Mi 1715 (A) PDF

MAINTENANCE INSTRUCTION
M.I. 1517
Revision A
Service Department
ELECTRO-MOTIVE DIVISION
GENERAL MOTORS CORPORATION
November, 2002
SCHEDULED MAINTENANCE
AND OVERHAUL INSTRUCTIONS
HTSC and HTSC-B1 BOGIES
Equipped With
AC Traction Motors
SAFETY PRECAUTIONS
Please refer to the EMD Safety Precautions in appendix to the Locomotive Service Manual
whenever routine service or maintenance work is to be performed on any AC traction equipped
locomotive.
The maintenance procedure as outlined in this instruction is specific to the HTSC and HTSC-B1 type bogies and is offered for
planning purposes only. As written, this document reflects current EMD product design and service experience for the
HTSC/HTSC-B1 design type of locomotive bogie with AC traction motors. The content of this M.I. reflects maintenance
requirements based on time from delivery, kilometers, or megawatt-hours in service. This recommendation is consistent with
present fleet performance and remains within the EMD experience envelope.
This Maintenance Instruction is intended to serve as a guide when establishing maintenance
schedules to meet the particular requirements of individual operations and planned economic
life of the locomotive bogie. It provides average recommendations, which should ensure
satisfactory locomotive operation, and economical maintenance costs where average load
factors and climatic conditions are encountered.
The scheduled inspection and maintenance items defined herein are specific to the HTSC and
HTSC-B1 bogies. Component renewal provisions are consistent with traditional overhaul
procedures.
For planning purposes, EMD has established the following overhaul interval
recommendations for the HTSC and HTSC-B1 bogies. These overhaul interval
recommendations are based on whichever event occurs first: time, kilometers, or megawatt
hours.
HTSC / HTSC-B1 Bogies:
High Speed Service: 6 years / 1,400,000 kms / 23,000 MWHRS.

Heavy Haul Service: 6 years / 1,000,000 kms / 23,000 MWHRS.
NOTE
Kilometer and MWHR values referenced above are defined by Microprocessor Archive Data
as accumulated by the locomotive control computer system.
As always, when specific operating conditions severely impact locomotive performance and
or reliability, maintenance schedules must be adjusted accordingly.
© Copyright 2002
Electro-Motive Division, General Motors Corporation.
All rights reserved. Neither this document, nor any part thereof, may be reprinted without the expressed
written consent of the Electro-Motive Division. Contact EMD Service Publications Office.
HTSC/HTSC-B1 Trucks 2 11/11/02

TABLE OF CONTENTS
1.0 GENERAL DESCRIPTION .............................................................................. 8

2.0 GENERAL MAINTENANCE .......................................................................... 15
2.1 BOGIE CLEANING............................................................................................... 15
2.1.1 UNDER LOCOMOTIVE ............................................................................... 15
2.1.2 TANK IMMERSION...................................................................................... 15
2.2 LUBRICATION ..................................................................................................... 16
2.3 WHEEL AND AXLE INSPECTION..................................................................... 16
2.4 JOURNAL BEARINGS ......................................................................................... 17
2.5 DAMPERS.............................................................................................................. 18
2.6 RUBBER SECONDARY SPRINGS...................................................................... 21
2.7 BRAKE BLOCK GUIDES..................................................................................... 23
2.8 SLACK ADJUSTERS ............................................................................................ 24
2.8.1 GENERAL DESCRIPTION........................................................................... 24
2.8.2 ADJUSTMENT .............................................................................................. 24
2.8.3 GENERAL PHYSICAL INSPECTION ......................................................... 26
2.9 HAND BRAKE ...................................................................................................... 26
2.9.1 DESCRIPTION OF OPERATION................................................................. 26
2.9.2 INSPECTION OF HAND BRAKE CHAIN AND LEVER........................... 26
2.9.3 ADJUSTMENTS & TROUBLE-SHOOTING............................................... 27
2.9.4 MAINTENANCE & LUBRICATION ........................................................... 28
2.9.4.1 Quarterly ..................................................................................................... 28
2.10 GEAR CASES (AC TRACTION LOCOMOTIVES) ............................................ 28
2.10.1 GENERAL DESCRIPTION........................................................................... 28
2.10.2 GEAR CASE REMOVAL.............................................................................. 29
2.10.3 GEAR CASE APPLICATION ....................................................................... 30
2.11 TRACTION MOTOR REPLACEMENT............................................................... 31
2.12 BOGIE REMOVAL................................................................................................ 33
2.12.1 INSPECTIONS BEFORE BOGIE REMOVAL............................................. 33
2.12.2 BOGIE ASSEMBLY REMOVAL ................................................................. 33
2.13 BOGIE APPLICATION ......................................................................................... 39
2.13.1 INITIAL INSTALLATION............................................................................ 39
2.13.2 VERTICAL STOP CLEARANCE ................................................................. 40
2.13.3 FINAL INSTALLATION............................................................................... 41
M.I. 1517A 3 11/11/02

