. Transfer Mode ­ Used in mounting and dismounting rail, and all rail gear functions are functional. Rail Mode ­ Automatically lowers front and rear rail wheels, locks the steering, and front and rear rail wheels can not be raised when in rail mode.

When the Shuttlewagon® is started, the Gauge Screen is displayed. This will allow the operator to view the following. Fuel Level Transmission Gear Front Rail Pressure Rear Rail Pressure Engine RPM Engine Hours Speed MPH Transmission Temperature Engine Coolant Temperature Engine Oil Pressure Battery (Volt Meter)

Road Rail Screen (R/R) F1 will allow the operator to choose Road or Transfer Mode. F2 will allow the operator to choose Transfer or Rail Mode. F3 will raise the front rail wheels while in Transfer Mode. F4 will lower the front rail wheels while in Transfer Mode. F5 allows the operator to choose between Two (2) or Four (4) wheel steering. Note: "Four Wheel Steering" is a "Standard" feature on 500 and 600 Series Shuttlewagon®. F6 This button does nothing while in the R/R screen. F7 will raise the rear rail wheels while in Transfer Mode. F8 will lower the rear rail wheels while in Transfer Mode. The operator will also be able to view front and rear rail pressures in this screen. There is a white banner in the bottom of the screen that will show "Ready To Operate" or fault codes if one is detected. If a fault code is displayed that you do not understand, an explanation of fault codes are in the maintenance book, contact a maintenance person and correct the condition before continuing operation.

Gauge Screen

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SHUTTLEWAGON® OPERATOR'S MANUAL

Some of the fault codes are as follows: Wait To Start Warning-Stop Engine Low Rail Pressure Low Hydraulic Pressure Low Air Pressure Front Wheels Not Straight Rear Wheels Not Straight Low Accumulator PSI Engine Warning Engine Protect Transmission Fault High Hydraulic Temp Hand Throttle Fault Foot Throttle Fault Train Brake Fault Low Fuel level Engine Malfunction Transfer Operation Only Traction control Active ABS Active High transmission Temp Diagnostics Screen (DIAG) The diagnostics screen allows operators and maintenance to view Engine, Transmission and Vehicle systems. This would be basically for maintenance personnel to view operating information and system diagnostics.

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Engine Screen #1 Engine Fault Codes Suspect Parameter Number (SPN) The SPN is a three-digit code that is assigned to each component in order to identify data conveyed by the ECM. Failure Mode Identifier (FMI) Indicates the type of failure that has been experienced by the component. Engine Throttle Controls Signal to engine Foot Throttle Signal Hand Throttle Signal F4 Back Takes you back to diagnostics screen. F8 More Takes you ahead to Engine Screen #2

Diagnostics Screen F1 Shows the Engine Screen. F2 Shows the Transmission Screen. F3 Shows the Vehicle Screen. If you push F1 the first of three engine screens will appear, as shown.

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SHUTTLEWAGON® OPERATOR'S MANUAL

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To return to the main screen you may use the back F4 button, or you may press F9, to go to the gauge screen, or F10 to go to the road/rail screen. If you return to the Diagnostics Screen, you will be able to access the Transmission Screen (Trans).

Engine Screen #2 Engine Screen #2 Engine Speed Coolant Temperature Engine Oil Pressure Battery Voltage Engine Percent Load Engine Oil Temperature F4 Takes you back to Engine Screen #1. F8 Takes you ahead to Engine Screen #3.

Trans Screen Transmission Screen (Trans) The transmission screen will allow you to view the following items, and this is the only screen in the Trans section. This is accessible by pushing the F2 button. Trans Trans Trans Trans Trans Gear Input Speed Output speed Oil Temp Fault code

F12 Displays the Settings Access Screen.

Engine Screen #3 Engine Screen #3 Engine Speed Fuel Rate Boost Pressure Inlet Manifold Temperature Settings Screen F4 Takes you back to Engine Screen #2 and so forth.

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SHUTTLEWAGON® OPERATOR'S MANUAL

Automatic/Manual Transmission The F1 button toggles between automatic and manual modes for the transmission and allows the operator to select automatic or manual shift mode. Foot Throttle Active on Rail The F2 button toggles between hand throttle and foot throttle for the vehicle when in rail mode. This setting is stored into memory and will remain even if the vehicle is shut off. Fast Idle 1500 RPM The F3 button toggles between normal idle and fast idle. This setting is not stored into memory and will reset to normal idle if the vehicle is shut down or the parking brake released. This is used to increase hydrualic pump and compressor efficiency when at idle. Traction Assist The F4 button toggles between standard and secondary traction assist settings. This setting is not stored into memory and will reset to standard if the vehicle is shut down. The secondary setting is an alternate setting for wet or slippery conditions.

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The hand operated Train brake control is mounted on the dash console. It is a electric control that sends signals to the train brake air control valves to control the air brakes on the railcars. "Release" position is nominally set to 90 PSI and the "Apply" position is nominally set at 45 PSI. The train brake air control valve has a friction maintained position.

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13. Rail Throttle (Dash Console) The hand operated rail throttle is energized when the Shuttlewagon® is mounted on the rail. The rail throttle (item 13) is disabled when in "Road" condition. The foot operated throttle (item 24) is disabled in the "Rail Mode".

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11.

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11. Vehicle Brake (Dash Console) The hand operated vehicle air brake is mounted on the dash console. The vehicle brake is automatic return to release position. Pull the brake handle slowly toward the operator to actuate the vehicle brakes. Release the brake handle, it will automatically return to the release position.

14. Engine Warning Lamp The Warning Lamp should momentarily come on when the ignition is turned to the "ON" position. If it fails to come on, then the bulb should be replaced If the Warning Lamp comes on during normal operation indicating a maintenance fault, the operator should take the vehicle in for service as soon as possible. 15. Engine Stop Lamp The Stop Lamp should momentarily come on when the ignition switch is turned to the "ON" position. If it fails to come on, then the bulb should be replaced. If the Stop Lamp comes on during normal operation, the operator should cease operation of the vehicle and engine as quickly and as safely as possible to reduce damage to the engine.

12.

12. Train Brake (Dash Console)

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SHUTTLEWAGON® OPERATOR'S MANUAL

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B A

16. Rail Brake/Reservoir Gauge 16. Rail Brake/Reservoir Gauge The red needle (A) measures the amount of air pressure available in the rail air reservoir for pressurizing the train brake system. The white needle (B) measures the amount of air pressure being supplied to the train brake through the rail brake glad-hand hoses on the end of the Shuttlewagon®.

18. Ignition Switch 18. Ignition Switch A four-position key operated switch. The center (vertical) position is the off position, and the key can be removed. Turning the key counter clockwise energizes the accessory circuit (ACC). Turning the key clockwise from the off position turns the key on (IGN). Turning the key full clockwise to the start position (START) energizes the starter. The switch is spring-loaded and must be held in the start position, when released it automatically returns to the on (IGN) position.

17. Train Brake Emergency Valve 17. Train Brake Emergency Valve A red push /pull knob when pulled up lets compressed air flow to the train brakes through the rail brake glad-hand hoses on the end of the Shuttlewagon®. The amount of air supplied to the railcars is based on the position of the train brake control (item 12). Push the red knob in to exhaust all of the air pressure in the service side of the rail air brake system. 19. Parking Brake Switch 19. Parking Brake Switch A two-position on/off rocker switch with red indicator light when in the "On" position. The transmission gear indicator, on the gauge screen, will display "PARK" in the "ON" position. When the parking brake is released (OFF), the transmission gear indicator will display "N1" or "N2".

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SHUTTLEWAGON® OPERATOR'S MANUAL

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(A) Emergency Flasher (A) Pull the turn signal lock out to activate the emergency flashers. To release emergency flasher, move indicator handle left or right, then back to center for off position.

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20. Front/Rear Coupler Release 21. Front Coupler Position Switch 22. Rear Coupler Position Switch 20. Coupler Release Switch A three-position rocker switch (on/off/on) with automatic return to off position. Pressed to the "Front" position (top) opens the front coupler knuckle, and pressed to the "Rear" position (bottom) opens the rear coupler knuckle. 21. Coupler Position Switch (Front) A three-position rocker switch (on/off/on) with automatic return to off position. Pressed to the "Right" position (top) moves the front coupler knuckle to the right, and pressed to the "Left" position (bottom) moves the front coupler knuckle to the left. 22. Coupler Position Switch (Rear) A three-position rocker switch (on/off/on) with automatic return to off position. Pressed to the "Right" position (bottom) moves the rear coupler knuckle to the right, and pressed to the "Left" position (top) moves the rear coupler knuckle to the left. 24. Tilt Steering Column 24. Tilt Steering Column A variable position steering column, with steering wheel, and air horn button mounted in center of steering wheel

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25. Vehicle Brake Pedal (Floorboard) 26. Road Operation Throttle Pedal 25. Vehicle Brake Pedal (Floorboard) Controls the Shuttlewagon® vehicle brakes. Depress the pedal to increase braking action at the rubber tires. 26. Road Operation Throttle Pedal Road operation throttle pedal only functions while in "road condition", and will not function while on rail. Throttle pedal regulates the engine RPM (revolutions per minute). Depressing pedal increases engine RPM.

23 A

23. Turn Signal Lever (A.) Emergency Flasher 23. Turn Signal Lever Turn Signal indicator is mounted on left side of column. Turn indicator has left, right, and emergency flasher positions. To release emergency flasher, move indicator handle left or right, then back to center for off position.

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SHUTTLEWAGON® OPERATOR'S MANUAL

B A

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C. Side to Side Lever Seat side-to-side slide lever is located on front of seat, under seat cushion base. Pull on slide lever to move seat left or right.

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27. Dome Light A round ceiling mounted light (A) located on the center ceiling support. To turn on/off press the push button switch (B) located on the side of the light.

A

D. Seat Rotation Lever Rotation lever is located on the right side under seat cushion base. Pull out on round knob to unlock seat pivot. Rotate to the right and seat will lock at 90 degree to face dash console. Pull out on round knob to unlock seat pivot to rotate 90 degrees to face straight forwar

B

27a. Map Lights (2 ea) Two positionable lights(A) located near the ceiling by each door. To operate the light, press the base (B) of the light to toggle the light on or off. The light is mounted on a ball swivel and can be directed to the desired position

B

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C A

29. Front/Rear Defrost Fans Four defrost fans located throughout the cab, one in each corner. Fans will pivot on ball head. Three position rocker switch Hi/Off/Lo located on bottom base of each fan. Each fan has its own switch and must be turned on or off from the individual fan.

28. Operators Seat Adjustments A. Air ride adjustment Push in on air valve button to increase air, pull out on button to decrease air in cushion. B. Forward and Back Slide Lever Forward and back slide lever is located at the right front corner of seat cushion base. Pull on slide lever to move seat forward or back.

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30. Front Windshield Wipers Three position rotary control knob with Hi/Lo/Off positions.

