Commander Series: SWX315/420/525 Navigator Series: NVX5025/6030/7035/8040/840 Operation and Service Manual 475-091744B Shuttlewagon Corporation 4116 Doctor Greaves Road Grandview, Missouri 64030 (816) 767-0300 CAUTION: Your Shuttlewagon should not be modified in any way. Such modifications may adversely affect the performance, safety, or durability of your Shuttlewagon. CAUTION: The maintenance and service instructions in this manual are for qualified personnel only. To reduce the risk of injury, loss of limb, or death, do not perform any service to the Shuttlewagon unless you are qualified to do so. CAUTION: Only operate the equipment and/or railcar movers that you have been trained and certified to operate. Copyright © 2013 Shuttlewagon, a Nordco Company. Shuttlewagon, Commander and Navigator are registered trademarks of Shuttlewagon Corporation in the USA and/or other countries. All rights reserved. No part of this document may be reproduced or transmitted in any form or by any means, electronic, mechanical, or otherwise, for any purpose, without the express, written permission of Shuttlewagon, a Nordco Company. Information in this document is subject to change without notice. Shuttlewagon Corporation may have patents, patent applications, trademarks, registered trademarks, copyrights, and/or other intellectual property rights covering subject matter contained in this document. Except as expressly provided in any written license agreement from Shuttlewagon Corporation, the furnishing of this document does not give any party any rights in, or license to use, any patents, trademarks, registered trademarks, copyrights, or other intellectual property. Other product and company names mentioned herein may be the trademarks of their respective owners. Table of Contents Chapter 1 Introduction................................................................................................................ 1-1 Using This Manual ........................................................................................................................................ 1-1 Document and Safety Conventions ............................................................................................................ 1-2 Related Documentation and References .................................................................................................... 1-2 Contact Us ..................................................................................................................................................... 1-3 Shuttlewagon Warranty ................................................................................................................................ 1-3 Chapter 2 Shuttlewagon Safety Recommendations ................................................................. 2-1 Operating the Shuttlewagon ........................................................................................................................ 2-1 Getting On and Off the Shuttlewagon......................................................................................................... 2-2 Working On or Around Tracks .................................................................................................................... 2-2 Coupling and Uncoupling ............................................................................................................................ 2-3 Operating Switches and Derails .................................................................................................................. 2-4 Blue Flags or Blue Light Signals ................................................................................................................. 2-5 Chapter 3 Shuttlewagon Exterior ............................................................................................... 3-1 Driver’s and Passenger’s Sides .................................................................................................................. 3-1 Passenger’s Side, Lower Compartment ..................................................................................................... 3-3 Deck and Engine ........................................................................................................................................... 3-5 Chapter 4 Shuttlewagon Cab ..................................................................................................... 4-1 Console .......................................................................................................................................................... 4-1 Control Console ....................................................................................................................................................... 4-1 Heating and Air Conditioning (AC) Controls ............................................................................................................. 4-5 12 Volt Direct Current (VDC) and Data Ports ........................................................................................................... 4-6 Storage Slot and Console Access Panel .................................................................................................................. 4-7 Operator and Passenger Seats ................................................................................................................................ 4-8 Moving the Seat Forward and Backward ......................................................................................................... 4-8 Rotating the Seat ............................................................................................................................................. 4-8 Adjusting Seat Flotation ................................................................................................................................... 4-8 Adjusting the Back of the Seat......................................................................................................................... 4-9 Adjusting the Arm Rest .................................................................................................................................... 4-9 Steering Wheel and Foot Pedals.............................................................................................................................. 4-9 Cab Lighting ........................................................................................................................................................... 4-10 Beverage/Cup Holders ........................................................................................................................................... 4-10 Fans ....................................................................................................................................................................... 4-10 Control Console Screens............................................................................................................................................... 4-11 Home Screen ......................................................................................................................................................... 4-12 Diagnostics/Settings Screen .................................................................................................................................. 4-15 Engine Screen........................................................................................................................................................ 4-16 Transmission Screens ............................................................................................................................................ 4-17 Transmission Calibration Screen (ZF Transmission Only) ....................................................................................... 4-18 The TRANSMISSON CALIBRATION screen provides the calibration procedure that will need to be performed after every transmission service. ................................................................................................................................ 4-18 Vehicle Screen ....................................................................................................................................................... 4-19 Fan Drive Screen ................................................................................................................................................... 4-21 Remote Control Screen.......................................................................................................................................... 4-22 Switchman Control Screen ..................................................................................................................................... 4-23 TPMS Screen (Tire Pressure Monitoring System) ................................................................................................. 4-24 ESX Screen ........................................................................................................................................................... 4-25 i Chapter 5 Operating the Shuttlewagon ..................................................................................... 5-1 Steering System ............................................................................................................................................ 5-1 Steering on the Road ............................................................................................................................................... 5-1 Steering on the Rail.................................................................................................................................................. 5-1 Vehicle Brake System .................................................................................................................................. 5-1 Disc Brakes .............................................................................................................................................................. 5-1 Anti-lock Braking System (ABS) ............................................................................................................................... 5-1 Train Brake System.................................................................................................................................................. 5-2 Traction Control ............................................................................................................................................ 5-2 Starting the Engine ....................................................................................................................................... 5-3 Operating in ROAD Mode ............................................................................................................................. 5-4 Mounting to the Rails ............................................................................................................................................... 5-4 Operating in RAIL Mode ........................................................................................................................................... 5-6 Moving Rail Car Fundamentals ................................................................................................................................ 5-6 Grade and Curve Calculations ................................................................................................................................. 5-6 Measuring Grades ........................................................................................................................................... 5-6 Measuring Curves ........................................................................................................................................... 5-7 Combined Grade and Curve ............................................................................................................................ 5-8 Coupling Railcars ..................................................................................................................................................... 5-8 Connecting the Railcar Air Brakes ................................................................................................................... 5-9 Pulling a Load ........................................................................................................................................................ 5-10 Pulling Heavy Loads and Curves................................................................................................................... 5-10 Uncoupling Railcars ............................................................................................................................................... 5-11 Dismounting from the Rails .................................................................................................................................... 5-11 Operating in Cold Weather ........................................................................................................................ 5-12 Cummins Engine Recommendations ..................................................................................................................... 5-12 Cold Weather Heaters............................................................................................................................................ 5-12 Heating Equipment ........................................................................................................................................ 5-13 Transmission Oil (Funk DF Transmission Recommendations) .............................................................................. 5-13 Transmission Oil (ZF Transmission Recommendations) ........................................................................................ 5-13 Hydraulic System Recommendations .................................................................................................................... 5-14 Air Compressor Recommendations ....................................................................................................................... 5-14 Cold Weather Remote Operation Starting and Stopping........................................................................................ 5-14 Chapter 6 Troubleshooting Tips ................................................................................................ 6-1 Operation Troubleshooting ....................................................................................................................................... 6-1 Rail Wheel Troubleshooting ..................................................................................................................................... 6-4 Railcar Moving/Stopping Troubleshooting ................................................................................................................ 6-4 Control Console Screen Fault Codes ....................................................................................................................... 6-5 Chapter 7 Service and Maintenance .......................................................................................... 7-1 Service and Maintenance Safety ................................................................................................................. 7-1 Towing the Vehicle.................................................................................................................................................... 7-1 Lifting and Supporting the Shuttlewagon .................................................................................................................. 7-1 Performing Maintenance and Repair........................................................................................................................ 7-2 Electrical System Precautions .................................................................................................................................. 7-2 Disconnecting the Battery for Service ...................................................................................................................... 7-2 Disabling the Remote Controls................................................................................................................................. 7-3 Relieving Hydraulic Pressure ................................................................................................................................... 7-4 Drain the Air System and Relieve Train Brake Pressure .......................................................................................... 7-5 Disabling the Electrical System ................................................................................................................................ 7-5 Replacing Lubricants and Filters ................................................................................................................ 7-6 Replacing Engine Oil and Filter ................................................................................................................................ 7-6 Replacing the Fuel/Water Separator Filter ............................................................................................................... 7-7 Replacing the Fuel Filter .......................................................................................................................................... 7-8 ii Replacing the Air Filter Element ............................................................................................................................... 7-9 Replacing the Transmission Oil and Filter .............................................................................................................. 7-10 Draining the Oil .............................................................................................................................................. 7-10 Replacing the Transmission Oil Filter ............................................................................................................ 7-11 Replacing the Drive Axle and Hub Oil .................................................................................................................... 7-12 Servicing the Hydraulic System.............................................................................................................................. 7-13 Relieve Hydraulic Pressure ........................................................................................................................... 7-13 Replacing the Hydraulic Return Filter ............................................................................................................ 7-13 Replacing the Hydraulic Pressure Filter ........................................................................................................ 7-14 Replacing the Hydraulic Oil ........................................................................................................................... 7-15 Replacing Engine Coolant ...................................................................................................................................... 7-16 Replacing the Engine Coolant Filter ....................................................................................................................... 7-17 Pre-Charging the Hydraulic Accumulator ............................................................................................................... 7-17 Lubricating and Greasing ........................................................................................................................... 7-18 Coupler Slides......................................................................................................................................................... 7-18 Lubricating Rail Wheel Bearing .............................................................................................................................. 7-19 Removing the Rail Wheel Bearings ............................................................................................................... 7-19 Re-Assembling the Rail Wheel Bearings ....................................................................................................... 7-20 Replacing the Rail Wheel Spindle .......................................................................................................................... 7-21 Routine Lubrications .............................................................................................................................................. 7-22 Tests, Adjustments, and Settings ............................................................................................................. 7-22 Checking the Rail Wheel Gauge ............................................................................................................................ 7-23 Adjusting the Hydraulic System Pressures ............................................................................................................ 7-23 Setting System Pressures ............................................................................................................................. 7-23 Aligning Steering ........................................................................................................................................ 7-25 Steering System ..................................................................................................................................................... 7-25 Steering on the Road..................................................................................................................................... 7-25 Steering on the Rail ....................................................................................................................................... 7-25 Synchronizing the Steering .................................................................................................................................... 7-26 Steering Screen ............................................................................................................................................. 7-26 Servicing the Battery .............................................................................................................................................. 7-27 Disconnecting the Battery for Service ............................................................................................................ 7-27 Servicing the Air Conditioning .................................................................................................................. 7-28 Welding Procedures ................................................................................................................................... 7-29 Factory Settings and Troubleshooting ..................................................................................................... 