3.0 BOGIE OVERHAUL....................................................................................... 42
3.1 BOGIE DISASSEMBLY........................................................................................ 42
3.1.1 REMOVING VERTICAL DAMPERS .......................................................... 42
3.1.2 REMOVING TRACTION RODS LOCK BOLT COLLARS........................ 43
3.1.3 REMOVING TRACTION MOTORS/WHEELSETS ASSEMBLY ............. 44
3.1.4 DISCONNECTING TRACTION RODS AND REMOVING BEARING
ADAPTERS AND PRIMARY COIL SPRINGS ........................................... 46
3.1.5 REMOVAL OF SECONDARY RUBBER SPRINGS................................... 47
3.1.6 REMOVAL OF LATERAL THRUST PADS................................................ 47
3.1.7 REMOVAL OF YAW DAMPERS ................................................................ 47
3.1.8 REMOVAL OF CARBODY PIVOT ASSEMBLY ....................................... 48
3.1.9 REMOVAL OF BRAKE RIGGING COMPONENTS .................................. 49
3.2 COMPONENT QUALIFICATION........................................................................ 50
3.2.1 BEARING ADAPTERS ................................................................................. 50
3.2.2 BRAKE RIGGING COMPONENTS ............................................................. 50
3.2.3 TRACTION ROD BUSHING REPLACEMENT PROCEDURES ............... 51
3.2.3.1 Traction Rod Bushing Removal.................................................................. 52
3.2.3.2 Traction Rod Bushing Installation .............................................................. 52
3.2.4 CARBODY PIVOT ASSEMBLY.................................................................. 54
3.2.4.1 Carbody Bushing Removal Procedures ...................................................... 54
3.2.4.2 Carbody Rod Bushing Installation Procedures ........................................... 55
3.2.5 TRACTION MOTOR NOSE SUPPORT LINKS .......................................... 58
3.2.6 PRIMARY COIL SPRING SUSPENSION.................................................... 59
3.3 BOGIE FRAME INSPECTION AND RECONDITIONING ................................ 60
3.3.1 BOGIE FRAME TRAMMING ...................................................................... 60
3.3.2 BENT, BROKEN, OR CRACKED MEMBERS ........................................... 61
3.3.3 WORN SPOTS ............................................................................................... 63
3.3.4 ELONGATED OR OVERSIZE HOLES........................................................ 63
3.3.5 WORN BUSHINGS ....................................................................................... 64
3.3.6 DAMAGED THREADS................................................................................. 64
3.3.7 BROKEN OR BENT STUDS ........................................................................ 64
3.3.8 MISSING PARTS........................................................................................... 64
3.4 BOGIE RE-ASSEMBLY........................................................................................ 64
3.4.1 INITIAL BOGIE ASSEMBLY ...................................................................... 64
3.4.2 BRAKE CYLINDER PIPING........................................................................ 68
3.4.3 ASSEMBLY OF BRAKE RIGGING COMPONENTS................................. 68
3.4.4 TRACTION MOTOR AND WHEELSET (COMBO) APPLICATION........ 72
3.4.5 PRIMARY VERTICAL DAMPER APPLICATION..................................... 73
3.4.6 SECONDARY YAW DAMPER APPLICATION......................................... 74
3.5 BOGIE APPLICATION TO LOCOMOTIVE ....................................................... 74
4.0 SPECIAL PROCEDURES ............................................................................. 77
4.1 LOCK BOLTS ........................................................................................................ 77
4.1.1 REMOVING LOCK BOLTS ......................................................................... 77
4.1.2 LOCK BOLT INSTALLATION .................................................................... 78

