CAT Unit Rig Mining Truck Equipped with High Productivity Cab Operator's Manual BI007392 - PDF

OPERATOR’S MANUAL

UNIT RIG TRUCKS EQUIPPED WITH HIGH PRODUCTIVITY CAB

http://www.cat.com August 2013

OPERATOR’S MANUAL UNIT RIG TRUCKS EQUIPPED WITH HIGH PRODUCTIVITY CAB

http://www.cat.com August, 2013

INTRODUCTION The purpose of this manual is to provide a safe, logical sequence of events for inspecting and operating a Unit Rig MT Series rear dump truck equipped with an AC drive system and the Unit Rig High Productivity Cab. For the convenience of the operators, information is provided for both standard and optionally equipped trucks. This information can be disregarded if not applicable.

Before attempting to operate the truck, personnel must become familiar with systems and component operation. They must be trained in the proper operation of the truck and instructed on all guidelines and regulations in force in the area of the mine. Good safe practices should be followed in a common sense way.

The drawings in this manual do not necessarily reflect all vehicle configurations.

The information in this manual does not attempt to cover all details or variations in equipment nor to provide for every possible contingency to be met in connection with the inspection and safe operation of a truck.

If there is any information in this manual that is not clear or that you believe needs to be addressed, please feel free to contact your local Unit Rig representative at any time or contact the company directly at the address on the back cover.

Safety and informational highlights used in this manual include:

This symbol means your safety is involved! Read, understand and follow all Danger, Warning, and Caution decals on your machine and instructions in this manual. ii

The signal word DANGER indicates an imminent hazard situation which, if not avoided, will result in death or serious injury.

The signal word WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury.

The signal word CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate injury. It may also be used to alert against unsafe practices.

The signal words IMPORTANT and NOTE indicate operations, conditions, or specific information of sufficient importance to call for additional specific instructions or information.

SAFE POSITION DEFINITION A SAFE POSITION is defined as: 1. The truck front or rear wheels must be driven into a ditch, or straddling a berm.

Or 2. The truck must be driven against a berm or a bank.

Or 3. Chocks must be placed in both front and behind the wheels, and must be sufficient to hold the truck on the grade it is parked.

The truck will be in a SAFE POSITION if these practices are followed, and the truck will not move if the brakes are released.

iii

TABLE OF CONTENTS SECTION

PAGE

1. DESCRIPTION 2. SAFETY 3. INDICATORS, GAUGES & CONTROLS 4. PRE-OPERATIONAL INSPECTION 5. ENGINE STARTING CHECKS 6. OPERATION

1-1 2-1 3-1 4-1 5-1 6-1

iv

SECTION 1 DESCRIPTION The Unit Rig truck is a heavy-duty, large-capacity haulage truck specifically designed for the open pit mining industry. The large payloads that can be carried make this an efficient means of transporting material from one point to another in a mine or similar off-highway haulage operation.

Propulsion for the truck is supplied by either “diesel-electric” or “trolley assist” depending on the mode of operation available and selected. The operating principal of both is to supply a regulated source of dc voltage and current to the wheelmotors, which convert this energy into a mechanical form through a self contained traction motor and planetary gear drive system which is directly mounted to the rear dual tire assemblies.

In the “diesel-electric” mode, an alternator (or generator), directly coupled to a turbo-charged diesel engine, supplies the basic electrical energy. A primarily solid state control system regulates the power output based on a number of operating factors (including such items as vehicle and engine speed, demand requirements, and engine power available).

In the “trolley assisted” operating mode, the electrical power supply is automatically switched to an external source. Wayside equipment typically is used to rectify and regulate the incoming power and transmit it through overhead cables (or similar devices) on the haul roads. Truck mounted collectors (typically pantograph or pole assemblies) with attached mechanical/electrical connectors, transfer this energy from the cables to the on-board electrical propulsion control circuitry, an integrated semi-solid state system similar in function to that controlling “diesel-electric” operation.

NOTE: During trolley assisted operation the normal diesel-electric supply system is not operating.

In normal operation, the truck’s speed on downgrades and slowing for normal stopping is controlled by an electrical dynamic retarding system. When this system is activated, the wheelmotors function as generators and convert truck’s kinetic energy (force keeping the truck moving) into electrical energy. This electrical energy is dissipated as heat through a series of air-cooled resistors.

For further explanation of the dynamic retarding system, refer to Section 6 Operation of this manual.

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NOTE: The amount of retarding effort available is directly related to the speed of the truck. This amount increases as the truck speed increases until the system’s maximum is reached (normally at approximately 15 to 18 mph (24 to 29 km/hr)).

Above this speed the amount of retarding effort available reduces as the speed continues to increase. However, the amount of dynamic retarding required to control the truck will continue to increase throughout the entire operating range.

This creates a range or limits within which the truck should be operated that will vary with truck load, speed, electrical propulsion system, and the grade involved. Operation at speeds in excess of these limits will mean that sufficient retarding effort may not be available to control the truck without the assistance of the friction brakes. Information on how to determine this safe operating range is contained in Section 6 - Operation of this manual, but always check with the appropriate mine personnel for these speeds in particular areas of your mine.

For slow speed stopping, in emergencies (at any speed), and short term parking (operator remains in cab with engine running), the friction brake system is used.

This system functions in a manner similar to automotive brakes and allows the vehicle to be brought to a complete stop. These brakes are not intended for use in normal operation at high speeds - except in emergencies. Use at high speeds may result in the generation of excess heat which will reduce the effectiveness of the brakes (should they be required in an emergency) and increased wear on the system’s components.

A separate mechanical parking brake system is provided for long term parking (operator leaves cab or the engine is not running). This system mechanically locks the rear brakes and must be applied only when the truck is completely stopped. It is strongly recommended and essential to the safety of the operator and the equipment that the truck is parked in a SAFE POSITION and the Park Brake is applied prior to the operator leaving the cab.

The truck (and bottom dump tractor) is suspended at all tire locations by struts that use a combination of light weight oil and nitrogen gas. Each of the suspension assemblies contain integral rebound provisions to dampen movement resulting from the suspensions absorbing a shock.

Many of the controls on the truck are electrically, hydraulically or in some cases pneumatically operated or assisted. Electrical energy is provided by a 24 volt battery system, with the charge maintained by a separate engine mounted battery charging alternator. Pressurized fluid for the hydraulic system 1-2

is obtained from tandem or triple-mounted pumps driven directly from the main traction alternator/generator. Note on trucks equipped with a pneumatic system, pressurized air is furnished by an engine-mounted air compressor and is routed to the main air storage tank for distribution to the various other systems. Detailed descriptions and explanations of the operation are available in the Mechanical Maintenance manuals for the specific trucks.

The operator’s control cab is equipped with the controls and indicators necessary to provide efficient, reliable operation of the vehicle. The simplicity of the dieselelectric system operation reduced the main controls to a steering wheel, throttle, dynamic retarding, brake pedal, shifter, (forward, neutral, and reverse), and dump controller lever. The function of each indicator, gauge, and control in the cab is discussed in detail in Section 3 - Indicators, Gauges and Controls of this manual.

1-3

1-4

SECTION 2 SAFETY GENERAL Safety should be the primary concern of the operator. The operator should always exercise caution and good judgment to avoid injury and damage to equipment. The operator should become familiar with all safety information.

There are a number of hazard decals on each truck identifying areas of potential hazards. If any of these decals are missing, they should be replaced immediately. Refer to Figure 1 for typical location and identification.

NOTE: Exact wording and location may vary between models and equipment supplied. If there is any doubt as to its meaning, contact the appropriate mine personnel or your local Unit Rig representative.

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FIGURE 1 - TYPICAL SAFETY DECALS 2-2

FIGURE 1 - CONTINUED 2-3

FIGURE 1 - CONTINUED 2-4

It is important that all operators have read and understand the contents of this operator’s manual before they begin operation of the truck. If questions remain, they should be discussed with the appropriate mine personnel and/or Unit Rig representative.

FIGURE 2 - HAZARD DECALS 2-5

FIGURE 2 - CONTINUED 2-6

FIGURE 2 - CONTINUED 2-7

FIGURE 2 - CONTINUED 2-8

FIGURE 2 - CONTINUED 2-9

Handrails are provided to assist in improving the ascending and descending of the access ladders. Always use the rails for support whenever using the ladder to reduce the potential of falling.

Item 2 not used.

The electrical propulsion system utilizes high voltage and current levels to efficiently transmit power to the electric wheelmotors. Extreme care should be exercised when working in the designated areas, particularly if the engine is operating.

The cooling system is of automotive type design and operates under pressure when hot. The radiator cap and related controlling assemblies are designed to regulate and maintain this pressure. Extra care must be taken when loosening or removing the cap to prevent the sudden release of pressure and escape of fluid.

This release could injure personnel through contact with the cap or heated fluids.

Proper procedures for removal are included in this manual.

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The engine radiator fan assembly is operating much of the time the engine is operating. On most trucks (equipped with a clutching type fan assembly), the fan many rotate at various speeds depending upon ambient and engine temperature, load, etc. Extra care must be taken when working in this area to prevent the engine from being started and to avoid contact with the moving fan parts when the engine is operating.

As the truck's steering wheel is turned, the front tire assemblies are caused to move. The movement causes the clearance between the frame and the tire to increase or decrease. Anyone in this area during this steering movement (such as in a shop environment) may be caught and injured. It is imperative that all personnel and equipment be kept from this area when the truck is being steered.

Insert 76600C here as item 7.

The dump body must be secured by safety cable(s) or block whenever raised to access components. Never work on or near a truck when the dump body is raised if not so secured.

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The pressurized air in the tire could be released with explosive force if the rim or tire is improperly secured. Always completely deflate all tires prior to loosening any lug nuts. Also, always install and secure all tire and rim assemblies before re-installing.

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas.

This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the information in the appropriate Unit Rig Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

The nitrogen/oil suspension components are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the suspension prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the information in the appropriate Unit Rig Mechanical Maintenance Manual.

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Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas.

This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the information in the appropriate Unit Rig Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

The accumulators are charged to a high pressure during operation and may maintain this pressure even after the truck is parked and the engine stopped.

Malfunction of the system could release this pressurized oil, injuring personnel and contaminating equipment. Refer to the information in the appropriate Unit Rig Mechanical Maintenance Manual for correct procedures.

The accumulators are charged to a high pressure during operation and may maintain this pressure even after the truck is parked and the engine stopped.

Malfunction of the system could release this pressurized oil, injuring personnel and contaminating equipment. Refer to the information in the appropriate Unit Rig Mechanical Maintenance Manual for correct procedures.

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The accumulators are precharged with dry nitrogen, an inert, non-explosive gas.

This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the appropriate information in the appropriate Unit Rig Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

The driveshaft shield serves several functions: 1. To prevent individuals working near the shaft (as during maintenance or testing) from coming into contact with the rotating shaft.

2. Protect the driveshaft from contact with foreign objects.

3. Protect surrounding equipment from damage if the driveshaft malfunctions.

Never start or operate the truck without this important shield in place.

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas.

This precharge pressure may be released with explosive force if not totally ex2-14

hausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the appropriate information in the appropriated Unit Rig Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

The shunts are electrical devices used in the high voltage and current electrical system to assist in the measuring and proper monitoring of the operation of the truck's propulsion and retarding systems. During some testing, a shunt is moved between insulators to assist in this testing. To properly allow the wires and the shunt to conduct the high currents and voltages, good tight connections are essential.

Power is required to shift the valve to and from the detented Apply and Release positions. Moving the battery isolation switch to the Off position before applying the park brakes (releasing the pressure holding the calipers released) removes this power and prevents the application of the park brake system. Without this mechanically applied hydraulically released system, loss of pressure in the other friction brake systems on the truck (through manual release or internal bypassing, particularly when the engine is off) removes or releases any brake securing the truck. It is then free to roll.

This re-emphasizes the importance of placing the truck in a SAFE POSITION so that it cannot move, even if all brake systems are released, prior to performing any work on the truck, even as elementary as switching off the electrical power with the Battery Isolation Switch. The additional securing of the truck with the park brake system applied prior to switching the Battery Isolation Switch Off, 2-15

serves to increase the safety of the situation.

Items 19 through 25 not used.

A battery disconnect or isolation system has been incorporated that isolates the truck’s 24 Volt electrical system by interrupting the battery ground circuits. The “TX” terminals are common junction points of battery grounds. Connection of other circuits (especially if they are grounds) may adversely affect the operation of the isolation system and leave circuits closed or potentially energized. The different decals reflect the different wiring configurations in use.