7-30 Enter Password Screen ......................................................................................................................................... 7-30 Factory Settings Selection Screen ......................................................................................................................... 7-31 Calibration Screens ................................................................................................................................................ 7-32 Options Screen ...................................................................................................................................................... 7-33 Settings Screen ...................................................................................................................................................... 7-34 Change Password Screen ...................................................................................................................................... 7-35 Reset Safety Control (RSC) Screen ....................................................................................................................... 7-35 Throttle Ramping Screen ....................................................................................................................................... 7-36 Diagnostic Codes........................................................................................................................................ 7-37 Funk DF250 Transmission ..................................................................................................................................... 7-37 ZF 3WG210 Transmission ..................................................................................................................................... 7-37 Cummins QSB 6.7 Tier 3 Engines ......................................................................................................................... 7-37 Cummins QSB 6.7 Tier 4 Engines ......................................................................................................................... 7-37 Cummins QSC 8.3 Tier 3 Engines ......................................................................................................................... 7-37 Cummins QSC 8.3 Tier 4 Engines ......................................................................................................................... 7-37 iii Chapter 8 Service Intervals and Specifications ........................................................................ 8-1 Service Intervals ........................................................................................................................................... 8-1 Specifications................................................................................................................................................ 8-2 Lubrication and Fluid Specifications ......................................................................................................................... 8-2 Transmission Oil (Funk Transmission Recommendations) ...................................................................................... 8-3 Hydraulic Oil Recommendations .............................................................................................................................. 8-3 Accumulator Pressure Specifications ....................................................................................................................... 8-3 Tire Specifications .................................................................................................................................................... 8-3 Torque Specifications .................................................................................................................................. 8-4 Chapter 9 Glossary ..................................................................................................................... 9-1 Chapter 10 Daily Inspection ....................................................................................................... 10-1 Navigator Series Daily Inspection ............................................................................................................. 10-1 Commander Series Daily Inspection ........................................................................................................ 10-3 iv Chapter 1 Introduction Thank you for choosing Shuttlewagon®. We are the leading designer and manufacturer of railcar movers for a wide range of industries including railroads, chemical, agricultural, intermodal, port authorities, and transit systems. The Shuttlewagon railcar movers are designed for high performance, reliability, and ease-of-operation. Shuttlewagon’s design helps eliminate rail yard congestion because of its unique ability to move both on and off rail by means of hydraulically raised and lowered rail wheels. It is the only purpose-built North American railcar mover that uses rubber tires. The result is better traction and improved shock absorption instead of steel wheels found on other railcar movers. Because of its exceptional design, a Shuttlewagon can pull far more cars than comparably sized movers and transport both loaded and empty cars more efficiently. By purchasing a Shuttlewagon, you’ve obtained a state of the art, innovative, and reliable product that is backed by exceptional customer service. This manual in divided into two sections: the front contains Operator information and in the back is Service and Maintenance information. The information in this manual applies to the Navigator series of the Shuttlewagon railcar movers. The Shuttlewagon offers the following standard features: Rail Guide Wheels with independently controlled rail gear system that allows for safer rail moves The Operator cab is machine width at 120” and a full 72” in overall height Center Console that rotates 180 degrees The large engine compartment allows easy access for maintenance and repairs Pneumatic Tire Drive System for exceptional traction and a comfortable ride Traction Control Assist and Anti-lock Brake System Available with either a Funk DF, or ZF 3WG transmission (based on model size) Using This Manual The following sections provide information and instructions on operating the Shuttlewagon NVX Series Mobile Railcar Mover: Chapter 1 Introduction - provides a description of our railcar mover, document conventions, contact information, and warranty. Chapter 2 Safety Recommendations – lists all of the safety recommendations. Chapter 3 Shuttlewagon Exterior – describes exterior features. Chapter 4 Shuttlewagon Cab – describes the features inside the cab and the console screens. Chapter 5 Operating the Shuttlewagon – instructions for starting and operating the Shuttlewagon railcar mover. Chapter 6 Troubleshooting Tips – provides information on common error conditions. Chapter 7 Service and Maintenance – this section contains the service and maintenance recommendations. Chapter 8 Service Intervals and Specifications – an extension of the service and maintenance chapter, this chapter offers a service schedule and Lubrication/Fluid specifications. Introduction 1-1 Chapter 9 Glossary – the glossary list contains terms used in this manual and other important operating terms. Chapter 10 Daily Inspection – this chapter contains a daily inspection checklist for operators. Document and Safety Conventions Before you begin using the Shuttlewagon, familiarize yourself with the conventions used in this manual. These are used for additional information about a procedure and to communicate warnings about potentially hazardous procedures. WARNING: This indicates that a condition may result in harm, serious injury, or death to you or other persons if the warning is not heeded. Follow the advice provided with the warning. CAUTION: This indicates that a condition may result in damage to your Shuttlewagon or its equipment if the caution is not followed. Follow the advice provided with the caution. NOTE: This indicates that interesting or helpful information is being provided. Related Documentation and References Cummins Owner’s Manual, QSB6.7 and QSC8.3 Engine, Bulletin 4915973, 6-November-2007, Copyright 2007, Cummins Inc. DF 250 Transmission Component Technical Manual, CTM147, 02SEP05, Funk Manufacturing Company, Copyright 2005, Deere and Company, Moline, IL. ZF Ergopower 3WG210 Transmission Technical Data Manual, 5872 189 002, 2000/08, ZF Passau GmbH, 94034 Passau ZF Ergopower 3WG210 Service Error Code List Manual, 5872 993 026, 97-09-18, ZF Passau GmbH, 94034 Passau Federal Railroad Office of Safety information, as of January 26, 2013 on website http://www.fra.dot.gov. Association of American Railroads, as of January 26, 2013 on website https://www.aar.org/safety/Pages/default.aspx 1-2 Contact Us Department Shuttlewagon Missouri Office Phone Number Fax Number (816) 767-0300 (816) 763-0705 (816) 569-6499 (816) 767-8711 (816) 569-6488 (816) 303-8998 Parts Department Missouri Parts Office Service Department Missouri Service Office Technical Support for US, Canada, and Mexico Missouri Technical Support Office (816) 569-6488 (816) 303-8998 (816) 767-0300 (816) 763-0705 Sales Department Missouri Sales Office Shuttlewagon Warranty Shuttlewagon, Inc. warrants to the purchaser of each new Shuttlewagon, that for a period of 2 years or 4,000 operating hours, whichever first occurs, Shuttlewagon, Inc. will repair or, at its discretion, replace any defective or malfunctioning part of the Shuttlewagon. The warranty period begins on the date the Shuttlewagon is delivered to the first owner, user, or lessee who operates the same in regular service. This warranty is limited to the repair or replacement of such parts as shall appear to Shuttlewagon, Inc. (or its authorized dealer) to be defective in material or workmanship upon inspection at Shuttlewagon's factory; at a place of business of an authorized Shuttlewagon dealer; or other location designated by Shuttlewagon. Shuttlewagon's warranty does not obligate it to bear the cost of transportation expended in the replacement of defective parts. Parts replaced, repairs, and modifications made under this warranty shall not in any way extend the warranty period beyond the initial 2 year or 4,000 hours of operation. This warranty does not apply to (1) parts that have been altered or repaired without the consent of Shuttlewagon, (2) parts or assemblies improperly installed by a dealer, (3) malfunctions resulting from misuse, negligence, alteration, accident, overloading, or lack of performance of regular maintenance service, (4) replacement of maintenance items (such as filters, brake linings, lights, tires, and tubes) made in connection with normal maintenance service, (5) loss of time, loss of use of the Shuttlewagon product, or other consequential damages or miscellaneous expenses (meals, lodging, etc.) or, (6) overtime or premium labor rates. This warranty is the only warranty applicable to the Shuttlewagon and is expressly in lieu of any other warranties, expressed or implied, including any implied warranty or merchantability or fitness for a particular purpose. Shuttlewagon, Inc. neither assumes nor authorizes any other person to assume for it, any other liability in connection with the Shuttlewagon. 1-3 Chapter 2 Shuttlewagon Safety Recommendations This chapter contains important safety information. To reduce the risk of serious injury to yourself and others, read and understand the important Safety Recommendations before operating the Shuttlewagon. Additional safety procedures may be required by your company, your insurance carrier, or there may be specific restrictions on the particular nature of the material being transported on the railcars you are moving. NOTE: These recommendations do not supersede or overwrite your company rules, regulations, standard operating procedures, or processes. Safety is everyone’s responsibility so be aware of your surroundings at all times and maintain clear communication with the people around you. Use radio or hand signals and if you are unsure of a signal, then stop and do not proceed until you know the correct signal. Improper practices, carelessness, or ignoring warnings can cause serious injuries and sometimes death. Operating the Shuttlewagon NOTE: Only operate the equipment and/or railcar movers that you have been trained and certified to operate. The operator and passengers of all Shuttlewagons must wear seat belts where they are provided. Never drive or operate any Shuttlewagon that has a known defect that could affect safe operation. CAUTION: All defects must be reported on the Daily Vehicle Inspection Report. Riders are permitted on Shuttlewagons only when a seat is provided specifically for the purpose of riding. The Shuttlewagon operator is responsible for compliance with rules and regulations involving the passengers, vehicle, and/or equipment. While operating the Shuttlewagon on track, if required, radios should be operable and turned on at all times. Only move the Shuttlewagon when instructed to do so. Use the train brakes to stop the Shuttlewagon while in RAIL mode. Never use the Low Rail Pressure Switch when traveling on a curve. Sound the horn before: moving the Shuttlewagon entering a railroad crossing entering or exiting a building CAUTION: The horns are LOUD. Use the horns when your company policy requires sounding the horn. 2-1 Getting On and Off the Shuttlewagon Never get on or off a moving railcar mover. Ground persons must not get on or off a moving railcar mover or railcars. Before operators and ground persons get on or off the Shuttlewagon: 1. Face the Shuttlewagon and have a secure handhold and footing. 2. Watch for equipment on adjacent tracks, close clearances around you, possible obstructions or irregularities, and any openings in the ground that may be difficult to easily stand on. 3. When conditions permit, get on or off on the side of the Shuttlewagon, away from main track or close clearance. 4. Use three-point contact while using ladders. Ground persons must not get on or off equipment when a coupling is being made. Never get on or off equipment while carrying anything that will prevent a secure handhold or otherwise interfere with safe movement. When getting on or off equipment, provided ladders must be used. Working On or Around Tracks Working on or around the rail tracks can be dangerous because it is easy to forget about what is going on around you. Be sure to read and follow these safety recommendations: Employees working on or around tracks must always be alert to stay out of danger, exercising care to avoid injury to themselves and others. Employees must respect the movement of engines, cars, or other equipment at any time, on any track, in either direction. Never rely on others to give warning of moving equipment, except where designated lookouts are provided. Never cross tracks immediately in front of moving trains, Shuttlewagons, or cars. When crossing tracks, never go within 25 feet of the end of standing equipment and always be alert for sudden or unexpected movement. Whistles, horns, or other warning devices must be sounded to alert others of approaching trains or when placing the Shuttlewagon in motion. Employees on or about tracks, whether in the open, in shops, on bridges, or in tunnels must move to a place of safety upon the approach of rolling equipment on the track where they are working or on an adjacent track. Employees must always position themselves at a safe distance from moving equipment and be alert for falling or protruding equipment. Never step on rail, frogs, switch point, guardrail, derail, interlocking equipment, retarder, loose wheel detectors, or other similar equipment. All machines operating near a track must be alert to train movement and prepared to move equipment quickly to avoid accidents. When not in use, all track equipment must be stored clear of all tracks. Hands and feet must be kept clear of power switches, derails, and retarders. Never sit on: Rails or any portion of track structure except when required in the performance of duty. Docks, platforms, or any similar facilities that do not provide proper clearance for moving equipment, railcars, and vehicles to pass by safely. Never engage in needless conversation nor become preoccupied with other affairs while fouling any track. 2-2 Cars left standing in the yard or shop tracks must have the hand brakes set and/or wheels blocked to prevent movement. Never get on or off moving equipment traveling at an excessive rate of speed. Never sit on the steps of the Shuttlewagon. Never sit underneath the Shuttlewagon or near any standing equipment, except in the performance of duty and only when proper safeguards have been taken (such as brakes are set and/or wheels are blocked to prevent movement). Never ride on a crossover platform at the end of a railcar, or on the brake platform, except to release or apply the hand brake. Never ride on any part of the coupler apparatus, center sill, side sill, or end sill of the framework of the coupler. Never climb over or under couplers, or underneath standing cars or trains. If it becomes necessary to climb through standing coupled railcars, never step on an uncoupling lever. Never place your hands, feet, or other parts of your body on a sliding sill or between a coupler and end sill of the car. Before stepping between cars that are coupled to locomotive power, be sure to give the proper stop signal and make sure it has been seen, understood, and obeyed. When stepping from between railcars, take due care to avoid being struck by moving equipment on adjacent tracks. Never give a signal to move the Shuttlewagon, railcars, or any other equipment until the ground person(s) and equipment are in the clear. When in between coupled railcars, never place your hands or feet on any part of the coupling apparatus. When railcars are being coupled, stand in the clear. While adjusting the knuckle, stand with your feet clear of the area under the knuckle. Unless proper protection is provided, never go between the Shuttlewagon and railcars for any reason if clearance between them is close. When possible, a separation of at least one car length should be made. Never use your foot to align the coupler. Coupling and Uncoupling NEVER go between or in front of a moving Shuttlewagon or railcar to uncouple, open, close, or arrange knuckles or couplers. NEVER place any part of the body on or between the coupler and end sill of the car, regardless of whether the car is equipped with standard draft-gear arrangements, sliding sill arrangement, or endof-car cushioning device. NEVER adjust couplers, knuckles, or lock pins while the Shuttlewagon or railcars are moving or about to couple. Stop movement and space cars at least one car length, or further (if necessary) before adjusting coupler or knuckle. NEVER use a person’s feet to adjust couplers and knuckles. ALWAYS use uncoupling levers to open knuckles. When necessary to use hands to open knuckle on standing equipment, keep both feet off of the rails. ALWAYS guard against unexpected movement of cars. ALWAYS use the uncoupling lever to uncouple cars. NEVER uncouple brake pipe connections by hand. NEVER look at the brake pipe hoses while Shuttlewagon or cars are being disconnected. Trapped air or debris can be in the lines that can be propelled under pressure when disconnected. ALWAYS close shutoff valves to uncouple signal hose. 2-3 ALWAYS use care when coupling or uncoupling air and auxiliary air to avoid injury. ALWAYS completely stop the Shuttlewagon and/or railcars from moving before attempting to couple air hoses. Be sure the Shuttlewagon operator has been advised that the ground persons will be between the equipment, and be sure it is safe to couple the air hoses before doing so. When handling air hoses, ALWAYS place one foot between the rails and the other foot outside the rail for balance in the event of unexpected movement. Operating Switches and Derails To operate the switches, the ground person(s) should stand with feet firmly planted so the body is in a balanced position. Then lift, or pull, in a steady motion on the switch lever. When operating a spring switch or dual control switch by hand, never attempt to rapidly force the lever over. You should maintain a steady pressure against switch handle lever. Never stand in a position that your feet, hands, or other parts of the body could be struck by the switch lever or by derail being placed on or being removed from the rail. Never use your feet to operate switches except to operate the foot latch. When operating switches located between tracks, watch carefully for moving equipment on the adjacent tracks. Never place your hands or feet between the switch point and rail. When operating switches and derails, take the following precautions: Look for moving equipment on adjacent tracks and keep clear of it. Be sure that no one else is in a position to be injured. Be sure that no other obstructions will interfere with the operation. Check to see if switch points have been spiked. Do not remove a spike without proper authorization. Ask for help on switches that require excessive force to operate. Take a position squarely facing the switch or derail. Avoid standing in a twisted or awkward position where you are off balance when throwing a switch or derail. Be sure switch locks and switch point locks, if any, are removed. Keep in the clear of any movement of switch parts while releasing latches. When lifting the lever, squat down and keep your back straight and then use your leg muscles to avoid straining your back. When operating high switch stands, pull the lever toward you instead of pushing it away from you. Never lift or kick the switch lever with your feet. Be sure the switch points, or derails, have been moved to the proper position and they are secured with the switch latch or switch lock before moving the Shuttlewagon or railcars. When not in use, keep the track derails and switch point derails in the derailing position. 2-4 Blue Flags or Blue Light Signals Blue flags or blue light signals displayed signify that workmen are on, under, or between equipment. When blue flag or blue signal is displayed: The cars or equipment must not be coupled. The cars or equipment must not be moved. Other cars or equipment must not be placed on the track so as to reduce or block the view of a blue flag or blue signal. Rolling equipment may not pass a blue flag or blue signal. Blue flags or blue signals must be displayed by each craft or group of workmen prior to their going on, under, or between equipment or for track repairs. The same craft, or group, that displayed them may only remove blue flags or blue signals. 