5.0 SERVICE DATA - BOGIE ASSEMBLY ......................................................... 81
5.1 REFERENCES ....................................................................................................... 81
5.1.1 MAINTENANCE INSTRUCTIONS ............................................................. 81
5.1.2 TYPICAL PARTS CATALOGUES............................................................... 81
5.1.3 DRAWING NUMBERS................................................................................. 81
5.1.4 OTHER REFERENCES ................................................................................. 81
5.2 WEIGHTS............................................................................................................... 82
5.2.1 COMPONENT WEIGHTS............................................................................. 82
5.2.2 ASSEMBLY WEIGHTS ................................................................................ 83
5.3 SPECIAL TORQUE VALUES .............................................................................. 83
5.4 SCHEDULE OF MAINTENANCE ....................................................................... 84
5.4.1 TRIP / MONTHLY INSPECTION ................................................................ 84
5.4.2 QUARTERLY INSPECTION ........................................................................ 84
5.4.3 SEMI – ANNUAL / ANNUAL INSPECTION.............................................. 85
5.4.4 BOGIE OVERHAUL ..................................................................................... 85
5.5 MAINTENANCE AND WEAR LIMITS .............................................................. 86
5.5.1 WHEEL LIMITS ............................................................................................ 86
5.5.1.1 Wheel Size Variation Limits....................................................................... 86
5.5.1.2 Wheel Size Minimums................................................................................ 86
5.5.2 WEAR LIMITS ON BOGIE COMPONENTS .............................................. 86
5.5.2.1 Total Free Lateral Axle Clearances Between Lateral Thrust Pads And
Bearing Adapters ...................................................................................... 86
5.5.2.2 Wear of Nylon Pivot Liners (Split Half-Cylinder) ..................................... 87
5.5.2.3 Secondary Vertical Stop Clearances........................................................... 87
5.5.2.4 Secondary Lateral Stop Clearances ............................................................ 87
5.6 ROUTINE MAINTENANCE EQUIPMENT AND SPECIAL TOOLS................ 89
5.6.1 FIXTURES ..................................................................................................... 89
5.6.2 GEAR RATIOS .............................................................................................. 89
5.6.3 SPECIAL LUBRICANTS .............................................................................. 90
5.6.4 COMMON PART NUMBERS....................................................................... 90
M.I. 1517A 5 11/11/02

LIST OF FIGURES
Figure 1 HTSC Bogie................................................................................................ 8
Figure 2 HTSC – B1 Bogie ....................................................................................... 9
Figure 3 Typical Carbody Pivot Assembly ............................................................... 9
Figure 4 HTSC Bogie (side view)........................................................................... 10
Figure 5 HTSC – B1 Bogie (side view) .................................................................. 10
Figure 6 Secondary Springs and Lateral/Vertical Stops ......................................... 11
Figure 7 Journal Adapter and Retaining Pins.......................................................... 12
Figure 8 Typical Traction Motor Nose Link (Dogbone)......................................... 12
Figure 9 Lateral Thrust Wear Pads.......................................................................... 13
Figure 10 Typical Air Brake Cylinders..................................................................... 14
Figure 11 Roller Type Journal Bearing..................................................................... 17
Figure 12 Typical Vertical Damper........................................................................... 20
Figure 13 Typical Yaw Damper................................................................................ 20
Figure 14 HTSC Secondary Springs (Frame not to scale) ........................................ 21
Figure 15 HTSC – B1 Secondary Springs (Frame not to scale) ............................... 22
Figure 16 Typical Brake Block Rigging and Guides ................................................ 23
Figure 17 Slack Adjusters ......................................................................................... 24
Figure 18 Hand Brake ............................................................................................... 27
Figure 19 Typical AC Gear Case .............................................................................. 28
Figure 20 Traction Motor Gear Case ........................................................................ 30
Figure 21 Gear Case Sealant Beads .......................................................................... 31
Figure 22 Typical Locomotive Jacking Pad Locations ............................................. 34
Figure 23 Typical Jack Alignment ............................................................................ 34
Figure 24 Typical Brake Cylinder Air Piping ........................................................... 35
Figure 25 Secondary Spring Pins (shown with unit lifted) ....................................... 35
Figure 26 Typical Traction Motor Connections (AC motor shown)......................... 36
Figure 27 Typical Secondary Interlock Carbody/Bogie Shackles ............................ 36
Figure 28 Removal of Typical Carbody Yaw Dampers............................................ 37
Figure 29 Lock Wire and Bolt Removal ................................................................... 37
Figure 30 Pivot Plate and Wear Ring........................................................................ 37
Figure 31 Secondary Spring / Underframe Separation ............................................. 38
Figure 32 Typical Bogie........................................................................................... 38
Figure 33 Alignment of Typical Pivot Pin ................................................................ 39
Figure 34 Vertical Stop Clearance ............................................................................ 40
Figure 35 Application of Safety Wire ....................................................................... 41
Figure 36 Vertical Damper Removal ........................................................................ 43
Figure 37 Typical Traction Motor Nose Link Removal (HTCR shown).................. 44
Figure 38 Lifting of Bogie......................................................................................... 45
Figure 39 Carbody Pivot Assembly .......................................................................... 48
Figure 40 Typical Journal Bearing Adapter Bore ..................................................... 50
Figure 41 Removal of Traction Rod Bushing ........................................................... 51
Figure 42 Installation of Traction Rod Bushing........................................................ 52
Figure 43 Typical Carbody Pivot Assembly ............................................................. 54
Figure 44 Carbody Pivot Rod Traction Bushings ..................................................... 55
Figure 45 Carbody Pivot Rod Traction Bushing Alignment..................................... 56
Figure 46 Carbody Pivot Rod Traction Bushing Installation.................................... 56