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SHUTTLEWAGON® OPERATOR'S MANUAL

One windshield wiper switch for each wiper and is located in the top panel of the cab. Each wiper has its own switch and must be turned on or off for each individual wiper. 31. Rear Windshield Wipers Three position rotary control knob with Hi/Lo/Off positions. One windshield wiper switch for each wiper on the rear entry doors, and is located in the top corner of the cab. Each wiper has its own switch and must be turned on or off for each individual wiper.

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the (A) A/C temperature control, the (B) heater temperature control, the (C) heat or a/c selector control, and (D) the off/low/medium/high fan control switch. Heat or a/c will not work when the fan switch is in the off position. Located on the front of the heater and a/c unit is the (E) fresh air position or interior cab recirculation selector switch.

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32. 12 Volt DC Accessory Plug Remove plastic insert from port to install charging adapter for radio's, phones, or computers that require a 12 Volt DC re-charge. 33. Engine Service Tool Plastic capped cable receptacle to plug computer into for troubleshooting engine error codes and diagnostic readouts. Remove cap to plug cable into port, replace cap when finished.

A B

35. Sanders (Cab Location) Two sander access holes are located in the floor on the right side and left side of the cab. Raise rubber cutout in floor mat to access metal cover. Remove metal cover to access the sander cap. Twist cap to left to remove and fill sand box. Replace sander cap, cover, and fold rubber cutout down.

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C

D

E

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36. Sanders (Engine Compartment) Remove engine side covers to access the six (6) sander caps. Twist cap to left to remove and fill sand box. Replace sander caps and engine covers when finished.

34. Heater/AC Controls Heat and air condition control switches are located on the top and front of the heater/ac unit. On top there is

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37. Front & Rear Railcar Air Supply A turn ball valve that allows air to flow to and from the railcars. Position handle perpendicular to ball valve to shut off air supply, and parallel to the ball valve is the open position. 38. Glad-hand Hose A rubber hose with locking and break away mating head, allowing the Shuttlewagon® rail air brake system to connect to the train railcar air brake system hose.

40. Radiator Fill Cap Radiator cap is accessible through hood top. Fill with 50/50 mixture of ethylene glycol and water. Do not remove radiator cap when water is hot. Push cap down and turn left to remove radiator cap, fill until full, replace radiator cap.

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41. Hydraulic Fluid Level Gauge The sight level gauge gives a visual indication of the amount of hydraulic oil in the tank. The thermometer indicates the temperature of the oil in Degrees Fahrenheit. Level should be checked with rail units in the up position. 39. Radiator Coolant Overflow Tank A plastic tank mounted in the engine compartment that is accessible from the cutout in the hood top. Tank has a clear plastic hose mounted on the side of the tank for fluid level indication. Normal fluid level is full when warm.

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SHUTTLEWAGON® OPERATOR'S MANUAL

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42. Transmission Dipstick The Transmission Fluid Dipstick tube is located in the passenger side front engine compartment. Remove passenger side engine side panel closest to the cab, to access dipstick on the left rear corner of the transmission. Remove dipstick from tube, wipe clean and re-insert, then remove and check fluid level. Reinstall dipstick into tube after adding transmission fluid if needed To obtain an accurate check of the oil level in the transmission, the transmission oil should be warm; the transmission direction selector lever placed in neutral "N" and the engine operating at idle with the parking brake set. Failure to do so can result in an incorrect level reading.

44. Engine Oil Fill Remove twist off cover to add engine oil to the engine. Replace cap after oil has bee added.

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45. Coolant Level Sight Gauge A clear plastic (fluid level indicator) tube mounted on the Coolant Reservoir Overflow tank. Normal fluid level is 1/2 full when warm.

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43. Engine Oil Dipstick Located in different positions for various engines and types (i.e.. Cummins and Caterpillar) refer to the accompanying engine manuals for specific location. Pull the dipstick out and wipe it clean, reinsert the dipstick and pull out to check the oil level. The oil level should be between the full and add marks. Check the oil with the engine not running.

46. Engine Air Cleaner Indicator An airflow restriction indicator that measures the amount of restriction through the air cleaner. A yellow plunger when in the green area is OK, and when the yellow plunger reaches the red area indicates the air filter needs to be replaced.

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49. Diesel Fuel Tank A 80-gallon diesel fuel tank located on the left hand side between the front and rear tires. Remove filler cap on top right hand corner of tank to add fuel, and replace cap when tank is filled.

47. Auxiliary Air Compressor Hydraulically driven air compressor located outside of the frame on the passenger side. Air compressor has a visual sight gauge located on the left hand side. Compressor oil level should be checked with the engine not running to indicate the correct oil level. The oil level should be at the top of the red circle in the sight glass.

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50. Air Tank Condensate Drains Moisture condensate drains with lanyards to drain accumulation of moisture in the air tanks. Three (3) pull cables located on the right hand side under the deck, two (2) drains for the service air tanks, and one (1) for the rail air tank.

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48. Engine Block Heater A 115/120-volt electrical cord with plug, connected to heater in engine block. Plug into electrical supply outlet when ambient temperature gets cold. Heater in engine block will keep water warm and from freezing. Remember to disconnect from power source before you start moving the Shuttlewagon®.

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51. Hydraulic Tank Drain A hose that feeds off the bottom of the hydraulic tank drain port, with a quarter turn ball vale. This hose is routed to the front passenger side frame rail for easy access. Remove plug in hose and open ball valve on bottom of hydraulic tank to drain. When completely drained, replace hose plug and close drain valve on tank. Refill hydraulic tank with the correct hydraulic oil to the proper oil level.

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SHUTTLEWAGON® OPERATOR'S MANUAL

Pre-Start Pre-start inspections give you, the operator, a chance to identify potential problems and safety hazards before you begin operation. Before you start-up, you should be familiar with the operation, inspection, and features of the Shuttlewagon®. This section will cover a recommended pre-shift checklist and pre-start tips. It is important to check everything. The best way to learn about your Shuttlewagon® is to check the systems on a daily basis. Checking the fluids daily is important to the life of the Shuttlewagon®. Running it without engine oil, transmission fluid, hydraulic fluid, or coolant, etc. will cause damage to components. Pre-Start Walk Around Check the following items with the Shuttlewagon® not running. Exterior Check (Not Running) Check the following items with engine not running, parking brake set, and transmission in neutral. If you need to add any fluids to components, refer to Lubrication Chart at the back of this book. · When checking the fluid levels, start in the engine compartment with the engine oil dipstick. If needed, replenish with the correct motor oil. · Check the auxiliary air compressor by the sight glass on the side of the compressor. If needed, replenish with the correct compressor oil. · While checking items in the engine compartment, be sure to check for loose fittings or leaks that might have developed. · Check all eight sander boxes if equipped. If low, replenish with number-two chicken grit or medium coarse grit sand. Which ever is used must be dry. · Check all four-rail wheels for wear, including flanges, and ensure that rail wheels are not loose or seized. · Check both front and rear couplers for sagging, broken or missing parts. · Check that both front and rear ball valves are closed and operational. · Check that both rail air glad-hand hoses and the rubber gasket seals are intact. · Check all four tires for cuts, chunking, bulges and correct air pressure. · Check all four wheels for loose or missing lug nuts. Check the following items with engine running, parking brake set, and transmission in neutral. To start the Shuttlewagon®, turn the key to the "On Position" and watch the Computer screen. Wait until the "Wait To Start"

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signal goes out on the information banner. Start the unit and let run for three to five minutes. · Check the transmission oil level in the engine compartment by the dipstick. The oil level should be at the "Full" mark. If low, replenish with the correct transmission fluid. · When checking the coolant level, do not check the radiator; always check the coolant recovery tank sight glass. The recommended level is half full when warm. If low, replenish with correct mixture of water and antifreeze. · Check the hydraulic oil level by the sight glass on the hydraulic tank. The rail units must be in the full up or raised position. The hydraulic level indicator should have fluid between the high and low marks. Before adding hydraulic fluid, wipe around the neck and the cap to clean off any dirt that has accumulated. Only add fluid from a clean previously unopened container. Hydraulic fluid and dirt make an abrasive that can harm the internal components of the hydraulic system. · Check the engine air cleaner indicator. Is the air filter indicator green? If the indicator is red, replace the air filter and reset the indicator. Interior Cab Check · Check that all gauges are working correctly with proper readings. · Check the straight-ahead indicators are working correctly by steering the axle or axles if so equipped. · Check rail air brake reservoir air pressure, and rail air brake pipe pressure for correct operation. The red needle represents rail air reservoir air pressure, and the white needle represents the brake pipe pressure air pressure. · Check all lights, windshield wipers, air horn, and turn signals. · Check for correct readings of RPM at both an idle, and full engine RPM with no load. · Check seat adjustments and seat belt for operation. · Check vehicle brakes for operation. · Check transmission selector forward and reverse. Parking brake must be released, and vehicle brakes engaged by foot valve. Also check gear ranges (first through third) in both directions by bumping shift control left and right. Neutral will allow you to shift to first or second gear only. · Check the Back Up Alarm while in reverse. · Check to ensure all headlights, windows, and mirrors are clean and adjusted properly. If any items were identified as a problem during your checkout, get it corrected before you start. Let a maintenance mechanic or supervisor know the problem exists, and they will determine the nature of the problem, and the action needed to correct the problem.

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SHUTTLEWAGON® OPERATOR'S MANUAL

Refer to the Maintenance And Lubrication Handbook for recommended monthly and semi-annual Inspections. Road Operation Do not begin start up until you are convinced your prestart was satisfactory and that the Shuttlewagon® is in proper working order and that you are thoroughly acquainted with the precautions listed in this manual. Before moving check your vehicle's current travel mode: · Is the Shuttlewagon® in road mode? · Are the rail wheels in the up and locked position? · Is the steering properly engaged for road travel? To start the Shuttlewagon® place the transmission selector lever in the neutral position, set the parking brake, ensure that rail units are up and locked, and that the steering wheel is unlocked and ready for road travel by turning the steering wheel from side to side. It should move freely, not bind or offer stiff resistance when running. The Shuttlewagon®'s ignition system is identical to an automobile's. To start, turn the key to ignition, but do not start. The engine is equipped with an intake air heater that may be activated prior to starting. During this process, a "Wait to Start" message will be displayed on the operator panel. The engine stop and warning lights will be illuminated briefly for diagnostic purposes. Once the Wait to Start message and both lights are off, turn the ignition switch to start. Do not depress the accelerator pedal or move the accelerator lever during cranking. Warning: Do not use starting fluids. The engine is equipped with an intake air heater for cold weather starting. Starting fluids could cause an explosion or fire. To prevent damage to the starter, do not crank the engine for more than 30 seconds. Wait 2 minutes between starting attempts. Idle the engine 3 to 5 minutes before operating under load. Note: If an engine warning occurs, stop engine and correct the problem. If operating in temperatures below+32ºF, oil pressure indication will be higher than normal.