The dump system is designed so that the dump control valve should be in the “Float” position at all times the dump body is not raised. In this configuration, the flow from the dump pump(s) and the dump cylinders is routed directly back to the hydraulic reservoir. This reduces system circulating pressures and also prevents 2-16

the cylinders and mounts from carrying any of the load, except when actually dumping. On trucks equipped with hydraulic oil cooler assemblies, the oil is directed through the cooler only when the dump control pilot valve is in the “Float” position.

The large red Capacitor Charged (Indicator) Lights (CCL) in and on the electrical system control cabinet on trucks equipped with GE AC drive systems, is lighted whenever there is high voltage in the truck’ propulsion or dynamic retarding system. The indicator lights when there is 50 Vdc or more in the DC Link portion of the system.

DO NOT open the doors or touch any terminals or components when either of the indicators is lighted. Wait until the indicators turn off and then check with a meter to ensure that no voltage remains in the circuit.

Item 31 not used.

The AC Drive Systems operate at high voltage and contain components that may retain this high voltage level for some time even after the truck is stopped and/or parked. Typically indicator lights are provided to monitor when these charge level are present, but care must be take even if they are not lit.

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The instructions on this decal outline the proper procedures for monitoring, testing, and discharging the electrical charge that remains in the components on the GE AC drive systems. These steps must be followed before any attempt to access the controls system areas.

WEARING APPAREL It is recommended that all operators wear appropriate safety hard hat, safety glasses, and approved safety shoes when operating or servicing the truck. Always follow the specific requirements of the mine.

SEAT BELT Fasten seat belts before putting the truck in motion. This is true for both the operator and anyone riding in the observer’s seat.

OPERATING AREA FAMILIARIZATION Be familiar with the area in which the truck is to be operated. Be aware of any road construction or hazards that may be present.

Be observant of the entire situation. Note the location of power cables and “bridges” over or under them, the position of the shovel or other loading equipment, and other details of importance.

Never drive over unprotected electrical power cables or raise the body in the vicinity of overhead power cables.

Be familiar with and understand the signalman's hand signals and instructions when operating the truck.

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Be familiar with and understand the precautions and regulations at all locations.

Always follow all safety guidelines and operating rules of the mine.

VISIBILITY Good visibility is important to safe truck operation. Before the truck is placed into service, clean the windshield, mirrors and headlights, and check the windshield wipers for proper operation.

TRUCK SPEED The safe speed at which the truck should be driven is determined by the road and weather conditions, in addition to the truck load. Under adverse weather conditions, exercise extreme care and drive at reduced speeds. Observe speed limits posted or listed by the mine for particular areas.

A general rule is to never approach a downgrade at a speed in excess of 15 mph (24 km/hr). Always apply the Dynamic Retarding pedal prior to reaching the crest of the hill and use it to control the truck's speed while descending. Maintain a safe speed that does not require the use of all available dynamic retarding capabilities. This will provide a margin of safety for emergencies.

PARKING There are two basic modes of parking the truck; short-term (operator remains in the truck cab) and long-term (operator leaves the truck unattended).

Short-term parking involves using the truck's friction brake system to prevent the truck from moving. In the event of an equipment malfunction, the operator can still control the truck, since he remains in the cab with the engine running.

Long-term parking, however, involves much more than this. Since the truck will be left unattended, it should be parked in a SAFE POSITION - one in which it cannot be moved, even if the truck's brakes are released. This involves using chocks, ditches, or berms - anything that will prevent the accidental movement of the truck, and applying the Park Brakes.

Refer to Section 6 - Operation for detailed instructions for both types of parking.

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IMPORTANT POINTS TO REMEMBER WHEN OPERATING ON THE TROLLEY ASSIST PROPULSION SYSTEM 1. Whenever the truck is connected to the overhead power conductors, do not get on or off the truck and do not allow anyone or anything to come in contact with the truck. All personnel must remain in the cab whenever operating on trolley assist.

2. Always operate with the Trolley Master Control switch in the Diesel power position unless actually approaching or operating on the trolley system.

3. Always verify that the trolley collector equipment is in its stowed position when the Trolley Master Control switch is in the Diesel position.

4. Always completely re-sequence the truck (as described in Section 6 - Operation) if the truck stops or slows to a speed less than the slowest preset speed level.

5. Always keep the Throttle pedal depressed and the Shifter in the F (Forward) position when operating on the trolley power.

6. Always discontinue trolley operation and take the appropriate corrective actions any time that a problem is indicated.

2-20

There is danger of tire explosion due to fire/excessive heat in the wheel/tire area.

Whenever smell of burning rubber or excessively hot brakes is detected on the truck, there could be a distinct possibility of the danger of a tire explosion. It could also occur when fire on the truck reaches the tire and wheel area. Under such conditions DO NOT APPROACH THE TRUCK OR ENTER THE DANGER AREA (See Figure above). Move the truck to a remote area only if it can be done without endangering the operator or other personnel in the area.

Stay at least 500 feet (150 meters) away from the tread area and 1500 feet (460 meters) from the tire sidewall. If it is absolutely necessary to reach the suspect tire, approach from the front or the back of the truck and use a large bulldozer blade as shield in front. If there is evidence of brake fire or smell of burning rubber, do not go near the truck. Fight these fires from a distant remote location.

Do not rush to the truck with hand-held fire extinguisher in an effort to control the blaze. Allow at least eight hours for the tire to cool before approaching the truck.

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2-22

SECTION 3 INDICATORS, GAUGES AND CONTROLS Unit Rig trucks are equipped with indicators, gauges, and controls to permit safe operation and enable the driver to monitor the condition of the truck systems.

NOTE: Both standard and optional equipment is shown. Disregard those items not applicable.

Before operating the truck, operators should be able to identify each indicator, gauge, and control, and understand its function.

NOTE: Items are listed in the most common location, typical on current products.

Some items may vary in location, depending on the vehicle and its particular configuration.

The warning indicators light when a condition exists that may result in a serious problem affecting truck operation. If any of the indicator lights come on which are listed as critical enough to warrant doing so, stop the truck immediately and park in a SAFE POSITION. Get help. Before attempting to move the truck, investigate the cause of the warning indication and correct. The engine should be shutdown (or operated as instructed by the engine manufacturer).

3-1

Figure 1 - Typical Cab Lay-out

KEY

13543

1.

2.

3.

4.

5.

6.

SEAT ADJUSTMENT CONTROLS DUMP CONTROLLER LEVER DIMMER SWITCH BRAKE PEDAL DYNAMIC RETARDER PEDAL THROTTLE PEDAL

12.

13.

14.

15.

16.

17.

HEAT AND AIR CONDITIONER CONTROLS SHIFTER LIGHT SWITCHES LOAD BRAKE SWITCH RETARD SPEED CONTROL AIR CLEANER RESTRICTON INDICATOR

7.

8.

9.

10.

11.

ENGINE START/STOP SWITCH STEERING WHEEL WIPER CONTROL PARK BRAKE HAND BRAKE

18.

19.

20.

21.

22.

UNIT RIG WEIGH SYSTEM MANUAL POWER SUPPLY GAUGES INDICATORS LIGHTS MISCELLANEOUS SWITCHES

3-2

NOTE: In these trucks, the following symbols are used to indicate basic operating conditions:

On

Off

Slower

Faster

INDICATORS For each of the following items, a simple illustration of the item and the corresponding nameplate or symbol will be included.

The AIR AFTERCOOLER HEATER indicator monitors the operation of the heater in the air aftercooler drain. The indicator lights only if the heater is not operating properly.

The AIR CLEANER SERVICE indicator indicates the service requirements of the air cleaner element. Under normal operating conditions, the green band is exposed in the indicator. Should the filter element become sufficiently restricted to adversely affect performance, a red band will appear and remain in place until the element is serviced and the indicator reset.

3-3

The AIR DRYER HEATER ON indicator lights when the heater in the moisture drain on the air dryer is operating.

The (LOW) AIR PRESSURE indicator lights when the pressure in the truck's pneumatic system is below normal operating levels.

The AUTO LUBE indicator lights when the pump system on the trucks automatic lubrication system is operating.

The (LOW) BATTERY VOLTAGE indicator lights to indicate a low level of charge in the truck's 24 volt batteries.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

Low battery voltage may result in improper operation of the trucks traction drive system, in the form of lost propulsion and/or dynamic retarding.

3-4

The (LOW) BLOWER PRESSURE or the BLOWER OFF indicator lights when the electrical system cooling blower does not supply a sufficient amount of air flow to maintain proper system component cooling.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The BRAKE DRAG indicator lights when residual pressure exists in the brake system that will not allow the front and/or rear brakes to completely release. Operation with the brakes partially applied will generate excessive heat. This will result in reduced braking effectiveness during normal service, and will also reduce brake component life.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The BRAKE ON indicator lights whenever the trucks friction brake system has been actuated.

The (LOW) BRAKE PRESSURE indicator lights when the accumulators for the hydraulic brake system pressure drop below a preset level. If equipped with the 3-5

added feature, automatic application of the brakes begins if the pressure continues to decrease.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The CHECK ENGINE indicator lights when a condition is monitored within the engine which warrant checking by trained technicians at the earliest possible time to minimize the possibility of the problem worsening and causing damage. If the indicator lights, follow standard mine procedure for these indications.

The COOLANT FLOW indicator lights when circulation in the coolant system has been interrupted.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The (LOW) COOLANT LEVEL indicator lights when the coolant level in the engine radiator is below the normal operating level.

3-6

The COOLANT (WATER) TEMPERATURE indicator lights to indicate an abnormally high engine coolant temperature.

The DUMP BODY UP indicator lights whenever the dump body is raised from its resting position on the frame. The truck should only be moved with the dump body fully down, and the Dump Controller lever in the Float position.

NOTE: On some trucks this indicator is interconnected to an interlock which prevents propulsion with the dump body raised. An override provision may be included to allow small amounts of movement.

The DYNAMIC RETARDING indicator lights when the dynamic retarding system has been activated.

The ELECTRICAL SYSTEM FAULT indicator lights when a fault occurs in the electrical power/control system. Should this occur, the truck will lose propulsion power, but not dynamic retarding. Manual resetting, by depressing the cab mounted SYSTEM RESET switch or using the electrical control box Reset Button, is required to restore power.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

3-7

The (LOW ENGINE) OIL LEVEL indicator lights to indicate that the level of oil in the engine crankcase is below the level recommended for operation.

The (LOW) ENGINE OIL PRESSURE indicator lights when the engine oil pressure is below safe operating limits.

The ENGINE OIL TEMPERATURE indicator lights when the temperature of the oil in the crankcase exceeds preset safe operating limits.

The (LOW) FUEL LEVEL indicator lights to indicate a low fuel level in the fuel tank(s).

The FUEL PREFILTER (WATER LEVEL) indicator lights when the amount of water and other contaminants collected in the fuel prefilter assembly reaches a preset level. If the indicator lights, follow standard mine procedure for these indications.

3-8

The GRID PROTECTION indicator lights when a problem is monitored in the grid notching system in the trolley assist propulsion system. If this indicator lights trolley power is disconnected and returned to the diesel mode.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The GROUND FAULT indicator lights to indicate that a malfunction exists somewhere in the trucks electrical propulsion circuitry. Should this occur, the truck will lose propulsion power, but not dynamic retarding. Manual resetting is required to restore power.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The HEATED MIRROR indicator monitors the operation of the heating function on available mirror assemblies having this extra feature.

The HIGH BEAM indicator lights whenever the high beam headlights are on.

3-9

The HOPPER DOORS CLOSED, HOPPER DOORS OPEN and HOPPER DOORS PARTIALLY OPEN indicators light to indicate the relative position of the hopper doors on "bottom dump" style trucks.

The HYDRAULIC FILTER BYPASSING indicator lights when the pressure differential in one or more of the individual hydraulic filters is sufficient to cause the internal bypass valve to open. This allows the oil to bypass the filter element and receive no filtration. Continued operation of the truck in this condition could result in component contamination and eventually in component malfunction.

NOTE: In some operating conditions (e.g. cold weather start up and operation) this indicator light may remain on for a short period of time after starting (until the oil warm up to near normal operating temperature). Check with mine or Unit Rig personnel for additional information.