Figure 47 Carbody Pivot Rod Traction Bushing Retaining Ring Installation .......... 57
Figure 48 Completed Carbody Rod Bushing ............................................................ 57
Figure 49 Typical Traction Motor Nose Support Link (HTCR Shown)................... 58
Figure 50 Bushing Orientation .................................................................................. 58
Figure 51 Primary Coil Springs and Journal Adapter ............................................... 59
Figure 52 Typical Tramming Points ......................................................................... 60
Figure 53 Critical Frame Areas ................................................................................. 61
Figure 54 Preparing Joints For Welding ................................................................... 62
Figure 55 Bogie Frame Straightening ....................................................................... 63
Figure 56 Typical Orientation of Nose Links (HTCR Shown) ................................ 66
Figure 57 Bogie Lifting Connections........................................................................ 67
Figure 59 Brake Lever Assembly Application - Live ............................................... 69
Figure 60 Brake Lever Assembly – Dead ................................................................. 69
Figure 61 Brake Lever Assembly Application - Dead .............................................. 70
Figure 62 Brake Shoe Application ............................................................................ 70
Figure 63 Application of Brake Cylinder Lever Cross-Over Assembly 47360 ........ 71
Figure 64 Typical Carbody Pivot Pin Installation (HTCR Shown) .......................... 74
Figure 65 Typical Secondary Spring Alignment (HTCR Shown) ............................ 75
Figure 66 Typical Carbody Pivot Pin Lock Wire (HTCR Shown) ........................... 75
Figure 67 Typical Carbody Interlock Links (HTCR Shown)................................... 76
Figure 68 Typical Air Brake Piping (HTCR Shown)................................................ 76
Figure 69 Lockbolt Installation ................................................................................. 78
Figure 70 Final lock Bolt Assembly.......................................................................... 79
Figure 71 Lockbolt Finished Dimensions ................................................................. 79
Figure 72 Schematic of Secondary Lateral Stop ....................................................... 87
Figure 73 Procedure to measure Secondary Lateral Stop Clearances....................... 88
Figure 74 Measuring Secondary Lateral Stop Clearance.......................................... 89
M.I. 1517A 7 11/11/02

1.0 GENERAL DESCRIPTION
The HTSC (high traction/speed-three axle) bogie assembly, Figure 1, and HTSC-B1
(high traction/speed-three axle, two traction motor/one idler axle) bogie assembly,
Figure 2, support the weight of the locomotive and provide the means for
transmission of power to the rails. The HTSC series truck is applied to AC
transmission locomotives used in freight service, while the HTSC-B1 is applied to
AC transmission locomotives used in passenger service. There are minor differences
in specifications between the two types of bogie, however the basic design is similar.
Figure 1 HTSC Bogie
Like conventional three axle bogies, the axles are held parallel to each other,
however the HTSC series bogie is designed as a powered “bolster-less” unit. The
locomotive carbody weight is transferred directly to the bogie frame through four
rubber “secondary“ spring pad assemblies, which also provide yaw stiffness for
tracking stability. The relatively stiff “secondary” suspension and uniform traction
motor orientation improve weight transfer within the bogie for optimal adhesion
performance. A soft “primary” suspension, consisting of twelve single coil journal
springs (two at each journal bearing), is designed to provide good ride quality and
equalization of wheelset loads for operation over track irregularities.

Figure 2 HTSC – B1 Bogie
Traction loads are transmitted from the bogie to the locomotive underframe through
a carbody pivot pin assembly, Figure 3.
Figure 3 Typical Carbody Pivot Assembly
Although the bogie frame itself is rigid, the soft spring design allows the end axles
“yaw” freedom within the frame to position the wheelset axles to the curves center
for reduced wheel and rail wear. A “traction rod” and collar/bushing attached to the
journal bearing adapters and bogie frame helps control movement of the end axles
and transfers driving force to the bogie frame.
The “soft” primary coil spring suspension also allows for a small amount of “angle
of attack” variation, thereby lessening wheel wear in curves.
M.I. 1517A 9 11/11/02
The bogie is designed to provide for extended maintenance intervals via reduced
number of rubbing wear interfaces and improved tracking performance of the
wheels on the rails.
Two (HTSC – B1) or three (HTSC) AC traction motors, mounted in each bogie,
convert electrical energy into locomotive tractive effort. The motors are geared to
the driving axles, which in turn apply force to the rail through the wheels. The
driving force is transmitted to the bogie frame through traction rods attached to the
axle journal bearing adapters and from the bogie frame to the locomotive
underframe through the carbody pivot assembly.
AXLE 1 AXLE 2 AXLE 3
Figure 4 HTSC Bogie (side view)
Figure 5 HTSC – B1 Bogie (side view)