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Check air pressure in the rail air brake gauge (item 14). Normal air pressure should be 130 PSI maximum. If air pressure is below 65 PSI, an audible buzzer will sound. DO NOT attempt to move the Shuttlewagon® if this condition persists. Not enough air pressure will be available to properly engage the vehicle brakes. After initial warm-up, operate the engine at 1500 to 1800 RPM until the air pressure has built up to maximum pressure. As air pressure increases beyond 65 PSI (the minimum pressure required to activate the vehicle brakes), the audible buzzer will shut off. Once air pressure has built up above 65 PSI, enough pressure is available to operate the Shuttlewagon®'s vehicle brakes. Air pressure will continue to increase to approximately 130 PSI. When air pressure has built up and stabilized, it is safe to move the Shuttlewagon®. · Check area is clear of personnel, and passengers are properly seated. · Make any final seat adjustments and fasten seat belt. · Apply the vehicle service brakes. · Release the parking brake. · Select the desired transmission speed. · Release the vehicle service brakes long enough for the Shuttlewagon® to start moving and test the vehicle service brakes by applying pressure to the brake pedal. Warning: If the vehicle service brakes fail to work, apply the parking brake to stop the Shuttlewagon® and have the brake system checked to determine and correct the cause. If the brakes work properly it is safe to continue. Rail Operation Before you start using the Shuttlewagon® or begin operation, know the grades, curvature and condition of the track you will be operating on. It is important to know the changes of track grade; even the slightest grade can have a significant effect on pulling power and stopping distance. Track curvature is equally important. Each railcar being pulled through a curve will require extra pulling effort. A combination of grade and curvature occurring together will have a cumulative effect requiring extra pulling power. If possible try to avoid stopping or starting where these conditions are present. In addition to grade and curvature, what is the condition of the track? Wet, muddy or icy track conditions will further reduce pulling power and increase stopping distance.

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SHUTTLEWAGON® OPERATOR'S MANUAL

Antilock Brake System (ABS) Antilock brakes are included on all C Series Shuttlewagons® to reduce tire lock up and improve operator control during hard braking applications. The Antilock Brake System (ABS) functions in "RAIL MODE" only. This system works with the vehicle brakes only, not the train brakes. Antilock Brake System (ABS) is disabled at speeds less than one (1) MPH to allow precise positioning of the railcars. The Antilock Brake System (ABS) functions like antilock brakes on automobiles. When tire lock up is detected, an ABS modulator valve rapidly pumps the brakes. As the ABS modulator pumps the brakes, the pulsation can be felt in the foot brake pedal or brake control lever. As in an automobile, firm pressure should be applied to the brake pedal or lever; there is no need to manually pump the brakes. When ABS has detected tire lock up, "ABS ACTIVE" will be displayed on the screen. Traction Control A traction control system is standard on all C Series Shuttlewagons® to reduce tire slip and provide maximum tractive effort. Traction control functions in "RAIL MODE" only. The traction control system will automatically sense tire speed and adjust engine speed accordingly, to minimize tire slip. When the traction control system has detected tire slip, "TRACTION CONTROL ACTIVE" will be displayed on the screen. If you have applied to much throttle for the conditions and the tires begin to slip, you may hear or feel the engine cut back, as the traction control system responds. If you reduce the throttle input slightly, the traction control system will reset, and full operator control will be restored. Even with traction control, you may notice some tire slip during a hard pull. In order to produce maximum traction between the tire and rail, some small amount of slip must be allowed. Traction control, sanders, and the rail pressure HI/LO switch can all be used in conjunction to maximize tractive effort where slippery conditions exist. Mounting On Rail · Select an improved crossing or area fairly flush with the track. · Line up rear of the Shuttlewagon® with the rail, using the rear rail mirror. · Once the rear rail wheels are aligned with the track, change to the Road/Rail (R/R) screen on the computer display by pressing F10.

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· Press the F2 button to go from the Road Mode to Transfer Mode. · Press F8 button to lower the rear rail wheels to the rail, and check rear rail wheel pressure reading for correct rail pressure. Note: Never operate on the rail without the correct rail guide wheel hydraulic pressure. The correct hydraulic rail pressure for the 400C Series Shuttlewagon® is automatically 500 PSI maximum, and 300 PSI minimum when the Hi/Low Rail Wheel Pressure Switch (item 9) is pressed and held. The correct hydraulic rail pressure for the 500C and 600C Series Shuttlewagon® is automatically 600 PSI, and 400 PSI minimum when the Hi/Low Rail Wheel Pressure Switch (item 9) is pressed and held. 500C & 600C Series and units with Dual Steering: · Straighten the rear steering axle by turning the steering wheel until the rear straight-ahead illuminates green. Note the position and continue turning the steering wheel in the same direction until it turns red again. Note the position and turn the steering wheel back half the distance to center the straight-ahead, with the indicator light green. · Press the F5 button, make sure the indicator toggles from four (4) to two (2) to lock out the rear steer axle. This allows you to steer by the front axle only. · Align the front rail wheels over the track by backing up and steering the front axle while watching in the front rail mirror. · Press F4 button to lower the front rail wheels to the rail, and check front rail wheel pressure reading for correct rail pressure. · Straighten the front steering axle by turning the steering wheel until the front straight-ahead illuminates green. Note the position and continue turning the steering wheel in the same direction until it turns red again. Note the position and turn the steering wheel back half the distance to center the straight-ahead with the indicator light green. · Press the F2 button to switch the indicator on the computer display screen from transfer mode to the rail mode. · Check both the Front and Rear Rail Pressure readings for the correct rail pressure. Note: If the Shuttlewagon® is left mounted on the rail it is recommended that the tires be readjusted to the straightahead position at the beginning of each shift, or as may be required.

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SHUTTLEWAGON® OPERATOR'S MANUAL

NOTE: 400C Series 300 PSI Minimum 500 PSI Maximum 500C & 600C Series 400 PSI Minimum 600 PSI Maximum The Shuttlewagon® is installed on the rail. Check and see that Straight-Ahead indicators are illuminated green, Rail Mode green indicator is illuminated, and you have the proper rail wheel hydraulic pressures. After the rail units have lowered to the rail, the accumulator display banner should go out within two minutes. If it does not, there could be a problem with the hydraulic system. Note: If accumulator display banner remains on after two minutes, stop the engine and notify maintenance. The purpose of the hydraulic accumulator system is to supply hydraulic oil to the "Rail Wheel Guidance System" in the event the engine, transmission, or hydraulic pump would malfunction. Hydraulic oil is supplied to the rail wheels from the accumulator tank, that has oil stored in it under pressure, created from a rubber bladder filled with a 600 PSI of nitrogen gas. Remember when operating on rail; keep your eyes open for pedestrians, vehicle traffic, and other rail traffic in your area. Be sure to use good communication procedures, radios or hand signals. Whatever means of communication you do use, make sure everyone knows and understands the same signals. Count down the distance when spotting railcars, by number of cars such as 10,9,8,7,7,5,4,3,2. When you get to one car length, indicate how far is left at half a car, and then by feet left to the stop. Uses 30 feet, 20 feet, 10 feet, 5 feet, and 4,3,2,1, stop. With good communication between the operator and the ground person, you are moving railcars in a safe and efficient manner. Have the ground person call signals out clearly, and repeat the distance to the ground person so there will not be any discrepancies. Repeat the number of car lengths, but after One (1) car length, you do not have to repeat them. Trying to repeat length in feet may be so close to each other's radio transmission, you may not hear one another, and it may cause you to travel to far. If you are unsure of signals or do not understand what the signal is, "STOP" and do not proceed until you know what the correct signal is. Remember, "SAFETY IS YOUR RESPONSIBILITY". Console

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The upper console containing the dash panel will slide front to back and rotate 180 degrees. The flexibility in positioning the console allows easy operation from either side of the cab. This feature is particularly useful when communicating with a ground person or while traveling around curves. You may operate the Shuttlewagon® from whichever side provides the greatest visibility. If you choose to look out the side window, slide the console toward you, so the dash controls are in easy reach. To rotate the console, simply lift up on the front edge and turn. When the console is in the proper position, it will drop into a groove that holds it securely. Before operating the Shuttlewagon®, make certain the console is firmly held in place, so unexpected movement does not occur during operation Coupling The next step in moving railcars is coupling. To couple the Shuttlewagon® to the railcar use the following procedure: · Make sure area is clear of personnel and obstacles before moving. · Move the Shuttlewagon® close to the selected railcar and align the coupler by watching the coupler position in the mirror. · To adjust the coupler positions use the Coupler Positioning Switch for the appropriate coupler. Move the coupler laterally from side to side and align with the railcar coupler. · Make sure the ground person is clear and not between the railcar and Shuttlewagon® · Once the couplers are aligned, move the Shuttlewagon® slowly towards the railcar until the couplers join together. They should automatically lock together. · Test the couplers have indeed locked by slowly backing away from the railcar. There should be a noticeable resistance that indicates that the couplers have locked together. · Place the transmission in neutral "N" and set the parking brake. Railcar Air Brakes · Connect the rail air brake hoses. In a vertical position, mate the hoses together then lower them to lock in the horizontal position. The hoses must be in a vertical position to mate the glad-hand hose ends. · Close the rear most air valve of the rear most car in the railcar consist, and open all other railcar air valves between the rear most car and the Shuttlewagon®. · Open the Shuttlewagon® _ turn air supply ball valve. · Make sure all handbrakes are released and all chocking devices are removed. · In the cab, pull up the Train Brake Emergency Valve.

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SHUTTLEWAGON® OPERATOR'S MANUAL

This will allow air from the Rail Air Reservoir to flow through the Train Rail Brake Control Valve to the hoses and charge the railcar air brake system, releasing the railcar brakes. · Move the Train Rail Brake Control towards the dash to the release position. Note: The red hand on the Rail Air Reservoir Gauge (item 14) must be above 90 PSI in order to pressurize the train brake system. It will take approximately three to five minutes to charge the first railcar with air and about one minute per railcar for each additional railcar. Note: The Train Brake Emergency Valve when pushed down (IN) will dump all air from the train brake system applying the train brakes. Normally this takes only a second and is used in emergency situations or to permanently exhaust service air from railcars when parking.

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Note: Surplus, wrecked or damaged AAR cars, purchased for intra-plant movement, may still have the rail brake hoses and mechanism in place, but caution should be taken to determine whether or not they function properly before depending on them to stop the load or consist of railcars.