2-5 Chapter 3 Shuttlewagon Exterior Driver’s and Passenger’s Sides Strobe Light Navigator Sight Glass Commander LED Lights Coupler Rail Wheel Sander Box Battery Box Fuel Tank Rear Mirror/Camera Coupler Glad Hand Hose Guard Rails Ladder Access Panels 3-1 Name Description Strobe Lights Two amber strobe lights mounted on the top of the cab that begin flashing when the ignition switch is in the ‘ON’ position. Hydraulic Sight Glasses Hydraulic Sight Glasses – The sight level glasses are a visual indication of the (Hydraulic Reservoir) amount of hydraulic oil in the tank. Hydraulic Fill Cap – Fill with hydraulic fluids. The hydraulic filling area (fill cap) is on top of the hydraulic reservoir located behind the cab. The sight level fill glasses are on the driver’s side of the reservoir. The sight glasses can be viewed from the ground for quick and frequent inspection. NOTE: Check the sight level with the rail units in the up position. If hydraulic oil is to be added, see Hydraulic Oil Recommendations in Chapter 8. Air Bell (optional item) Pneumatic air bell installed on the rear of the hood top. NOTE: Follow the facility rules when using the air bell. LED lights front and rear LED lights continued Four headlights, four brake lights, and one work light. Two headlights and two brake lights on both Shuttlewagon front and rear. One work light in rear above the coupler and one light illuminating each set of stairs to deck. The red brake lights are on when lights are on and brighten when the vehicle brakes are actuated. NOTE: Headlights and work lights are controlled by Front and Rear lighting switch on the control panel. Brake lights are controlled by the foot brake. Sander Boxes Four total sander boxes, two on each side of the Shuttlewagon. Holds 100 lbs. of track sand. Battery Box One on the driver’s side deck of the Shuttlewagon. Inside the battery box is a battery shutoff switch that is important when disconnecting power to the Shuttlewagon. The battery box also contains a Shuttlewagon tool kit that is supplied for the vehicle. Fuel Tank The 90 gallon diesel fuel tank uses No. 2 Ultra-Low Sulfur Diesel fuel. Ladders One on each side of the Shuttlewagon. (8) Rail Wheels Rail wheels are used as guide wheels to maintain an on rail condition while running on the track. Couplers The front and rear sliding couplers can be moved from side to side and the coupler can be released using the Coupler Position/Release switches on the control console. Glad-hand Hose A rubber hose, with a locking and break-away mating head, that allows the Shuttlewagon rail air brake system to connect to the train railcar air brake system hose. There are access panels that cover and protect the lower components of the Shuttlewagon and access panels on the deck area to protect the engine. These panels must be removed for daily inspections and maintenance. These access panels are removed by releasing the two lower latches and using the handles on the panel, lifting the door off of the metal lip. 3-2 Passenger’s Side, Lower Compartment Removing the access panels reveals the air tanks, hydraulic accumulator, and components. Tornado Air Dryers (where applicable) Service Air Reservoir Vehicle Brake Fluid Reservoirs Accessory Air Reservoir Vehicle Brake Pressure Converters Rail Air Reservoir NOTE: Air Knife Reservoir is located on the deck Air Dryer Cable Pull Drain Valves Drain Valves Navigator Passenger’s Side, Lower Compartment Service Air Reservoir Accessory Air Reservoir Vehicle Brake Fluid Reservoirs Vehicle Brake Pressure Converters Drain Valves (Ball and Cable Pull) Air Dryer Commander Passenger’s Side, Lower Compartment NOTE: Rail Air and Air Knife Reservoirs are located on the deck 3-3 Item Description Air Tanks and Drains There are three air tanks and five air tank drains. The service and accessory air tank drains have pull cables to drain moisture from the tanks. Hydraulic Piston Accumulator The hydraulic accumulator system is a safety backup to the rail wheel down pressures in the event the engine, transmission, or the hydraulic pump malfunctions. It maintains the hydraulic oil pressure to the steel rail wheels. Located on driver’s side of engine compartment. Tornado Air Dryers The tornado air dryers dry the compressed air so it doesn’t freeze the lines. The air dryers also remove dirt and contaminants, as well as moisture, to keep the air components working correctly. SW6030, SW7035, SW8040 only… optional on other models Cold Weather Heaters (optional) Plug into an electrical supply outlet when ambient temperature gets cold. Heaters will keep fluids warm and from freezing. Remember to disconnect from power source before moving the Shuttlewagon. Warning Label on Cold Weather Box The following heaters are available for use in cold weather environments where fuel and oils need to be maintained at a temperature that allows them to flow freely. Engine Oil Pan Heater Transmission Oil Heater Fuel Tank Heater Hydraulic Oil Heater Engine Water Heater Vehicle Brake Reservoir Where the brake fluid is stored. 3-4 Deck and Engine The Shuttlewagon engine is accessible from the deck area. The access panels that protect the engine must be removed before maintenance can be done. The following areas are part of the operator’s daily inspection. It is important to become familiar with the location of each of these. Battery Box ZF Transmission Dip Stick (Driver’s Side) Engine Oil Dip Stick DF Transmission Dip Stick (Passenger’s Side) Engine Oil Reservoir Coolant Reservoir 3-5 Air Cleaner Housing (Tier 3) Windshield Wiper Reservoir Engine Belts Hydraulic Accumulator Item Description Transmission Fluid Dip Stick For checking fluid levels in the transmission. Should be checked while the truck is running on level ground at normal operating temperature. On the ZF transmission the dip stick is located on the driver’s side. On the DF transmission the dip stick is located on the passenger’s side. Engine oil dip stick For checking the fluid level in the engine. Coolant Reservoir On top of the hood is the cap to the coolant reservoir. Air Cleaner Where the air filter is located. It is used to filter out particles that are in the air. Windshield Wiper Reservoir Where the windshield wiper fluid is stored. Engine Drive Belts The belts assist in moving other parts on the engine. Hydraulic Accumulator Store hydraulic pressure in case of emergency. 3-6 Chapter 4 Shuttlewagon Cab The Shuttlewagon cab is the where the operator has access to the components and console controls that power the movement of the Shuttlewagon and monitor the operating condition. Both of the Shuttlewagon doors can be locked on the outside by a separate key. Console The control console is the central hub for all operational controls and feature accesses of the Shuttlewagon. Located on the front window side of the lower console is the climate control unit. On the door side of the console, you will find multiple computer diagnostic ports, as well as three 12-volt power points. On the back side of the pivotal upper console, there is a narrow sleeve for holding the operator and service manuals for the machine. Control Console The control console is where the operator controls and drives the Shuttlewagon, unless remote control is set. Control Console 4-1 Item Description Blank Switches These switches are reserved for optional features Transmission Shift Lever F (Forward), N (Neutral), R (Reverse) When in reverse a backup alarm sounds. The transmission shift control has a lock on the lever. To shift up, bump the shifter to the right, and to down shift, bump the shifter to the left. ZF transmissions - three speeds forward and three speeds reverse “+” shift up “-“ shift down DF transmissions - four speeds forward and four speeds reverse Note: 4th gear locked out at factory “rabbit symbol” shift up “turtle symbol” shift down The ZF and DF transmissions are placed into gear different from each other. The DF has a slip collar just below the shift handle that must be pulled upward when going from neutral into gear. The ZF requires that the button at the end of the shift handle be depressed when shifting from neutral into gear. NOTE: The transmission programming has a speed safety lockout and will not allow a manual shift down if the engine RPM is above 1500. NOTE: Shift lever must be in neutral with the parking brake ON for the engine to start. Wipers/Washers There are two knobs under WIPERS marked FRONT and REAR that control the windshield wipers and washers. Turn the knob clockwise for Lo and Hi speed. Turn the knob counterclockwise to turn off. Press the knob in to activate the windshield washer. Rail Pressure/ High/Low Switch The rail wheel pressure switch is a two position momentary rocker switch that controls the hydraulic down force of the rail wheels. The switch is always in HIGH position until the switch is depressed and held in LOW position. When released it defaults to the high rail pressure setting. Use of this rail wheel pressure switch is for when more traction is required in adverse weather conditions. HIGH position - full hydraulic down force is applied to the rail wheels. LOW position - the hydraulic down force is reduced to allow more of the Shuttlewagon’s weight to sit on the tires for greater traction during adverse weather. NOTE: The Speed Based Rail Pressure (SBRP) is the default rail pressure system. The high/low rail pressure can be controlled manually using the Rail Pressure High/Low Switch. 4-2 Item Description Vehicle Brake This hand operated, spring-return lever applies the vehicle brakes when it is pulled downward. When the lever is released, it automatically returns to the release (OFF) position. NOTE: The spring return hand lever has tight recoil, never allow it to “slam” back into the release position. Train Brake Emergency Stop Button This two position knob controls the flow of air through the glad hand hose to the train brake system. PUSH FOR EMERGENCY - immediately exhausts all air pressure in the service line to the train brake to initiate an emergency stop of all rail cars. PULL TO CHARGE - for normal service to charge all rail car brake lines and reservoirs. This is the normal position of this knob. Train Brake Reservoir Gauge This is a duplex gauge with white and red indicator needles that show the air pressure for the train brake system. White Needle - indicates the air pressure in the line to the attached railcar(s). 45–90 PSI is the normal range. 90 PSI is fully charged and released. Red Needle - indicates the air pressure in the train brake air reservoir. 125-130 PSI is normal. Train Brake Control Lever This hand operated lever controls the railcar brake system. The railcar brake system is an air reduction type of system. From the Shuttlewagon control panel, an electrical signal is sent to the proportional valve. Then the proportional valve sends an air signal to the train brake relay valve. This controls the brake pipe pressure to the railcars. Release - is set to 90 PSI Apply - is set at 45 PSI The hand operated lever has a friction hold to maintain the desired amount of applied brake. Horn Switch This switch momentarily activates the air horns on the top of the cab. Depress the switch down to sound the air horns and release to stop the horns. NOTE: A second horn switch is located in the center hub of the steering wheel. Vehicle Throttle Pull the control lever down to apply throttle. The lever automatically returns to the idle position when released. NOTE: The rail throttle control lever is active ONLY in RAIL mode and disabled when in ROAD mode. The foot operated throttle pedal is disabled in RAIL mode, but it can be configured to function in RAIL mode, if desired. If the throttle pedal is enabled in RAIL mode, the control console throttle lever is DISABLED. Lighting Front and Rear Switches Two position rocker switches with green indicator lights that are illuminated when in the ON position. These switches control the headlights, the rail gear lights, and the coupler lights. 4-3 Item Description Engine Warning Light and Engine Stop Light The engine warning light and engine stop lights are illuminated when the ignition is first turned on indicating the system self-test/diagnostics are happening. Note: Before engaging the starter on initial start-up, allow a few moments for these indicators to flash on and then off (this allows for the onboard computers to begin communicating with each other before engine is fully energized). Engine Warning Light is illuminated when a potentially damaging trouble code is detected. Correct malfunction immediately. Engine Stop Light is illuminated if engine warning light malfunction was not corrected or if a potentially catastrophic error code has been detected CAUTION: Correct malfunctions immediately or the engine will be automatically shut down to prevent damage. Ignition Switch Ignition switch uses a key and has four positions. ACC – Not enabled at the present time OFF – All systems are off and the key can be removed. Must be in OFF position to remove the key. IGN – Energizes all circuits. After the engine starts, the key returns to this position. START – Energizes the starter and the key must be held in position until the engine starts. Release the key and it automatically returns to the IGN position. Park Brake On and Off Switch Two position rocker switch with an amber indicator light that illuminates when in the ON position. CAUTION: NEVER leave the cab unless this switch is ON! NOTE: This switch MUST be ON to start the engine The transmission gear indicator on the gauge screen will display PARK when this switch is ON. Coupler Release Switch (Front and Rear) This is a three position momentary rocker switch. Press to release a coupler and when the switch is not pressed it returns to the center position (off). Press UP to release the front coupler. Press DOWN to release the rear coupler Coupler Positioning Switches (Front and Rear) This is a three position momentary rocker switch. Press to move a coupler and when the switch is not pressed it returns to the center position (off). Press and hold UP to move the coupler towards the passenger’s side. Release when desired position is reached. Press and hold DOWN to move the coupler towards the driver’s side. Release when desired position is reached. Note: Manually adjusting the coupler is ONLY necessary when initially connecting to rail cars. Once connection has been made the coupler will slide side to side as needed while moving cars along the rail. Control Console Screen Display This is a color display to use for monitoring and controlling the systems on the Shuttlewagon. For more details see Control Console Screens later in this chapter. 4-4 Heating and Air Conditioning (AC) Controls This Shuttlewagon has independently controlled heating and air conditioning systems. Each thermostat dial must be oriented properly to prevent the two systems from working against each other. A separate knob controls the mix of fresh and recirculated air. Both systems, heat and A/C, will run most efficiently with 100% recirculated air. HVAC Evaporator The heat and air conditioning systems can operate simultaneously. Carefully read the information in the table below to better understand operation of the system. Knob Description Heater Temperature Control Knob Turn knob to the 3 o’clock position to turn heat OFF. Turn knob clockwise to increase the heat, with the 6 o’clock position being heat on HIGH. NOTE: Be sure heat is completely off (3 o’clock) when using AC. AC ON/OFF Knob With the indicator located at the filled in circle, the A/C is ON. With the indicator located at the empty circle the A/C is OFF. NOTE: Be sure AC is off (9 o’clock) when using heat. Fresh Air Knob Fresh air and recirculated air mixture is controlled by this selector knob. For 100% recirculated air, turn the knob to the 2 o’clock position as shown. For any mixture of recirculated and fresh air, turn the knob CLOCKWISE to a position between 2 o’clock and 10 o’clock. For 100% fresh air, the knob should be in the 10 o’clock position as shown. 4-5 Fan Speed Knob The fan knob has three speeds: lo/med/high. Turn the fan switch to the 9 o’clock position for OFF and the 12 o’clock position for HIGH 12 Volt Direct Current (VDC) and Data Ports There are three connections on the lower control console near the door of the driver’s side. 12 VDC Port Engine Data Port USB Port VDC and Data Ports 12-Volt DC Accessory Plug Remove plastic insert from the port to install a charging adapter for radios, phones, or computers that require a 12-Volt DC charge. Replace the plastic insert when finished. NOTE: Each of the three 12-volt plug ports runs on a separate 30 amp circuit. Engine Service Tool Port This plastic-capped cable receptacle is used to plug in computers for troubleshooting engine error codes and diagnostic readouts. Remove the cap to plug the cable into the port. Replace cap when finished. USB Data Port This plastic-capped cable receptacle is used to plug in computers for programming the Opus A6. Lift the cap to plug the cable into the port. Lower cap when finished. 4-6 Storage Slot and Console Access Panel On the passenger’s side of the control console is a storage slot where the Shuttlewagon operator and service manual and daily operating paperwork can be stored. Below the storage slot is an access panel where the remote control receiver is housed. Press the metal clips in to remove the panel. 12 VDC Port (On top of Upper Console) Storage Slot 12 VDC Port Console Access Panel Console Access Panel 4-7 Operator and Passenger Seats CAUTION: The operator and passengers of the Shuttlewagon must wear seat belts when the engine is on. There are two seats in the cab, an operator and a passenger seat. Arm rest adjuster Back rest adjuster Seat belt Side to side adjustment lever Front to back adjustment lever Seat rotation lever Flotation lever Operator/Passenger Seat Moving the Seat Forward and Backward CAUTION: Adjust the seat before driving and make sure the seat is locked securely by trying to move forward and backward without using the lever. 1. 2. Under the front edge of the seat cushion pull the slide adjustment lever outwards and hold while sliding the seat forward or backward. When in the position you desire, release the lever and make sure the seat is locked in place. Rotating the Seat 1. 2. 3. Be sure the seat is completely forward before rotating. Locate the seat rotation lever on the right side of the seat below the seat cushion, pull out and hold while rotating the seat left and right to the desired position. Release the lever to lock the seat in place. Adjusting Seat Flotation 4. 5. 6. Locate the air ride seat control button towards the front of the cab. Push the lever in and hold until raised to desired position. Release lever. To lower the seat level, pull lever out and hold to desired position. Release lever. 4-8 Adjusting the Back of the Seat 1. 2. 3. 4. Locate the back rest adjuster lever on the left side on the seat. To adjust the seat back rearward, pull the back rest adjuster lever up and hold while leaning back on the seat. To adjust the seat back forward, pull the back rest adjuster lever up while leaning forward a little to allow the seat to automatically come forward to the upright position, or the desired position. Release the lever to lock the seat in place. Adjusting the Arm Rest 1. 2. 3. Adjust the arm rest completely back or down parallel to the seat by pulling out on the lever located under the arm rest. The up and down arm rest adjustments are controlled by turning the knob in or out accordingly. Release the lever to lock the arm rest in place. Steering Wheel and Foot Pedals The operator sits in the driver’s seat when using the steering wheel and foot pedals to maneuver the Shuttlewagon. Horn Press in towards steering column to adjust the steering wheel angle Vehicle brake pedal Throttle pedal Steering Wheel and Foot Pedals Steering Wheel The steering wheel can be tilted in several positions. 1. On the rubber boot on the column, press the button marked PUSH towards the steering column and hold while moving the steering wheel to the desired position. 2. Release the button to lock into position. 3. The horn is located in the center of the steering wheel. Foot Pedals Vehicle Brake Pedal – pedal on the left that is used for stopping in both ROAD and RAIL mode. Throttle Pedal – pedal on the right used for acceleration in ROAD mode but can be set to operate in RAIL mode. 4-9 Cab Lighting The cab is equipped with a ceiling mount light and two interior spot lights. NOTE: The cab ceiling light is not a push button light. It is a toggle switch light. The ceiling light has a three-position toggle switch: Left (Shuttlewagon Rear) – Red light for less glare during night operation. Right (Shuttlewagon Front) – White illuminating light. Center - Off The spot lights are located in the upper rear corners on each side of the inside of the cab. These lights can be directed to wherever extra lighting is needed in the cab. NOTE: All interior overhead lighting is hard-wired directly to the battery and if left “ON” could cause the battery to drain. Turn off lighting before exiting the cab. Beverage/Cup Holders There are two beverage/cup holders, one on each side of the cab. When not in use they can be folded up and out of the way. Fans There are two fans located near the ceiling; one on the operator’s side and one on the passenger’s side. The fans have two speeds, low and high, and can be adjusted to face in any direction. 4-10 Control Console Screens This section discusses each of the control console screens and how each is used in operating the Shuttlewagon. There are two main areas/screens for operating the Shuttlewagon: HOME and DIAGNOSTICS/SETTINGS. In each of these main screens there can be other screens available. DIAGNOSTICS/SETINGS BUTTON Function Buttons (Both Sides) Message Banner At the top left corner of every screen the two main screens can be easily accessed. If you are already on one of the main screens you will have the other main screen as an option to navigate to.At the bottom of every screen is a message banner that displays the current operating status such as, READY TO OPERATE or it might display a fault. If you do not understand the message or code see Chapter 6, Troubleshooting Tips, for more details. Button Description HOME –This displays the engine operating gauges and is the first screen to display when the Shuttlewagon is started. DIAGNOSTICS/SETTINGS –This screen is for monitoring specific systems of the machine, activating features that are not part of standard operation and There are screen buttons on the left side of the screen and function buttons on the right side of the screen. These buttons correspond to the information printed on the screen next to the button. Toward the bottom of every screen is a white banner displaying the status of the Shuttlewagon railcar mover. In our example it displays: READY TO OPERATE. Fault Messages can display in this banner when the Shuttlewagon is not operating properly. For a list of fault codes, see Chapter 6, Troubleshooting Tips. The three buttons and knob on the right side of the control console screen: Button/ Knob Description Return – This button is not currently being used. ESC (Escape) – This button closes the current screen and takes you back one screen. 