Heavy-duty dampers are used vertically between the journal bearing adapters and
the bogie frame at all axles to damp excessive vertical and roll oscillations of the
locomotive. Two yaw dampers are mounted diagonally between each bogie and the
locomotive underframe to damp the lateral and yaw movements of the bogie for
stability at higher road speeds.
Lateral stops are provided on the bogie frame at the center axle position to limit
lateral movement between the bogie and underframe. Vertical stop clearance is
established between the bogie frame and the underframe using shims at locations
inward of the lateral stops near the center axle position. All vertical shims are
welded to the underframe, as shown on Figure 6.
Figure 6 Secondary Springs and Lateral/Vertical Stops
The bogie vertical stop clearances should be measured at specified intervals as

outlined in Scheduled Maintenance.
Secondary Interlocks are located on either side of the bogie frame at the center axle
location, Figure 6. These two links serve to prevent separation of the bogie assembly
from the locomotive during lifting operations of the locomotive with the bogie(s).
M.I. 1517A 11 11/11/02

Interlocking of the journal bearing adapter to the bogie frame for lifting is
accomplished via a contoured structure on the bearing adapter, and two steel rods
which are installed through the bogie frame structure at each journal adapter location
(journal retainer pins –Figure 7).
Figure 7 Journal Adapter and Retaining Pins
The three traction motors are supported on their respective drive axles and at motor
nose link assemblies, Figure 8, attached to the bogie frame. A main feature of the
HTSC/HTSC – B1 bogie design is the orientation of the traction motors in one
direction. This arrangement provides good motor accessibility and maximizes
adhesion characteristics.
Figure 8 Typical Traction Motor Nose Link (Dogbone)

The journal bearings transmit the vertical load from the springs to the axles.
Resilient wear plates mounted inside the bogie frame limit the lateral thrust
movement of the axles. These renewable resilient wear plates, Figure 9, provide the
means to maintain the free lateral clearances at the center (middle) axle and at the
end (front and rear) axles. Three retainer bolts accessible from the outside of the
bogie frame secure the resilient wear plates. These wear plate bolts also serve to
secure the upper vertical damper bracket on the HTSC bogie. The HTSC-B1 bogie
uses three additional bolts to secure the bracket.
The resilient lateral thrust pads are to be replaced as a set if the free lateral axle
clearances exceed the limits specified in the Service Data section. Otherwise, refer to
the bogie overhaul section in regard to replacement of cracked or excessively worn
thrust pads.
•Measure Axle Lateral

Clearance(s) at location indicated
HTSC Bogie
• Axles 1,3,4,6 - 0.19” per side
•Axles 2,5 - 0.31” per side
HTSC - B1 Bogie
• Axles 1,3,4,6 - 0.12” per side
Axles 2,5 - 0.31” per side
Figure 9 Lateral Thrust Wear Pads
M.I. 1517A 13 11/11/02

Figure 10 Typical Air Brake Cylinders
Air brake cylinders and brake rigging mounted on the bogie are used to apply
retarding forces to the wheels to slow and stop the locomotive. A single block brake
system is used, which utilizes one composition block at each wheel.
Brake cylinders are mounted outboard of the bogie frame transoms and operate the
brake system through a lever arrangement. Manual slack adjusters are fitted to allow
for periodic adjustment of brake cylinder travel and brake block renewal.
A manually operated ratcheting type hand brake is fitted to the right rear side of the
locomotive, and operates the brake rigging on the #2 bogie position through a
mechanical chain linkage.

2.0 GENERAL MAINTENANCE
2.1 BOGIE CLEANING
2.1.1 UNDER LOCOMOTIVE
Bogie(s) should be periodically cleaned while under the locomotive to eliminate any
accumulation of oil and road dirt. An oily accumulation presents a fire hazard and
tends to increase wear of moving parts on the bogie, as well as detract from the
general appearance of the equipment.
CAUTION
When cleaning bogies under the locomotive, the engine should be kept running to
supply air under pressure to the traction motors. Discharged air will help prevent
over-spray from entering the motors. Care should be taken to direct spray away from
any motor openings.
A wetting agent and an alkaline solution type cleaner can be used on the bogie.
Spray wetting agent over bogie surfaces and let it remain for 10 to 15 minutes. Then
using steam and an alkaline solution in a mixing gun, thoroughly spray entire truck
assembly. Rinse assembly with hot water.
2.1.2 TANK IMMERSION