Note: Be sure the railcar brakes are fully "aired" or "charged" before moving, otherwise the system will not function properly. Railcars also have mechanically set hand brakes. The hand brake device is located at one end of the railcar. To apply this brake, turn brake wheel to tighten chain and set the brakes. To release this brake, release ratchet lock on hand brake body or turn the brake wheel to release the brakes. Before moving railcars, make sure all hand brakes are released. Make sure all safety chocks, or other obstructions placed under the wheels are removed before movement begins. Train Air Brake Control Using the Train Air Brake Control will do three things for the Shuttlewagon®. · It will increase tire life · It will extend vehicle brake life · It will stop the Shuttlewagon® when pulling railcars The operator will have to use his/her judgment on the amount of braking power for different situations. Down hill situations will call for more braking power and a slight dragging effect. Using more braking power allows the operator to maintain control of the railcars. During upgrade movements, the operator is not likely to use any braking power and will have the Train Air Brake Control in the full "Release" position. This allows little or no brake shoe drag and more power with less effort. Even the slightest down grade can cause the railcars to build up momentum and get out of control. Always be aware of the stopping distance and grade of the track. You do not want to go past where you want to stop, so leave yourself plenty of room to stop. You always want be in control of the railcars, not the railcars in control of you. The Train Air Brake Control is a variable airflow control valve. In the full "Release" position the valve is completely open allowing compressed air from the Rail Air Tank to be supplied to the train brakes keeping them open. In the full "Applied" position it vents air from the train brakes as well

Railcar Brake Systems (Air and Mechanical) The railcar train brakes are a very important safety factor in the movement of railcars. For optimum safety, you should always hook up the air brake system before moving railcars. This rule applies whether moving loaded or empty cars. The principle of all rail air brake systems is Air Pressure Reduction through a combination of service and emergency valves. When the Shuttlewagon® is coupled to a rail car and the rail car brake air system is "aired" or "charged", the car brakes are held "released" by air pressure. As long as the air pressure charging the railcar air brake system is equal, the car brakes remain "released". If a pressure reduction occurs in the car brake system (as when the Shuttlewagon® Train Air Brake Control is moved), the car brakes are applied. The purpose of a Pressure Reduction system is to provide emergency braking to railcars in the event a car becomes uncoupled or an airline ruptures. Should this occur, the car brakes will be applied automatically from the air reserve tank on each car. This system is of standard design on all AAR railcars in the United States, Canada and Mexico. Specially built cars for intra-plant movement may be equipped with this same brake system, a differently designed brake system, or more commonly, no brake system at all.

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SHUTTLEWAGON® OPERATOR'S MANUAL

as regulating the amount of airflow from the Railcar Air Tank allowing the brakes to apply a maximum (50%) braking power. The "Red" Train Brake Emergency Valve must be pulled out in order to allow the Train Air Brake Control to operate, and is the emergency stop valve. If pushed in as an "Emergency Stop" situation, it will cut off air flow from the Rail Air Reservoir as well as vent air from the train brake system allowing the train brakes to apply (100%) braking. It reacts much faster than the Train Air Brake Control Valve, and will cause the train brakes to fully apply in a matter of seconds if needed. Railcar Movement Grade in Relation to Travel Are you going to move up a grade, down a grade, or on the level? Don't guess, rail grade is not always visible to the naked eye. As little as 1/2% grade can affect starting and stopping distances. As the Shuttlewagon® operator, you should be aware of the grade throughout your facility. When starting a load, heavy loads may be eased in the OPPOSITE DIRECTION of the intended pull, to allow slack between the couplers. You can gain as much as 6 to 8 inches of free travel for each coupled car. Using this technique, the Shuttlewagon® starts pulling one car at a time, and the momentum of the moving car helps start the remaining cars. Maintain a steady increase of power so as not to lose the momentum gained. The Shuttlewagon® power train is geared very low through the transmission, differential and planetaries. As a result tremendous torque develops quickly in first and second gears. A quickly applied throttle in the low gears could cause the tires to spin. Maximum drawbar pull is achieved in first gear and should be used when maximum drawbar pull is going to be required to start the load. When starting, apply the throttle steadily and smoothly to maintain maximum traction. The operator should learn to feel the difference between tire "creep" and tire "spin". Maximum traction will be achieved at 1400 RPM in first gear just prior to tires creeping, and diminishes quickly once tires start to spin. Take full advantage of coupler slack when maximum pull is required. The Shuttlewagon® is equipped with a full power shift transmission, and the ratio variance between gear settings is substantial. You may shift the transmission up in gears at anytime. However, you should watch rail speed and transmission temperature to ensure you maintain maximum traction and transmission efficiency. You may also choose to down shift the transmission, however the transmission will not down shift if the engine RPM is above 1500 RPM, or the rail speed is to fast.

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Move the cars at a safe speed, 3-5 mph. Plan stops in advance so the entire operation runs smoothly. Be sure you understand how both the Shuttlewagon® and railcar air brakes operate. Know in advance what is expected of the Shuttlewagon®. Know how many cars are to be switched and where they are to be switched. Know if additional cars are to be picked up and switched. Plan ahead and work safely and efficiently. Should a HEAVY (meaning maximum or near maximum load for the Shuttlewagon®) car or train be required to move through a tight curve (caution should start at 18º or more), PULL rather than push the car or consist, if possible. When pulling, the couplers continue to follow the centerline of pull. When pushing maximum or near maximum loads around tight curves, the coupler in the Shuttlewagon® and attached car will tend to pivot opposite to the direction of the curve until stopped by the coupler housing. At this point, the line of push is not following the centerline of the vehicle. The Shuttlewagon®, weighing less than the load, is now pushing the load with couplers angled. This situation is more prevalent when a curve and upgrade occur together, rather than on level or downgrade curve where the car momentum might not require the Shuttlewagon® to apply maximum push. An experienced operator will recognize this situation and be able to apply the right technique.

Notice coupler reaction when pulling cars around a tight curve.

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SHUTTLEWAGON® OPERATOR'S MANUAL

Unhooking From Railcars Before uncoupling the Shuttlewagon® from the rail cars, be conscious of whether or not the cars are on a grade. If the rail cars are fully "aired" or "charged", bring the cars to a full stop. Apply railcar brake using the Train Brake Emergency Valve. Use chocks and hand brakes to secure the railcars. Release the coupler by using the coupler release switch. Pulling away slowly from the railcars, the glad-hands will automatically disconnect. Warning: Never manually disconnect the train brake hoses; trapped air pressure can be dangerous! Caution: For safety, ALWAYS apply railcar hand brakes and place chocks under the railcar wheels before pulling away from the railcar. Dismounting From Rail When you are ready to move off rail, select an improved crossing area or an area level with the track. Bring the vehicle to a complete stop and set the parking brake. · Place the Transmission Selector Lever (item 5) in the neutral "N" position. · Set the parking brake. · Make sure you are in the Road/Rail (R/R) screen, if not press F10 button on the computer screen module. · Press F1 to go from rail mode to transfer mode. · Press and hold F7 (rear rail wheels up) until the rail wheels retract completely. · Press and hold F3 (front rail wheels up) until the rail wheels retract completely. · Press F1 button to go from transfer mode to road mode. · Make sure both Green straight-ahead indicators are illuminated green. Note: The 400C Series does not come standard with Four Wheel Steering. The 500C and 600C series has Four Wheel Steering as a standard feature. · Choose either "Two Wheel Steering" or Four Wheel Steering by pressing the F5 button. · Depress vehicle foot brake; release the parking brake, and select desired transmission gear. · You are now ready to move off the track. Towing

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If it is necessary to tow the Shuttlewagon®, follow the procedure listed for on-rail or on-road below. On Rail The Shuttlewagon® should never be towed unless the engine is running, to ensure proper hydraulic pressure for the rail wheel guidance system, and proper lubrication for the clutches in the transmission. On Road The Shuttlewagon® should never be towed unless the engine is running, to ensure proper lubrication for the transmission clutches. If the engine will not run, you must disconnect the drivelines, and may tow the Shuttlewagon® a maximum of 1 mile at 3 mph or less.

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SHUTTLEWAGON® OPERATOR'S MANUAL

Recommended Lubricants

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SHUTTLEWAGON® OPERATOR'S MANUAL

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Index

12 Volt DC Accessory Plug Air Ride Adjustment (Seat) Air Tank Condensate Drains Antilock Brake System (ABS) Auxiliary Air Compressor Battery (Volt Meter) Console Coolant Level Sight Gauge Controls and Indicators Coupler Position Switch (Front) Coupler Position Switch (Rear) Coupler Release Switch Coupling Diagnostics Screen (DIAG) Diesel Fuel Tank Dismounting From Rail Dome/Map Lights Emergency Flasher Engine Air Cleaner Indicator Engine Block Heater Engine Coolant Temperature Engine Fault Codes Engine Oil Dipstick Engine Oil Fill Engine Oil Pressure Engine RPM Engine Screen #2 Engine Screen #3 Engine Service Tool Engine Throttle Controls Exterior Check (Not Running) Failure Mode Identifier (FMI) Forward and back slide lever Front Headlight Switch Front Rail Pressure Front & Rear Railcar Air Supply Front Windshield Wipers Front/Rear Defrost Fans Front/Rear Sander Switch Functions (F1-F8) Fuel Level Glad-hand Hose Hand Signals Heater/AC Controls Hi/Lo Rail Wheel Pressure 12 11 15 18 15 5 19 14 4 10 10 10 19 6 15 22 11 10 14 15 5 6 14 14 5 5 7 7 12 6 16 6 11 4 5, 19 13 11 11 4 5-7 5 13 1 12 4 Tilt Steering Column Towing Traction Control Train Air Brake Control 10 22 18 20 Horn Switch Hydraulic Fluid Level Gauge Hydraulic Tank Drain Ignition Switch Interior Cab Check Introduction Lubricants Mounting On Rail Operator Display (Computer Screen) Parking Brake Switch Pre-Start Pre-Start Walk Around Radiator Coolant Overflow Tank Radiator Fill Cap Radios Rail Brake/Reservoir Gauge Rail Mode Rail Operation Rail Throttle (Dash Console) Rail Wheel Lights Switch Railcar Air Brakes Railcar Brake Systems (Air and Mechanical) Railcar Movement Rear Headlight Switch Rear Rail Pressure Rear Windshield Wipers Road Mode Road Operation Road Operation Throttle Pedal Road Rail Screen (R/R) Safety Sanders (Cab Location) Sanders (Engine Compartment) Seat Rotation Lever Set Screen Shuttlewagon® Shuttlewagon® Off-Rail Shuttlewagon® On-Rail Side to Side Lever Speed MPH Strobe Light Switch Suspect Parameter Number (SPN) 4 13 15 9 16 1 23 18 5 9 16 16 13 13 1 9 5 17 8 4 19 20 21 4 5, 19 11 5 17 10 5 1 12 12 11 8 1 1 1 11 5 4 6

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SHUTTLEWAGON® OPERATOR'S MANUAL

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Index

Train Brake (Dash Console) Train Brake Emergency Valve Transfer Mode Transmission Dipstick Transmission Gear Transmission Screen (Trans) Transmission Selector Lever Transmission Temperature Turn Signal Lever Unhooking From Railcars Vehicle Brake (Dash Console) Vehicle Brake Pedal (Floorboard) Wipers 8 9 5 14 5 7 4 5 10 22 8 10 11

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Commander

Lubrication & Service Manual

Table of Contents

Introduction I. Lubrication and Servicing

Lubrication Engine Oil and Filter Replacement Illustration I-II. Caterpillar Oil and Filter Change Illustration I-IV. B Series Cummins Fuel-Water Separator and Fuel Filter Illustration I-V. C Series Cummins Fuel-Water Separator and Fuel Filter Caterpillar Fuel Filter and Fuel Water Separator Illustration I-VI. Caterpillar Fuel-Water Separator and Fuel Filter Air Filter Illustration I-VII. Air Filter Replacement Transmission Oil and Filter Illustration I-VIII. Transmission Filters Axle and Hub Illustration I-IX. Axle and Hub Lubrication Hydraulic Return Filter Illustration I-X. Hydraulic Return Filter Hydraulic Oil Change Illustration I-XI. Hydraulic Tank Drain System Hydraulic Pressure Filter Illustration I-XII. Hydraulic Pressure Filter Illustration I-XIII. Lubrication Points 37CFM Compressor Illustration I-XIV. 37 CFM Compressor

II. Operational Adjustment

Hydraulic Pump Pressure Standby Pressure Illustrations II-I. and II-II. Main Relief Pressure Check Illustration II-III. Main Pump Pressure Train Rail Air Brake Illustration II-IV. Train Rail Air Brake Valve Rail Unit Rail Gauge Check Illustration II-V. Hydraulic Accumulator Checking Pre-Charge Illustration II-VI.