4-11 Home – No matter where you are in the control console screens, pressing the Home button will take you back to the gauge screen. The knob on the right upper corner will not be used by operators. It is used for programming the control console. Home Screen When the Shuttlewagon is started the Shuttlewagon Ram logo will appear in the middle of the screen for a few seconds before the HOME screen displays. It provides important information about the Shuttlewagon’s general operating status and contains the controls most commonly used in daily operation. When a gauge is blue in color it is within normal operating parameters. An orange gauge denotes either a warning or critical information for the operator. A red gauge denotes that the machine should be stopped and turned off as soon as safely possible to address a major issue in the system. NOTE: When the Shuttlewagon electric disconnect has been shut off the reboot can take about two minutes. HOME Screen REAR Rail Gear and Steer Lock Controls FRONT Rail Gear and Steer Lock Controls This table contains a description of each of the items on the HOME screen. Engine Item Description Fuel level in the 90 gallon tank. Front and rear rail wheel pressure in PSI (when rail wheels are DOWN) The tire speed in miles per hour (MPH). This is the battery volt meter. 4-12 Engine Item Description This indicates the engine oil pressure. Engine Revolutions Per Minute (RPM). The rpm an engine operates in varies depending on the Commander series. The idle is typically 800 RPM. The over speed is approximately 150 rpm. Commander Series Maximum rated power Engine Speed 315 (QSB Engine) 2500 rpm 2350 420 (QSB Engine) 2500 rpm 2350 525 (QSB Engine) 2500 rpm 2350 Engine coolant temperature. The maximum top tank temp is 225 degrees F. After that, the engine will derate. If the temperature continues to rise, the engine will shut down. Transmission oil temperature. Hydraulic oil temperature. The transmission gear the Shuttlewagon is currently set to. Located just above the message banner. Steering position: A blue line down the center represents straight ahead. An orange line through the center is NOT straight ahead. NOTE: Navigator machines will show approximate steering angle position while Commander series machines will just show straight or not straight. Tire Pressure: The number over each tire represents the tire pressure in that tire in psi. The number will turn orange when less than 120 psi or greater than 140 psi. The arrows select a steering mode (active mode highlighted in green): ROAD – Two-Wheel Drive. The rail wheels are up and the steering is operating. TRANSFER – Raise and lower the rail wheels in TRANSFER mode. Steering is operating. RAIL – Four-Wheel Drive. The rail wheels are down and the steering is locked out. To raise the rail wheels you must push and hold the UP button until you hear the wheels reach their UP position (you will feel it). The UP button can be feathered to bring it up only a little bit. This makes it easier when you need to mount the rail. 4-13 Engine Item Description The UP or DOWN button raises and lowers the rail wheels. This function is only available in TRANSFER mode. FRONT RAIL WHEELS – use the UP and DOWN buttons on left side of screen. “U” is press and hold to raise the gear up. “D” is press and release to lower the gear down. REAR RAIL WHEELS – use the UP and DOWN buttons on right side of screen. “U” is press and hold to raise the gear up. “D” is press and release to lower the gear down. The button next to this selection is depressed to reset an engine alarm. On Navigator machines only, the button next to this selection can be used when rail gear is up to lock the corresponding steering (front or rear) while allowing the opposite end of the machine to steer with the steering wheel. This lock symbol will appear over the locked axle to indicate that it will not steer. This float symbol will appear over each axle when the rail gear has been lowered. This denotes that the axle will float with the curve of the rail and will not move with the steering wheel. Tier 4 Engines Only… DEF – when diesel exhaust fluid is low this indicator will illuminate HEST – when the exhaust temperature exceeds normal operating conditions this indicator will illuminate. HEST will also be active during regeneration REGEN – when regeneration is needed this indicator will illuminate INHIBIT – when the operator wishes to prevent regeneration and has selected this option in the engine diagnostic/settings screen this indicator will illuminate. 4-14 Diagnostics/Settings Screen The DIAGNOSTICS/SETTINGS MENU can be accessed from any screen that has the icon displayed. DIAGNOSTICS/SETTINGS MENU Screen Button Switchman Remote Description Switchman screen allows the Switchman control option (if installed) to be turned on and off Remote screen allows the remote control option (if installed) to be turned on and off as well as to track whether or not the remote is ready for operation. Fuel Fuel screen tracks fuel consumption for the machine. ESX ESX screen provides details on each input and output of the on board controllers for diagnostic and troubleshooting purposes. Engine Engine screen provides more detailed information about the engine including the manufacturer’s engine fault codes. Transmission Transmission screen provides more detailed information about the transmission including manufacturer’s transmission fault codes. Vehicle Vehicle screen provides rail speed, tire speed, and computer information about the vehicle. This is the only screen to visually see tire vs. rail wheel speeds. Factory Settings Factory settings screen –This screen is used only by Shuttlewagon authorized technicians to set system configurations for the operation of the Shuttlewagon. It is password protected. Changes in this area can cause damage to the electronics and the overall health of the Shuttlewagon. Hydraulics Hydraulics screen provides temperature and pressure information on the hydraulic system, accumulator, and rail. TPMS TPMS (tire pressure monitoring system) provides details on the system and current pressure readings. 4-15 Engine Screen The engine diagnostics screen contains information only. The only action that can be taken on this screen is clicking the NEXT or PREV buttons to view more engine fault codes. Engine Screen In addition to a number of engine diagnostic reading the following information and options are also available: Item Description Engine Fault Codes SPN - Suspect Parameter Number – This is a three-digit code assigned to each component for identification purposes. FMI – Failure Mode Identifier – This code identifies the type of failure that has been reported for the component. NOTE: Use the up and down arrows to view additional codes if more than one is active Tier 4 Engines Only… Regeneration of the exhaust system can be inhibited by pressing the Inhibit Regen Switch. Inhibit Regen Manual Regen Tire 4 Engines Only… To initiate a regeneration of the exhaust system, place the vehicle transmission in “Park” then press the Manual Regen Switch. The regeneration process will take about 45 minutes to complete, during this time the engine will rev up and the exhaust system will become very hot. The HEST (High Exhaust System Temp) indicator lite on the HOME screen will illuminate during this process. Fast Idle Fast Idle: Toggles between normal idle speed and a custom fast idle setting. Using a faster idle speed after initial startup is useful to charge the rail car brake reservoir and railcar brake system. NOTE: Parking brake must be engaged. The shifter must be in neutral or the fast idle will not engage. If parking brake is disengaged the fast idle automatically disengages. 4-16 Transmission Screens The TRANSMISSON screen provides more detailed information about the transmission. For more information on transmission specifications, see Chapter 8, Service Intervals and Specifications. Transmission Screen Item Description TRANS GEAR This is the gear the transmission is currently in. TRANS INPUT SPEED This is the engine output speed displayed in RPMs that the transmission is operating in. TRANS OUTPUT SPEED The output speed in RPMs being applied to the axle drive lines. TRANS OIL TEMP The transmission oil temperature. TRANS FAULT CODE The transmission fault code displays codes taken from the transmission manual. NOTE: Use the NEXT and PREV button to view more codes. CALIBRATION Press this button and follow the procedure on the following page to calibrate the transmission. 4-17 Transmission Calibration Screen (ZF Transmission Only) The TRANSMISSON CALIBRATION screen provides the calibration procedure that will need to be performed after every transmission service. NOTE: Use the fast idle setting on the Engine screen to maintain a consistent engine speed while calibrating Transmission Calibration Screen (ZF) 4-18 Vehicle Screen The vehicle screen contains information for diagnosing the operation of the vehicle. NOTE: This screen contains information relating to the vehicles computer software revision level that might be important when diagnosing a vehicle problem. Vehicle Screen Item Description ESX 1 REV This is the computer software revision level number. The heartbeat here indicates that the CAN 1 network is operating correctly. ESX 2 REV This is the computer software revision level number. The heartbeat here indicates that the CAN 1 network is operating correctly. DISPLAY REV This is the computer software revision level number. PCLIENT This is the software that controls the control console screen. BSP This is the software that controls the control console screen. BACKLIGHT INTENSITY One of the settings will be outlined in yellow. Rotate the knob (both directions) to move to a different setting. Push the knob on the chosen setting to change the outline to green and rotate the knob to change the setting. Push the knob again to change the outline back to yellow. Press SAVE to store the new setting. RAIL SPEED This is where the rail wheel encoder speeds are monitored. TIRE SPEED This is where the tire speeds are monitored. FOOT THROTTLE ACTIVE ON RAIL Toggles between the control console throttle active in RAIL mode and having the foot throttle active as in rail mode. (Setting in automatically retained in memory) T/C & ABS DELAY Toggles between the standard traction control settings and the optional settings. Set and use the optional settings for when the track conditions are bad and you want more delay before traction control engages. 4-19 Item Description ON = Winter driving, more slip allowed (2.0 MPH slip/spin) OFF = Summer driving, less slip allowed (0.5 MPH slip/spin) NOTE: Traction control defaults to “OFF” whenever the Shuttlewagon is turned off. 4WD ON ROAD This is a momentary selection for use in ROAD mode. To put the Shuttlewagon into four-wheel drive: 1. Press the button and hold in ON position. 2. Release the button to return to two-wheel drive. DO NOT use four-wheel drive on dry pavement. Axle differential carrier damage will occur. ICE BREAKER Toggles between OFF and ON. Can only be used in RAIL mode. When the Ice Breaker is ON the message “ICE BREAKER ON, TRACTION REDUCED” will be displayed and rail pressure will be held at 1500psi. If the Shuttlewagon is taken out of RAIL mode or turned off, the Ice Breaker defaults to OFF and must be turned back on. 4-20 Fan Drive Screen The fan drive screen provides a button to manually reverse the fan and fan drive control information. FAN DRIVE Screen 4-21 Remote Control Screen The remote control screen controls the optional remote control function ON/OFF. When enabled (ON), the remote control unit has control of the railcar mover when the remote control is turned on and communicating. Remote Control Screen The following items are indicators. When all are green the items below are functioning and the vehicle is ready to be operated remotely. The machine must also be in RAIL mode. Button Description Park Brake Switch Indicates parking brake is ON. Manual/Switchman E-Stops Released Indicates the outside e-stop buttons are pulled out (released). Train Brake E-Stop Released Indicates the train brake emergency stop button is in the normal charging position. Shuttlewagon Ready Indicates onboard remote functions are enabled and pre-required conditions are satisfied. Ready To Start Transmitter Indicates the remote control transmitter has been turned on and warmed up. This takes approximately ten seconds. Remote Active Indicates the remote control is active and functioning properly but is not yet communicating with the onboard R/C computer. R/C operating not yet engaged. Remote Linked Indicates good communication between the remote control and the onboard systems. R/C operating is engaged. Remote ESX CAN Shows the state of the system. 4-22 Switchman Control Screen This screen allows the operator to enable and disable the switchman control system (if your vehicle is equipped with this feature). Switchman Control Screen 4-23 TPMS Screen (Tire Pressure Monitoring System) This screen allows the operator to check tire pressure for individual tires. TPMS Screen Diagnostic Description Sensor ID This is the sensor that corresponds to the position it is next to. Position This is the position of the tire for which the sensor is reading Pressure (PSI) This is the pressure reading of the tire for the corresponding position. Sensor ID’s Detected This reading will scroll through all sensors that are transmitting to the machine so they can be set appropriately. 4-24 ESX Screen This screen provides real time input and output readings for the ESX controllers in the passenger’s side lower console of the cab ESX Diagnostics Screen – MAIN Diagnostic Description Vehicle Supply Voltage Should always closely match the battery voltage on the HOME screen Threshold Voltage This is the minimum gate-to-source voltage differential that is needed to create a conducting path between the source and drain terminals of the transistors inside the controller. This must remain above XXXV to ensure proper operation. 5V Voltage Supply Pin 23 on each ESX controller is used to power many other devices on the machine. It should have a constant 5V output with little variation PIC Supply Voltage Should always be 5V Virtual Ground This is the case ground on each controller that should be connected to one of the controller mounting screws. Without a secure case ground the electrical system of the machine will not function properly. 4-25 ESX Diagnostics Screen - Inputs ESX Diagnostics Screen - Outputs 4-26 Chapter 5 Operating the Shuttlewagon Before starting the engine, read and fully understand how the Shuttlewagon operates. Steering System The steering system on the Navigator series consists of pivoting axles on the front and the rear of the vehicle. Instead of the wheels turning relative to a rigidly mounted axle, the axles themselves pivot. If brakes are applied, steering becomes limited in movement. The Commander series uses a conventional steer axle on the front (cab end) of the vehicle. Steering on the Road When the steering wheel is turned one direction, the front axle pivots in that direction while the rear axle pivots in the opposite direction. This allows for a much smaller turning radius than would be possible with steering the front or rear axles alone. There is also the capability of disabling steering on either axle. This is useful when mounting the vehicle on the rails and re-aligning when coming off of the rail. Steering on the Rail Once rail wheels are in the “down” position, steering of that axle is disabled. Vehicle Brake System Disc Brakes The vehicle brake system consists of four disc brakes, one mounted on each tire wheel hub. The following tables are a list of the calipers per axle for each model. Model Configuration SWX315-525 2 calipers on both axles NVX5025-6030 2 calipers on both axles NVX7035 2 calipers on front axle and 4 calipers on rear axle NVX8040 4 calipers on both axles This is an air-over hydraulic system which means that air pressure applies force to the brake fluid and that operates the disc brakes. The air pressure is controlled by using the vehicle brake control lever on the control console and the vehicle brake foot pedal. Anti-lock Braking System (ABS) The Shuttlewagon is equipped with an anti-lock brake system (ABS). NOTE: The ABS is enabled ONLY when in RAIL mode. When the ABS is active, ABS ACTIVE is displayed on the control console screen. 5-1 The ABS is part of the vehicle brake system and has no effect on the railcar brakes. Antilock brakes reduce tire lockup during hard braking. When the ABS detects wheel lockup, the ABS modulator valve automatically pumps the brakes. This pulsation is felt in both the control console brake lever and the foot brake pedal. Maintain steady pressure on the brake lever and/or brake foot pedal and do not pump. NOTE: When the ABS is operating, NEVER manually pump the brake pedal or lever; let the ABS do the work. Train Brake System CAUTION: For optimum safety, you must always hook up the train brake system before moving railcars. This rule applies whether moving loaded or empty cars. 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. This air brake system is the standard design on all Association of American Railroad (AAR) railcars in the United States, Canada, and Mexico. When the Shuttlewagon is coupled to a railcar and the railcar brake air system is aired or charged, the railcar brakes are held released by air pressure. As long as the air pressure charging the railcar air brake system is equal to the auxiliary pressure on the railcar, the railcar brakes remain released. If a pressure reduction occurs in the railcar brake system, as when the train air brake control is used (lever moved down), the railcar brakes are applied. Basic Air Brake Block Diagram Traction Control A traction control system is standard on this railcar mover. The traction control functions ONLY in the RAIL mode. For more information on RAIL mode, see the Control Console Screens section in Chapter 4, Shuttlewagon Cab. If the traction control system is engaged, TRACTION CONTROL ACTIVE is displayed in the message banner and the engine will derate to control the wheel slippage. Throttle control will return after the tire slippage returns to pre-set acceptable levels. Traction control example: If you have applied too much throttle for the conditions and the tires begin to slip or spin, the traction control will manage the slipping and reset. Then ease back into the throttle. NOTE: Even with traction control, during a hard pull, some tire slippage will occur. This is normal and the traction control system is set so that it will not activate until a larger amount of slippage occurs. 5-2 When slippery conditions exist, use any combination of the following to reduce wheel slippage or spinning: Traction Control Sanders Air Knife Reducing the rail wheel pressure slightly using the rail pressure high/low switch Starting the Engine CAUTION: Be sure to perform the pre-shift inspection before operating the Shuttlewagon. CAUTION: Do not start or operate the Shuttlewagon where there are or can be combustible vapors. This can cause engine over-speed. CAUTION: Do not operate the engine at low idle (normal is 800 RPMs) for long periods (fifteen minutes) with engine coolant temperature below the minimum specified temperature. This can result in: * Fuel dilution of the lubricating oil * Carbon buildup in the cylinder * Cylinder head valve sticking 1. 2. 3. 4. Put the key in the ignition switch. Turn the ignition switch to the ON position. Wait until both the engine warning and engine stop lights have gone out before proceeding. Wait for the console screen to display the GAUGE screen. CAUTION: To prevent damage to the starter, NEVER crank the engine for more than thiry seconds. If it does not start, let the key return to the ON position. Wait two minutes before attempting to start the engine again. 5. Turn the ignition switch to the START position and release when the engine starts. NOTE: If needed, go to the SET (settings) screen to set fast idle to ON to charge the railcar. NOTE: Before operating the Shuttlewagon under load, let the engine idle three to five minutes. NOTE: When turning off the machine you must wait at least seven seconds before attempting to restart. If restarted before seven seconds, the throttle is disabled until conditions are satisfied. Turn off, wait seven seconds, then restart. 5-3 Operating in ROAD Mode = CAUTION: The vehicle brakes and the railcar brakes will not function properly if the air pressure is low. 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 air pressures do not build to the correct settings. NOTE: Before releasing the parking brake, verify that the message bar at the bottom of the screen displays “Ready to Operate” 1. 2. 3. 4. 5. Check that the area around the vehicle is clear of personnel. Be sure passengers are seated with seatbelt fastened. Set the Shuttlewagon to ROAD mode. Be sure the rail wheels are in the UP position Check the brake pressure in the rail brake pressure gauge. Rail brake reservoir pressure (white needle) should be at least 65 PSI. Rail brake pipe pressure (red needle) should be at least 90 PSI. 6. Verify that the Vehicle Brake Low Pressure audible alarm has stopped sounding. This alarm continues until vehicle brake air pressure is higher than 65 PSI (the minimum pressure required to operate the vehicle brakes). 7. Apply the vehicle service brake. 8. Release the parking brake. 9. Select the desired transmission speed. 10. Verify the vehicle service brakes are functioning properly by releasing and reapplying the brakes. If the vehicle service brakes fail to work, place the transmission in Neutral, apply the parking brake, and turn off the engine. CAUTION: Have the vehicle brake system inspected and repaired, if needed. Never attempt to move the vehicle until they are operating properly. 11. If the vehicle service brakes are functioning properly, proceed carefully. Mounting to the Rails This procedure will go much faster and easier if the operator has a helper on the ground to guide the operator when aligning the tires/rail wheels with the rails. CAUTION: NEVER travel on the rail in TRANSFER mode! If the rail wheels are accidently raised during rail operation, the Shuttlewagon will derail. WARNING: NEVER operate the Shuttlewagon on rail if the indicated rail wheel down pressure does not follow the HIGH pressure shown in the following table. 5-4 Model Low Pressure PSI High Pressure PSI SWX315 450 700 SWX420 450 700 SWX525 600 850 NVX5025 500 700 NVX6030 500 750 NVX7035 525 850 NVX8040 850 1175 To mount the Navigator series Shuttlewagon to the rails: 1. Start this procedure with the rail wheels from either end of the vehicle. 2. Select an improved crossing or area that is flush with the track before you begin. 