When the bogie assembly is removed from the locomotive, the traction motors,
traction rods, traction rod bushings, carbody pivot and bushings, wheels, axles,
bearing adapters, rubber suspension springs; dampers, and brake cylinders should be
removed if the bogie is to be immersed in a cleaning tank containing an alkaline
solution. In addition, non-metallic wear components such as the carbody pivot pin
liners should not be immersed. After a sufficient time to assure removal of all
foreign material, remove the assemblies and rinse thoroughly with hot water remove
all cleaning solution.
M.I. 1517A 15 11/11/02

2.2 LUBRICATION
Periodic lubrication on the bogie assembly is not required. However, depending on
the type of traction motor gear and support bearing assemblies used, reference Table
1 lists the lubrication intervals required for their maintenance.
The carbody pivot pin assembly cylinder is lined with nylon alloy bushing halves.
The pivot pin is to be coated with a bonded dry spray lubricant at time of overhaul or
re-trucking only. Details about the dry spray lubricant are specified in the Section
5.6.3 (Special Lubricants). No additional oil or grease is needed during operational
service.
NOTE
Special care should be taken with all rubber components, the axle lateral wear plates
on the bogie frame, dampers, and brake rigging in order to keep them free of oil or
grease.
Roller support 400,000 kms, or at

bearings (BTR), wheel change
grease lubricated: (whichever comes first)
Oil lubricated gear 92 days or as required
case: by locomotive service
demands.
Table 1 Traction Motor Gear and Axle Lubrication
2.3 WHEEL AND AXLE INSPECTION
Wheels should be inspected for any visible defects before and/or after each trip.
Wheels should be periodically checked for wear, sharp flanges, shelling, cracks, flat
spots, and other injurious defects. Corrective action should be taken immediately, if
unacceptable defects are found.
REFERENCE
Wheel and axle defects, which typically require the removal of any particular
wheelset are well defined and illustrated in the “Wheel and Axle Manual” published
by the Association of American Railroads (AAR), 50 “F” Street, North West
Washington, D.C. 20001.

Further wheel and axle component inspections and wear limit information is
provided in M.I. 1519, entitled: “Wheels, Axles, Axle Gears and Pinions” and at the
end of this publication. Use the following guidelines in conjunction with M.I. 1519
when determining wheel and axle condition.
See Service Data for wheel size variation limits.
• Minimum wheel diameter after last truing operation.
• Maximum diameter mismatch of two wheels on a common axle.
• Maximum diameter mismatch between wheels on one axle compared to
those of any other axle. These include wheels on the same bogie.
• Minimum rim thickness.
• Axle longitudinal limits.
• Circumferential defects on or below the axle surface.
• Axle Run-out.
2.4 JOURNAL BEARINGS

Under normal operating conditions, running temperatures of approximately
56° C (133° F) above ambient temperatures may be expected. If the bearing
appears noticeably warmer than other bearings on the locomotive, the bearing
should be checked on the outside face of the adapter with a temperature-
indicating crayon 93 ° C (200 ° F), or with a direct pyrometer. If the bearing
temperature is in excess of 93° C (200° F), the bearing should be removed
from service for further examination.
Figure 11 Roller Type Journal Bearing
M.I. 1517A 17 11/11/02

In the event that one or more axle end cap bolts are found to be loose or missing
from the bearing - the wheel, gear, axle, and journal bearing assembly should be
removed from the bogie. The bearing should then be removed from the axle and a
full inspection made to determine the cause and possible resultant damage.
A small amount of grease leakage around the seals may be expected during an initial
run-in period. This leakage will eventually be reduced to normal “weepage.”
However, if a bearing appears to be leaking excessively, check for seal damage.
Carefully wipe the area around the seal to allow inspection for a displaced or torn
seal. Do not use solvents to clean the seal area or a probe to try to displace the seal.
Both of these actions will damage the seal and may lead to premature bearing
failure.
Distorted, cracked, or damaged axle end caps should be replaced, and the damaged
caps should be scrapped.
When locomotives equipped with cartridge-type roller bearings are placed in

storage, the hand brake should be set or the wheels chocked to prevent the
equipment from moving. It is necessary to periodically move the locomotive to
distribute lubricant over the bearing surfaces.
For the checking, removal and installation of journal bearings refer to M.I. 1553.
After the installation of the end cap the end cap bolts should be torqued. See Service
Data for torque information.
2.5 DAMPERS
There is rarely a partial failure of a damper. When it fails there is no resistance to
movement in compression, in rebound or in both directions and a simple manual test
can detect the failure.
NOTE
If a damper is new or has not been used for some time, it must be stroked to obtain
consistent motion before being checked for control. Resistance developed during
testing is proportional to velocity of the test stroke.
Dampers contain a reserve of hydraulic fluid, and allow seepage to lubricate the
piston rod. A light film of oil / dust is normal and is not cause for rejection. A failed
seal is recognizable by an excessive accumulation of fluid (wet) on the damper.
However, it is not possible to ascertain the amount of reserve fluid in the damper and
predict remaining life.