III. Trouble Shooting

Operation Service Rail Units Railcar Moving and Stopping

IV. Lubricants

Table IV-I Lubricants

V. Capacities

Table V-I Engine Capacities

VI. Maintenance Schedule

Table VI-I Maintenance Schedule

Introduction

W

elcome to the Shuttlewagon® Service and Maintenance Handbook. Within, you will find information for servicing the different components of the Shuttlewagon®, a chassis lubrication chart, a trouble shooting guide, a recommended maintenance chart, explanations on system adjustments and the accumulator system.

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I. LUBRICATION AND SERVICING

This section contains the maintenance and lubrication procedures. Also included are service specifications, adjustments, lubrication capacities and filter elements.

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Lubrication

Lubrication of the various components of the Shuttlewagon® should be done at regular intervals. Refer to the charts in the Service illustrations section for service intervals, lubrication points and the type of lubricant to be used. Instructions for lubrication and servicing of the more complicated systems are contained in the paragraphs pertaining to those particular items.

QSB 6.7 QSC 8.3 Illustration I-II. Caterpillar Oil and Filter Change.

Water In Fuel Pre Filter

The following instructions are for both theCummins QSB 6.7 and QSC 8.3. Follow the instructions carefully and refer to Illustration I-III. Remember, do not over tighten filters and drain plugs. Refer to engine manual for more detailed specifications.

Engine Oil and Filter Replacement

The following oil and filter replacement instructions are for both Cummins and Caterpillar engines. Refer to Illustrations I-I and I-II. Always change the engine oil when the oil is warm and do not over tighten filters and drain plugs. Refer to the engine manual for more detailed specifications.

Maintenance If an engine fault code indicates an "SPN 97" error there To drain the water from the fuel open the drain cock

(item 1) to empty the water from the fuel filter (item 2). Once drained of water, close drain cock. is water in the fuel.

Run the engine until the water temperature reaches Remove the drain plug from the oil pan. (item1) Visually check the condition of the used oil. Clean around the filter head (item 2), and remove the oil

filter. (item 3) Remove any old gasket material off of the bottom of the filter head. (item 4) Fill the replacement filter with clean lubricating oil before installation. Replace new filter and tighten. +140ºF (+60ºC) then shut down engine.

Replacement To replace the Water in Fuel Pre Filter unscrew the filter

(item 2) from filter head (item 3) and discard old filter and O-ring (item 4). Clean filter head and remove any parts of the old O-ring still left. Fill the replacement filter with clean fuel and replace. (hand tighten only) To prime the fuel system cycle the keyswitch to "On" for thirty seconds then to "Off". Repeat three more times to fully prime the system before attempting to start the engine.

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Illustration I-I. Caterpillar Oil Drain Plug.

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QSB 6.7 QSC 8.3 Illustration I-III. Water In Fuel Filter.

Transmission Oil and Filter Primary Fuel Filter

To change the primary fuel filter refer to Illustration I-IVI. Remember, do not over tighten filters and drain plugs. Refer to engine manual for more detailed specifications. The Lubricant and filter should be changed after the first 20 hours of operation. After the initial lubricant and filter change, it is recommended the filter be changed every 500 hours of operation and the lubricant be changed every 1000 hours of operation. Refer to Illustrations I-VII, I-VIII & I-IX.

Remove filter (item 1) by unscrewing from filter head

(item3). Discard old filter and O-ring (item 2). Clean filter head and remove any parts of the old O-ring still left. Replace O-ring and new filter. Do not fill filter with fuel. (hand tighten only) To prime the fuel system cycle the keyswitch to "On" for thirty seconds then to "Off". Repeat three more times to fully prime the system before attempting to start the engine.

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Remove the drain plug (item 1) to drain the transmission. Remover the filter (item 4) from the filter head (item 8). Fill the replacement filter with fresh transmission oil.

Lubricate the seal (Item 5) with oil then install filter. Tighten 3/4 turns after seal contacts filter head. Check the inside of the transmission through the drain hole for accumulation of sludge. Any accumulation should be removed by flushing with transmission oil. Remove the transmission breather filler cap (item 6) and clean by agitating the filler cap in solvent until vent is clear and dry with compressed air. Reinstall the drain plug (item 1). Fill transmission with 5 gallons of transmission fluid. Start engine and run at idle speed to fill the transmission cooler and lines with transmission fluid, and add transmission fluid as necessary to keep the fluid level at the "Full" mark (item 7). Allow engine to run 10 to 15 minutes or until it reaches normal operating temperature. Once warm, shift the transmission through all speed ranges, forward and reverse to ensure that all areas of the transmission and clutch's are lubricated. With the transmission in neutral "N", recheck the oil level and add oil as necessary to bring oil level to "Full" mark on dip stick. Reinstall breather filler cap (item 6).

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Illustration I-V. Primary Fuel Filter Change.

Air Cleaner

Perform the following procedures to remove and replace the air cleaner filter element. Refer to Illustration I-VI.

Remove filter cap (Item 1). Loosen lower filter band clamp (item 2). Release filter clamps (item 3). Replace filter unit (item 4)). Attach lower filter band clamp (item 2). Position filter and clamp in place with filter clamps (item 3). Replace filter cap (item 1). Press top cover on the air indicator (item 5) to reset.

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Illustration I-VII. Transmission Oil Change.

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Illustration I-VI. Caterpillar Air Cleaner Change.

Caution:

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Do not overfill hubs. Seal damage could occur. Note! Recheck rear differential after refilling hubs for correct oil level. (Non-Steer axles have floating axles)

Hydraulic Return Filter

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The following are instructions for servicing the hydraulic return filtration system located in the top of the hydraulic tank.

Clean around filter cap and loosen retaining bolts (item 1). Remove filter cover (item 2) by pressing down and turnIllustration I-VIII. Transmission Oil Filter Change.

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Full Caution:

Add

Illustration I-IX. Transmission Dip Stick. Do not overfill the transmission or allow it to operate with insufficient fluid.

ing clockwise and aligning bolt heads with cutouts on lid (item 3). Remove spring (item 4) and Bypass Valve Assembly (item 5). Remove old filter (item 6) and replace with new filter. Replace Bypass Valve Assembly, spring, and filter cover. Turn cover counter clockwise to lock against bolt heads and tighten bolts. (Do not overtighten bolts)

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Axle and Hub

The following section includes detailed instructions on the lubrication and service of the axle and hub assemblies. Refer to Illustration I-X.

Remove the drain plug (item 1). When the oil has drained completely, reinstall the drain plug. Remove the breather (item 2). Clean the breather in solvent and dry with compressed air. Reinstall the breather. Remove the fill plug (item 3). Fill the axle with oil until oil starts to flow from the fill plug

hole. Reinstall the fill plug. Maneuver the Shuttlewagon® to position the hub with the drain/fill plug (item 4) at the bottom. Remove the drain fill plug (item 4) and allow all hub oil to drain. Once drained, rotate the wheel 90º to bring the drain/fill port to the fill position (inset Fill). Add the correct oil slowly until the oil starts to flow back out of the drain/fill port then reinstall the drain plug. Repeat the above steps for the three remaining hubs. Drain

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Illustration I-XI. Hydraulic Oil Filter Change.

Hydraulic Oil Change

The following are instructions for changing the hydraulic oil. Refer to Illustration I-X and I-XI.

Remove the drain plug (item 1) located on the drain line Open the ball valve (item 3) to drain oil. (Note: the It may be necessary shut off the oil flow several times When the hydraulic tank is empty close the ball valve

hydraulic tank contains approximately 40 gallons of oil). while draining the tank to empty the waste oil container.) (item 2) in the front coupler housing well.

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Fill

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Illustration I-X

(item 3) and reinsert the hose end drain plug (item 1). Clean all dirt and debris from around the cap. Remove the hydraulic filler cap and refill with 40 gallons of hydraulic oil. Start and idle engine till it reaches normal operating temperature to warm the oil, and check oil level in the temperature/sight gauge (item 4). Oil level should be between the "high" and "low" marks when the oil is warm. Always check oil level in road condition.

Caution:

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Operating the Shuttlewagon® with the pump supply or case drain valve closed will result in serious pump damage.

General Lubrication

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Illustration I-XII. Hydraulic Oil Change.

Hydraulic Pressure Filter

The following instructions are for changing the hydraulic pressure filter.

Close the Pump Case Drain Valve (item 1) and the Pump

Supply Valve (item 2). Unscrew the Hydraulic Pressure Filter housing (item 3). Remove and replace the filter element (item 4). Reopen the Pump Case Drain Valve and Pump Supply valves. Recheck hydraulic oil level in sight gauge (item 5). Refer to illustrations below for exact locations

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1. Rail Wheels (4 ea) 2. Wear Plate (2 ea) 3. Coupler Retainer (2 ea) 4. Coupler Eye Bolt Pin (2 ea) 5. Grease under Coupler Housing Boxes (2 ea) 6. Rail Unit Cylinders (8 ea) 7. Rail Arm Bushings (8 ea) 8. Drive Shaft U-Joints (4 ea) 9. Drive Shaft Slip Yokes (2 ea) 10. Drain and Refill Oil Filled Hubs (4 ea) 11. Drain and Refill Axle Housings (2 ea) 12. Steer Cylinder Ends (4 ea) (400 Series) 13. Steer Cylinder Ends (8 ea) (500/600 Series) 14. King Pins (4 ea) top and bottom (400 Series) 15. King Pins (8 ea) top and bottom (500/600 Series) 16. Tie Rod Ends (2 ea) (400 Series) 17. Tie Rod Ends (4 ea) (500/600 Series) 18. Oil Straight ahead Assemblies (1 on 400 Series) (2 on 500/600 Series) Refer to following illustrations for exact locations

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Illustration I-XIII. Pressure Filter Replacement.

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Remove old air filter and insert new air filter. Reassemble filter and breather covers.