The (LOW) HYDRAULIC OIL LEVEL indicator lights to indicate when the oil level in the truck’s hydraulic oil reservoir or tank is below the desired low level limit.

Should this indicator light with the dump body rising, stop the dumping cycle, lower the body to the frame and determine the cause before continuing.

Should this indicator light with the dump body down, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

3-10

The HYDRAULIC OIL TEMPERATURE indicator lights when hydraulic oil temperature exceeds recommended operating levels. ! CAUTION Continued operation with hot hydraulic oil may result in component damage and corresponding system malfunctions.

The LEAKAGE CURRENT indicator lights when a possible ground path or short is monitored between the trolley assist propulsion system and the truck chassis and/or ground. Trolley assist propulsion is immediately disabled and the truck switched to the diesel mode.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The LOW PRESSURE FIRE DETECTION indicator lights when the automatic fire suppression system has been actuated.

NOTE: In case of fire, trucks equipped with automatic fire suppression systems will automatically actuate. Follow the approved mine procedure. If the indication is a result of an equipment malfunction, have the system deactivated as soon as possible to prevent accidental system discharge, the problem corrected, then the system reactivated.

3-11

The LOW STEERING PRESSURE indicator lights to indicate an unusually low pressure condition in the steering system.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

Accumulators normally supply the auxiliary steering system if the normal supply system is disrupted. On trucks equipped with the electrically powered manual supply system, it should automatically begin operation as soon as the indicator lights. Pull up the Manual Supply System switch to ensure operation as needed while stopping the truck. Depress switch button to deactivate the system as soon as the truck is safely parked. This will prevent unnecessary drain on the truck's batteries.

The LOW TIRE PRESSURE indicator lights to indicate that a tire on the truck has a low air pressure reading. This indicator is only on trucks with the automatic tire pressure maintenance system.

The (ENGINE) OIL FILTER DIFFERENTIAL indicator lights when the pressure differential in one or more of the individual engine lubricating oil filters is sufficient to cause the internal bypass valve to open. This allows the oil to bypass the filter element and receive no filtration. Continued operation of the truck in this condition could result in component contamination and eventually in component malfunction.

3-12

The OVERSPEED indicator lights whenever the truck is in automatic overspeed retarding. The speed that this retarding begins is preset into the electrical controls for the propulsion/retarding system, and can be set to any specified speed.

Depressing the PRESS TO TEST or LAMP CHECK button with the Master Switch On will cause the indicator lights, excluding certain specifically designated functions such as AID, to light. If any bulb fails to light, correct the problem prior to placing the truck into operation.

The READY FOR TROLLEY indicator lights when the trolley assist mode has been selected by the operator but the control circuitry has not yet been switched to provide propulsion power from the overhead power conductors.

The RETARD SPEED CONTROL indicator lights when this portion of the truck’s propulsion and retarding system is activated. For detailed information on this system, refer to the instructions in Section 6 - Operation.

On many trucks equipped with retractable access ladder assemblies, this indi3-13

cator lights when the ladder is in the extended or lowered position. The truck should not be moved with the ladder down as damage may result.

The STOP ENGINE or ENGINE PROTECTION PROPULSION CUTOUT OVERRIDE indicator lights when a condition within the engine is monitored which warrants stopping the engine immediately. Should the indicator light, the truck will lose propulsion power, but not dynamic retarding. If continued movement of the truck is desired (e.g. to find a safe a parking location) depress and hold the Stop Engine or equivalent Override button.

NOTE: Continued operation of the engine may result in damage to it and its systems.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately and stop the engine. Get help. Do not move the truck until the problem has been identified and corrected.

The TROLLEY SPEED indicators monitor the speed level the truck is operating on while in the trolley assist propulsion mode - the lower the number lighted the slower the speed.

NOTE: The speeds are preset and cannot be adjusted. The speed range selection is controlled by the Trolley Master Control switch.

The TROLLEY POWER indicator lights when the electrical control system has completely switched and the truck is receiving its propulsion power from the overhead trolley power conductors.

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The TURN SIGNAL indicator flash to indicate the truck's corresponding turn signal is flashing. The lights also flash to indicate operation of the emergency warning flasher system.

The WHEELMOTOR TEMPERATURE indicator lights when an excessively high temperature is measured in one or both of the truck's wheelmotors.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

NOTE: If the air flow to the wheelmotors is determined to be okay, it is recommended that the engine continue to run to provide cooling air to the motors to assist in the cooling to normal temperatures.

GAUGES

The AIR CLEANER RESTRICTION gauge indicates the amount of restriction in the air cleaner and induction system, in inches of water. The air cleaner elements should be serviced if the restriction indicated is: 3-15

12 inches (3 kPa) - MTU (396) 20 inches (5 kPa) - Detroit Diesel 25 inches (6 kPa) – Caterpillar or Cummins

The AMMETER indicates the rate of charge in the 24 volt battery charging alternator system in amperes. This gauge should always indicate a plus or positive reading when the truck's engine is at operating speeds.

The COOLANT (WATER) TEMPERATURE gauge indicates the temperature of the engine coolant. Depending upon customer requirements this may be in o F and/or o C, or a series of color coded bands.

If color coded, the pointer should be in the green or operating range at all times the truck is in normal operation. If the gauge indicates true temperature, refer to the engine manufacturer's information for the normal operating pressures.

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The ENGINE OIL TEMPERATURE gauge monitors the temperature of the oil in the engine crankcase.

The FUEL gauge indicates the approximate level of fuel in the fuel tank(s).

The HOURMETER indicates the total number of hours the truck is in operation and operates whenever the Master Switch is On.

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The OIL PRESSURE gauge indicates engine oil pressure. Depending upon customer requirements, this may be in psi and/or kPa or a series of color coded bands.

If color coded, the pointer should be in the green or operating range at all times the truck is in normal operation. If the gauge indicates true pressure, refer to the engine manufacturer's information for the normal operating pressures.

The SPEEDOMETER indicates the truck's speed in miles per hour and/or kilometers per hour.

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The START AIR PRESSURE gauge indicates the air pressure in the trucks main air tank that is available for the engines air start and other pneumatic systems.

Depending upon customer requirements this may be in psi and/or kPa or a series of color coded bands.

If color coded, the pointer should be in the green or operating range at all times the truck is in normal operation. If the gauge indicates true pressure, normal pressure is 115 to 135 psi (790 to 930 kPa).

NOTE: Not provided on trucks without pneumatic systems.

The TACHOMETER indicates the engine speed in rpm. Refer to the appropriate engine manufacturer's information for the proper operating range.

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The VOLTMETER indicates in volts the amount of charge in the 24 volt battery charging alternator system. Normal system voltage is 24 to 27 volts when the engine is at normal operating speed.

Low battery voltage may result in improper operation of the truck's traction drive system, in the form of lost propulsion and/or dynamic retarding.

CONTROLS

The AUTO LUBE ALARM RESET switch resets the available alarm system on the automatic lubrication system stopping the buzzer and re-establishing the monitoring mode.

The AUTO LUBE TEST switch allows for manual testing of the trucks automatic lubrication system.

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The BACK-UP LIGHT switch provides manual operation of the back-up lights.

The lights come on automatically, whenever the Shifter is moved to the REVERSE position.

The DATA STORE switch provides a means of storing desired operating information from the trucks computerized electrical propulsion and retarding system during normal truck operation. Each time the switch is depressed, a preset number of data points are stored in the systems memory. Detailed information on the proper retrieval and use of the information stored is contained in the system’s Maintenance publications.

The DUMP BODY UP OVERRIDE switch allows overriding of the optional interlocks. These interlocks prevent the truck from being driven with the dump body in the raised position.

The ELECTRICAL SYSTEM RESET switch provides the operator with a means of manually resetting the truck’s electrical propulsion and retarding systems from within the cab.

NOTE: There are some conditions that cannot be reset by means of this switch alone. Always follow standard mine instructions and practices before depressing this switch and attempting to propel the truck again.

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The EMERGENCY (ENGINE) KILL switch provides a positive method of stopping the engine immediately if the normal engine shutdown control malfunctions, or if the engine must be stopped suddenly. To operate the system, depress the button or pull the knob (depending upon the type installed).

NOTE: Some trucks have additional controls, typically located on the front bumper assembly and/or the control box area, to allow the engine to shut down from ground level, in case of an emergency. Do not use these controls to stop the engine in normal operation. This control must be manually reset after each use.

The ENGINE ALARM RESET switch manually resets the alarm system on the engine monitoring system stopping the buzzer and re-establishing the monitoring mode.

The ENGINE SHUT DOWN DELAY TIMER provides an automatic means of allowing the engine to cool for a preset amount of time (typically in the range of 5 minutes) at low idle speed before stopping the engine. Detailed instructions are included in Section 6 - Operation.

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The ENGINE STOP/START switch is used to start and stop the engine. Rotating the switch to the Start position engages the starter. When released, the switch rotates to the detented Run position. Rotating to the Stop position stops the engine.

NOTE: On trucks equipped with a momentary stop switch, it must be held in the Stop position until the engine completely stops operating to actually stop the engine. It is then released and will return to the detented center or Run position.

If the switch is released before the engine stops turning, it may begin to operate again. On other trucks the switch is detented to the stop position.

The FLOOD LIGHT switch controls the operation of the floodlight assemblies on windrows and other available accessory flood lights having these extra features.

The FOG LIGHT switch controls the operation of the truck's optional fog lights.

The HAND BRAKE control provides an alternate method of controlling the truck's friction brake system. It is designed to be used as an alternative to the Brake (Foot) Pedal. It is spring loaded to the Release position and is not intended for 3-23

long term parking (operator leaves the truck).

NOTES: 1. An indicator lights when the Hand Brake or the Load Brake is applied. The propulsion controlling circuitry is disabled when the indicator is lit.

2. The Hand Brake or Load Brake must be applied to allow the application or release of the Park Brake.

The HEAD/TAIL LIGHT switch controls the operation of the lights. In the down position, all lights are off; in the center position, the optional marker and tail lights are illuminated; in the up position, the head, tail, and marker lights are all on.

The HEATED MIRROR switch controls the operation of the heating function on available mirror assemblies having this extra feature.

The LEAKAGE CURRENT TEST switch provides a means of testing the circuitry in the trolley assist propulsion system for detecting and reacting to a leakage or ground current. For detailed information refer to the information in instructions on trolley assist system operation in Section 6 - Operation.

The LOAD BRAKE switch provides an electrically actuated method of applying the truck's rear axle or wheelmotor mounted brakes. It is designed for use in 3-24

short term parking (such as while loading or dumping). It is not intended for long term parking (operator leaves the truck).

NOTE: An indicator lights when the Hand Brake or the Load Brake is applied.

The propulsion controlling circuitry is disabled when the indicator is lit.

The MANUAL POWER SUPPLY SYSTEM switch (on trucks so equipped) activates the manual power supply system pump (on trucks so equipped). This pump operates on 24 V dc, supplied directly from the truck's batteries. It supplies hydraulic pressure to the steering and braking systems when needed (such as when towing an inactive truck). An indicator light in the button will be on whenever the pump is operating, even when automatically actuated.

NOTE: Push the Manual Power Supply System switch button in (deactivating the system) as soon as the truck is safely parked. This will prevent unnecessary wear of the pump and drain on the truck's batteries.

The PANEL DIMMER switch controls the brightness of the background lights on the upper and lower control panels.

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The PARK BRAKE switch controls the operation of the park brake assemblies on the rear wheels.

To apply, move the Hand or Load Brake to the On position, rotate the Park Brake switch to Apply position and hold for a few seconds until brakes apply and the indicator lights. Release the Park Brake control and move the Hand or Load Brake control to the Release position.

To release, apply the Hand or Load Brake, then rotate the Park Brake switch to the Release position and hold for a few seconds (until the indicator goes out).

NOTES: 1. The park brakes alone should not be used when leaving the vehicle unattended. Always park in a SAFE POSITION when leaving the truck.

2. The Hand or Load Brake must be applied to allow the Park Brake to be applied or released.

3. An indicator lights when the park brakes are applied (including application by system malfunction). Propulsion circuitry is disabled when the indicator is lit.

The RETARD SPEED CONTROL switches regulate the operation of this function in the electrical propulsion/dynamic retarding system. The switch controls the activation of the system. The rotating knob assembly controls the relative amount of dynamic retarding effort provided by the system when activated.