Periodic inspection or when loss of damping action is suspected:
1. Check for leaking fluid. Make certain that oil has not been deposited from
some other source and check damper per Manual Qualification Procedures
before condemning.
2. Perform manual qualification tests to detect gross loss of control.
3. Inspect bushing integrity. Bushings should not permit uncontrolled vertical
or lateral movements of the damper.
4. If a failed vertical primary damper is detected, inspect journal springs, lateral
thrust pads and wear plates at each journal bearing location as well.
5. If a failed yaw damper is detected, check the items noted in the above step as
well as all traction rods and bushings, carbody pivot and rod assembly and
bushings, and secondary springs (rubber pads).
Use the following steps to qualify vertical dampers.
1. Remove the damper from the journal bearing adapter and bogie frame.
NOTE
Vertical dampers must be tested in the normal vertical position. Precautions must be
taken to avoid damaging the damper bushings during the testing or wheel
maintenance. The HTSC bogie has stud mounted primary vertical dampers; the
HTSC-B1 bogie uses bar mounted vertical dampers.
2. Manually stroke the damper while retaining the normal vertical position.
Smooth, controlled movement should be felt through both extension and
compression.
3. Inspect the end rod to damper body connections for any cracking. Inspect all
end connection components, such as washers, rubber bushings and nuts.
Replace any components that are cracked chipped or deformed. Renew
damper if necessary.
4. If damper tests good, reapply the damper and torque the fasteners. See
Service data for torque values.
M.I. 1517A 19 11/11/02

Figure 12 Typical Vertical Damper
Figure 13 Typical Yaw Damper
Use the following steps to qualify yaw dampers:
1. Remove the yaw damper from the bogie and underframe.

2. Manually stroke the damper in the horizontal position. Smooth, controlled
movement should be felt through both extension and compression.
3. Renew damper if necessary. Inspect bolts, washers and nuts for signs of
cracking or damage. Replace as necessary. Reapply damper as per bogie
assembly instructions in later section. Torque as per specifications in Service
Data.

It is essential that dampers be replaced with the correct type to ensure proper
adhesion characteristics and ride quality.
NOTE
Whenever a damper is tested or replaced, the mounting lock nuts, which are
removed in the process must be discarded and replaced with new lock nuts of the
same type. (HTSC)
2.6 RUBBER SECONDARY SPRINGS

Thoroughly inspect the springs, Figure 14 and Figure 15, for signs of degradation.
Grease and dirt accumulations on the rubber spring, resulting from normal service,
will not cause deterioration of the rubber material; however, continuous exposure to
lubrication and fuel oils has a detrimental effect on the life of the rubber. Take care
to keep such oil deposits off the rubber springs. In addition, cleaning the rubber
spring will facilitate visual inspection.
Figure 14 HTSC Secondary Springs (Frame not to scale)
M.I. 1517A 21 11/11/02

Figure 15 HTSC – B1 Secondary Springs (Frame not to scale)
To clean the rubber spring, wipe excess grease, oil, and dirt from the spring with a
clean cloth soaked in a mild alkali solution. Do not wash the spring in paraffin de-
greasing agents (such as trichloro-ethylene), caustic soda, or diesel fuel oil.
Check the unloaded spring for degradation. A certain amount of superficial cracking
(crazing) of the rubber surface is not unusual or detrimental to performance. Replace
any spring if any layer has a tear or cut, which exceeds 25mm (1”) in length and
6.25 mm (1/4”) in depth, or if the accumulated tears in any layer exceed 100mm
(4”).
NOTE
Rubber and Nylon components on the bogie do not specifically have any inspection
criteria. They have to be visually inspected for any damage or presence of
equipment. However, instructions regarding specific Rubber and Nylon components
as indicated in the respective sections have to be adhered to for optimum
performance and life of these components.
Lifting of rubber from bonded metal surface is limited to a depth of 12.5 mm (1/2”)
and/or a total length of 100 mm (4”) on any one rubber/metal interface. If separation
exceeds either of these specifications, the rubber spring should be replaced.