3. Maneuver the vehicle over a crossing. 4. Line up front or rear of the Shuttlewagon with the rail, while the ground person directs you for correct rail wheel alignment. The front or rear can be installed on the rail first, depending on the correct alignment of the rail wheels. 5. Use the rear camera/mirror to line up the rear rail wheels with the rails. NOTE: Because both of the axles steer on the Navigator series and with four rail wheels on each axle, it is necessary to have the tires aligned and centered on the rail. This allows all four rail wheels to line up with the rails. 6. 7. 8. Once the rail wheels are aligned with the track, set the controls from ROAD mode to TRANSFER mode. Lower the aligned set of rail wheels to the rail and check rail wheel pressure reading for correct rail pressure (see chart above). The axle steering is disabled when the rear wheels are lowered. Be sure all of the rail wheels are engaged with the rail. Align the other set of rail wheels over the track by driving in the same direction as the first set of lowered rail wheels and steering the axle while the ground person directs you for correct alignment of the rail wheels. NOTE: For best results, align the second set of rail wheels over the rail by traveling in the direction of the first set of lowered rail wheels. 9. Use the front camera/mirror to align the front rail wheels with the rail. 10. Lower the other rail wheels to the rail, and check rail wheel pressure reading for correct rail pressure (see chart above). 11. Make sure that all rail wheel flanges are inside the rail, and not sitting on top of the rail. 12. Set the Shuttlewagon from TRANSFER mode to RAIL mode. This locks the rail wheels DOWN. To mount the Commander series Shuttlewagon to the rails: 13. Select an improved crossing or area that is flush with the track before you begin. 14. Maneuver the vehicle over a crossing. 15. Use the rear mirror to line up the rear rail wheels with the rails. 16. Once the rail wheels are aligned with the track, set the controls from ROAD mode to TRANSFER mode. 17. Lower the rear set of rail wheels to the rail and check rail wheel pressure reading for correct rail pressure (see chart above). 5-5 18. Align the front set of rail wheels over the track by steering in the required direction. Use the front mirror to align the front rail wheels with the rail. 19. Lower the front rail wheels to the rail, and check rail wheel pressure reading for correct rail pressure (see chart above). 20. Make sure that all rail wheel flanges are inside the rail, and not sitting on top of the rail. 21. Steer the front axle to position it in the straight ahead condition. 22. Set the Shuttlewagon from TRANSFER mode to RAIL mode. This maintains the rail wheels DOWN and locks the steering. Operating in RAIL Mode Before operating the Shuttlewagon in RAIL mode, inspect the rails for any obstructions, track conditions, and make note of any grades and curves. Even the slightest grade or curve can affect pulling power and stopping distance. NOTE: A combination of grade and curve occurring together will have a cumulative effect on decreasing the pulling power. The track conditions also affect railcar operation. Wet, muddy, or icy track conditions will further reduce pulling power and stopping distance. Moving Rail Car Fundamentals Grade Grade Level Reduction 0.5% About a 50% Reduction 1.0% About a 66% Reduction 1.5% About a 75% Reduction Curve Each degree of curve is approximately a 1 car reduction in pulling capability. Weather Type Reduction Rain, Frost, or Snow About a 50-75% Reduction Drawbar Pull Commander Drawbar Pull Capacity Navigator Drawbar Pull Capacity SWX315 27,000 lbs. NVX5025 38,000 lbs. SWX420 30,000 lbs. NVX6030 45,000 lbs. SWX525 35,000 lbs. NVX7035 50,000 lbs. NVX8040 60,000 lbs. Grade and Curve Calculations Measuring Grades To find the percentage of grade level, place a level device that displays percentage on the rail to determine the grade or stretch a 100' line as shown below. When the line is level, measure the number of inches above the rail ("A" below). Each inch represents one percent of the grade level. 5-6 NOTE: Your site may have grade records on file. Measuring Grades Measuring Curves To find the degree of a curve, a line sixty-two feet long with a mark at the mid-point (thirty one feet) on the outside of the inner rail flange. Measure the distance from the mid-point mark vertically to the rail flange. Each one inch increment equals one degree of track curvature. Rise Radius Degree Rise Radius Degree 1 5766 1 18 321 18 2 2883 2 19 304 19 3 1922 3 20 289 20 4 1442 4 21 275 21 5 1153 5 22 263 22 6 961 6 23 252 23 7 824 7 24 241 24 8 721 8 25 232 25 9 641 9 26 223 26 10 577 10 27 215 27 11 525 11 28 207 28 12 481 12 29 200 29 13 444 13 30 193 30 14 412 14 31 187 31 15 385 15 32 182 32 16 361 16 33 176 33 17 340 17 34 171 34 CAUTION: On tracks with twenty degrees or more of a curve, consult with a factory representative to determine the degree of curve. 5-7 Combined Grade and Curve The table can be used to determine the curve/grade resistance of a track curve in degrees. You must know the degree of the curve and the grade percentage to find the curve/grade resistance in the table. The grade resistance is then used in the formula to determine the tractive effort requirements: tractive effort requirements = (gross railcar weight) x (number of railcars) x (curve/grade resistance) Example: 5 cars @ 131 tons each on 1% grade and 10 degree curve 5 x 131 x 40 = 26,200 lbs. tractive effort Total Resistance Chart Degree of the Track Curve Grade Percentage 0 1 2 4 6 8 10 12 14 16 18 20 22 24 26 0% 10 11 12 14 16 18 20 22 24 26 28 30 32 34 36 .5% 20 21 22 24 26 28 30 32 34 36 38 40 42 44 46 1.0% 30 31 32 34 36 38 40 42 44 46 48 50 52 54 56 1.5% 40 41 42 44 46 48 50 52 54 56 58 60 62 64 66 2.0% 50 51 52 54 56 58 60 62 64 66 68 70 72 74 76 2.5% 60 61 62 64 66 68 70 72 74 76 78 80 82 84 86 3.0% 70 71 72 74 76 78 80 82 84 86 88 90 92 94 96 NOTE: Adverse weather conditions may affect track performance. Coupling Railcars WARNING: NEVER * adjust couplers, knuckles, or lock pins while the Shuttlewagon or railcars are moving or about to couple. Stop movement and space cars at least one car length, or further (if necessary), before adjusting coupler or knuckle. * use a person’s feet to adjust couplers and knuckles. * operate the uncoupling lever while riding on a railcar or Shuttlewagon railcar mover. WARNING: NEVER: * go between or in front of a moving Shuttlewagon or railcar to uncouple, open, close, or arrange knuckles, couplers, or ball valves. * place any part of the body on or between coupler and end sill of car, regardless of whether the car is equipped with standard draft gear arrangements, sliding sill arrangement, or end-of-car cushioning device. * uncouple brake pipe connections by hand. * look at the brake pipe hoses while Shuttlewagon or cars are being disconnected. Trapped air or debris can be in the lines that can be propelled under pressure when disconnected. 5-8 WARNING: ALWAYS: * use uncoupling levers to open knuckles. When necessary to use hands to open knuckle on standing equipment, keep both feet off of the rails. * guard against unexpected movement of cars. * use the uncoupling lever to uncouple cars. * close shutoff valves to uncouple signal hose connections by hand. * use care when coupling or uncoupling air and auxiliary air connections to avoid injury. * completely stop the Shuttlewagon and/or railcars from moving before attempting to couple air hoses. Be sure the Shuttlewagon operator has been advised that the ground persons will be between the equipment, and be sure it is safe to couple the air hoses before doing so. When handling air hoses, ALWAYS place one foot between the rails and the other foot outside the rail for balance in the event of unexpected movement. CAUTION: Before coupling the Shuttlewagon, be sure the area around the railcar is clear of personnel and obstacles. To couple the Shuttlewagon: 1. Move the Shuttlewagon close to the selected railcar and align the coupler by watching the coupler position in the mirror. 2. Align the Shuttlewagon coupler with the railcar coupler using the Coupler Positioning switch on the control console for the appropriate coupler being aligned. Move the coupler laterally from side to side until it is aligned with the railcar coupler. Control Console - Coupler Positioning Switches CAUTION: Be sure the ground person is clear and not between the railcar and Shuttlewagon. 3. 4. 5. Once the couplers are aligned, move the Shuttlewagon slowly towards the railcar until the couplers join together. They should automatically lock together. Test that the couplers have 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. Connecting the Railcar Air Brakes NOTE: The normal time to charge (release) railcar air brakes is three to five minutes (at 800 RPM idle) for the first railcar and one minute for each additional railcar in the consist. At 1600 RPM this is slightly over one minute for the first railcar and approximately thirty seconds each additional railcar. 5-9 To connect the rail air brake hoses: 1. On the control console, push the train brake e-stop button in to exhaust all air pressure in the service line to the train brake. 2. Mate the glad hand hoses together to establish a connection allowing air to flow into the rail brake system. Glad Hand Hoses Connected 3. 4. In the cab on the control console, pull out on the train brake e-stop button. This allows air to charge the railcar air brake system, which releases the railcar brakes. Slowly open the train brake hose air supply ball valve. Air Supply Ball Valve 5. 6. 7. Make sure all glad hand hoses are connected and all ball valves are open between railcars. Release all hand brakes and verify all chocking devices are removed. Close the rear most ball valve on the last railcar in the consist. When system is fully charged, test functionality of the brake system by applying then releasing the train brakes. Pulling a Load Heavy loads can be eased in the OPPOSITE DIRECTION of the intended pull to allow slack between the couplers. You can gain as much as six to eight 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. Pulling Heavy Loads and Curves When moving through a tight curve (caution should start at 18º or more), PULL rather than push the car or consist, if possible. 5-10 NOTE: In the diagram below, notice the coupler reaction when pulling versus pushing cars around a tight curve. Pulling vs. pushing cars on a curve When pulling, the couplers continue to follow the centerline of pull. When pushing maximum or near maximum loads around tight curves, the couplers on 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. Uncoupling Railcars 1. When railcar movement is completed, push the train brake e-stop button in to exhaust all air pressure in the service line to the railcars. CAUTION: NEVER manually disconnect train brake hoses. 2. 3. 4. 5. Use chocks and hand brakes to secure the railcars. Release the coupler by using the coupler release switch. Pull away slowly from the railcars, the glad-hand connectors will automatically disengage. If the couplers don’t release, pull forward or backwards to release the tension of the couplers. Repeat steps 3 and 4 again. Dismounting from the Rails 1. 2. 3. 4. 5. 6. 7. Bring the Shuttlewagon to a complete stop at an improved crossing. Place the transmission shifter to neutral and set parking brake. On the R/R screen, set the Shuttlewagon to TRANSFER mode. On right side of the screen, press and hold the UP button until the rear rail wheels raise completely. On left side of the screen, press and hold the UP button until the front rail wheels raise completely. Set the Shuttlewagon to ROAD mode. You are now ready to maneuver off the improved crossing and travel on the road. 5-11 Operating in Cold Weather WARNING: DO NOT use starting fluids because it can cause an explosion, fire, personal injury, severe damage to the engine, and property damage. The engine is equipped with an intake air heater. Cummins Engine Recommendations The information in this section was taken from Cummins Owner’s Manual, QSB4.5 and QSB6.7 Engine, Bulletin 4915973, 6-November-2007, Copyright 2007, Cummins Inc. NOTE: Start the engine and warm up in advance of anticipated operation in cold weather. Required warm up time will vary depending on ambient temperatures, length of shutdown, and operating temperatures at last shutdown. Typically a warm up is three to five minutes in extreme cold. CAUTION: Although Cummins does not recommend long idle periods with low coolant temperature, the engine must operate for sufficient periods of time to warm up the engine, transmission, hydraulic system, and air compressor prior to operation under load. Typical minimum unaided cold start temperature: 10˚ F Typical cold start temperature using standard grid heater: -26˚ F After starting a cold engine, increase the engine speed slowly to provide adequate lubrication to the bearings and to allow the oil pressure to stabilize. Idle the engine 3 to 5 minutes before operating with a load. Do not operate engine at low idle for long periods (15 minutes or more) with engine coolant temperature below the minimum specification in maintenance specifications (160°F is typical). This can result in fuel diluted oil, carbon buildup, valve sticking, and reduced performance. Cummins suggests additional cold weather operating aids such as coolant heaters, oil heaters, fuel heaters, winter fronts, and thermostatic fan controls when operating below 32°F ambient. These aids may be required below -10°F. Cold Weather Heaters CAUTION: Before moving the Shuttlewagon, be sure to unplug the standard engine block heater and any auxiliary heaters. CAUTION: Be sure when using the engine block heater and any optional heaters that you don’t overload the circuits that are feeding them. Refer to the Cold Weather Package Amp Draw WARNING label (see below) for the optional heater current requirements. CAUTION: Remember to disconnect heaters from the power source before moving the Shuttlewagon. 5-12 Cold Weather Package Amp Draw Cold Weather Box Heating Equipment The following heaters are available for use in cold weather environments where fuel and oils need to be maintained at a temperature that allows them to flow freely. Engine Oil Pan Heater Transmission Oil Heater Fuel Tank Heater Hydraulic Oil Heater Engine Water Heater Transmission Oil (Funk DF Transmission Recommendations) The Funk Transmission Company recommends that the normal operating oil temperature be between 100°-200°F. For Funk transmission recommendations on oil types and minimum operating temperatures, see Chapter 8, Service Intervals and Specifications. CAUTION: Transmission oil should be warm before operating the transmission under load. If the transmission (converter out) oil temperature remains below the normal operating range after a reasonable warm-up period, stop the machine and warm the oil by stalling the torque converter. Alternate Warm-up Procedures Operate the transmission in neutral for approximately twenty minutes or until the oil is warmed to the minimum temperature. Preheat the transmission fluid to the minimum temperature before operating the Shuttlewagon (use an auxiliary source such as an electric heater). If it becomes necessary to maintain the recommended oil temperature, operate the machine in a higher gear. NOTE: This information taken from DF Series 250 Transmissions (Analog) Component Technical Manual, CTM147, 02SEP05, Funk Manufacturing Company, Copyright 2005, Deere and Company, Moline, IL Transmission Oil (ZF Transmission Recommendations) The ZF Transmission Company recommends that the normal operating oil temperature be between 140°-194°F. For ZF transmission recommendations on oil types and minimum operating temperatures, see Chapter 8, Service Intervals and Specifications. 5-13 CAUTION: Transmission oil should be warm before operating the transmission under load. If the transmission (converter out) oil temperature remains below the normal operating range after a reasonable warm-up period, stop the machine and warm the oil by stalling the torque converter. Alternate Warm-Up Procedures Warm up the transmission fluid by putting the transmission in neutral and increase engine speed to about 1500 rpm. If it becomes necessary to maintain the recommended oil temperature, operate the machine in a higher gear. NOTE: This information taken from ZF Series Transmissions Component Technical Manual Hydraulic System Recommendations Electric heaters or a hydraulic heat generating system should be used if oil temperature remains below the normal operating range after a reasonable warm up period. Lower operating temperatures are allowable with J20D or other lower viscosity oils. For information on oil and operation and the minimum temperature for operation, see Chapter 8, Service Intervals and Specifications. Air Compressor Recommendations Frequent engine starting and stopping may prevent the air compressor oil from reaching the normal operating temperature of 185°F. CAUTION: Operating below normal operating temperature may allow contamination of compressor oil with water, and possible freezing in air system components. Cold Weather Remote Operation Starting and Stopping There may be an occasion to operate the Shuttlewagon remotely during cold weather. Using remote control during normal operation in cold weather causes an extra draw on the battery and the performance is reduced. Warning messages will appear on the remote display. CAUTION: Frequently check the control console screen when using the remote control in cold weather to make sure that minimum operating temperatures are being maintained. NOTE: Electronic controls remain on when the engine is stopped using remote control, placing additional demands on the Shuttlewagon batteries. Keep remote control shutdowns to less than 6 hours or turn off remote control and shutdown the Shuttlewagon. To turn on the remote control feature: 8. At the control console, turn the ignition on to start the engine. 9. After the warning lights go out and the GAUGE screen starts, select the remote control page button. 10. Press the remote control button to toggle from OFF to ON for remote operation. To turn off the remote control feature: 1. When shutting down, disable remote operation on the remote control page by pressing the remote control button to toggle back to OFF. 2. Shut down the vehicle using the ignition switch on the control console. 5-14 5-15 Chapter 6 Troubleshooting Tips This chapter provides information to help you isolate and resolve common error conditions. If you need assistance, call Shuttlewagon Technical Support (816) 569-6488. NOTE: For engine and transmission troubleshooting, refer to the manufacturer’s service manuals supplied with the vehicle. Operation Troubleshooting Problem Possible Cause Heater not blowing warm air A/C not turned to “off” position Fans not turned “on” Insufficient engine coolant Engine coolant leak Air in coolant circuit AC not blowing cold air A/C not turned to “on” position Heater knob is not turned “off” completely Fans not turned “on” Insufficient refrigerant charge Compressor clutch not engaging when A/C turned to “on” High pressure in system (due to heat or over charge) disengaging the clutch Premature tire wear Premature brake rotor and pad wear Rail car brakes not being used or not used consistently Constant vehicle brake applied while moving Vehicle brakes will not apply Rear axle not engaged 4WD not engaged Excessive tire spin because load is too heavy Railcar hand brakes not released Contaminants on the rail Rail wheel pressure is set incorrectly Railcar air brakes not fully charged Not using train brakes Over inflated or under inflated tire Foot valve malfunction ABS traction control disabled Low air pressure Air leaks in vehicle brake system Air in brake fluid Low brake fluid level in master cylinder 6-1 Problem Possible Cause Axle seals leaking oil on brake pads Brake pads worn excessively or worn out Foot valve malfunction Vehicle will not steer Steering locked in RAIL mode Rail gear down Low hydraulic oil level Steering cylinder internal leak Low hydraulic pump pressure settings Hydraulic pump failure Steering relief valve not adjusted properly Steering control unit malfunction Vehicle will not move Parking brake not released Low hydraulic brake release pressure Transmission shift control malfunction Transmission malfunction, check fault codes Transmission oil level low Transmission solenoid malfunction Low air pressure Vehicle brakes not released ZF low accumulator pressure Derailing Excessive vehicle speed Rail wheel pressure set incorrectly Hydraulic pump pressure too low Moving more than vehicle rated capacity Bad track or conditions Rail wheel flanges worn out Rail wheel gauge out of tolerance Rail wheels loose on spindles Rail arm bushings seized or frozen Poor tire condition, low tire pressure, or incorrect tire size Rail wheels flanging to one side Low tire pressure Vehicle brakes partially applied Track leaning to one side Wheel bearing play Hydraulic cylinder internal leak Rail gear out of alignment Engine surges during operation Over-revving the engine causes the tires to slip causing the traction control system to activate and moderate engine RPMs Grounding issue in wiring, usually cab to chassis Foot throttle not functioning Foot throttle may be disengaged if engine is shut down and restarted too quickly. 