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Radiator Coolant

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Non-Steer Steer

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To replace engine coolant. Open the radiator drain cock and remove the coolant surge tank cap and the coolant recovery cap. Do this only when the engine and coolant are cool. The surge tank cap is sealed and the surge tank will be pressurized if the coolant is hot. Once the old coolant has drained close the radiator drain cock and replace coolant through the surge tank. Start and run the engine to pull coolant thoughout the engine and add coolant as the level drops. Once the coolant level in the surge tank remains level stop the engine and fill the surge tank to about one inch from the top and replace the surge tank cap. Add coolant to the coolant recovery tank until level is half way in the sight gauge and replace the cap. Coolant may be added to the recovery tank to maintain coolant level.

Welding

Proper welding procedures are necessary in order to avoid damage to the engine's ECM, sensors, and associated components. If at all possible, the component that is to be welded should be removed from the machine for welding. If removal of the component is not possible, the following procedure must be followed when welding on a machine that is equipped with an electronic engine. This procedure is considered the safest and should provide minimum risk of electronic component damage. Disconnect the batteries positive and negative ground wires. Disconnect the cable to the alternator as a safety precaution also.

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Atlas Copco Air Compressor

The following instructions are for servicing the Atlas Copco air compressor air and oil filters.

II. OPERATIONAL ADJUSTMENT

This section contains the procedures for adjusting hydraulic pressure, rail air brake pressure, hydraulic oil flow for the 37cfm compressor and rail unit gauge. If you have questions, contact your local dealer or the manufacturer. (816) 767-0300

To check lubricant in the compressor use sight glass To replace lubricant, unscrew the case plug (item 2) and Replace case drain plug. Remove filler cap (item 3) and

fill crankcase with synthetic compressor oil. Replace filler cap. Remove breather cover (item 4), and remove filter cover (item 5). drain crankcase. (item 1) to check the oil level in the case.

Hydraulic Pump Pressure

The following directions are for adjusting the standby and main pressure for the hydraulic pump.

Stand-by Pressure

1. Connect a 0-3000 PSI test gauge to the quick disconnect fitting (item 1) on the PTP port on the main hydraulic block. 2. Start engine and warm hydraulic oil to normal operating temperature. 3. Disconnect the wire on the air pressure switch at the governor to disable remote air compressor (item 2). 4. Position all rail units in the "up" position and switch to

Caution:

Do not exceed 3000 PSI before adjusting the pressure relief valve down.

To adjust the main pressure relief, loosen the locking nut

on the main pressure relief valve (item 5)located on the front of the main hydraulic manifold, and adjust the pressure by turning the allen headed shaft, until the gauge stabilizes at 2850 PSI. Once the pressure is set, retighten the locking nut.

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Main Pump Pressure With the Rail Wheels in the "up" position, adjust upper

allen set screw (item 4) till pressure indicates 2600 PSI, and replace acorn cap.

Rail Unit Rail Gauge Check

Rail gauges on both front and rear rail units are 53-7/16" plus or minus 1/16"mesured from the bottom of the rail wheels in the full down position. To measure gauge, measure from inside flange on rail wheel to inside flange on opposite rail wheel with the rail unit in the down position on the surface of the rail, or on floor if the unit is not on rail.

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53-7/16" + 1/16"

"Road Mode". 5. Turn all other hydraulic components off. This places the pump in "Stand-by " mode. 6. Remove the acorn head cap on the hydraulic pump (item 3). The stand-by adjuster is an allen-head screw under the cap. 7. Normal stand-by pressure is 500 PSI. 8. Turn adjuster to increase or decrease pressure as needed. 9. After adjusting, reconnect the wire to the air compressor switch on the governor and allow the compressor to run till it shuts off. 10. Once the correct pressure is achieved, reinstall acorn head cap, and perform the main pressure check.

Hydraulic Accumulator

The Shuttlewagon® is equipped with a hydraulic accumulator, which is capable of producing high pressure and could cause injury if not released properly.

Warning:

Never use oxygen or shop air! This will void all warranties and can be dangerous.

Main Relief Pressure Check Hold the "Rail Gear" switch in the up position. Check the relief valve pressure by unscrewing the upper

acorn cap (item 4) and adjusting the allen head screw in until the gauge stop moving. This indicates the setting for the pressure relief valve. If the gauge indicates a pressure other than 2850, the main pressure relief valve will need to be adjusted.

Pre-charge with DRY NITROGEN GAS ONLY! Never operate accumulator without proper nitrogen gas

pre-charge. ·Release all system hydraulic pressure before attempting any maintenance or service. Use only approved charging and gauging equipment for precharging and pressure check. Follow all instructions below:

1. If accumulator is installed, turn off all power to system (all dash panel switches set to "off"), remove all hydraulic pressure from accumulator. If accumulator is not yet

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NOTE:

(5000-PSI accumulators do not have a valve core. The gas valve must be manually opened by turning its top hex, counter clockwise).

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installed, place a small amount of fluid inside the unit for lubrication. 2. Remove the protective cap (gas valve guard) and the valve cap (if there is one). 3. Attach the gland & nut portion (items 8, 11) of the charging assembly to a dry nitrogen gas bottle, tighten securely. If this gland & nut do not fit, you are using the wrong gas! 4. Attach the air chuck portion (item 2) of the charging

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WARNING:

Initial pre-charging at a rate above 25 psi can cause bladder to burst. assembly to the accumulator bladder gas valve by hand tightening its swivel hex connection. 5. Turn the air chuck "T" Handle clockwise until it stops. This opens the valve core. 6. Set nitrogen bottle gas regulator (if attached) to 25 psig. (The use of a nitrogen gas regulator is strongly recommended!) 7. Open nitrogen bottle gas valve. (If you are not using nitrogen gas regulator care should be taken to only

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Checking Pre-charge

1. Release system pressure. Not gas pre-charge. 2. Remove gas valve guard (protective cap) and valve cap. 3. Install gauging device on gas valve stem. 4. Screw down air chuck "T" Handle, check pressure. 5. Add additional dry nitrogen gas, if necessary, using the above procedure. 6. To release excess nitrogen gas (if any) open up bleeder valve (Item 9), located at bottom of gauging device, until desired pressure is achieved (maximum 600 PSI).

TYPE 1 AI-CG3-000SS 3000psi WP Max. 2200 psi, N2 3000 psi gauge 2 AI-CG5-000SS 3000psi WP Max. 2200 psi, N2 5000 psi gauge 1. 2. 3. 4. 5. 6. 7. 8. Pressure gauge Air Chuck Adapter Block Swivel Connector Tank Valve Coupling Hose Nipple (Gland) 9. Bleed Valve 10. Copper Washer 11. Nut 12. Head Assembly 13. Gauging & Head Assy. 14. Hose Assy. 15. Valve Core

WARNING:

Operation of accumulator without sufficient pre-charge (minimum of 25% of maximum working pressure) can cause bladder to "pick-out". "crack" the valve open.) With a regulator, valve can be opened fully. 8. Pre-charge slowly (25 psig) using the dry nitrogen gas until bladder is fully inflated. 9. Continue pre-charging to desired pressure (600 PSI) by increasing gas flow slowly. 10. Remove charging assembly. Check for gas leakage. (The use of gas leak detection fluid is recommended.) 11. Tighten hex jam nut and lock nut fully. 12. Replace the valve cap and valve guard. Tighten, hand tight.

Gas Safety Cap

The plastic safety cap, located at the top of the valve guard (protective cap), is designed to "blow-off" if there is a valve stem gas leak. If cap is missing, check pre-charge immediately! 13. Install accumulator on system. CHECK FOR LEAKS. 14. Pressurize system.

Diagnostics

MESSAGE WINDOW Important messages about Shuttlewagon operating conditions are displayed on a white banner at the bottom of each screen. These messages will alert the operator of faults occurring in the vehicle controls, engine, or transmission. ENGINE FAULT MESSAGES WARNING ­ STOP ENGINE Severe engine malfunction. Stop the engine immediately, if the Shuttlewagon is in a safe location. Check diagnostic codes. ENGINE WARNING Engine malfunction. The engine does not need to be stopped immediately, but prompt action is strongly recommended. Check diagnostic codes. ENGINE PROTECT Engine malfunction probably not related to electronic controls. Check operating conditions and proceed with caution. Check diagnostic codes. Example: High coolant temperature. ENGINE MALFUNCTION An engine emissions fault has occurred. Check diagnostic codes. ENGINE DIAGNOSTIC CODES

SPN Suspect Parameter Number, identifies the trouble source, may be a system, component, or parameter FMI Failure Mode Identifier, identifies the type of failure Refer to the Shuttlewagon Standard Engine Fault Codes (SAE J1939) table for a summary of these codes. More detailed troubleshooting information is available in the engine manufacturer's literature. TRANSMISSION DIAGNOSTIC CODES The transmission gear indicator will display ERROR if a fault has occurred. The message window will also display TRANSMISSION FAULT.

Press F11 to access the diagnostics screen. Press F2 on the diagnostics screen to access the transmission screen. The transmission fault code is shown at the bottom of the transmission screen. The transmission repair manual provides detailed troubleshooting information for each code. Refer to Diagnostic Trouble Codes (DTC). LOW RAIL PRESSURE Rail pressure has dropped below 200 psi.

Gap or obstruction in rail has caused abrupt movement Pressure control valve malfunctioning or set incorrectly Hydraulic pump malfunctioning or set incorrectly Hydraulic leak or hose failure Pressure sensor malfunctioning Broken electrical connection

LOW HYDRAULIC PRESSURE Hydraulic pump pressure has dropped below 160 psi. Engine fault codes consist of two numbers, an SPN and an FMI. of rail cylinder

Press F11 to access the diagnostics screen. Press F1 on the diagnostics screen to access the engine screen. Engine fault codes are shown at the top of the first engine screen.

Hydraulic pump malfunctioning or set incorrectly Hose failure

Switch malfunctioning Broken electrical connection

LOW AIR PRESSURE

Control lever malfunctioning Computer settings incorrect (check factory settings) Broken electrical connection

FOOT THROTTLE FAULT The foot throttle signal is outside of the normal operating range.

Compressor malfunctioning Air system leak Switch malfunctioning Broken electrical connection

FRONT WHEELS NOT STRAIGHT REAR WHEELS NOT STRAIGHT Alarm may be activated intermittently traveling on rough rail or through switches and crossings. Wheels are held in place with hydraulic cylinders. Some small movement will occur during normal operation. While stopped, unlock steering, center wheels, and re-lock steering.

Foot pedal malfunctioning Computer settings incorrect (check factory settings) Broken electrical connection

TRAIN BRAKE FAULT The train brake signal is outside of the normal operating range.

Control lever malfunctioning Computer settings incorrect (check factory settings) Broken electrical connection

LOW FUEL LEVEL Unexpected activation of the low fuel alarm may indicate other fuel system problems.

Loose steering bushings. Hydraulic steering lock valves malfunctioning. Cylinder seal or hose leak Switch malfunctioning Broken electrical connection Switch assembly out of adjustment

LOW ACCUMULATOR PSI The accumulator is an important safety back up, which maintains rail gear pressure if the hydraulic pump fails. It requires up to 2 minutes for the accumulator to charge during start up.