For detailed information on operation of this system, see the instructions in Section 6 - Operation, in this manual.

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The ROTARY FLASHER/BEACON/STROBE LIGHT switch controls the operation of the rotary flasher, beacon, or strobe light typically mounted on top of the cab or hood.

The STAIRWAY LIGHT switches control the operation of the light on the superstructure access ladder.

The WINDSHIELD WASHER switch provides a supply of cleaning solution to the windshield.

The WINDSHIELD WIPER switch controls the operation of the cab's windshield wipers (Slow-Off-Fast).

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MISCELLANEOUS CAB CONTROLS

The BRAKE pedal controls the application of the trucks friction brakes. The further the pedal is depressed, the more the brakes are applied.

NOTE: These brakes are intended for stopping when the vehicle is at slow speed; typically below 3 mph (5 km/hr) or in emergencies at any speed.

The CIRCUIT BREAKERS, located under the lower edge of the dash, provide overload protection for the 24 V dc electrical circuits. If a fault occurs, the button will extend out.

Since the controls for the operation of the truck’s propulsion and dynamic retarding controls are supplied through these circuits, if a circuit breaker opens, bring the truck to a stop and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

The DOME LIGHT, on the cab ceiling, provides extra illumination within the cab when such is desired. It is controlled by a separate on and off switch.

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HOLD

LOWER

RAISE

FLOAT

The DUMP CONTROLLER or CONTROL lever controls the operation of the dump control valve.

NOTE: On bottom dump trucks this control is sometimes labeled HOPPER DOOR CONTROL. The ENGINE DIAGNOSTIC switch provides a means for a technician to gain diagnostic information from the engines control system to assist in troubleshooting and correcting problems. Refer to the engine manufacturer's technical publications or representatives for details on how to use this switch.

The FIRE EXTINGUISHER control operates the trucks fire control system. To activate, remove the pin and depress the control knob.

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NOTE: On some truck there is an additional control knob located on the front bumper near the superstructure access ladder and/or the control box area on the superstructure.

The FRESH AIR control, located to the right of the lower control panel, allows outside air to enter the cab. The control regulates the amount.

The HAZARD WARNING switch, located on the steering column, controls the operation of the trucks emergency hazard warning lights. Pulling the switch out causes the signal lights to flash.

The HEAD LIGHT DIMMER switch, located in the turn signal switch assembly on the left side of the steering column, controls the operation of the headlights high and low beam. Pulling slightly on the indicator lever will alternately switch the headlights from the high to low beam (and back) configurations.

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The HEATER/AIR CONDITIONING outlets and controls regulate the temperature of the heating and air conditioning, and provide a multiple speed control for the fresh air blower. The outlets are individually adjustable.

The HORN button, located on steering wheel, operates the truck’s main or “forward” horn.

NOTE: On some trucks equipped with air controlled horns, the function of the button is replaced by a pull chain assembly, typically mounted above and in front of the driver’s side door.

The MASTER SWITCH, located on the outside of the cab near the windshield, controls the electrical power to all components of the 24 V dc system, except the manual power supply system, the horn, panel, head, brake, and tail lights, and a few other selected features.

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NOTE: The stored hydraulic pressure in the steering accumulators is released each time the Master Switch is turned Off.

The (Dynamic) RETARDER pedal regulates the amount of dynamic retarding applied by the trucks electrical propulsion system. When the pedal is depressed, the wheelmotors act as generators and the trucks rolling energy is dissipated as heat through a grid of air-cooled resistors. The further the pedal is depressed, the greater the retarding action applied, as long as the truck speed remains within the limits of the trucks retarding system.

NOTE: For vehicles equipped with either the retarding speed control or steep grade retarding options see Section 6 - Operation.

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The SHIFTER is a three-position control which operates a switch that controls the trucks electrical drive system. The Shifter selects forward or reverse propulsion, and Neutral.

The STEERING WHEEL TILT lever, located on the steering column, permits adjustment of steering wheel position. To change the tilt of the wheel, move the lever on the steering column and adjust the wheel as desired. Release the lever to lock the assembly in the new position.

The THROTTLE pedal controls the operation of the trucks propulsion system, regulating the truck speed.

The TRAILER BRAKE control provides a means of controlling the operation of the trailer axle brakes only, without actuating any of the tractor brakes.

NOTE: Other controlling configurations are available.

The TRIP COUNTER provides a manual registered record of the total trips or loads.

The TURN SIGNAL lever, located on the steering column, controls the signal indicators. The lever self-centers when the steering wheel is returned to the straightahead position.

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SECTION 4 PRE-OPERATIONAL INSPECTION Prior to placing a truck into operation (at each shift change or after repair or service work has been performed), it is recommended that the vehicle be inspected for evidence of damage or component wear. The following procedures are designed to allow the operator/inspector to make the inspection in one continuous trip around the truck, beginning at the access ladder. Correct discrepancies before placing truck in service.

NOTES: 1. The truck must be parked in a SAFE POSITION on level ground to permit accurate checking of the various fluid levels.

2. While making the inspection note any indications or signs that lockout or tagout provisions may be in place. If noted, determine their relevance and proceed per mine or local provisions.

4-1

FIGURE 1 – TYPICAL INSPECTION LOCATIONS 4-2

1. Inspect the access ladder to be certain it is free of debris, securely fastened to the truck, and in general good condition. After confirming its condition, climb the ladder to the superstructure level. Clean and adjust all mirrors.

Use the handrails whenever climbing or descending the ladder.

2. Visually inspect the superstructure area to ensure that it is free of debris and in general good condition. After confirming its condition, enter the cab.

NOTE: If the truck is not equipped with an extension on the left hand side of the superstructure it is recommended that entry and exit of cab be made through the right (passenger) side door.

3. Switch on all exterior lights including the emergency flashers (if so equipped).

The lights should be checked during the inspection to verify that they light and can be seen. Return to ground level and continue the inspection.

NOTE: On some trucks it may be necessary to turn on the Master Switch to allow the brake lights to operate.

NOTE: During the remainder of the walk-around inspection, check the overall condition of the vehicle for evidence of air, hydraulic oil, or fuel leaks, broken, cracked, or missing parts.

4. Verify that all headlights and other lights are clean and illuminated.

5. Visually inspect the air cleaner assembly and engine supply lines for evidence of damage or leakage.

If the air cleaners are equipped with self-purging Vacuator assemblies on the bottom cups, squeeze each assembly to ensure that they are functioning properly and exhausting the accumulated dust from the bottom of the air cleaner.

If not equipped with the assemblies, empty each air cleaner dust bowl by unsnapping the latch and allowing the bowl to pivot down. After all of the debris is dumped, close and latch in place.

4-3

NOTES: 1. A ladder will be required to reach these assemblies.

2. Do not stand directly under the bowl when releasing the latch.

6. Verify that the left front marker light is clean and illuminated.

7. Check the engine oil level as follows: a. Carefully climb up the tie rod step, using the frame mounted hand holds for support. If the truck is not so equipped, use a ladder to climb to the required level. b. Pull the engine dipstick from the engine, wipe clean with a clean rag, and reinsert.

NOTE: If the engine has a self-sealing style dipstick, it may be necessary to turn the handle counter-clockwise several turns to release the seal. Remember to reseal the dipstick after completing the oil level check. c. Pull the dipstick out again and read the level; it should be in the safe, normal, or operating range. If not, bring the level up to proper range prior to operating the truck. d. Reinstall the dipstick and carefully return to ground level.

NOTE: On trucks equipped with dipsticks on the right hand side of the engine, the oil should be checked when checking the other side of the truck.

8. Visually inspect the left front suspension assembly for evidence of wear, damage, or leakage and verify that it is at the proper ride height (extension). Also, verify that the assembly is securely attached to the truck.

9. Visually inspect the left front brake and axle king pin assemblies for evidence of wear, damage, leakage, or looseness. Also, inspect the area around the wheel bearing seal and brake calipers for indications of leakage or damage.

10. Visually inspect the steering system components - clevis pins, tie rods, bellcranks, and cylinders for the left side of the truck.

11. Visually inspect the left front tire and rim assembly for deep cuts, missing 4-4

chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

12. Visually inspect the left tank for evidence of damage or leaks. Check level with sight glass or petcocks as applicable.

13. Visually inspect all hydraulic and other components mounted near the tank for evidence of damage or leakage.

14. Visually inspect the left dump cylinder for evidence of leakage, wear, or damage. Verify that the upper and lower mounting points are secure and properly lubricated. Verify that the hoses are properly routed and in good condition.

15. Inspect each of the left rear dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knocker assembly (if so equipped) for free movement and evidence of wear or damage.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

16. Visually inspect the left wheelmotor hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed.

17. Verify that the left rear marker light is clean and illuminated.

18. Visually inspect the exterior of the left wheelmotor for evidence of damage or leakage.

19. Visually inspect the left dump body hinge pin for evidence of damage or wear, and proper installation and lubrication.

20. Visually inspect the left rear suspension for evidence of wear, damage, and leakage and verify that it is at the proper ride height (extension). Verify that the upper and lower mounting points are secure and properly lubricated.

4-5

21. Verify that all tail, stop, warning (turn signal), retarding, and back-up lights on the truck are clean and operational.

22. Open the axlebox access door. Verify that the components and mounting hardware are in general good repair. Close the door securely to form a good, airtight seal.

Failure to maintain a good seal around the access door may allow air to escape from the axlebox. Operation of the truck in this condition could result in damage to the electrical propulsion system components.

23. Visually inspect the right rear suspension for evidence of damage, wear, and leakage and verify that it is at the proper ride height (extension). Verify that the upper and lower mounting points are secure and properly lubricated.

24. Visually inspect the right dump body hinge pin for evidence of damage or wear, and proper installation and lubrication.

25. Visually inspect the exterior of the right wheelmotor for evidence of damage or leakage.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

26. Verify that the right rear marker light is clean and illuminated.

27. Visually inspect the right wheelmotor hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed.

28. Visually inspect each of the right rear dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knockers (if so equipped) for free movement and evidence of wear or damage.

29. On trucks equipped with a pneumatic system, visually inspect the general condition of the main air supply tank and lines. Drain any moisture from the tank, using the drain located on the front of the tank. Some vehicles have automatic 4-6

drains that should be checked for damage and proper operation.

30. Visually inspect all hydraulic, pneumatic, and other system components for evidence of damage or leakage.

31. Inspect the axlebox nose cone and attachment assemblies for evidence of damage or wear, proper installation and lubrication.

32. Inspect the underside of the truck for evidence of damage or leakage. Hoses should be free of kinks and cracks, and should be secured away from moving parts. All components and mounting hardware should be properly installed and in good operating condition.

33. Visually inspect the right dump cylinder for leakage, wear, or damage. Verify that the upper and lower mounting points are secure and properly lubricated.

Verify that the hoses are properly routed and in good condition.

34. Visually inspect the hydraulic pumps, pump drives, and related hoses for evidence of leakage, damage, or wear.

35. Check the blower housing for any apparent damage. If so equipped, inspect the cooling air precleaner system for evidence of damage.

36. Visually inspect the right tank for evidence of damage or leakage. Check level with sight glass or petcocks as applicable.

37. Visually inspect all hydraulic and other components mounted near the tank for evidence of damage or leakage.

38. Visually inspect the right front tire and rim assembly for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

39. Visually inspect the steering system components; ball joints or clevis assemblies, tie rods, bellcranks, and steering cylinder on the right side of the truck. If any piece is damaged, bent, or leaking, do not drive the truck. Report the condition immediately.

4-7

40. Visually inspect the right front suspension assembly for evidence of wear, damage, or leakage. Verify that the assembly is securely attached to the truck.

41. Visually inspect the right front brake and axle king pin assemblies for evidence of wear, damage, leakage or looseness. Inspect the area around the wheel bearing seal and brake calipers for indications of leakage or damage.

42. Visually inspect the underside of the truck for indications of damage or leakage. Hoses should be free of kinks and cracks, and should be secured away from moving parts.

NOTE: On trucks with the engine oil dipstick located on the right-hand side of the engine, check the engine oil level prior to continuing with the remaining steps.

43. Inspect the engine drive belts overall condition. Check condition of fan and fan shroud and guard assemblies.

44. Visually inspect the air cleaner assembly and engine supply lines for evidence of damage or leakage.

If the air cleaners are equipped with self-purging Vacuator assemblies on the bottom cups, squeeze each assembly to ensure that they are functioning properly and exhausting the accumulated dust from the bottom of the air cleaner.