6-2 Problem Possible Cause Traction control malfunction tires slipping Excessive tire wear or wrong tire size Wheel speed sensor malfunctioning Transmission speed sensor malfunctioning Broken electrical connection Traction control is disabled in computer settings Wrong model size selected in computer settings ABS/ATC turned off ABS malfunction - tires locking up Excessive tire wear or wrong tire size Wheel speed sensor malfunctioning Transmission speed sensor malfunctioning Broken electrical connection. ABS is disabled in computer settings Wrong model size selected in computer settings ABS modulator valve malfunctioning Rail wheel is not turning freely 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 Control console screen is ON but display is malfunctioning CAN Bus network has broken electrical connection Vehicle controller malfunctioning Vehicle controller has lost power; check fuses and electrical connections Operator panel malfunctioning Operator panel CAN Bus speed is set incorrectly Low electrical system voltage; vehicle controller or operator panel has reset No power Check fuses and electrical connections Operator panel malfunctioning Low electrical system voltage - Red block on screen - Unexpected reset during operation - Readouts show no data or appear faint Operator panel does not turn ON 6-3 Rail Wheel Troubleshooting Problem Possible Cause 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 Hydraulic 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 Hydraulic oil level low Hydraulic pump not delivering sufficient volume of oil Rail arm bushings not lubricated Rail arm bushings binding Railcar Moving/Stopping Troubleshooting Problem Possible Cause Will not pull cars Rear axle not engaged Railcar hand brakes not released Railcar air brakes not fully charged Rail hydraulic pressure adjusted too high Railcar service 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 shutoff ball valve closed Rail air reservoir 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 6-4 Problem Possible Cause Railcar braking and release time too long Air hoses or valves not connected correctly Train brake control set incorrectly Shutoff valves not open between cars Railcar brakes defective Incorrect use of train brake control handle Contamination in rail brake pipe or valves Air leak in air system or railcars Rail air reservoir air pressure too low Compressor malfunction Control Console Screen Fault Codes This section contains a list of Fault Codes that can appear in RED on the white banner of the control console screen. Listed below are some possible causes for the fault codes to help resolve common errors. Problem Possible Cause READY TO OPERATE No faults; ok to operate ENGINE WARN LAMP Engine fault; refer to engine fault codes ENGINE STOP LAMP Engine fault; refer to engine fault codes ENGINE PROTECT LAMP Engine fault; refer to engine fault codes RAIL PRESSURE FAULT Rail pressure transducer, cable, or connection failure Low rail pressure LOW HYDRAULIC PRESSURE Hydraulic pressure transducer, cable, or connection failure Pump failure Hose break Ball valve closed LOW AIR PRESSURE FAULT Air pressure sensor, cable, or connection failure Compressor failure Hose break Ball valve closed Air Knifes in constant use Remote Control valve issues 6-5 STRAIGHT AHEAD FAULT Commander series. Steer axle must be straight ahead in rail mode ACCUMULATOR PRESSURE SENSOR FAULT Accumulator pressure below normal range for more than 5 minutes Gas Pressure Sensor failure TRANSMISSION FAULT See transmission fault codes HYDRAULIC TEMPERATURE FAULT Temp below or above normal operating temps Temp sensor, cable, or connection failure HAND THROTTLE FAULT Hand throttle potentiometer, harness, or connection failure FOOT THROTTLE FAULT Foot throttle potentiometer, harness, or connection failure BRAKE FAULT Train brake potentiometer, harness, or connection failure FUEL LEVEL SENSOR FAULT Fuel level sensor, harness, or connection failure LOW FUEL LEVEL Low fuel level ENGINE MALFUNCTION LAMP Engine fault; refer to engine fault codes TRANSFER MODE Shuttlewagon is in transfer mode TRACTION CONTROL ACTIVE Wheels are slipping, so engine is de-rated to control slipping during acceleration ABS ACTIVE Anti-lock braking system is engaged due to tire slippage during braking TRANSMISSION TEMP HIGH Transmission fluid temperature is high NOT READY FOR REMOTE Remote needs to be turned on through the Opus display E-STOP ACTIVE Emergency button is depressed on Remote Control E-Stop RADIO REMOTE ACTIVE Shuttlewagon is actively controlled by remote control STANDBY MODE ACTIVE Shuttlewagon is ready to go into remote mode just waiting for remote horn button to be pressed SWITCHMAN CONTROL DISABLED Switchman control option is not turned on through the Opus display 6-6 EMERGENCY STOP Switchman control emergency stop button has been pressed o Put in neutral, turn park brake on, reset Switchman Control E-Stop, press RESET on Opus display RSC has timed out o Put in neutral, turn park brake on, press RESET on Opus display APPLY PARK BRAKE – PRESS RESET Put in neutral, turn park brake on, press RESET on Opus display HIGH COMPRESSOR TEMP Check air compressor; something is causing it to operate outside its normal operating temperature LOW COMPRESSOR TEMP Check air compressor; something is causing it to operate outside its normal operating temperature COMPRESSOR DISABLED Check air compressor; something is causing it to operate outside its normal operating temperature WAIT TO START The engine is not ready to be started LOW AIR PRESSURE (ESTOP, REMOTE) Not enough air pressure while in remote mode so Shuttlewagon is emergency stopped until air pressure builds to proper level. Possible issue with RCLBP switch or circuit STEER INTERLOCK Commander Series Dual Steer. Both axles must be straight ahead in rail mode TRAIN BRAKE CALIBRATION NECESSARY Recalibrate train brake HAND THROTTLE CALIBRATION NECESSARY Recalibrate hand throttle FOOT THROTTLE CALIBRATION NECESSARY Recalibrate foot throttle IDLE SPEED SETTING OUT OF RANGE If engine’s RPMs are less than 800 RPM and greater than 2400 RPM STARTER COOLING If starter runs for more than thirty seconds the starter cooling comes on for two minutes for the starter to cool than it can be ran again REMOTE START ACTIVE Starter is turned over via the remote control J1939 OFFLINE CAN network not working ALERT – PRESS RESET SWITCH Warning that RSC needs pressed before Shuttlewagon emergency stops (hand throttle switch) 6-7 RSC RESET SWITCH FAULT Press RSC reset on Opus display gauge screen ENGINE EMISSIONS FLAG ACTIVE (Tier 4 engine only) High exhaust temperature or diesel particulate filter restriction will cause emissions flag to come on DIESEL PARTICULATE FILTER RESTRICTION (Tier 4 engine only) If the diesel particulate filter is plugged then this fault will appear HIGH EXHAUST TEMPERATURE (Tier 4 engine only) If exhaust temp is to high this fault will appear REGEN INHIBITED (Tier 4 engine only) The regeneration process can be stopped until a later time DIESEL PARTICULATE FILTER RESTRICTIONFLASH (Tier 4 engine only) Warning that the diesel particulate filter is nearing restriction AIR FILTER RESTRICTED Air filter is plugged and needs replaced FRONT RAIL PRESSURE VALVE COIL FAULT Front rail pressure valve coil, circuit, connector failure REAR RAIL PRESSURE VALVE COIL FAULT Rear rail pressure valve coil, circuit, connector failure FAN DRIVE PWM COIL OPEN FAULT Fan drive coil, circuit, or connector issue FAN DRIVE PWM COIL SHORT FAULT Fan drive coil, circuit, or connector issue FAN DRIVE REVERSE COIL OPEN FAULT Fan drive coil, circuit, or connector issue FAN DRIVE REVERSE COIL SHORT FAULT Fan drive coil, circuit, or connector issue FAN DRIVE PRESSURE SENSOR FAULT Fan drive transducer, circuit, or connector issue WARNING! FAN DRIVE PRESSURE LOW! STOP ENGINE! Move Shuttlewagon to a safe location and shut engine off. 6-8 4WD NOT ENGAGED Transmission did not lock Shuttlewagon into 4WD ICE BREAKER ON, TRACTION REDUCED Ice breaker uses high rail pressure. Shuttlewagon traction and braking will be reduced 6-9 Chapter 7 Service and Maintenance To help maintain efficiency and power, inspect your vehicle regularly and follow the guidelines in this section. For service schedules, refer to the Service Intervals table in Chapter 8, Service Intervals and Specifications. When the vehicle is operated in more extreme situations, such as indicated below, you should inspect, replace, or refill more frequently. Operating in dusty conditions or sandy areas. Extensive use of brakes. Operating for prolonged periods in cold temperatures and/or extremely humid environments. Service and Maintenance Safety This section contains important safety information. To reduce the risk of serious injury to yourself and others, read and understand the important safety recommendations before servicing the Shuttlewagon. CAUTION: Service should only be performed by trained technicians who are knowledgeable about the equipment and potential safety hazards. Safety is everyone’s responsibility so be aware of your surroundings at all times and maintain clear communication with the people around you. WARNING: Improper practices, carelessness, or ignoring warnings can cause serious injuries and sometimes death. Towing the Vehicle CAUTION: If the vehicle is on the rail, DO NOT tow unless the engine is running. The engine must be running to provide hydraulic pressure to maintain rail wheel pressure on the rails. CAUTION: Never tow the vehicle without the engine running or the drive shafts disconnected. If this occurs the transmission parking brake will not release and will cause internal transmission damage. Run engine at idle speed to lubricate the clutches. Do not exceed normal vehicle speeds while towing. If the engine can’t be run, disconnect drive shafts from transmission Lifting and Supporting the Shuttlewagon It is important to take precautions when lifting or supporting the Shuttlewagon and whenever components are being removed from or installed on the Shuttlewagon mobile railcar mover. WARNING: Shuttlewagon equipment can weigh anywhere from 24,000 lbs. to 100,000 lbs. and can cause severe personal injury or death. Always use blocks or proper stands to support the product before performing any service work. Do not work on anything that is supported ONLY by lifting jacks or a hoist. When working on or underneath the equipment, the lifts or supports being used MUST have a load rating equal to or greater than the weight being supported. 7-1 If the Shuttlewagon needs to be supported or suspended, use a load rating equal to or greater than the weight that is being supported. Performing Maintenance and Repair Relieve all pressure in the air, oil, fuel, and cooling systems before any lines, fittings, or related items are removed or disconnected. Be alert for possible pressure when disconnecting any device from any systems that utilize pressure. CAUTION: DO NOT check for pressure leaks with your hand. High pressure oil or fuel can cause personal injury. Electrical System Precautions Most of the electrical safety requirements pertain to protecting the electronic equipment onboard. The exception is for Shuttlewagons that are equipped with remote control equipment. When remote control is installed, the following precautions must be taken before performing maintenance on the Shuttlewagon: Turn remote control unit OFF and remove key. Turn battery disconnect switch to the OFF position. Disconnecting the Battery for Service The Navigator is equipped with a battery disconnect switch on the inside of the battery box. This switch has been provided to prevent remote starting while servicing the Shuttlewagon. CAUTION: NEVER disconnect the batteries while the engine is running. Disconnecting batteries while the engine is running can result in damaged electronic controls and equipment. ALWAYS turn the ignition switch OFF before disconnecting batteries. Battery Disconnect Switch 7-2 Disabling the Remote Controls CAUTION: Emergency stop switches located on the sides of the Shuttlewagon can maintain brake pressure after the ignition is turned off. The emergency stop switches must be released prior to performing maintenance. Red Emergency Stop Switch (one on each side) Emergency Stop Switch 1. 2. 3. 4. The emergency stop switches are located on each side of the Shuttlewagon above the sander boxes and should be put in the released position prior to turning the ignition switch off for maintenance. Apply the parking brake and place the transmission in N (neutral). On the control console GAUGE screen access the remote control screen. Set the REMOTE CONTROL to OFF (as indicated in this example). Remote Control ON/OFF button Remote Control Screen 5. 6. Disable the electrical system by turning the ignition key to OFF and remove the key. If necessary, lock the cab doors to prevent access while disconnecting the battery. CAUTION: NEVER disconnect the batteries while the engine is running as it can result in damaged electronic controls and equipment. 7-3 7. When the engine is stopped, in the battery box, turn the battery disconnect switch to the OFF position. Battery Disconnect Switch 8. In the cab on the passenger side console, remove the access panel to verify that the remote control receiver (MCU) power light is off. Access Panel Access Panel to Remote Control Receiver Relieving Hydraulic Pressure Use the following procedure whenever a repair or maintenance procedure requires working on the hydraulic system. NOTE: Models with ZF Transmission requires additional step in orange box below. 1. 2. 3. 4. 5. Position the Shuttlewagon in a location where maintenance will be performed and on a level surface where the rail gear can be put in the down position. Leave the engine running. Access the R/R screen. Select the TRANSFER mode (TRANSFER will be highlighted). Verify objects and personnel are clear of the Shuttlewagon and the ground is clear and sound below the rail wheels. 7-4 6. 7. 8. Use the DOWN buttons to lower the front rail wheels (left side of screen) and rear rail wheels (right side of screen). Use the UP arrow to select ROAD mode to dump the rail pressure. Verify that the rail pressure displays show ZERO and that the rail wheels are resting on the ground. Models with ZF transmission ONLY: On Main Hydraulic Manifold – Remove solenoid connectors labeled AC and AD. Connect AD in place of AC and go to step 9. After maintenance is complete, re-connect AC and AD. 9. Access the DIAG screen. Access the HYDRAULIC screen. When the ACCUMULATOR reading drops below 50psi the unit can be shut down. 10. Turn the engine OFF and remove the key. CAUTION: NEVER disconnect the batteries while the engine is running because it can result in damaged electronic controls and equipment. 11. When the engine is stopped, in the battery box, turn the battery disconnect switch in the OFF position. Drain the Air System and Relieve Train Brake Pressure To drain the air system and relieve train brake pressure: 1. On the control console, press the red emergency stop knob to exhaust the train brake pressure. 2. Pull the manual drain valves on all of the air reservoirs until all of the pressure is released and fully open the drain valves for inline filter and main reservoir. Disabling the Electrical System 1. 2. Turn the ignition switch off and remove the key. If necessary, lock the cab doors to prevent access while disconnecting the battery. CAUTION: NEVER disconnect the batteries while the engine is running as it can result in damaged electronic controls and equipment. 3. When the engine is stopped, in the battery box, turn the battery disconnect switch to the OFF position. 7-5 Replacing Lubricants and Filters This section contains the procedures for replacing filters and lubricants on the Shuttlewagon. Replacing Engine Oil and Filter The following steps are for replacing the engine oil and filter in the Cummins engine. NOTE: Always change the oil when engine is warm and DO NOT over-tighten drain plugs and filters. 1. 2. 3. 4. 5. 6. 7. Run the engine until the water temperature reaches +140 F (+60 C) and then shut down the engine. Place a drain pan with enough capacity to hold all the engine oil under the oil pan. Loosen and remove the oil drain plug. The oil will begin to drain into the drain pan. Inspect the magnetic drain plug for any metal shavings, chips, or any other matter. Wipe the oil drain plug clean. Visually check the condition of the used oil as it drains. When oil has drained completely, reinstall the drain plug. Tighten to specified torque (differs with type of oil pan/plug). For correct torque, refer to the Torque Specifications table in Chapter 8, Service Intervals and Specifications. Wipe the old filter and the outside of the oil filter head clean to prevent dirt or other debris from getting into the engine. Standard Cummins QSB and Tier 4 QSB Engine QSC Engine Oil Filter Location 7-6 8. Remove the old oil filter and gasket. 9. Check for any dirt or debris on the gasket surface of the filter head. 10. Using a clean cloth, apply a film of clean engine oil to the rubber gasket on the new filter to lubricate for a good seal. Be sure not to get dirt or debris on the gasket. 11. Fill the new replacement filter with oil. 12. Thread the new replacement filter turning clockwise, onto the filter head until the filter gasket contacts the filter head gasket surface and then hand tighten 3/4 turn. 13. Refill engine with new oil to specified capacity. For oil capacity, see Lubrication and Fluid Specifications table in Chapter 8, Service Intervals and Specifications. CAUTION: Failure to refill engine with oil will result in serious engine damage! Replacing the Fuel/Water Separator Filter Fuel Filter Fuel/Water Separator CAUTION: NEVER smoke when replacing a fuel/water separator filter. 1. 2. 3. 4. 5. 6. 7. Place a drain pan under the fuel/water separator filter. Unscrew and remove the fuel/water separator filter. Wipe the fuel/water separator filter head gasket surface clean of all dirt or other debris. Apply a film of motor oil to the o-ring on the new replacement filter. Fill the replacement filter with fresh fuel. Thread the replacement filter onto the filter head until the gasket contacts the filter head gasket surface and then hand tighten 3/4 turn. Wipe the fuel/water separator filter clean of any fuel residue. 7-7 Replacing the Fuel Filter 1. 2. 3. 4. 5. 6. 7. 8. Place a drain pan under the fuel filter. Wipe the outside of the fuel filter head and the filter clean to prevent dirt or other debris from getting into the engine when replacing the filter. Unscrew and remove the fuel filter from the filter head. Clean the filter head gasket mating surface of all dirt or other debris. Apply a film of motor oil to the o-ring on the new replacement filter. Fill the fuel filter with fresh fuel. Thread the replacement filter onto the filter head until the gasket contacts the filter head gasket mating surface and then hand tighten 3/4 turn. If the engine is a QSC engine, prime the fuel system by turning the ignition switch to ON for 30 seconds, then turn OFF. Repeat this three times before attempting to start the engine. Tier 4 QSB Engine Fuel Filter QSB Engine Fuel Filter QSC Engine Fuel Filter 7-8 Replacing the Air Filter Element 1. For the Tier 4 QSB engine, release 4 latches (2 on the top and 2 on the bottom). Pull to remove the cover. Go to step 3. Release latches Tier 4 QSB Engine – Air Filter Canister 2. For standard QSB and QSC engines, release the air cleaner housing clamp and rotate the outer cover counter-clockwise. QSB and QSC Engines - Air Filter Canister 3. 4. Gently rock the primary air filter element until it is loosened from filter seat and then remove from the housing. Gently rock the secondary air filter element until it is loosened from filter seat and then remove from the housing. Primary Filter 5. Secondary Filter Clean the filter seat area of the housing of all dirt or other debris to be sure the new replacement elements seal completely. 7-9 6. Insert the replacement secondary filter element into the seat of the filter housing and then insert the replacement primary filter element into its seat of the filter housing. 7. For Tier 4 QSB engine reinstall the outer cover by pushing the cover on until the four latches snap into place on the filter box. 8. For standard QSB and QSC engines, reinstall the outer cover by rotating the cover clockwise and then tighten the clamp. Be sure the primary filter element fits correctly into the outer cover when installing. 9. Be sure the drain on the filter outer cover is pointed DOWN to prevent water from collecting inside the filter housing. 10. Reset the filter life indicator. Replacing the Transmission Oil and Filter Draining the Oil 1. 2. 3. Place a drain pan under the transmission oil pan with enough capacity to contain all the old transmission oil. On the face of the transmission that bolts to the bell-housing/engine, LIGHTLY tap around the edges of the transmission oil plug to loosen the threads. Remove the transmission oil drain plug. DF Transmission Drain Plug 4. 5. 6. 7. 8. ZF Transmission Drain Plug Visually check the condition of the used oil as it drains. Inspect the magnetic drain plug for any metal shavings or chips and then wipe the drain plug clean. Before replacing the drain plug, check the inside of the transmission through the drain plug hole for any accumulated sludge. If sludge is found in the transmission, flush it out with fresh transmission oil. When oil has drained completely, reinstall the drain plug. Tighten to specified torque (see the Torque Specifications table in Chapter 8, Service Intervals and Specifications). 7-10 Replacing the Transmission Oil Filter 1. Wipe the filter head and filter clean to prevent dirt or other debris from getting into the transmission when replacing filter. DF Transmission Filter ZF Transmission Filter 2. 3. 4. 5. 6. Remove the old transmission oil filter. Check for any dirt or debris on the filter gasket surface on the filter head. Apply a film of clean oil to the rubber gasket on the new replacement filter. Fill the new replacement filter with transmission oil and thread onto the filter head. Thread the replacement filter onto filter head until the gasket contacts the filter head gasket surface and then hand tighten 3/4 turn. 7. Remove the transmission dipstick. 8. Fill the dipstick/filler tube with transmission oil; initially add five gallons. 9. Start the engine and run at idle with the transmission in neutral to circulate the transmission oil through all of the passages in the transmission and oil cooler. 10. While the engine is running, check the transmission oil level on the dipstick frequently. Add oil, as needed, to keep the oil level at the FULL mark on the dipstick. CAUTION: Do not overfill the transmission or operate it with the oil level below the allowable mark on the dipstick. Operating below the allowable mark can cause overheating and damage to the transmission will result. 11. Continue running the engine for 10-15 minutes, cycling the transmission through all of the gears and returning to neutral. Re-check the transmission oil level and top it to the FULL mark on the dipstick, if necessary. 12. Replace the dipstick in the dipstick/filler tube. 7-11 Replacing the Drive Axle and Hub Oil THIS PROCEDURE DOES NOT APPLY TO STEER AXLES WITH WHEEL-ENDS SEPARATE FROM THE MAIN HOUSING OR MERITOR RIGID AXLES. 1. Move the truck so that at least one of the drain/fill plugs on the hubs is in the drain (down) position. 2. Drain the oil from the hubs with the drain/fill plugs in the drain (down) position. 3. Drain the oil from the bottom of the differential housing. 4. Inspect all magnetic drain plugs for any metal shavings or chips. Wipe clean. 5. When the oil has drained completely, reinstall the drain plugs. Tighten to specified torque. Refer to torque table Chapter 8, Service Intervals and Specifications. 6. Continue moving the truck so that at least one of the drain/fill plugs on the hubs is in the drain (down) position. Drain the remainder of the hubs, clean and reinstall the drain plugs. 7. Remove the breather from the top of the differential housing; clean in solvent and dry with compressed air. Reinstall the breather. Single Drain/Fill Plug in Drain Position 8. 9. 10. 11. 12. 13. 14. 15. 