Fuel leak Fuel level sender malfunctioning Computer settings incorrect (check factory settings) Broken electrical connection

TRACTION CONTROL ACTIVE Continuous or unexpected activation of the traction control active alarm may indicate a system fault.

Low nitrogen pre-charge. Accumulator malfunctioning. Hydraulic leak or hose failure Switch malfunctioning Broken electrical connection

HIGH HYDRAULIC TEMP

Excessive tire wear or wrong tire size Wheel speed sensor malfunctioning Transmission speed sensor malfunctioning Broken electrical connection Rail wheel is not turning freely

ABS ACTIVE Continuous or unexpected activation of the antilock brake alarm may indicate a system fault.

High ambient temperatures Excessive air compressor operation (check for air leaks

on Shuttlewagon and railcars) Hydraulic system malfunctioning ­ valve sticking, pump out of adjustment, etc. Switch malfunctioning Broken electrical connection

Excessive tire wear Wheel speed sensor malfunctioning Transmission speed sensor malfunctioning Broken electrical connection

HIGH TRANSMISSION TEMP Transmission oil temperature is above 250F.

HAND THROTTLE FAULT The hand throttle signal is outside of the normal operating range.

High ambient temperature

Wrong gear for vehicle speed/load Blockage in oil filter, strainer, or hoses Transmission oil low, deteriorated, or wrong grade Brakes not released Transmission cooler damaged or blocked Fan malfunctioning

Electronic Settings SET SCREEN Press F12 to access the set screen.

Use the P1 knob to enter the password. Press F8 to verify the correct password. If the password is correct, the display will automatically change to the factory settings screen. If the password is incorrect, the screen will not change. Press F4 to return to the set screen. FACTORY SETTINGS SCREEN

F1 Restores all settings to the original factory settings F2 Shows the Options Screen (if applicable) F3 Shows the Settings Screen Pressing the F1 button toggles the transmission setting between automatic and manual modes. This setting is stored into the computer memory until changed. Pressing the F2 button toggles between foot and hand throttle modes when the unit is in rail mode. This setting is stored into memory until changed. The foot throttle is reengaged when in road mode. Pressing the F3 button engages the fast idle setting allowing the engine to idle at 1600 RPM. This is useful for increasing pump efficiency for the hydraulics and air compressor. This setting is not stored into memory, and will reset to normal idle when the parking brake is released. Pressing the F4 button toggles the traction assist between standard and alternate settings. This setting is not stored into memory and will reset to the standard setting if the vehicle is shut down. PASSWORD SCREEN From the Set Screen press F8 to accesss the Password Screen. From the Factory Setting Screen Press the F3 button to access the Settings Screen. The F1 button toggles between the 500/600 series and the 400 Series. The F2 Button toggles the ABS/ATC to "on" or "off". The P1 knob adjusts the Standard Deadband setting. (Deadband is the allowable slippage of the tires measured in ft. per minute). Fatory setting is 50 ft. per min. This setting can be adjusted from 0 to 99. The P2 knob adjusts the Alternate Deadband setting. The F8 button stores the adjusted settings into memory. Once stored these settings can be toggled between through the set screen F4 traction assist button. F4 Shows the Change Password Screen C Shows the Calibration Screens SETTINGS SCREEN

Caution:

Increasing deadband settings can contribute to reduced tire life.

CHANGE PASSWORD From the Factory Setting Screen Press the F4 button to access the Change Password Screen.

MAX CTS Highest possible signal from input device, set using P1 knob on maximum settings screen MIN EU Lowest desired output related to input device, set using P2 knob on minimum settings screen MAX EU Highest desired output related to input device, set using P2 knob on maximum settings screen SAVE Press F7 to store new values in memory Example: Use F5 and F6 to set the input to TBP. Move the train brake control lever from release to apply and watch the ACTUAL CTS (counts) reading. Record the highest and lowest ACTUAL CTS readings. The train brake control lever normally produces a signal from about 48 CTS in the apply position to 480 CTS in the release position.

Use P1 knob to enter a new password. Press F8 to store the new password into memory. Press F4 to return to the factory settings screen. CALIBRATION SCREEN From the Factory Setting Screen Press the "C" button to access the Calibration Screen.

Use the MIN (F15) and MAX (F16) keys to toggle between the minimum and maximum settings. On the MIN screen, use the P1 adjustment knob to set MIN CTS to the lowest ACTUAL CTS reading, and press the SAVE key (F7). On the MAX screen, use the P1 adjustment knob to set MAX CTS to the highest ACTUAL CTS reading, and press the SAVE key (F7). CTS settings calibrate the computer to properly read the train brake control lever. Engineering unit (EU) settings calibrate the computer to produce the desired train brake pressure. On the MIN screen, use the P2 adjustment knob to set the MIN EU to 1950, and press the SAVE key (F7). On the MAX screen, use the P2 adjustment knob to set the MAX EU to 3900, and press the SAVE key (F7). These settings will normally produce a minimum train brake pressure of about 45 psi and a maximum train brake pressure of about 90 psi. If the actual pressures shown on the gauge are unsuitable, the MIN EU and MAX EU values can be adjusted. As the MIN EU and MAX EU values are adjusted and saved, the train brake pressure will change accordingly.

INPUT Use F5 and F6 to select a device: FRPT RRPT HTP FTP FLS TBP Front Rail Pressure Transducer Rear Rail Pressure Transducer Hand Throttle Potentiometer Foot Throttle Potentiometer Fuel Level Sender Train Brake Potentiometer

Note:

The red emergency stop valve will automatically reset if the pressure drops too low. Be sure to set MIN EU high enough that the emergency stop button holds with the train brake lever in the apply position. RESTORING FACTORY SETTINGS If settings are lost or corrupted, return to the factory settings screen and press F1 to restore all settings to the factory defaults. RESETTING FAULTS Press ESC on any screen to reset non-critical fault conditions. If the fault condition persists, the alarm or fault message will return. Faults originating from the engine and transmission cannot be reset with this function.

MIN/MAX Use F13 and F14 to move between minimum and maximum setting screens. COUNTS (CTS) Signal from input device, voltage and current are typical inputs Engineering Units (EU) Output parameter related to input device ACTUAL CTS Actual signal from the input device MIN CTS Lowest possible signal from input device, set using P1 knob on minimum settings screen

III. TROUBLE SHOOTING

If you develop a problem with the Shuttlewagon during operation, refer to the problems and possible causes listed below. If a problem should occur check for the simplest cause first. You may wish to contact the nearest Shuttlewagon dealer for assistance or contact Central Manufacturing service department.

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Rail Guide Wheels Flanging To One Side Steering tires not locked straight with vehicle Low tire pressure Vehicle brakes partially applied Track leaning to one side Front suspension urethane pads worn out Hydraulic cylinder internal leak Rail gear out of alignment Operator Panel is ON, but display is malfunctioning Symptoms:

Problem/Possible Cause:

PROBLEMS DURING OPERATION

Premature Tire Wear Rear axle not engaged Excessive tire spin Load too heavy Railcar hand brakes not released Contaminates on rail Rail pressure set incorrectly Railcar air brakes not fully charged Incorrect tire pressure Foot valve malfunction ABS/Traction control disabled Shuttlewagon® Brakes Will Not Apply Low air pressure Air leaks Air in brake fluid Low brake fluid level in master cylinder Axle seals leaking oil on brake pads Foot valve malfunction Shuttlewagon® Will Not Steer Steering locked in rail mode Low hydraulic oil level Steering cylinders internal leak Dual steer axles in crab position Low hydraulic pump pressure settings Hydraulic pump failure Steering relief valve not set properly Steering control unit malfunction Shuttlewagon® Will Not Move Parking brake switch not released Low hydraulic brake release pressure Transmission shift control malfunction Transmission malfunction, check fault codes Transmission oil low Transmission solenoid malfunction Derailing (general) Steering tires not locked straight with vehicle Excessive vehicle speed Rail pressure set incorrectly Hydraulic pump pressure too low Moving more than vehicle rated capacity Bad track and or conditions Rail wheel flanges worn out Rail wheel gauge out of tollerance Rail wheels loose on spindles Rail arm bushings seized/frozen Poor tire condition, low tire pressure or incorrect tire size

Red block on screen Unexpected reset during operation Readouts show no data or appear faint

Causes:

CAN Bus network has broken electrical connection Vehicle controller malfunctioning Vehicle controller has lost power, check fuses and Operator Panel malfunctioning Operator Panel CAN Bus speed is set incorrectly Low electrical system voltage, vehicle controller or

operator panel has reset Operator Panel does not turn ON electrical connections

No power, check fuses and electrical connections Operator Panel malfunctioning Low electrical system voltage

Traction Control malfunction ­ Tires slipping The traction control system normally allows tire slip up to 1/2 mph to maximize tractive effort.

Excessive tire wear or wrong tire size Wheel speed sensor malfunctioning Transmission speed sensor malfunctioning Broken electrical connection Traction Control is disabled in computer factory settings Wrong model size selected in computer factory settings

ABS malfunction ­ Tires locking

Excessive tire wear or wrong tire size Wheel speed sensor malfunctioning Transmission speed sensor malfunctioning Broken electrical connection ABS is disabled in computer factory settings Wrong model size selected in computer factory settings ABS Modulator Valve malfunctioning Rail wheel is not turning freely

SERVICE PROBLEMS

Front Axle Will Not Engage Fuse blown Wire disconnected Solenoid malfunction Switch defective Faulty disconnect relay Transmission Overheating Low transmission oil Speed range too high Cooler hoses blocked Oil filter clogged Oil strainer clogged Wrong transmission oil Transmission oil burned Transmission cooler blocked Moving more than rated vehicle capacity Railcar hand brakes not released Railcar air brakes not released Thermal bypass valve malfunction Hydraulic Pump Noise Hydraulic oil cold Hydraulic oil contaminated Hydraulic pressure filter clogged Air in hydraulic oil Hydraulic return filter clogged Tank suction or case drain valve closed Hydraulic oil level low Hydraulic oil too hot Hydraulic pump malfunction Hydraulic pressure set too high

RAILCAR MOVING AND STOPPING

Will Not Pull Cars Rear axle not engaged Railcar hand brakes not released Railcar air brakes not fully charged Rail pressure regulating valves adjusted too high Railcar brakes not released Moving more than rated vehicle capacity Severe track conditions Traction control malfunction Railcar Brakes Will Not Release Railcar air brakes not fully charged Railcar air shutoff valve closed Rail air reservoir air pressure too low Railcar hand brakes not released Contamination in rail brake pipe or valves Train brake control set incorrectly Train brake control handle out of adjustment Insufficient time to release railcar air brake system Railcar Brakes Will Not Apply Rail air brake system not fully charged Contamination in rail brake pipe or valves Air hoses and valves not connected correctly Train brake control set incorrectly Shutoff valves not open between cars Railcar brakes defective Railcar Braking and Release Time Too Long Incorrect use of train brake control handle Contamination in rail brake pipe or valves Air leak in system or railcars Rail air reservoir air supply too low Compressor malfunction Note: Normal time to release railcar air brakes is three to five minutes for the first railcar and one minute for each additional railcar in the consist. Note: For engine and transmission trouble shooting, refer to manufacturer's service manuals supplied with the Shuttlewagon.