If not equipped with the assemblies, empty each air cleaner dust bowl by unsnapping the latch and allowing the bowl to pivot down. After all of the debris is dumped, close and latch in place.

NOTES: 1. A ladder will be required to reach these assemblies.

2. Do not stand directly under the bowl when releasing the latch.

45. Verify that the right front marker light is clean and illuminated.

46. Visually inspect the radiator and grille area to be free of debris and damage.

47. Climb the access ladder to the superstructure level. Visually inspect the retarding grid and control boxes to ensure that they are free of damage, that the doors are securely closed, and that the air intakes are free of debris.

4-8

NOTE: On trucks so equipped, verify the condition of fire suppressant remote actuation system.

48. Check the engine coolant level in the radiator using the radiator sight glass.

Use extreme care when removing the radiator cap; remove it slowly after the engine has cooled. The sudden release of pressure from a heated cooling system can result in the loss of coolant and possible injury from the hot liquid.

49. Visually inspect the brake system accumulator and components for evidence of leakage, damage, or any other abnormal condition.

50. On trucks equipped with the optional automatic lubrication system, check the level of the lubricating grease in the main supply reservoir. Be sure the supply is adequate to maintain the system during the entire operating period.

51. On trucks equipped with the optional fire suppressant system, check the pressure level of the actuation system. Also inspect the system for evidence of wear or damage. Report all problems before proceeding.

52. On trucks equipped with trolley assist propulsion systems, inspect the pantograph and/or pole assembly for overall condition. Verify that all moving parts are in good repair and operational and that the collectors still maintain sufficient wear material to operate normally.

53. Return to the cab. Turn all light switches off.

4-9

ADDITIONAL CHECKS FOR TRAILER EQUIPPED TRUCKS

FIGURE 2 – TYPICAL INSPECTION LOCATIONS - TRAILER

54. Visually inspect the hitch assembly for evidence of wear or damage. Verify that lubrication appears adequate and that all hoses in the area are in good condition and properly routed.

55. Visually inspect the front of the hitch and the front of the trailer. Verify that the hopper doors, cylinder, pivots and mounts are in good condition and free of evidence of leakage or damage.

56. Verify that the left front marker light is clean and illuminated.

57. Visually inspect the left side of the trailer (including hinges, linkages, etc.) to be in good condition and free of evidence of leakage and damage. Verify that lubrication appears adequate and that all hoses in the area are in good condition and properly routed.

58. Visually inspect the rear of the hopper. Verify that the hopper doors, cylinder, pivots and mounts are in good condition and free of evidence of leakage or damage.

4-10

59. Inspect each of the left trailer dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knocker assembly (if so equipped) for free movement and evidence of wear or damage.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

60. Visually inspect the left wheel area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed.

61. Verify that the left rear marker light is clean and illuminated.

62. Verify that the components at the left rear of the trailer are in good condition and free of evidence of damage. Verify that all wiring and hoses are securely mounted and free of damage.

63. Verify that all tail, stop, warning (turn signal), retarding, and back-up lights on the truck are clean and operational.

64. Verify that the components at the right rear of the trailer are in good condition and free of evidence of damage. Verify that all wiring and hoses are securely mounted and free of damage.

65. Verify that the right rear marker light is clean and illuminated.

66. Visually inspect the right wheel hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed.

67. Visually inspect each of the right trailer dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knockers (if so equipped) for free movement and evidence of wear or damage.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

4-11

68. Visually inspect the brake actuation equipment for evidence of leakage or damage. Verify that all hoses and components are securely fastened.

69. Visually inspect the right side of the trailer (including hinges, linkages, etc.) to be in good condition and free of evidence of leakage and damage. Verify that lubrication appears adequate and that all hoses in the area are in good condition and properly routed.

70. Verify that the right front marker light is clean and illuminated.

71. Visually inspect the hitch assembly for evidence of wear or damage. Verify that lubrication appears adequate and that all hoses in the area are in good condition and properly routed.

72. Visually inspect the front of the hitch and the front of the trailer. Verify that the hopper doors, cylinder, pivots and mounts are in good condition and free of evidence of leakage or damage.

4-12

SECTION 5 ENGINE STARTING CHECKS It is recommended that prior to starting the truck, a complete walk around inspection be performed. The inspection procedure is outlined in Section 4 - PreOperational Inspection. After completion of this procedure, the remainder of the checks are confined to the cab area.

1. Turn the Master Switch (located near the windshield outside on the front of the cab) On, and return to the drivers seat.

2. Verify that the: a. Battery voltage is in the green area (24 to 28 Vdc). b. Start Air Pressure is in the green area 115 to 135 psi (793 to 930 kPa), 90 psi (620 kPa) minimum (on trucks equipped with pneumatic starters). c. Warning Alarm sounds. d. Stop Engine indicator is ON. NOTE: On some engine equipped trucks this indicator will go off after operating for a short period of time. e. Park Brake (and indicator) is On. f. Shifter is in N (Neutral). g. Appropriate indicators flash and alarms sound.

3. Push the Lamp Check or Press to Test buttons. All of the bulbs should light.

4. Verify that all Circuit Breakers are in operating position (pushed in).

5. On trucks so equipped, verify the operation of the Manual Power Supply System by switching the system on (pulling the button out) and turning the steering wheel. If the pump sounds and the front wheels move, the system is operating.

Remember to turn the system off (push in the button) immediately after testing.

5-1

NOTE: It may be necessary to release the Hand Brake or Brake Pedal (if applied) to allow the front wheels to move. If this is necessary, apply the Load or Park Brakes, or use other appropriate means to prevent the truck from moving.

6. Alert any personnel in the area that you are going to move. Make sure they are clear of the truck. Sound the horn, wait several seconds, then sound another blast.

7. Rotate the Engine Stop/Start switch to the Start position and hold - the starter will engage and crank the engine until it starts. When the engine starts, release the switch and it will return to the Run position. The alarm will stop sounding when the engine oil pressure rises.

NOTES: 1. Typically when the engine is started cold, it may idle at an “advanced idle” speed of 1000 to 1200 rpm. This improves its burning of fuel in the cold combustion chambers. As the engine temperature increases, the idle speed should steadily decrease to the normal low idle speed.

2. The engine should not be accelerated when cold. Let the engine idle until the water temperature begins to warm (e.g., show movement on the gauge), before accelerating the engine or moving the truck. If the engine does not start, or for cold weather starting information, refer to the appropriate engine manual for additional instructions.

3. On trucks equipped with an electric start system, it is recommended that the engine not be cranked for more than 30 seconds at one time. A 5 minute interval to allow the system components to cool is recommended before making another starting attempt.

On trucks equipped with electric start MTU engines, there are thermal switches inside of the electric starters themselves which discontinue the starting effort if the starter temperature exceeds certain levels. If this occurs, it is recommended that no starting attempts be made for a minimum of 20 minutes to allow the components to cool properly, before attempting another start.

4. If the air supply pressure (or battery charge on trucks equipped with electric start) is insufficient to start the engine, it may be replenished from an external source (shop air, mobile air supply, battery charger, etc.), by connecting the source to the truck's external supply connection.

8. As soon as the engine is started and operating, check all gauges and indicators for proper operating condition and readings.

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9. Visually inspect the windows and doors to be sure they are clean and free of damage.

10. Adjust the operator’s seat to the best driving position for maximum comfort and safety.

NOTE: Adjustment procedures for seats may be obtained from the seat supplier or manufacturer. Check with the appropriate mine personnel for the procedure.

11. Adjust all mirrors as required to obtain the maximum possible field of vision.

12. Verify that the windshield wipers are operational and that there is an adequate supply of fluid in the washer reservoir.

13. Securely fasten the seat belts. The operator and anyone riding in the cab should be seated and have seat belts securely fastened at all times the truck is in operation.

14. As soon as the engine coolant temperature, oil pressure, and system air pressure and/or battery charge reach normal operating range, the truck may be put into operation.

ADDITIONAL TESTS FOR TROLLEY ASSIST TRUCKS Prior to placing a truck with trolley assist propulsion system options in service, the following additional checks should be made.

NOTE: To perform these tests, the truck must have: a. Remained parked. b. Master Switch On. c. Shifter in N (Neutral) position. d. Trolley Master Control switch in the Diesel (vertical or fully rearward) po sition.

1. Move the Leakage Test switch and hold. If the indicator lights after a delay of 3 to 5 seconds, it indicates that the system is operational. If the indicator does not light, do not operate the truck without first having the system serviced by trained personnel. Release the switch when the test is completed.

2. Depress the Pantograph Relay Check button and hold. If the indicator lamp 5-3

lights after a delay of approximately 1 second and the pantograph assembly does not move, it indicates that the system is operational. If the indicator does not light, do not operate the truck without first having the system serviced by trained personnel. Release the switch when the test is completed.

5-4

SECTION 6 OPERATION INTRODUCTION The safe operation of a Unit Rig truck is the primary responsibility of the driver.

A safety conscious driver operating a well maintained truck is less apt to be involved in an accident. Remember, safe operation of any vehicle is no accident.

Prior to starting the truck, be certain to understand all of the basic safety rules of the mine and those outlined in this manual.

NOTE: As currently designed, trolley assist operation is intended for only specific portions of the haulage cycle. Therefore, the operation of the truck in all but this mode is unchanged and it is recommended that the truck be operated as outlined. Specific recommendations for trolley assist operation are included at the end of this section.

ENGINE STARTING The recommended procedure for starting the engine is outlined in detail in Section 5 - Engine Start. A walk around inspection (Section 4 - Pre-Operational Inspection) of the truck is recommended prior to starting the engine.

PROPULSION FORWARD-NORMAL OPERATION To drive the truck forward in normal operation: 1. On trucks equipped with a pneumatic system, verify that the Start Air Pressure is in the green band (115 to 135 psi (793 to 930 kPa)).

2. Verify that the battery voltage is in the green band (24 to 28 Vdc).

3. Fully depress the Brake pedal and hold.

4. Verify that the area around the vehicle is clear of personnel and obstructions.

5. Move the Shifter to F (Forward).

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6. Sound the truck’s primary horn to warn personnel in the area of impending truck movement.

7. Release the: a. Park Brake b. Load Brake c. Hand Brake and/or Trailer Axle Brake d. Brake pedal 8. Depress the Throttle pedal. Use the pedal to regulate the truck's speed.

DO NOT allow the truck to roll backward prior to accelerating it forward. If the truck is on a grade and moves backward, bring it to a complete stop first.

NOTE: Prior to placing the truck into normal operation, it is recommended that the steering, dynamic retarding, and brake systems be checked through a series of maneuvers utilizing each system. If any system does not function normally, stop the truck and notify the appropriate personnel.

NOTE: For slow speed maneuvering, especially in confined locations, it may be desired to use the Brake pedal to assist in controlling the trucks movement.

REVERSE To back the truck up, proceed as follows: 1. On trucks equipped with a pneumatic system, verify that the Start Air Pressure is in the green band (115 to 135 psi (793 to 930 kPa)).

2. Verify that the battery voltage is in the green band (24 to 28 Vdc).

3. Fully depress the Brake pedal and hold.

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4. Verify that the area behind the vehicle is clear of personnel and obstructions.

Remember that visibility to the rear of the truck is somewhat limited, especially directly behind the dump body, so make an extra check to see that the intended travel path is clear.

NOTE: As a result of their increased overall length, this limitation is more pronounced on bottom dump and other tractor trailer trucks.

5. Move the Shifter to R (Reverse) position. The back-up lights and alarm should come on automatically. The engine will remain at low idle speed.

6. Sound the truck’s primary warning horn to clear any personnel in the area.

7. Release the: a. Park Brake b. Load Brake c. Hand Brake and/or Trailer Axle Brake d. Brake pedal 8. Depress the Throttle pedal. Use the Throttle and Brake pedals to control the truck’s speed and maneuver the truck as required.

DO NOT allow the truck to roll forward prior to accelerating it rearward. If the truck is on a grade and it starts to move, bring it to a complete stop first.

DYNAMIC RETARDING To slow the truck, or control the speed on a downgrade, release the Throttle pedal, and depress and hold the Dynamic Retarding pedal. The further the pedal is depressed, the greater the retarding action.

NOTE: Dynamic retarding is designed to slow the truck to a slow speed - typically 3 mph (5 km/hr) or less.