16. Single Drain/Fill Plug in “two-bolts-up” Position Move the truck so that at least one of the drain/fill plugs on the hubs is in the “two-bolts-up” from horizontal position. Remove the differential fill plug from the center of the differential housing. Fill the differential with fresh oil until oil begins to flow from the fill plug hole and reinstall the differential fill plug. Fill the hubs with the drain/fill plugs in the “two-bolts-up” from horizontal position until the oil starts to flow out of the drain/fill hole and reinstall the plugs. Continue moving the truck so that at least one of the drain/fill plugs on the hubs is in the “two-bolts-up” from horizontal position. Fill the remainder of the hubs, clean and reinstall the drain plugs. Wait 15 to 30 minutes for oil to seek its own level across the housing and hubs. DO NOT recheck the oil level in the differential housing. The oil level will be high. Recheck the hubs with the drain/fill plugs in the “two-bolts-up” from horizontal position to make sure the oil is at the bottom of the plug threads. Reinstall the drain/fill plugs and tighten to the specified torque. Refer to specifications table in Chapter 8, Service Intervals and Specifications. CAUTION: Failure to ensure the oil level is correct can result in low oil levels and damage to the axle and hubs. The Axletech rigid axles should hold 26-27 quarts total, each, depending on drain time. 7-12 Servicing the Hydraulic System CAUTION: Before performing any repair or maintenance on any part of the hydraulic system, the hydraulic pressure must be relieved. WARNING: Relieve all pressure in the air, oil, fuel, and cooling systems before any lines, fittings, or related items are removed or disconnected. Be alert for possible pressure when disconnecting a device from any system that may contain fluid under pressure. Relieve Hydraulic Pressure Perform the steps for Relieving Hydraulic Pressure found earlier in this chapter. Replacing the Hydraulic Return Filter The hydraulic return filter and housing is located on the top of the hydraulic oil reservoir. NOTE: The engine and hydraulic pump must be OFF when performing this procedure. 1. 2. Carefully clean around filter housing cap to prevent any dirt or other debris from entering the hydraulic system. Slightly loosen (one or two turns) the four filter housing cap bolts. Hydraulic Return Filter Cap 3. 4. 5. Press down and rotate the filter housing cap clockwise until the bolt heads line up with the cut- outs in the cap. Lift off the filter housing cap. Remove the spring and bypass valve assembly. 7-13 Hydraulic Spring and Bypass Valve 6. 7. 8. 9. Remove the used filter and replace with the new filter. Replace the spring and bypass valve assembly in the order they were removed. Reinstall the filter housing cap by pressing and rotating the cap counter-clockwise until the remaining cap bolts are in their respective flanges. Tighten the cap bolts. Replacing the Hydraulic Pressure Filter 1. 2. Close the pump case drain valve and the pump supply valve. Turn the hydraulic pressure filter housing counter-clockwise to remove. Hydraulic Pressure Filter 3. 4. 5. Remove the used filter and replace with new filter. Reinstall the hydraulic pressure filter housing. Tighten to specified torque. Refer to the Torque Specifications table in Chapter 8, Service Intervals and Specifications. Open the pump case drain valve and pump supply valve. CAUTION: Operating the hydraulic pump with the pump supply valve closed will result in serious damage to the hydraulic pump. 6. Check hydraulic oil level in the sight glasses on the side of the hydraulic oil reservoir. 7-14 Replacing the Hydraulic Oil Install a ¾” ID hose onto the hose barb if needed. Hydraulic Oil Reservoir Drain Ball Valve and Hose Barb 1. 2. 3. 4. 5. 6. 7. 8. Place a drain pan or pail under the hydraulic system drain hose or valve (total capacity of the hydraulic system is slightly over forty gallons). Open the drain ball valve. When oil is completely drained, close the ball valve and remove hose. Carefully clean the hydraulic reservoir filler cap and the area around it to prevent dirt or other debris from entering the hydraulic system. Remove the filler cap and fill the tank with the specified amount of hydraulic oil. Replace the filler cap. Start and idle the engine until it reaches normal operating temperature. Check the oil level in the hydraulic reservoir sight glasses. When the oil is warm, it is visible at the bottom edge of the upper sight glass. NOTE: Always check the hydraulic oil level with the oil warm and with the rail wheels in ROAD (up) position. Failure to do so can result in inaccurate oil level readings. 7-15 Replacing Engine Coolant WARNING: NEVER open the radiator surge tank cap or the radiator drain cock when engine and/or coolant are hot. Hot coolant can cause severe burns. 1. Make sure engine and cooling system are both cool. 2. Remove the coolant surge tank cap. 3. Place a drain pan large enough to contain the full contents of the cooling system under the radiator drain cock. 4. Open the radiator drain cock and drain all used coolant. 5. Close the radiator drain cock. 6. Fill the cooling system through the radiator surge tank cap filler hole. 7. When the radiator and surge tank are nearly full, start and idle the engine. 8. While the engine is idling, watch the coolant level in the surge tank and add coolant as needed to keep the level visible in the sight glass. Standard QSB and QSC Engine Coolant Tank and Sight Glass Tier 4 QSB Engine Coolant 9. With the engine running, use the bleeder valve in the cab (rear upper wiring chase behind evaporator) to bleed air out of the system. Turn the heater knob to HOT (6 o’clock). Using a screwdriver, slowly open the valve screw. Use a rag to catch coolant leakage. Wait for a steady small stream of coolant to show that no air remains in the coolant. Close valve. 10. When the level of coolant remains constant in the surge tank, stop the engine. 11. Standard QSB and QSC Engines, add coolant to the surge tank until it is approximately one inch from the top of the tank. On Tier 4 QSB Engines, add coolant to the surge tank until it is filled to the bottom of the fill neck. 7-16 12. Reinstall the surge tank cap. 13. Add coolant to the coolant recovery tank until the level is halfway up the sight glass. 14. Install the coolant recovery tank cap. Replacing the Engine Coolant Filter Cummins Engine Coolant Filter CAUTION: Do not remove the pressure cap from a hot engine. Wait until the coolant temperature is below 50°C [120°F] before removing the pressure cap. Heated coolant spray or steam can cause personal injury. 1. 2. 3. 4. Turn the shutoff valves to the OFF position. Wipe the outside of the filter head and filter to prevent dirt or other debris from getting into the engine when replacing the filter. Unscrew the filter and remove from the filter head. Apply a thin film of lubricating oil to the gasket sealing surface before installing the new coolant filter. Install the coolant filter on the filter head. Tighten the filter until the gasket contacts the filter head surface. CAUTION: Mechanical over-tightening can distort the threads or damage the filter head. 5. 6. Tighten the coolant filter an additional 1/2 to 3/4 of a turn, or as specified by the filter manufacturer. Return the shutoff valves to the ON position. CAUTION: The coolant shutoff valves MUST be turned ON after filter replacement to prevent engine damage. 7. Start engine and check coolant level. Pre-Charging the Hydraulic Accumulator For pre-charging the hydraulic accumulator, refer to manufacturer’s instructions on the DVD manual included with your vehicle. CAUTION: The accumulator contains nitrogen gas under high pressure. Failure to release pressure correctly may result in injury. WARNING: NEVER use oxygen or shop air. This is extremely dangerous. 7-17 When performing service or maintenance on the hydraulic accumulator, it is important to follow these precautions: Release hydraulic pressure before attempting any maintenance or service. Pre-charge with DRY NITROGEN (N2) GAS ONLY! Never operate accumulator without nitrogen gas pre-charge. Use only approved charging and gauging equipment for pre-charging and pressure check. Wear proper eye protection. Wear steel toed shoes. Take proper safety precautions. Lubricating and Greasing This section contains lubrication procedures for the following: Coupler slides Rail wheel flange lubricators Rail wheels Rail wheel spindles Routine lubrications Rail unit cylinder bushings and rail arm bushings Drive shaft slip yokes Drive shaft u-joints Coupler Slides The coupler slides must be lubricated weekly (forty hours of operation), or more often if needed. Indications that lubrication is needed: If the coupler slide movement is jerky or stiff, more frequent lubrication is necessary. If the grease on the slide is contaminated with dirt, grit, or other foreign matter. Approximately once a month, or as needed: 1. Slide the coupler fully to one side. 2. Scrape off the old accumulated grease with a plastic scraper. 3. Slide the coupler fully to the other side and scrape off the remaining accumulated grease. 4. Manually apply a light coat of grease to the front, back, top, and bottom sides of the coupler slide. 5. With the coupler fully to one side, inject 2-3 shots of grease in both fittings. 6. Move the coupler to the center; inject 2-3 shots of grease in both fittings. 7. Move the coupler fully to the other side and repeat the greasing. 8. Move the coupler from one side to the other several times to distribute the grease evenly over the surfaces. 7-18 Lubricating Rail Wheel Bearing This procedure covers: Removing the rail wheel bearings Inspecting the bearings and races Re-packing the wheel bearings Re-installing the rail wheel Removing the Rail Wheel Bearings CAUTION: Be sure the hydraulic pressure is relieved before attempting to disassemble rail wheel components. Failure to do so may result in serious injury. 1. 2. Raise rail wheels to the road (UP) position. Support the rail wheel assemblies with appropriate blocks or stands to provide clearance to remove wheels. WARNING: Use a hoist with a sling or other appropriate method of supporting and retaining the rail wheel before removing the bearing retaining hardware. Failure to do so may cause personal injury and equipment damage. 3. Support the rail wheel securely while removing the bearing retaining hardware and bearing while it is being slid off the spindle. Example of a Rail Wheel Support 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Remove the rail wheel hubcap retaining bolts. Remove the hubcap and rubber gasket seal assembly. Release the tang on bearing retainer lock washer from the bearing retainer nut slot. Remove the outer bearing retainer nut with the tool supplied in unit tool kit. Remove bearing retainer lock washer. Remove inner bearing retainer nut with the tool supplied in unit tool kit. Remove bearing retainer flat washer. Remove outer bearing from rail wheel assembly. Slide rail wheel off the spindle. Remove inner spindle seal from rail wheel assembly. Clean and inspect rail wheel bearings. NOTE: Replace the rail wheel bearings if scored or damaged. 15. Clean and inspect bearing cups. 7-19 NOTE: Replace the bearing cup/race if scored or damaged. Re-Assembling the Rail Wheel Bearings 1. 2. 3. Re-pack the inner rail bearing, or pack a new replacement bearing. Install the inner bearing in the inner bearing race. Install the inner spindle seal. Seat it flush with the inner face of the rail wheel hub. CAUTION: Make sure not to damage the inner spindle seal when performing the next step. 4. Support the rail wheel securely and carefully slide it directly onto the spindle. Rail Wheel Lined Up with Spindle 5. 6. 7. 8. Rail Wheel Installed on Spindle Re-pack the outer bearing or pack a new replacement bearing. Install the outer bearing on spindle in the outer bearing race. Install the bearing retainer flat washer. Install the bearing retainer nut with the bevel facing out. Flat Washer and Bearing Retaining Nut 9. 10. 11. 12. 13. Torque the inner bearing retainer nut to 100 ft./lbs. Spin the rail wheel several revolutions in each direction. Loosen the bearing retainer nut and re-torque to 50 ft./lbs. Spin the rail wheel several revolutions in each direction and torque again to 50 ft./lbs. Install the bearing retainer lock washer with the lock tangs facing outward. 7-20 Tanged Lock Washer with Outer Retaining Nut 14. Install the second bearing retainer nut with the bevel toward the bearing retainer lock washer and torque to 35-45 ft/lbs. to hold bearing retainer lock washer against bearing retainer nut. 15. Bend a tang on the lock washer into one of the notches on the second bearing retainer nut. If none of the notches and tangs match up, tighten the retainer slightly until one tang and notch line up. CAUTION: When lining up the notch and tang, DO NOT tighten the second bearing retainer nut tighter than 45 ft./lbs. If necessary, loosen and re-torque to 35-45 ft./lbs. to get the tang and notch to line up. 16. Add a layer of grease over the bearing, retainers, and nuts before installing hub cap. 17. Re-install the hubcap and rubber gasket seal assembly with the retaining bolts. Torque the bolts to correct specification (see the Torque Specification table in Chapter 8, Service Intervals and Specifications). Replacing the Rail Wheel Spindle Before performing this procedure, remove the rail wheel from the spindle. 1. Remove the rail wheel. Refer to the steps for Removing the Rail Wheel Bearing above. 2. Remove all eight bolts from the rail wheel spindle. 3. Screw two 5/16-18 x 1” bolts into the jacking holes on the spindle. Tighten alternately to force the spindle out of its seat in the rail arm. 4. Clean all old thread locker and debris from the holes in the rail arm before installing new rail wheel spindle. 5. Position new rail wheel spindle with keeper slot along the neutral axis. CAUTION: When replacing rail wheel spindles, new bolts MUST be used. Re-torqueing used bolts may cause bolt failure and major equipment damage. 6. 7. Use eight new 1/2-13 x 2-1/4” grade 8 bolts when installing the new spindle. Torque the bolts to 80 ft./lbs. CAUTION: Use Loctite 271 or equivalent on the threads or major equipment damage can occur. Use the encoder arm spindle for the left front spindle and the non-encoder arm spindles for the other three spindles. To locate the correct part number, refer to the Shuttlewagon Parts book on the DVD supplied with your Shuttlewagon or on the Shuttlewagon website at http://panel.shuttlewagon.com 7-21 Routine Lubrications Listed below are three areas in the Shuttlewagon that should be routinely lubricated. When lubricating these areas apply approximately two shots of grease in each fitting. Applying more grease only pushes the grease out of the bushing or bearing and does not provide any additional benefit. For more information on lubrication see Chapter 8, Service Intervals and Specifications. Front/Rear Coupler Slides - 3 top/3 bottom Drive shaft slip yokes Drive shaft u-joints Tests, Adjustments, and Settings This section contains procedures for: Checking the rail wheel gauge Adjusting the hydraulic system pressure Aligning and installing the steering cylinder Servicing the battery Servicing the air conditioning Welding procedures 7-22 Checking the Rail Wheel Gauge The rail gauge on both front and rear rail units is 53-3/8” plus 0, minus 1/8” measured from inside the flange on one rail wheel to inside the flange on the opposite rail wheel. 53-3/8” +0 -1/8” Measuring the Rail Gauge Adjusting the Hydraulic System Pressures Setting System Pressures 1. Plug a 0-3,000 PSI gauge to the system pressure test port (PTP). The PTP port has a quick disconnect fitting and is located on the reservoir side of the manifold, lower left, under the mounting bracket. Pressure Test Port (PTP) on Main Hydraulic Manifold 2. Start the engine and warm the hydraulic oil temperature to between 100° & 140° F. NOTE: Be sure the rail wheels are in the fully raised position. 7-23 NOTE: Before adjustment can be made, loosen the jam nuts on the adjusting screws. At the final setting, hold the adjustment screw in place while tightening the jam nuts. 3. Set the hydraulic pump standby pressure by using the lower adjusting screw that is located on the hydraulic pump. Adjust the screw to 450 PSI on the installed gage. 4. Access the R/R screen and select TRANSFER mode. On the right side of the screen, push the REAR RAIL WHEELS UP button and hold while adjusting the relief valve and maximum pressure settings (steps four AND five) Loosen the jam nut on the upper adjustment screw and turn the screw clockwise to increase pressure. Pressure should not go higher than 2850 PSI + 30 psi. If relief valve is out of range, lower the pressure by turning the upper adjustment screw out and releasing the rear rail wheels UP button. Adjust the main system pressure relief (clockwise to increase, counterclockwise to decrease). Push and hold rail wheels UP button and increase pressure using the upper adjustment screw to test relief pressure. Repeat if needed. When main system pressure relief is set, proceed to step five. 5. Using the upper adjusting screw, adjust the maximum pump pressure to 2600 PSI. Hold the adjusting screw while tightening the jam nut. Hydraulic Pump Pressure Adjusting Screw 7-24 Steering Relief Valve Main Pressure Relief Valve Relief Pressure Adjustment Screws 6. Setting the steering relief pressure: a. Turn the steering wheel completely in either direction until it hits the stop. Apply constant pressure on the steering wheel to hold it in position. b. Adjust the steering relief pressure adjusting screw to 2200 PSI. Aligning Steering (Navigator Only) Steering System The steering system on the Shuttlewagon consists of pivoting axles on both the front and the rear of the vehicle. Instead of the wheels turning relative to a rigidly mounted axle, the axles themselves pivot. Steering on the Road When the steering wheel is turned one direction, the front axle pivots in that direction while the rear axle pivots in the opposite direction. This allows for much a smaller turning circle than would be possible with steering on one end alone. There is also the capability of disabling steering on either axle. This is useful when mounting the vehicle on the rails. Steering on the Rail Once the vehicle is mounted on the rails and is in RAIL mode, steering input is disabled. The axles are allowed to float and pivot as guided by the rail wheels. This allows operation on tighter curves than a fixed axle. 7-25 Synchronizing the Steering (Navigator Only) The wheels on the Shuttlewagon railcar mover do not get out of alignment as it is usually understood, since the wheels are fixed on the ends of the axles. What happens instead, is that the front and rear rotating axles get out of synchronization with each other. This applies only to ROAD operation. Some possible causes of the axles becoming unsynchronized are: When dismounting from the rails, the axles may be pivoted due to a curve in the rail. When disabling the steering on one axle and using the other to steer may result in the axles getting out of line with each other. Small inaccuracies or leakage in the hydraulic steering system may contribute to this condition. To synchronize the axles: With the engine running, on the HOME screen, observe the relative position of each axle. Steering Screen This screen is used to see the position of the front and rear axles. The front and rear steering position indicators will display an orange center line whenever the front or rear axle’s wheels are not aligned with the wheels straight ahead. The center line will be blue when the axle is straight. This screen shows the position of front and rear axles. Center Alignment FRONT Steer Lock REAR Steer Lock Steering Screen To align steering: 1. Push the REAR steer lock button and make sure a lock icon appears over the rear axle on the screen 2. Using the indicator on the screen, center the front steering axle. When the axle wheels are aligned with the body of the vehicle, the center line will turn from orange to blue. Stop turning the steering wheel at this point. 3. Push the FRONT steer lock button and make sure a lock icon appears over the front axle on the screen 4. Using the indicator on the screen, center the rear steering axle. When the axle wheels are aligned with the body of the vehicle, the center line will turn from orange to blue. Stop turning the steering wheel at this point. 5. Push the FRONT steer lock button again and make sure the lock is no longer on either axle. Steering is now synchronized. 7-26 Servicing the Battery The Shuttlewagon is equipped with special Absorbed Glass Mat (AGM) deep cycle batteries in order to handle the power requirements of the remote control start/stop feature. When using the remote control system to shut down the Shuttlewagon, some of the electronic controls must remain powered on to allow remote restarting. CAUTION: Do not use the remote control start/stop feature for extended shutdown periods. The battery voltage may drop too low to restart the engine. The AGM deep cycle batteries offer superior performance compared to a standard lead-acid battery. Replace the AGM battery with the same AGM type battery that is installed in the Shuttlewagon. A standard lead-acid battery may lack either the deep cycle capability or the cranking amps required for this application and may fail prematurely. These batteries are sealed and do NOT require the addition of water or acid. Do not remove any labels or open the battery case. Do not expose to diesel fuel. If charging is required from a source other than the engine alternator, do not exceed 15 volts. Check the voltage if using a battery charger. Disconnecting the Battery for Service The Shuttlewagon is equipped with a battery disconnect switch inside the battery box. This switch has been provided to prevent remote starting while servicing the Shuttlewagon. CAUTION: Never disconnect the batteries while the engine is running. Always turn the ignition switch off first. Otherwise, damage to the electronic controls may result. Battery Disconnect Switch 7-27 Servicing the Air Conditioning WARNING: NEVER connect refrigerant can/tank to HIGH side! Can or tank may explode and cause personal injury. NOTE: Always go by the pressure gauge reading when charging the A/C system, not by weight of refrigerant. The air conditioning system installed on the Shuttlewagon is a typical automotive A/C system. The refrigerant used is R-134a and the system is serviced using automotive air conditioning procedures and equipment. 1. Completely evacuate the system using a vacuum pump. 2. Charge the system with R-134a refrigerant (approximately three to four pounds) until you reach the pressure and temperature readings in the following table. 