RAIL UNIT PROBLEMS

Rail Cylinder Will Not Hold Pressure Not in rail mode Rail control valve not in down position Regulating valves adjusted too low Rail cylinder leaking internally Hydraulic pump pressure setting out of adjustment Rail Cylinders Won't Raise or Lower Smoothly or Evenly Pump malfunction Hydraulic oil level low Air in hydraulic system Cylinder leaking internally Hydraulic pressure settings low Regulating valve malfunction Rail arm bushings not lubricated Rail arm bushings binding Slow Rail Cylinder Movement Cylinder leaking internally Oil level too low Pump not delivering sufficient oil Rail arm bushings not lubricated Rail arm bushings binding

Shuttlewagon® Standard Engine Fault Codes (SAE J1939) SPN 1 91 93 94 97 100 102 105 108 110 111 113 135 156 157 164 168 172 174 175 190 191 228 234 251 558 609 620 626 627 629 632 633 639 640 651 652 653 654 655 656 678 702 703 723 974 1043 1075 1076 1077 1078 1079 1111 1347 1348 1377 1383 1387 Description Not Applicable (No Fault) Throttle (Accelerator Pedal) Position Net Brake Torque Fuel Pressure Water in Fuel Engine Oil Pressure Boost Pressure (Intake Manifold) Intake Manifold Temperature Atmospheric Pressure Engine Coolant Temperature Engine Coolant Level Engine Governor Droop Fuel Delivery Pressure Injector Timing Rail 1 Pressure Injector Metering Rail 1 Pressure Injector Control Pressure Electrical System (Battery) Voltage Intake Manifold Air Temperature Fuel Temperature Engine Oil Temperature Engine Speed Engine Output Shaft Speed Speed Sensor Calibation Software Identification Time (Clock) Accelerator Pedal Idle Validation Engine Control Unit #2 5 Volt DC Power Supply Start Enable Device (Intake Air Heater) Power Supply Engine Control Unit #1 Fuel Shutoff Valve Fuel Control Valve #1 J1939 Network External Engine Protection (Shutdown) Injector Cylinder #1 Injector Cylinder #2 Injector Cylinder #3 Injector Cylinder #4 Injector Cylinder #5 Injector Cylinder #6 Sensor DC Power Supply Auxillary I/O #2 Auxillary I/O #3 Secondary Engine Speed Sensor Remote Accelerator (J1939 Throttle) Internal Sensor Voltage Supply Electric Fuel Lift (Priming) Pump Fuel Inj. Pump Control Valve (Module) Fuel Injection Pump Controller Fuel Injection Pump Position Sensor Sensor Supply Voltage Engine Protection System Configuration Fuel Pump Pressurizing Assy. #1 Fuel Pump Pressurizing Assy. #1 Multiple Engine Synchronization Engine Hot Shutdown Auxillary Pressure Sensor #1 FMI 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 31 Description Above Normal Operating Range (Most Severe Condition)* Below Normal Operating Range (Most Severe Condition)* Data Erratic, Intermittent, or Incorrect Voltage Above Normal (Short to 12V or other power source) Voltage Below Normal (Short to Ground) Current Below Normal (Open Circuit) Current Above Normal (Short to Ground) Mechanical malfunction Abnormal signal frequency, period, or pulse width Abnormal data update rate (i.e. sensor responding slowly) Abnormal data rate of change (i.e. coolant temp drops 50ºF in 2 sec) Cause of failure unknown Electronic device malfunction Out of adjustment or calibration Special Instructions, refer to engine manufacturer's literature Above Normal Operating Range (Least Severe Condition)* Above Normal Operating Range (Moderately Severe Condition)* Below Normal Operating Range (Least Severe Condition)* Below Normal Operating Range (Moderately Severe Condition)* Network data incorrect or indicating an error Not available (no fault) or could be used generically if no other FMI applies

* SAE has defined three levels of fault severity - least severe, moderately severe, and most severe. For example, least severe may warn the operator, moderately severe may derate the engine, and most severe may shutdown the engine. Refer to the engine manufacturer's literature for more detail. Note: This list contains the most common codes used with Shuttlewagon® engines. Engine manufacturers may periodically add new codes. Refer to the engine manufacturer's literature for a complete list of fault codes.

Disassembly of Rail Wheels

Lower rail units to the floor and relieve hydraulic pressure on rail hydraulic cylinders by placing Road/Transfer/Rail selection into "Road" position. NOTE: Make sure you relieve all hydraulic down pressure on the rail wheels before attempting to disassemble rail wheel components. NOTE: Install bearing retainer lock washer with the lock tangs facing away from the inner bearing retainer nut.

Install the second bearing retainer nut with the bevel

toward the bearing retainer lock washer, and tighten to hold bearing retainer lock washer against inner bearing retainer nut. Lock the bearing retainer lock washer lock tang that is aligned correctly with one of the slots in the inner bearing retainer nut. NOTE: Be sure lock tang is engaged completely into slot and seated correctly.

Remove rail wheel hubcap retaining bolts. Remove hubcap and rubber gasket seal assembly. Release tang on bearing retainer lock washer from

bearing retainer nut slot. Remove bearing outer retainer nut with the tool supplied. Remove bearing retainer lock washer. Remove bearing inner retainer nut with the tool supplied. Remove bearing retainer flat washer. Remove outer bearing from rail wheel assembly. Next slide rail wheel off of the spindle carefully, as not to damage the spindle seal if you plan to reuse the same seal. NOTE: Rail wheel is heavy and weighs approximately 350 pounds each, and can be awkward to handle due to the rail wheel flange on the rail wheel.

Tighten outer bearing retainer nut until bearing retainer

lock washer lock tang is aligned with the slot. Torque the outer bearing retainer nut to 35-45 ft. lbs. with the grove in the outer bearing retainer nut aligned for one of the lock tangs to engage. NOTE: The torque of the outer bearing retainer nut should not exceed 50 ft. lbs. of torque when installed.

Lock the bearing retainer lock washer tang that is aligned

into the slot on the outer bearing nut. NOTE: Be sure lock tang is engaged completely into slot and seated correctly.

Remove spindle seal from rail wheel. Remove inner bearing from rail wheel assembly. Clean and inspect rail wheel bearings (replace bearings Clean and inspect bearing cups (replace bearing cup if

scored or damaged). Repack inner rail wheel bearing, or pack new bearing. if scored or damaged).

Grease rail wheel bearings cups and bearings by

pumping grease into grease zerk on rail wheel, until grease projects through outer bearing cone. Install hubcap gasket. Install hubcap and install bolts and tighten. NOTE: Remove hubcaps and inspect every 250 hours of operation. Make sure rail wheels are tight with no side play, and bearing retainer lock washer tangs are seated in groove.

Reassembly of Rail Wheels

Place inner rail wheel bearing into rail wheel. Install rail wheel spindle seal, and insert until flush with Position rail wheel onto spindle and install, be careful not Repack outer rail wheel bearing, or pack new bearing

and place into rail wheel. Install bearing retainer flat washer. Install bearing inner retainer nut, and with the bevel away from the bearing retainer flat washer. Using the bearing nut tool, torque bearing nut to 100 ft. lbs. Spin rail wheel both directions a few full turns. Loosen bearing retainer nut and re-torque to 50 ft. lbs. Spin rail wheel a couple of full revolutions both directions and torque again to 50 ft. lbs. Install bearing retainer lock washer. to damage the seal. outside of rail wheel surface.

Rail Wheel Spindle Replacement

Follow disassembly of rail wheel procedures above to allow access to the rail wheel spindles.

Remove all eight (8) bolts and lock washers from rail

wheel spindle. Screw two (2) 5/16" by 1 _ inch bolts into jacking holes on spindle, to force the spindle away from its seat in the rail arm. Clean all locktite and debris from holes in rail arm before installing new rail wheel spindle. Position new rail wheel spindle with keeper slot along

neutral axis and between spindle and rail gear cylinder pin as shown in Illustration. NOTE: The left front rail spindle (part number 046532) is machined for the rail wheel traction encoder in the rail wheel spindle, and must be mounted in the left front rail arm assembly. The right rear rail spindle (part number 045770) must be located on the right rear. Two spindles located on the left rear and right front rail arm assemblies are the same (part number 045792). Be sure to look in the parts book for proper mounting locations.

Install eight (8) new 1/2"-13UNC by 1-3/4" long bolts into Torque new spindle bolts to 107 ft. lbs.

Follow reassembly of rail wheels above to complete installation. spindle.

IV. LUBRICANTS

Axles 400 Series Oil Grease 500 - 600 Series Oil Grease Hydraulic All Series Oil Breather Pressure Filter Return Filter * or Annually Air Compressor All Series Hours Oil 2000 Oil Level Weekly Air Filter 600 Chassis Lubrication All Series Hours Rail Wheels 250 Drive Shafts 250 Rail Cylinders 250 Steering Cylinders 250 Tie Rods 250 King Pins 250 Rail Arms 250 Coupler Box Pivot 250 Coupler Wear Plate 250 Coupler Slide In Box 250 C. V. U-Joints 250 Items to Inspect All Series Hours Steering Pins 250 Steering Bushings 250 Tie Rods 250 Coupler Pins 250 Master Cylinder Monthly Rail Wheels Monthly Hydraulic Pressure 6 Months Transmission DF 150/250 Initial Clean Out Oil Filter Hours 2000 250 Hours 2000 250 Hours * 2000 * 2000 500 500

V. CAPACITIES

Cummins QSB 400 Series QSC 500/600

Oil & Filter Hydraulic Transmission Radiator 8 Gal. 8 Gal. 9 Gal. 9 Gal.

20.5 Qts. 42 Gal. 24 Qts. 42 Gal.

VI. MAINTENANCE SCHEDULE

Engine Cummins Oil Oil Filter Fuel Water Separator Fuel Filter Coolant Coolant Filter Air Cleaner

QSB 500 500 500 500 2000 indicator

QSC 500 500 500 500 2000 500 indicator

Hours 50 1000 500

Note: Recommended maintenance intervals listed are considered Maximum for ideal operating conditions. Unusual temperature or operating conditions may require other recommendations. A regular lubrications schedule can be determined by analysis of lube samples taken from the assembly at specified intervals. Funk Manufacturing recommends changing fluid and filter after the first fifty hours of operation for initial clean out.

Tire Air Pressure

Use the following tire air pressures for the originally equiped tires. 400 Series SWX415C SWX435C SWX465C Michelin XDY-1 315/80R22.5 110 120 130 500/600 Series Michelin XKA*** 14.00r24 SWX525C SWX545C SWX565C SWX605C 130 110 110 120

Note: Tire air pressure for non-original or replaced tires should follow the tire manufacturer's specifications.

Lug Nut Torque (All Models)

475 ft./lbs.

Sanders

Use a medium to coarse sandblasting sand or No, 2 chicken grit, which may be purchased from a local feed and grain store.

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