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The Dynamic Retarding pedal should be slightly depressed before going over the crest of a hill, then depressed as required to maintain the desired speed on the downgrade. This procedure permits the retarding system to function at maximum efficiency, and reduces the lag or delay normally noted between pedal movement and the onset of retarding.

Unit Rig trucks employ a dynamic retarding system as the primary means of slowing the vehicle and maintaining speeds on downgrades. In dynamic retarding, the wheelmotors are caused to function as generators, to transform the kinetic energy (the energy keeping it moving) of the truck into electrical energy.

This energy is forced through an air-cooled resistor grid that releases the energy as heat to the surrounding air.

NOTE: It is important to remember that the dynamic retarding system is designed to operate most efficiently in a specific speed range. This range varies with truck size and load, electrical propulsion system, and grade on which it is operated.

IMPORTANT: It should also be remembered that the dynamic retarding effort is generated only by the wheelmotors. On bottom dump or other tractor trailer equipped trucks, this is the center axle (rear of tractor). When operating in slippery conditions, the trailer axle brakes may need to be operated simultaneously with a more limited dynamic retarding effort to control the trailer assembly. However, the dynamic retarding system should be used alone whenever possible, to minimize unnecessary component wear.

Truck speed can be controlled efficiently by dynamic retarding, over a specific speed range. The amount of dynamic retarding effort available (any system) increases with speed until the maximum speed of the dynamic retarding systems specific speed range is reached. Above the maximum speed of the dynamic retarding systems range (typically 15 to 18 mph (24 to 29 km/hr)), the amount of dynamic retarding effort available decreases as the speed continues to increase.

The chart at the end of this manual represents the typical dynamic retarding curve for a specific model of truck, operating at specific weight restrictions. The chart is keyed to reflect three distinct operating zones: 1. Normal Operating Area. This is the safe speed range in which the truck may be operated for the variety of grades designed for.

2. Normal Operating Limits. This area designates the maximum limitations of the 6-4

dynamic retarding system with respect to truck speed and amount of grade.

3. Extended Range Retarding. See NOTE below.

NOTE: The curve reflects the operating ranges for the trucks equipped with both the standard and optional extended range retarding system. The extended range retarding effectively extends the retarding range to a lower speed, without altering the upper speed limitations. This extended area of available retarding is shown on all charts, located to the left of the normal retarding area.

To determine the operational limit for a particular grade, proceed as follows: 1. Determine that the following truck equipment is the same as that listed on the chart: a. Truck model and size. b. Tire size. c. Wheelmotor and gear ratio used. d. Retarding grid package installed. e. Payload and gross vehicle weight.

NOTE: Performance characteristics depend greatly upon vehicle weight. Heavy bed liners, accumulations of mud or other materials, extra optional equipment, etc., add to the weight in the same way a payload or overload. If the truck's empty vehicle weight (EVW) or gross vehicle weight (GVW) exceed those listed on the curves, contact the appropriate mine or Unit Rig personnel for revised operational information.

2. Determine the actual grade in question and whether it will be descended loaded or empty. Also determine the rolling resistance of the grade, as this will affect the effective grade that the truck is experiencing.

3. Locate the grade or slope involved on the vertical axis (column of numbers) of the chart. Note that the left axis is used if the truck is loaded and the right axis if the truck is empty during the descent.

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4. Draw a horizontal line across the chart, starting at the selected grade in step 3.

This will assist in identification of the speed limits.

NOTE: If the truck's speed is in excess of the limits, it will be necessary to use the truck's friction brake system as a supplement to the retarding system to slow the truck to speeds within the operating envelope.

Consult the appropriate mine personnel for the recommended operating speeds.

OVERSPEED RETARDING All of the truck propulsion systems include a feature called overspeed retarding.

In this feature, a preset maximum speed is selected by an adjustment on the electronic control system. This speed is used as a maximum speed limiter for safety consideration and is not to be used as a speed governor. Normal dynamic retarding is still the desired method of controlling truck speed when slowing or on downgrades.

As truck speed approaches this setting, propulsion output is automatically reduced to minimize the ability to reach the overspeed setting. If the speed is allowed to increase to this level, the control system discontinues propulsion and switches to full dynamic retarding mode. After the vehicle has slowed to a preset speed below the activation level, the system again switches and reverts to normal propulsion if it is still demanded by the operator. This fast, repetitive cycling from propulsion to retarding and back is an undesirable operating mode and is the reason that operation in overspeed is not recommended.

On many trucks, an option has been installed that allows two separate overspeed settings to be made. Typically, a decreased speed setting is incorporated when the truck is loaded. This limits the truck to a speed consistent with the loads being carried and the terrain being followed. A second, increased, speed is allowed for an empty truck. This speed improves truck speed when speed control is not as critical. In a typical installation sensors automatically select the default or lower setting when the truck is indicated as being even partially loaded. When the load is dumped, one of several reset methods (such as the use of the Dump Control or Load Brake controls) allows the system to switch to the higher empty setting until the truck is again loaded.

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An operator should always be aware of the overspeed setting(s) and control the trucks speed to remain below the preset levels at all times.

RETARDING SPEED CONTROL The retarding speed control feature was developed to assist the operator in maintaining a constant speed when retarding on downhill grades, a form of “cruise control” in dynamic retarding. When activated, the system eliminates the normal requirement that the operator control the amount of retarding effort provided (and the truck speed) by means of a foot pedal, replacing it with automatic controls electronically operated by the propulsion system. The operator inputs are only to control activation and override (if needed) and to set or adjust the desired truck speed range.

To operate the system proceed as follows: 1. At the time the Dynamic Retarding pedal would normally be depressed, activate the system by pulling the "mushroom shaped" Retarding Speed Control switch.

NOTE: The system can be activated earlier as the control is overridden whenever the Throttle pedal is depressed.

2. Verify that the amber Retarding Speed Control On indicator on the dash lights.

3. Adjust the Retard Speed Control potentiometer to the approximate position for the speed desired.

NOTE: The control is marked simply Maximum and Minimum so the speed settings are not defined.

4. When the Throttle pedal is released: a. If the truck is operating at more than 2 mph (4 km/hr) below the operator preset speed, the electrical propulsion system will cycle into the coast mode. b. If the truck is operating at a speed above 2 mph (4 km/hr) faster than the operator preset speed, the propulsion system will cycle into the dynamic retarding mode.

6-7

c. The system will automatically increase or decrease the amount of retarding effort developed to maintain the preset speed.

5. To increase the speed, turn the speed control potentiometer clockwise (CW); to lower the speed turn it counter-clockwise (CCW).

6. If additional retarding effort is needed (up to the normal operational limits of the system), depress the Dynamic Retarding pedal. The retarding system is controlled by the greater of the demands from the pedal or retard speed control system.

7. If the Throttle pedal is depressed while in retarding speed control operation, it overrides the controls and the truck operates normally, with the exception that retarding speed control automatically will return the moment the Throttle pedal is released.

8. If the downhill grade lessens or the truck slows to a speed more than 4 mph (6 km/hr) less than the set speed, the retarding contactors will automatically drop out and the truck will revert to a coast mode.

9. To exit retarding speed control, push the "mushroom shaped" control button in.

The indicator should go off.

NOTE: To prevent constant cycling of the system it is recommended that the retard speed control system be turned off at all times when not actually in use.

BRAKING NORMAL BRAKING To bring the truck to a complete stop under normal operating condition: 1. Release the Throttle pedal.

2. Depress the Dynamic Retarding pedal to slow the truck to a slow speed - typically 3 mph (5 km/hr) or less.

3. Depress the Brake pedal to actuate the friction brakes, regulating braking by the amount the pedal is depressed.

6-8

The friction brake system is not intended to be used to slow or retard the truck in normal operation. Instead, its use is intended only for slow speed stopping, short term parking and in emergencies (at any speed). Use of the friction brakes during normal operation will result in excessive heat and subsequent reduction of brake effectiveness, should the brakes be required for emergency stopping.

NOTE: A separate Trailer Brake control is available which allows the operator to apply only the brakes on the trailer axle (if desired).

EMERGENCY BRAKING

In the event that the friction brake system is used to stop the truck in an emergency, do not attempt to move the truck until the problem causing the emergency has been corrected and the entire friction brake system has been inspected and determined to be operational.

1. If dynamic retarding effort is lost, the friction brake system should be used to bring the truck to a safe, controlled stop as quickly as possible. The brake system is controlled by the Brake pedal with the amount of braking increasing the further the pedal is depressed.

Unless required to prevent the truck from skidding, do not pump the Brake pedal in an emergency braking situation, as this is contrary to system design, and may result in excessive heat and a subsequent decrease in braking effectiveness. Always apply the brakes sufficiently to bring the truck to a safe stop as quickly as possible. Park the truck in a SAFE POSITION. In the event of a malfunction of the dynamic retarding system, do not attempt to use the friction brake system alone to continue operating the truck.

NOTE: On tractor trailer equipped trucks, the trailer axle brake control may need to be used to control braking, particularly in areas with limited traction to minimize skidding or “jack-knifing”.

6-9

2. If normal braking (pedal controlled) is not functioning properly, or a problem is indicated by an indictor light, use all of the truck's retarding and braking controls (including the Hand, Trailer Axle, and Load Brake controls) to bring the vehicle to a safe, controlled stop.

Do not apply park brakes with truck in motion as brake system components may be damaged.

PARKING SHORT TERM (Operator remains in cab) NOTE: This procedure is for short term parking only, with the engine running (for places such as at the shovel or for dumping). If the truck is to be parked for an extended period of time, the engine shut off, or the operator must leave the cab, the procedures for long term parking should be followed.

The truck may be parked for short term parking as follows: 1. Bring the truck to a complete stop with the truck’s dynamic retarding and friction brake systems, as described under Braking. Fully depress the Brake pedal once the vehicle has stopped.

2. Move the Shifter to the N (Neutral) position.

3. Pull the Load Brake switch out to apply. If the truck is not equipped with this, move the Hand Brake control to the ON position.

4. Release the Brake pedal; the truck should not move.

Do not leave the cab with the truck in this configuration.

5. To move the truck again, follow the procedures outlined under Propulsion.

NOTE: It is recommended that the Park Brakes not be applied for short term parking (loading, dumping, etc.), as long as the operator remains in the cab and 6-10

the engine is running. If the truck is left unattended, or the engine shut off, the long term parking procedures must be followed.

LONG TERM - SAFE POSITION (Cab unattended) The truck may be parked in SAFE POSITION for long term parking as follows: NOTE: A SAFE POSITION is defined as: 1. The trucks front or rear wheels are driven into a ditch, or 2. The truck is driven up against a berm or a bank, or 3. Chocks are placed in front of and behind the rear wheels, and are suffi cient to hold the truck on the grade it is parked.

The truck will be in a SAFE POSITION if these practices are followed, and if the truck will not move if the brakes are released.

NOTE: These procedures must be followed any time the truck is left unattended, the engine is shut down, or a problem exists in the friction brake system.

1. Bring the truck to a complete stop with the truck's dynamic retarding and friction brake systems, as described in the instructions under Braking. Fully depress the Brake pedal once the truck is stopped.

2. Move the Shifter to the N (Neutral) position.

3. Pull the Load Brake Switch out to apply the brakes.

4. Move the Park Brake switch to Apply position and hold until the Park Brake indicator lights (approximately 2 seconds).

Do not leave the truck parked unattended with the Loading Brake only applied. Always park the truck securely in a SAFE POSITION, with the Park Brake applied.

5. Release the Brake pedal and Hand, Trailer Axle or Load Brake. The truck must remain stationary.

6-11

6. If the engine is to be stopped, follow the steps outlined under Engine ShutDown.

7. Only after it is certain that the truck will remain secure and cannot accidentally move, should the truck be left unattended.

8. If available, use wheel chocks to secure the truck.

NOTE: Always park the truck where other vehicles can easily pass. If for any reason it is necessary to park on the haul road, it is recommended that flares or some other warning sign be used. (Flares should be used for poor visibility, darkness, blind curves, narrow roads, or any other similar situation.)

LOADING END DUMP TRUCKS Although the operator does not actually load the truck, the operator does exercise a great deal of control over the effectiveness of the loading operation. Important procedures to remember when loading are: 1. Enter the loading area with caution. Be prepared for trucks or other equipment in the area, and other loaded trucks leaving the area.