3. If oil was evacuated, replace with 8 oz. of PAG 100 oil. If the compressor is replaced (pre-charged with oil), add an additional 2 oz. of oil for a system total of 8 oz. NOTE: Rule of thumb for high side pressure is ambient temperature (F) + 100 = High Side Pressure Low Side Reading (P 16-29 SI) Evaporator Temperature (Fahrenh 33-50 eit) High Side Readings (P 115-200 SI) Ambient Temperature (Fahrenheit) 19-39 33-60 140-235 80-90 25-43 40-65 165-270 90-100 37-51 48-65 210-310 100-110 70-80 NOTE: Follow all applicable local, state, or federal laws that apply to the handling and recycling of air conditioning refrigerants. A/C High and Low Side Connections 7-28 Welding Procedures Proper welding procedures are required in order to avoid damage to the engine’s ECM, sensors, and other electronic components. WARNING: ALWAYS disconnect batteries before welding on the Shuttlewagon. Remove the assembly from the machine that is to be welded. If the assembly cannot be removed, the following procedure must be followed when welding on a machine equipped with electronic components. This procedure is considered the safest method and should provide minimal risk of electronic component damage. To weld: 1. Disconnect the negative (-) battery cable(s) and open the battery disconnect switch. 2. Disconnect all connectors from ALL electronic devices, including, but not limited to: Engine Control Unit (ECM) Transmission Control Unit (TCU) Vehicle Controller(s) (ESX) Operator Panel (OPUS) Radio Remote Controller (ESXR) Radio Remote Receiver Shuttle Trak Transmitter Tire Pressure Monitoring System Receiver 6. Disconnect any external ground straps from electronic components. NOTE: Never place welder ground cables on electronic components. 7. Place welder ground cables as close as possible to assembly being welded (no more than two feet). CAUTION: Improper grounding can cause damage to bearings, hydraulic components, electrical components, and other equipment. 7-29 Factory Settings and Troubleshooting Enter Password Screen (Authorized Personnel) After selecting Factory Settings on the Diagnostics/Settings menu you will be asked for a password. Use the knob to enter your password. Then press the knob to verify. Enter password screen 7-30 Factory Settings Selection Screen (Authorized Personnel) Use this screen to select which type of system settings you wish to configure. WARNING Do not press SET DEFAULTS unless instructed to do so Set Defaults - DO NOT select this setting unless directed to do so by a factory service representative. This resets ALL configurable settings to the generic factory values! Calibration Options Settings Change Password Reset Safety Control Throttle Settings Status and Error Message Banner Factory Settings Selection screen WARNING: NEVER SELECT “Set Defaults” unless instructed to by a qualified Shuttlewagon service technician. This option erases any customized configuration settings made for this vehicle type and the individual vehicle. Calibrations – The factory calibrations screens. Options - Opens the factory options screen which allows enabling and disabling installed optional equipment and systems. Settings - Opens the settings screen. Change Password - Opens the change password screen where you can enter and save a new password. Reset Safety Control - Opens the reset safety control screen. Throttle Settings - Opens the throttle ramping set screen, allowing you to adjust the throttle response rate to throttle lever input. 7-31 Calibration Screens There are many sensors and output devices present on the machine, some of which may require periodic calibration or need to be calibrated when they are replaced. This section will explain the terminology used on the calibration screens and how to calibrate the sensors that may require calibration. Pressure transducers, steering transducers and fuel level sensors should not require calibration. They are engineered to specific specifications that should not need adjustment. Train brake, hand throttle and foot throttles may need to be calibrated periodically and will need to be calibrated if replaced. The following procedure walks through this process using the train brake potentiometer as an example. Train Brake Calibration Screen Min CTS – Minimum Counts Max CTS – Maximum Counts Input – Actual Counts Min EU – Minimum Engineering Units Max EU – Maximum Engineering Units One of the settings will be outlined in yellow. Rotate the knob (both directions) to move to a different setting. Push the knob on the chosen setting to change the outline to green and rotate the knob to change the setting. Push the knob again to change the outline back to yellow. Move the Train Brake control handle from release to apply, and back, several times and note minimum and maximum INPUT values. Set the MIN CTS and MAX CTS to match the minimum and maximum INPUT values. Press the SAVE button before moving to the next screen. Set the MIN EU to 1950 and MAX EU to 3900 and press SAVE. This will normally produce a range of 45 to 90psi train brake pressure. If the train brake pressure settings are not suitable, MIN EU and MAX EU can be adjusted to change the 45psi apply and 90psi release settings respectively. Press SAVE and the train brake pressure will change accordingly. Press the SAVE button to save the current settings, or before exiting or moving to the next screen if changes have been made. 7-32 Options Screen Emergency Stop - Enables and disables the exterior emergency stop buttons (if equipped). Switchman Control - Enables and disables the switchman control system (if equipped). Remote Control - Enables and disables the remote control system (if equipped). Dual Straight Ahead – Not used Tier 4 Engine – The Tier 4 engine is available in some areas of the country requiring that engine. Test Mode – Not used Auto Rail Pressure – Enables automatic rail pressure based on the speed of the machine in rail mode.. When off, rail pressure will remain at the same level regardless of speed. 7-33 Settings Screen Settings Screen ABS/ATC - Toggle ON and OFF the Anti-Lock Brakes and Automatic Traction Control function. Straight Ahead Interlock – Toggle ON and OFF to set or remove straight ahead interlock function. STD ATC Setting - Set the standard parameter for the automatic traction control. ATC ICE Setting - Set the ice parameter for the automatic traction control. Model - Displays the model number of the Shuttlewagon. Engine – Displays the engine used on the machine. Contact factory for identifying which number corresponds to which engine. Transmission - Displays the transmission used on the machine. Contact factory for identifying which number corresponds to which engine. 7-34 Change Password Screen • Use the knob to set the new password. • Click SAVE to save the new password. Change password screen Reset Safety Control (RSC) Screen This screen allows the operator to enable and disable RSC Option. RSC OPTION – Set to ON/OFF CYCLE TIME – Sets the amount of time to push reset switch. WARNING TIME – Sets the amount of time to sound if switch is not depressed & e-stop is applied NOTE: The SAVE button saves changes made to the screens. 7-35 Throttle Ramping Screen The throttle ramping settings control how fast the engine responds to the throttle control inputs either from the console panel lever or the throttle pedal on the floor. Throttle Ramping - Toggles between the normal programmed ramping rate and a custom ramping rate set using the controls in this screen. Minimum Value – Adjust the minimum value; if necessary. The factory default is 9. Ramping Rate - Adjust the ramping rate; if necessary. The factory default is 9. 7-36 Diagnostic Codes Refer to Vendor Manuals provided on the DVD for Diagnostic Codes and Troubleshooting for the following: Funk DF250 Transmission ZF 3WG210 Transmission Cummins QSB 6.7 Tier 3 Engines Cummins QSB 6.7 Tier 4 Engines Cummins QSC 8.3 Tier 3 Engines Cummins QSC 8.3 Tier 4 Engines 7-37 Chapter 8 Service Intervals and Specifications This chapter describes the scheduled maintenance required for your Shuttlewagon. To assure proper performance and long life, it is imperative that scheduled maintenance be completed at the designated intervals. For more information on scheduled maintenance, contact the Shuttlewagon Service Department to speak to a service representative. Service Intervals The following table contains required maintenance intervals. Cummins engine recommends servicing the engine every 500 hours or every 6 months, whichever comes first. NOTE: Use a funnel and slowly add liquids. While adding, check fluid levels periodically as not to overfill. Preventive Maintenance Intervals: Monthly / Hourly 50 HRS Oil Oil Filter Fuel Filter: Primary Engine Fuel Filter: Secondary Coolant Filter (QSC Only) 6 month -or- 12 month -or- 18 month -or- 24 month -or- 500 HRS 1000 HRS 1500 HRS 2000 HRS X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X Coolant Air Filter: Primary Air Filter: Secondary Transmission Oil Filter X X Oil Hydraulic Breather Filter (Pressure) Filter (Return) Air Dryer Desiccant Air Filtration X Cab Filter* Train Brake Relay Filter Axles Axle & Planetary Oil Grease X X X X *The cab interior air filter may be washed and reused. The exterior fresh air filter is of paper media and must be replaced. 8-1 Specifications Lubrication and Fluid Specifications Component/Fluid -Manufacture/Model Lubricant/Fluid Specification Grade/ Temperature Range Capacity Engine Oil Cummins Engine QSC / QSB API CF4, CH4, CI4 SAE 15/40W All Seasons 4.8 gal Transmission Fluid ZF and DF ZF and DF HY-GARD JDM J20C 9.5 gal -10° F to + 122° F HY-GARD JDM J20D 9.5 gal -40° F to + 68° F Vehicle Brake System All brake systems DOT 3 Brake Fluid SAE J1703 All Seasons 1 quart Radiator/Cooling System 50% Water / 50% Ethylene Glycol Anti-Freeze ASTM D 6210 REF: Zerex (Red) Extended Life HD FullyFormulated 9.0 gal Drive Axle Oil Axle Tech and Meritor API Class GL-5 7.0 gal Axle Tech and Meritor API Class GL-5 SAE 85/140 Above +32 F (0 C) SAE 75/140 Below +32 F (0 C) (Must meet Cummins 14603 Requirement) 7.0 gal Grease Points (without Single Point or Automatic Lube Option) Rail Cylinder Bushings - 16 Rail Arms Bushings -8 Drive Axle Oscillation Pins - 4 Rail Axle Oscillation Pins -4 Drive Shaft Slip Joints -2 Drive Shaft U-Joints -6 Front/Rear Rotation Bearings - 8 Front/Rear Coupler Slides - 3 top/3 bottom Multi-purpose Lithium NLGI No. 1 All Seasons As Needed Hydraulic System All hydraulic systems See Hydraulic Oil Recommendations See Hydraulic Oil Recommendations 42 gal Air Conditioning Refrigerant Oil (system total) R-143a All seasons PAG 100 3-4 lbs. 8 oz. Diesel Fuel Reservoir No 2 Ultra-Low Sulfur All Seasons 90 gal 8-2 Transmission Oil (Funk Transmission Recommendations) The Funk Transmission Company recommends that the normal operating oil temperature be between 100°-200°F. The following table contains the oil type and minimum operating temperature. Oil Type Minimum Operating Temperature Standard JDM J20C oil -10°F Low viscosity JDM J20D oil -40°F Hydraulic Oil Recommendations Standard Viscosity oil Low Viscosity oil J20C J20D -3°F Minimum Cold Start Temperature -34°F Minimum Cold Start Temperature +106°F Minimum Operating Temperature +86°F Minimum Operating Temperature +170°F Maximum Operating Temperature +140°F Maximum Operating Temperature +205°F Maximum Short Term Temperature +178°F Maximum Short Term Temperature Accumulator Pressure Specifications Pre-charge PSI Test Port Low accumulator PSI on message bar warning will go off at: 1600 ATP (main hydraulic manifold) Full Charge 2350 ATP (main hydraulic manifold) Recharge 1700 ATP (main hydraulic manifold) Nitrogen Pre-charge Specification PSI Testing Parameters CAUTION: Relieve hydraulic pressure and shut engine off prior to testing/charging. Pre-charge @ 30 degrees F 400 Fill valve on top of accumulator Pre-charge @ 70 degrees F 435 Fill valve on top of accumulator Pre-charge @ 100 degrees F 460 Fill valve on top of accumulator Tire Specifications NOTE: Tire air pressure for non-original equipment tires should follow the tire manufacturer's specifications. Original Equipment Tire PSI Michelin 14.00 R 24 XKA 130 Bridgestone 14.00 R 24 VCH 130 8-3 Torque Specifications Component Model Item or Fastener Torque Engine Cummins OSB Cummins QSC Oil filter Hand tighten ¾ turn after gasket contact Oil drain plug Steel oil pan M18 Metric Thread 44 ft./lb. M22 Metric Thread 59 ft./lb. Cast aluminum oil pan M22 Metric Thread 44 ft./lb. Drive Axles All Series Oil drain plugs 35 ft./lb. Rail Wheel Assembly All Series Rail wheel retainer nut (Inner) 100 ft./lb. to seat bearings 50 ft./lb. final torque Rail wheel second retainer nut (outer) 35-45 ft./lb. Spindle to rail arm mounting bolts 80 ft./lb. (Loctite 721) Pump compensator pressure adjusting screw locknut. 7 ± 1 ft./lb. NOTE: Reinstall protective cap Pressure filter Hand tighten ¾ turn after gasket contact Rail Wheel Spindle Hydraulic System All Series Transmission Funk DF150/250 ZF 160/210 Oil filter Hand tighten ¾ turn after gasket contact Vehicle Brake System All series Cylinder cap 75 ft./lbs. End plate bolts 165-210 ft./lbs. Use Loctite 271 or equivalent on bolt threads. Bleeder screws 100-120 in./lbs. Drive Wheel lug nuts 475 ft./lbs. Drive Wheels All Series 8-4 Chapter 9 Glossary Term Description Air Brake Hose The flexible connection between the brake pipes of cars and railcar movers. Air Compressor A power driven air pump which supplies compressed air pressure for the operation of the railcar air brakes. Air Gauge (Air Brake) The instrument which indicates the amount of air pressure in the reservoirs or brake pipe. AAR Association of American Railroads Brake Cylinder Cylinder containing a piston which is forced outward by compressed air to apply the railcar brakes. When air pressure is released it returns to its normal position by a releasing spring coiled around the piston rod inside the cylinder. Brake Shaft (Hand Brake) A shaft on which the chain is wound and by which the power of a hand brake is applied to the wheels. Brake Wheel An iron wheel attached to the upper end of the brake shaft which is manually turned to apply the railcar brakes. Consist The make-up of a freight train by types of cars and their contents. Coupler An appliance for connecting cars together. Government regulations require that these devices must couple automatically by impact and must be uncoupled without going between railcars. Knuckle Lock The block that drops into position when the knuckle closes and holds it in place, preventing uncoupling. Coupler Lock Lift The part of the mechanism rod, which in moving lifts the knuckle lock so the knuckle can open inside the coupler head which is moved by the uncoupling. DPF Diesel Particulate Filter – filter on the Tier 4 engines equipped with electronic emission controls. Emergency Application A quick reduction of brake pipe pressure made when a consist must be stopped in the minimum distance possible. An emergency application may also occur when a brake pipe connection is broken, or when brake pipe hose connections between railcars are disconnected. Emergency Brake Valve The valve for applying the train brakes in an emergency. It is connected to the brake pipe by a branch pipe and operated by releasing the brake pipe air pressure into the atmosphere. Emergency Reservoir A part of the air brake system that provides quick recharge, graduate release, and high emergency cylinder pressure. Flagman The brakeman assigned to duties at the rear end of the train. Flat Wheel A railcar wheel that has flat spots on the tread of the wheel, usually from sliding the rail wheel and not releasing the hand brake. Full Service An application of the brakes resulting from a reduction in brake pipe pressure at a 9-1 Term Description Application service rate until maximum brake cylinder pressure is developed. Gage of Track The distance between the heads of the rails, measured at a point 5/8 inch below the top of the rails. Standard gage is 56 and 1/2 inches. Glad hand The metal attachments to which the train line air hoses connect. Gradient (Brake Pipe) The difference in brake pipe pressure between the front and rear of the train. It is the direct result of leakage or train line obstruction. Ground man/ Ground Person The ground man is the person in charge of all movement on the rail. He is also responsible for rail switches, derails, chocks, and switch positions. Hand Brake The brake apparatus used to manually apply the brakes on a railcar. Knuckle The pivoting hook like casting that fits into the head of a coupler and rotates around a vertical pin to either the open position or closed position. Knuckle Pin The pin holding the knuckle in the jaws of the coupler. Load Limit The maximum load in pounds which the car is designed to carry. Main Reservoir (Air Brake) A tank on the railcar mover for storing the main air supply for charging air to the railcars for movement. Narrow Gage When the distance between the heads of the rails is less than 56 and 1/2 inches. On the Ground On the ties, not on the rails, as a derailed train. Pivot Pin (Coupler) Another name for knuckle pin. It is called this because the knuckle, when opening, swings about the pin as a pivot. Power Switch A remote-controlled switch. Pull the Pin Uncouple a car or cars by pulling up on the uncoupling lever. Rail A length of track, usually 39 feet long. Reduced Speed A speed that will permit stopping short of a train or obstruction. Release Rod A small iron rod generally located at the side of a car for the purpose of operating the air brake release valve. Release Valve (Air Brake) A valve attached to the auxiliary reservoir for reducing the air pressure when the railcar mover is detached as to release the air brakes. Restricted Speed A speed that will permit stopping safely, watching for obstructions, switches not properly lined or broken rail. Sanders Devices operated by air for applying sand to the rail in front of or behind the drive tires. Service Application A reduction of air pressure in the brake pipe at a rate that will produce an application of the train brakes and a gradual speed reduction. String Two or more railcars coupled together. Switch A connection between two lines of track to permit railcars to pass from one track to another. Switch lock A fastener used to secure the switch or derail stand in place. Switch Stand A device/location where a switch is thrown, locked, and its position indicated. Switching To move railcars from one place to another within a defined territory. 9-2 Term Description Track The space between the rails and space of not less than four feet outside of each rail. Truck A term for the complete wheeled railcar assembly which supports the car body at the end. Wheel Flange The projecting edge or rim on the circumference of a car wheel to keep it on the rail. 9-3 Chapter 10 Daily Inspection Before operating the Shuttlewagon perform a daily inspection using the Daily Inspection Checklist. NOTE: Only operate the machine if you have been trained and certified to operate it. This section contains a Daily Inspection Checklist that should be copied and used for daily inspections. Performing daily inspections is a requirement and an important part of maintaining the Shuttlewagon. In the area provided on the Daily Inspection Checklist, make note of any problems found and report them immediately. 10-1 Navigator Series Daily Inspection Equipment ID # Employee ID # DATE SHIFT Engine Hour Meter Reading ITEM # Location Engine ON / OFF DESCRIPTION 1 Ground Off Tire Inflation / Condition (4) 2 Ground Off Lug Nuts (12 ea. Wheel) 3 Ground Off Drain Air Tanks (3 points) 4 Ground Off Train Brake Lines & Seals (2) 5 Ground Off Train Brake Ball Valve Closed (2) 6 Ground Off Lubricate Coupler Slide Base (2) 7 Ground Off Lubricate Coupler Knuckle (2) 8 Ground Off Filled & Functional Sander Boxes (4) 9 Ground Off Wheel Flange Lubricators (8) 10 Ground Off Condition of Batteries & Cables 11 Ground Off Headlights & Brake Lights (4) 12 Ground Off Work Lights & Strobe Lights (2) 13 Ground Off Brake Fluid Level 14 Platform Off Engine Oil Level 15 Platform Off Engine Coolant Level 16 Platform Off Hydraulic Fluid Level 17 Platform Off Windshield Washer Fluid Level 18 Platform Off Radiator Hose Conditions 19 Platform Off Air Cleaner Indicator 20 Platform On Transmission Fluid Level 21 Platform Off Drive Belt Conditions 22 Cab On Seat Belt Functional 23 Cab On Windshield Wipers 24 Cab On Back Up Arm /Gear Shifts 25 Cab On Steering Function 26 Cab On Gauge Screen Readings 27 28 Cab Cab On On 29 30 Cab Cab On On Air Pressure Train, Vehicle, & Parking Brakes Working Mirrors (2-4) Air Horn Yes No *** IN ADDITION TO THESE ITEMS, LUBRICATE ALL GREASE POINTS AND LISTEN / LOOK FOR ANY LEAKS *** Comments: Commander Series Daily Inspection Operator ID:________________________________Date/Shift:________________Hour Meter:___________ ITEM # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21* 22* 23 24 25* 26 27 28* 29 30 31* Location Ground Ground Ground Ground Ground Ground Ground Engine ON / OFF Off Off Off Off Off Off Off Ground Ground Ground Ground Ground Ground Platform Platform Platform Platform Platform Platform Platform Platform Cab Cab Cab Cab Cab Cab Cab Cab Cab Cab Off Off Off Off Off Off Off Off Off Off Off Off On On On On On On On On On On On On DESCRIPTION Proper Tire Inflation/Condition (4) Lug Nuts Secure (per each wheel) Drain Air Tanks (4 points) Train Brake Hoses & Seals (2) Train Brake Ball Valves Closed (2) LUBRICATE Coupler Slide Base (2) Lubricate Coupler Knuckles (2) Filled & Functional Sander Boxes (4) Wheel Flange Lubricators (4) Condition of Batteries & Cables Headlights (4) & Brake Lights (4) Work Lights & Strobe Lights Brake Fluid Level Engine Oil Level Engine Coolant Level Hydraulic Fluid Level Windshield Washer Fluid Level Belt/Hose Conditions Air Cleaner Indicator Look & Listen for Leaks Transmission Fluid Level Seat Belt Functional Windshield Wipers Back Up Alarm/Gear Shifts Steering Straight Ahead Function Console Display Air Pressure Readings Vehicle & Parking Brakes Train Brake & TB E-Stop Mirrors/Windows Clean Air Horn *** DO THE GREASE POINTS ON THE MACHINE NEED LUBRICATED? *** Comments: OK No 24 15 19 26 28* 18 29 DF TRANS 21* 20 23 31* 27 14 In-Cab Console View Passenger Side Engine View 16 1 13 2 ZF TRANS 21* 3 17 Driver Side Engine View Passenger Side View 30 10 5 11 12 7 8 9 6 4 Rear View Driver Side View ** ADDITITIONAL NOTES / COMMENTS ** #21* - Transmission Dipstick found on opposite side of engine compartment, depending on transmission type. See images above for locations. #22 – Seat Belts can be found on each mounted seat inside the cab, where the seat base and seat back come together. #25 – Steering straight ahead is checked by turning the steering wheel & watching the indicator box turn red/green in the ‘R/R’ screen on the display. #28* – Vehicle brakes are located both on the console and on the floor. Be sure to check both locations for proper function. #31* – The horn can be operated in two locations, on the console and on the steering column. Be sure to check both locations for proper function.