2. Be observant of the entire situation. Note the location of power cables and bridges over or under them, the position of the shovel or other loading equipment, and other details of importance.

Never drive over unprotected electrical power cables.

3. Park in a location a safe distance from the loading operation to await loading.

4. Be prepared to enter load site when instructed to do so. Always follow the signals of the Spotter or Shovel Operator.

5. Once spotted, stop the truck by depressing the Brake pedal.

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Do not apply the park brake when loading. Damage may occur due to load being dropped causing truck to move. During loading, do not stop the truck in or on piles of material, as damage may result to the tires, frame, or other components.

6. Pull out the Load Brake control.

7. Move the Shifter to the N (Neutral) position.

8. Release the Brake pedal; the truck should remain stationary.

9. Generally, it is recommended that the driver remain in the truck cab during loading.

10. Be prepared to pull away, once loading is complete and signaled to proceed.

11. Verify that the anticipated path of travel from the loading site is free of personnel and obstacles, and that no personnel are on or around the truck.

12. Place the Shifter in the F (Forward) position.

13. Sound the appropriate blasts with the truck's horn, to indicate impending forward movement.

14. Release the Load and Hand Brakes and Brake pedals, depress the Throttle pedal, and drive forward.

15. Operate the truck according to normal procedure.

BOTTOM DUMP (TRACTOR TRAILER) TRUCKS The procedure for loading the trucks is similar to that used in loading end dump trucks. Special considerations include: 1. Typically special consideration has been given to minimizing turning and backing of these larger trucks. Be sure to follow the proper procedures for the equipment involved in the loading.

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2. Verify that the hopper doors are closed prior to beginning the loading process.

3. Remember when maneuvering that the trailer axle tracks inside of the tractor axles when cornering and to allow for such when maneuvering. This is especially important to reduce the possibility of damage to tires and other components from rocks or other debris in the area.

4. The increased capacity of the unit and the limited spaces in which it is typically loaded may require additional movement to assist in the loading process. Always follow the requests of the loading machine operator or other authorities.

HAULAGE Important points to remember while hauling include: 1. Always drive on the proper side of the haul road. Maintain an adequate distance from the bank or berm, but stay on the assigned side of road.

2. Maintain the speed limits as posted or instructed by the mine, and always allow for poor driving conditions.

Faulty speedometer readings (zero or an obvious error while the truck is in motion) may indicate that a condition exists which could result in damage to truck components, especially the wheelmotors. If this condition exists stop the truck immediately and park in a SAFE POSITION. Get help. Do not move the truck until the problem has been identified and corrected.

3. Use the dynamic retarding system to maintain truck speed on grades, and to slow the truck for stopping. Remember to apply the Dynamic Retarding pedal prior to reaching the crest of the down hill slope, and use it to control the speed of the truck. A common recommendation is to never enter or drive on a downgrade at speeds in excess of 15 to 18 mph (24 to 29 km/hr). Follow the guidelines established by the mine to govern speed.

NOTE: The amount of retarding effort available is directly related to the speed of the truck. This amount increases as the truck speed increases, until the systems maximum is reached (normally at approximately 15 to 18 mph (24 to 29 km/hr).

Above this speed, the amount of retarding effort available reduces as the speed 6-14

continues to increase. However, the amount of dynamic retarding required to control the truck will continue to increase throughout the entire operating range.

This creates a range or limits within which the truck should be operated that will vary with truck load, speed, electrical propulsion system, and the grade involved.

Operation at speeds in excess of these limits will mean that sufficient retarding effort may not be available to control the truck without the assistance of the friction brakes. Always check with the appropriate mine personnel for these speeds in particular areas of the mine.

The friction brake system is not to be used to slow or retard the truck in normal operation. Instead, its use is intended only for slow speed stopping, short term parking and in emergencies (at any speed). Use of this system during normal operation will result in excessive heat and subsequent reduction of brake effectiveness, should the brakes be required in an emergency.

4. Do not use the truck's overspeed retarding system to control truck speed. This system, which causes the electric drive system to change from the propulsion to the maximum retarding effort available mode if a preset speed is exceeded, is designed to serve as a back-up control device, and not as a normal service control.

5. Maintain a safe following distance behind other trucks. This distance should be sufficient to allow stopping, should another truck make a sudden stop. Always consider road and weather conditions.

6. Passing should be done only in designated areas (if allowed in the mine). A relatively long distance may be required to pass. Allow adequate clearance between trucks, and pass only when it is safe to do so.

7. Always slow down prior to approaching an intersection or sharp curve. It is better to maintain a safe, slow speed than to possibly lose control of the truck.

8. When operating on a side slope, extra care must be taken when turning to maintain proper truck stability.

9. When operating a bottom dump tractor trailer truck: 6-15

a. Remember to allow for the increased size and weight of the truck assembly. b. Remember when turning to allow for the tracking of the trailer axle inside of the tractor axles to prevent damage to tires and contacting other vehicles, equipment, etc. c. Verify that the hopper doors remain closed during the haul process.

10. In the event of equipment malfunction (such as the engine or electrical system) while the truck is in motion, provisions have been made for maintaining a sufficient level of steering and braking to allow the vehicle to be brought to a safe stop.

LOSS OF STEERING An accumulator supplied auxiliary steering system is included to provide pressurized flow of hydraulic oil to the steering system in the event of engine or pump malfunction. This flow is to assist in controlling of the truck during the braking process and should not be used to attempt to continue operating the truck.

Additional accumulators have been installed to provide a reservoir of stored pressurized fluid (energy) sufficient to allow steering of the truck to a safe stop in the event of a loss of hydraulic supply pressure.

On some trucks, separate pump(s) powered by motors driven directly from the truck’s 24 volt batteries are provided to supplement the supply to the accumulators, with the resulting flows routed into the steering and brake supply accumulator systems. On these manual power supply pump equipped trucks, one or both of two actuation systems are available; Manual - Uses a large manual push-button to control operation of the driving motors.

Automatic - Uses electrical components, typically pressure switches and solenoids, to automatically enable the system in the event of a loss of hydraulic supply pressure.

NOTES: 1. Some trucks are equipped with both features.

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2. On most units, the automatic feature is interlocked with the propulsion control system to enable the system only at speeds above 3 mph (5 km/hr). This minimizes accidental activation while the Master Switch is On while the engine is not running (e.g. system test, etc.).

3. On most units, the lighted push-button lights when the system has been automatically activated (even without the push-button switch being moved) to alert the operator to the fact the pump(s) are running.

If a problem is noted in the steering control: 1. Immediately verify that the Auxiliary Power Supply is being provided by the accumulators in the steering and brake systems by steering the truck slightly. Bring the truck to a complete stop as soon as road conditions allow.

It is important to remember that the front wheels may not turn as rapidly with the auxiliary steering system as with normal steering.

2. On trucks equipped with the Manual Power Supply System, pull the Manual Power Supply Switch out, to activate this additional system.

3. Turn the Manual Power Supply Pump off (push in) immediately after bringing the truck to a safe stop.

DUMPING END DUMP TRUCKS To dump the load, proceed as follows: 1. Enter the dump area with extreme care.

Verify that the area to be dumped in is free of other vehicles, personnel and obstructions.

2. Back the truck to the dump site and position it safely. Be sure that the truck remains on level, stable, safe footing. Bring the truck to a complete stop with the 6-17

friction brake system.

NOTES: 1. Always follow the directions of the appropriate personnel in the dump area.

2. Extra care must be used when on a side slope to ensure proper truck stability during the dynamics of the raising of the dump body and the shifting of the load in it as it is dumped. Do not raise the body on side slopes where the stability cannot be maintained.

3. Pull the Load Brake control out.

4. Place the Shifter in the N (Neutral) position.

5. Verify that no personnel are in the immediate dumping area. Also, check to see that there are no obstructions that will contact the dump body during dumping. Contact with such obstacles may cause unnecessary damage to the dump body and related equipment.

6. When it is clearly safe to dump: a. Move the Dump Controller lever to the Raise position. b. Accelerate the engine to rated speed (typically 1900 rpm) and hold.

NOTE: The rate at which the dump body rises is directly related to the engine speed, load, and valve (dump lever) position. To increase the rate at which the body raises, first move the Dump Controller lever to the maximum Raise position, then accelerate the engine by depressing the Throttle pedal as required. Be careful not to overspeed the engine. c. As the dump body reaches the fully raised position, release the Throttle pedal and allow the engine to return to idle speed. Do not continue to raise the dump body to its greatest dumping position at a high rate of speed, as this may result in damage to the dump cylinders and other components.

NOTES: 1. The dump body should be raised only enough to allow the load to completely exit the body.

2. If the lever is released, it will automatically move to the Hold position, which will discontinue raising the dump body, and hold it in a raised position.

6-18

7. After the payload has been dumped, move the Dump Control lever forward through the Float position to the Lower position and hold, and accelerate the engine to rated speed. The dump body will begin to lower.

NOTE: In some instances (such as dumping on a flat surface), it may be necessary to move the truck ahead slightly to allow complete dumping of the payload.

When this must be done, pull ahead slowly and carefully, as far ahead as required. Bring the truck to a complete stop.

NOTE: Some trucks are equipped with an interlock system, which prevents propulsion with the dump body raised. On these trucks, it is necessary to push the Dump Body Up Override button In while moving the truck.

8. When the dump body is approximately half of the way down, release the Dump Controller lever and Throttle pedal. The lever will automatically return to the Float position, and the dump body will settle onto the frame.

Hold the Dump Controller lever in the Lower position only until the dump body is approximately one-half the way down. Continued powering down of the dump body will result in the dump body striking the frame at a relatively high rate of speed as well as, creating excessive hydraulic oil temperature. With the dump control in the Float position, the dump body will settle onto the frame.

9. If so equipped, verify that the Dump Body Up indicator is Off. Also, verify that the dump body indicator (the hose attached to the canopy over the cab) is visible in the windshield.

10. Verify that the anticipated path of travel away from the dump site is free of obstacles, and that no personnel are on or around the truck.

11. Place the Shifter in the F (Forward) position.

12. Sound the appropriate blasts with the truck’s horn to indicate impending forward motion.

13. Release the Load and Hand and/or Trailer Axle Brakes and Brake pedal, de6-19

press the Throttle pedal, and drive forward.

14. Operate the truck in a safe manner, according to normal procedure.

BOTTOM DUMP TRACTOR TRAILER TRUCKS Dumping of this type of truck is similar in principle, but requires different techniques.

Typically dumping is into a special chute assembly constructed for this purpose.

To dump a load under these conditions: 1. Verify that there is no foreign material on the chute assembly that will interfere with the movement of the truck onto the chute or the opening of the hopper doors.

2. Approach the chute in a safe, controlled manner so that the trailer is as straight behind the tractor as possible and the tires are aligned with the “ramps” on the chute assembly.

3. Position the trailer doors over the center of the chute assembly and stop the truck with the friction brake system.

4. Pull the Load Brake control out. The Brake pedal may now be released.

5. Place the Shifter in the N (Neutral) position.

6. Verify that no personnel are in the immediate dumping area.

7. When it is clearly safe to dump: a. Move the Hopper Door Control to the Open position. b. Accelerate the engine to rated speed (typically 1900 rpm) and hold.

NOTE: The rate at which the doors open is directly related to the engine speed and Dump control lever position. Be careful not to overspeed the engine. c. As the doors reach their fully open position, slow the engine to the low idle speed and release the Hopper Door Control lever. Do not continue to open

the doors to their fully open position at a high rate of speed, as this may result in damage to the dump cylinders and other components.

NOTE: If the lever is released, it will automatically move to the Hold position, which will discontinue opening the doors, and hold it in a partially open position.

8. When the material has cleared the hopper doors and the top of the chute assembly, move the Hopper Door Control to the Close position, and accelerate the engine to rated speed. The doors will begin to close.

NOTE: In some instances (such as larger material not passing through the grating or the chute assembly is overfilled), it may be necessary to move the truck ahead slightly to allow closing of the doors. When this must be done, pull straight ahead slowly and carefully, as far ahead as required. Bring the truck to a complete stop and close the doors. Use extra care that the doors do not contact the ground or other obstacles.

9. When the doors are almost closed, release the Throttle pedal. The doors should continue to close in a slower more controlled manner. When the doors are completely closed release the Hopper Door Control.

10. Verify that the anticipated path of travel away from the dump site is free of obstacles, and that no personnel are on or around the truck.

11. Place the Shifter in the F (Forward) position.

12. Sound the appropriate blasts with the truck’s horn to indicate impending forward motion.

13. Release the Load and Hand and/or Trailer Axle Brakes and Brake pedal, depress the Throttle pedal, and drive forward.

14. Operate the truck in a safe manner, according to normal procedure.

Sometimes it is required to dump the load onto a flat surface. Most of the principle instructions remain the same, there are several other items to consider: a. Position the truck so that it will unload in a straight line to minimize contact between the dumped material and the doors and other truck components.

Make sure the surface is stable and flat enough to encourage proper dumping 6-21

of the load and provide sufficient traction for the tractor to pull through the entire operation. b. While driving forward at a slow, controlled speed, open the doors only partially to allow dumping. Use the door opening and forward speed to control the height of the windrows. They should not be allowed to be large enough to contact the rear of the hopper or the trailer axle assemblies. c. Continue straight ahead forward operation until the load is dumped. If dumping must be halted, close the doors prior to stopping the truck to prevent unwanted discharge from “fouling” in the hopper. d. Close the doors when complete.

ENGINE SHUTDOWN To shut the engine down in normal operation: 1. Park the truck in a SAFE POSITION, as outlined under long term Parking.

2. Prior to shutting the engine off, it is recommended that it be allowed to idle for three to five minutes, to allow the lubricating oil and engine coolant to carry heat away from the turbochargers, combustion chamber, bearings, shafts, etc.

3. To shut the engine off, turn the Engine Stop/Start switch to the Stop position.

NOTE: On some trucks equipped with a momentary stop type switch, it will need to be held in the Stop position until the engine stops operating. On trucks equipped with detented Stop position switches, it should be left in the Stop position.

Some trucks are equipped with an optional Engine Idle Timer. This feature provides an automatic means of allowing the engine to slowly cool prior to shutting off.

When the push-button is depressed, internal circuitry: a. Causes the engine to operate at low idle speed, even if the Master Switch is shut off.

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b. Starts a timer that stops the engine completely, typically in the range of three minutes after the button is depressed. c. On trucks equipped with the optional Detroit Diesel DDEC electronic fuel control systems it may be necessary to turn the Master Switch off then back on prior to restarting the engine.

4. Override features are typically included which: a. Prevent the activation of the timer system unless the park brakes have been activated. b. Disable the sequence if the Shifter is moved from the N (Neutral) position.

5. As the engine oil pressure decreases, the alarm will sound. This will stop when the Master Switch is turned Off. Upon leaving the cab, remember to switch the Master Switch to the Off position.

On trucks equipped with the optional Emergency Engine Kill switch, the engine may be shut down by operating this control which is located on the lower control panel, and optionally located on the frame (depending on the requirements of the mine). However, use of these controls is recommended only in emergencies or if the normal controls will not stop the engine. If use of this is required to stop the engine, report the condition immediately.

TROLLEY ASSIST OPERATION When operating a truck utilizing trolley assist, proceed as follows: 1. Approach the trolley equipped portion of the haul road at approximately 7 to 10 mph (11 to 16 km/hr) utilizing the truck's normal drive system.

NOTE: Entrance speeds must exceed 6 mph (10 km/hr) to allow for a smooth transition into trolley-assist propulsion. If the speed is below 6 mph (10 km/hr), depress the Throttle pedal and accelerate to this speed. Also, a sufficient distance must be allowed between the trucks to prevent overloading of the trolley electrical supply system and conductors.

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NOTE: The operating speeds listed are for normal applications (e.g. climbing a grade loaded). Other speed settings are available for special applications (e.g. flat hauls or straight line operation). Always check with the appropriate mine or Unit Rig personnel for the speeds prior to beginning operation.

2. Align the truck with the entrance area to the trolley overhead conductor system.

NOTE: The center of operation is approximately the center of the vehicle. Centering or aiming the truck may be accomplished by aligning the center of the cab with the left power conductor. This aligning technique may be used for all operation of the trolley systems equipped with central mounted collecting equipment.

3. Move the Trolley Master Control switch to one of the Trolley Speed selection positions. This will cause the power collection equipment to rise.

NOTE: The latch release on the handle must be moved and held when moving the switch into and out of the Diesel position.

4. Release the Throttle pedal, hesitate momentarily, then depress fully. This will cause the electrical system to sequence to operational status. Completion of this sequencing will cause the Ready For Trolley indicator to light.

NOTE: Entrance procedures may vary from location to location. Some areas may desire that the collection equipment not be raised until the truck is already under the entrance cables. Always follow the directions for the particular location and application.

Always keep the trolley collection mechanism in the stowed position when not in use. Never drive under or near the trolley power conductors with the collection equipment raised except when in actual operation and aligned with the overhead conductors.

5. Drive under the entrance area aligned as instructed previously. As this occurs, the following will happen: a. The collectors will contact the power conductors.

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b. The collector assembly will then float vertically with the wire height.

6. When the power collectors are in contact with the electrified portion of the power conductors, the Trolley Power indicator will light and the Ready for Trolley indicator will go out.

NOTE: If the Trolley indicator does not light, repeat steps 4 and 5 above. If it still does not light, accelerate to 10 to 12 mph (16 to 19 km/hr) and again repeat steps 4 and 5. It does not light now, a problem exists with the trolley system and the appropriate corrective action (as per mine policy) should be taken.

7. Drive the truck aligned between the power conductors as outlined previously.

The truck will automatically accelerate to the selected speed setting that has been preset into the electric controls.

NOTE: The retarding grid cooling blower will be operating at all times the truck is operating on trolley power at speeds below full speed. This condition is known as (grid or speed) notching.

8. Important points to remember when operating on trolley power include: a. There are a number of selectable preset speeds available in the trolley mode. They are selected by moving the Trolley Master Control switch to a higher or lower numerical position.

NOTE: The actual speed selected will be shown by the number of the Speed level indicators lighted - at the slowest speeds on Speed 1 is lighted; at the highest speed all Speed indicators are lighted. b. The Shifter must remain in the F (Forward) position and the Throttle pedal at least partially depressed at all times when in trolley operation. c. If stopping or rapid slowing is desired, release the Throttle pedal and depress the Dynamic Retarding and/or Brake pedals as required.

The release of the Throttle pedal will automatically disconnect the trolley power.

When the truck speed drops below a preset minimum (typically 3 mph (5 km/ hr)), the trolley collection equipment will automatically disengage contact with the power conductors and retract to their stowed positions.

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d. If the Leakage Current indicator lights during operation on trolley (indicating a short in the trolley assist propulsion system to the truck chassis): NOTE: The collector assembly will automatically begin to retract to the stowed position if this occurs.

(1) Move the Trolley Master Control switch to the Diesel position and allow the collectors to move to their stowed position.

(2) Drive the truck away from the overhead trolley power conductors.

Do not continue to operate the truck in the trolley mode in this condition

Never permit anyone to climb on or off or come into contact with the truck with the collector assembly is in contact with the overhead power conductors. The truck must be operated in the Diesel mode only until the system has been serviced by trained personnel and the cause of the leakage current corrected. e. If the Overcurrent Reset indicator lights during operation (either trolley or non-trolley): (1) Release the Throttle pedal.

(2) Quickly check for the cause of this warning. If nothing appears abnormal, continue with step (3). If not, continue with step (5).

(3) Depress the red reset button and release. The indicator should go off.

(4) Partially depress the Throttle pedal.

If the indicator does not light again, return to normal operation.

If the indicator lights, proceed with step (5).

(5) If the indicator lights a second time or other evidence of the problem (e.g. smoke from wheelmotors or other components, wheels slipping freely, etc.) is apparent, release the Throttle pedal. Move the Trolley Master Control switch to the Diesel position (if in the trolley assist mode).

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(6) Repeat steps (3) and (4).

If the indicator again lights, stop the truck immediately and park in a SAFE POSITION. Never attempt to move the truck until the propulsion system has been serviced by trained personnel.

If the indicator does not light again, follow the approved mine procedure for operating under these conditions. f. There are several additional interlock systems on the trucks to protect it from danger in abnormal operation. Activation of the interlocks results in several combinations of events including: (1) Automatically switching from trolley to diesel operation (indicated by having the Ready for Trolley indicator to light and the Trolley Power indicator to go off), and/or, (2) Lowering of the power collection assembly, and/or, (3) Discontinuance of propulsion, etc. g. Provision has been made for lateral misalignment of several feet (meters) to either side of the centered position, but it is recommended that the collector assembly remain "centered" between the power conductors.

Special sensors are available in some applications so that if the misalignment nears the operating limits, the system will automatically lower the collector assembly so that it will not come into contact with other components or tangle with the conductors.

NOTE: This is for typical truck set-up. Variations may be found in certain applications. h. If the collector assembly becomes disconnected from the power conductors for any reason, proceed as follows: (1) Move the Trolley Master Control switch to the Diesel mode position.

(2) Determine the cause of the disconnection.

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NOTE: If the operator experiences disconnection due to misalignment with the overhead conductors and it is permissible to reenter trolley at your location, then prepare to do so. If not, park the truck in a SAFE POSITION, and report the problem to the appropriate mine personnel for further action.

(3) Check for on-coming traffic - vehicles still on the trolley system should have the right of way if possible.

(4) Align the truck with the trolley power conductors in a manner similar to that used in entering the trolley.

(5) Move the Trolley Master Control to a Trolley Speed position and proceed as if entering the trolley.

9. Prior to reaching the end of the overhead power conductors, move the Trolley master Control switch to the Diesel position. The trolley power collection equipment will return to the stowed position in the reverse procedure they raised. The trolley's electrical circuitry will be switched off and the truck may be operated in a normal (non-trolley assist) mode.

NOTE: Following this procedure will cause both the Trolley Power and the Ready For Trolley indicators to go off.

10. Never attempt to raise the dump body unless the trolley power collectors are in their "fully stowed" position.

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CALIFORNIA PROPOSITION 65 INFORMATION TO CALIFORNIA CUSTOMERS AND TO CUSTOMERS SELLING DIESEL ENGINE EQUIPMENT INTO OR FOR USE IN CALIFORNIA Propostion 65, a California law, requires warnings on products which expose individuals in California to chemicals listed under the law, including certain chemicals in diesel engine exhaust.

Obligations of Manufacturers of Diesel-Powered Off-Road Equipment. The California Superior Court has approved either of the following two methods of compliance with Propostion 65 requirements by manufacturers of off-road equipment containing diesel engines. (The court order containing these provisions may be furnished on request.)

1.

On-Equipment Warning. Place the warning pictured in attachment 1 on all equipment shipped by you into or for sale in California after January 1, 1996. The warning must be in a location where it is easily visible to the operator of the equipment when (s)he is operating the equipment. The warning must be secured to the equipment. If warnings or operating instructions are provided through a digital display, you may use that method of providing the warning.

2.

Operator Manual Warning. When the operator manual is next revised or by December 31, 1995, whichever is earlier, place the warning in attachment 2 in the operator manual. The warning may be either printed in the manual or on a sticker.

The warning must appear in one of the following locations: * Inside the front cover * Inside the back cover * Outside the front cover * Outside the back cover * As the first page of text Under either alternative, the warning must appear in the same size, print and format as the attachment selected or be of an equally conspicuous size and format. If the warning is provided in an onscreen display, the warning must contain the language in the attachment and must be provided at the time of or in connection with ignition in the same manner as other safety warnings electronically communicated on screen.

Obligation of Resellers of Diesel Engines. This letter must accompany any loose diesel engine sold in California.

Should you have any questions, please call Detroit Diesel Corporation, (313) 592-5000.

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Attachment 2

CALIFORNIA Proposition 65 Warning Diesel Engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects and other reproductive harm.

WARNING: Battery Posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and reproductive harm.Wash hands after handling.

http://www.cat.com August 2013

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14.0

35

12.0

30

10.0

25

8.0

20

6.0

15

4.0

10

2.0

5

0.0

0 0

5

10

8

16

15

20

25

24

32

40

VITESSE - MPH KM/H

30

48

35

56

PER CENT EFFECTIVE GRADE - EMPTY

PERCENT EFFECTIVE GRADE - LOADED

DYNAMIC RETARDING CHART MT3700DC GROSS VEHICLE WEIGHT 325 170 kg (717 000 lb) TIRES 40 X 57 WHEELMOTOR GE 787 WITH GEAR RATIO OF 31.875:1