Metal plates separating the rubber layers are covered with a thin layer of rubber on
the exposed edges. This is to protect the metal from corrosion. Due to physical
contact with foreign objects, in time, it is expected that some of the protective rubber
covering at the edges and corners of the metal plates will become split, torn, and
ripped away. This is not bonding separation. This condition will not affect the
performance of the part, and is not cause for replacement.
Overhanging edges of metal parts are occasionally bent or burred through

mishandling or excessive service conditions. This is of no consequence, as the
rubber is not trapped and there is no sharp metal edge to come into contact with the
free rubber surface. Any excessive burrs should be filed off without touching the
rubber.
2.7 BRAKE BLOCK GUIDES

Brake block stabilization guides, Figure 16, are provided on the underside of the
bogie frame at the “live” and/or “dead” block lever location. A 6.4mm (0.25”) thick
X 87.5 mm (3.5”) diameter Nylon alloy wear plate is bolted to each brake lever
which mates to a spring steel stabilizing bar. Each brake lever uses a guide bracket
which straddles the stabilizing bar to maintain brake shoe to wheel alignment. The
“dead” brake lever uses a safety hanger, which is a “U” shaped bracket that straddles
the lever pivot bracket at the top side of the truck frame to maintain brake shoe to
wheel alignment. The stabilizing bars are bolted to brackets under the truck frame.
The long bars used between the “live” and “dead” brake levers are further supported
by a tie bar assembly connected laterally from the bar on one side of the truck to the
other. The wear plates should be replaced when the thickness is half of the original,
or 3.2mm (0.125”).
Figure 16 Typical Brake Block Rigging and Guides
M.I. 1517A 23 11/11/02

2.8 SLACK ADJUSTERS
2.8.1 GENERAL DESCRIPTION
The brake slack adjuster, Figure 17, is a manually adjusted pin type assembly
designed for single block brake locomotives.
Figure 17 Slack Adjusters
2.8.2 ADJUSTMENT
Piston travel is set by the placement of a pin into one of the available adjustment
holes in the slack adjuster. A spring-loaded clip that is positioned over the pin in
service retains the pin. For adjustment, the clip is lifted and simultaneously rotated
out of position to enable the pin to be removed. A ring and cable lanyard provides a
means to pull the pin to perform an adjustment. The slack adjustment procedure is as
follows:
CAUTION
This procedure must be conducted with the locomotive parked on tangent track. If
conducted with the locomotive in a curve, error in setting the piston travel will
result.

1. With the brakes fully applied, measure the piston travel. Piston travel must not
exceed 165 mm (6.5”) nor less than 50 mm (2”).
2. If the piston travel exceeds 165 mm (6.5”), the slack adjuster must be reset to
reduce the piston travel. It is prudent to limit the piston travel allowed to some
lower value to allow continued brake block wear and resulting piston travel
increase such that the piston travel will not exceed limits prior to the next
inspection and adjustment. The operating Railroad must determine these
amounts based on their operation and experience.
WARNING!
To avoid potential injury, be certain the locomotive will not roll if the brakes are
released before performing the next step. Take measures such as chocking the
wheels if necessary. It is strongly recommended that this procedure only be
conducted on level track.
3. Release the air brakes on the bogie to be adjusted using the brake cylinder cutout
cock on the underframe above the center of the bogie. This will vent all air from
this BOGIE, on both sides, so be certain other persons in the immediate area are
aware the brake levers will move. Keep hands and feet away from the brake
equipment!
4. Lift and turn the pin retainer clip on the slack adjuster to be adjusted and remove
the pin.
5. Using a suitable pry bar, work through the pinholes to extend the slack adjuster
toward the wheel. When it is judged that the block release is at least 19 mm
(3/4”) to 32mm (1.25”) away from the wheel tread, total for two block position,
16 mm (5/8”) to 25 mm (1”) away for single block position, reapply the pin in
the hole where it best fits.
6. Turn the bogie air cutout cock to apply the brakes. This will apply air to all brake
cylinders on this BOGIE, on both sides, so be certain other persons in the
immediate area are aware the brake levers will move. Keep hands and feet away
from the brake equipment!
7. With the brakes applied, measure the piston travel. It must be a minimum of
50mm (2.0”) at the single block positions (axles #1 and #6) and a minimum of
57mm (2.25”) at the two block positions (axles #2, 3, 4, and 5). It is desirable to
set the piston travel as near to these values as possible, without going less than
them, to obtain the greatest interval of time before readjustment is necessary.
M.I. 1517A 25 11/11/02

2.8.3 GENERAL PHYSICAL INSPECTION
It is recommended that a periodic visual inspection should be performed to find out
if there is any damage, e.g. loose or missing lock pins or a bent or damaged
assembly. Replace or repair the adjuster as required.
A more detailed description of brake rigging and guides is given in 3.0 BOGIE
OVERHAUL.
2.9 HAND BRAKE

2.9.1 DESCRIPTION OF OPERATION
The hand brake, Figure 18, used on HTSC and HTSC – B1 equipped locomotives, is
connected by means of a chain and pulley arrangement to a specially designed brake
horizontal cross over lever on the rear (#2) bogie. The lever, with a pulley at one
end, applies the parking brake to axles #4 and #5 at the rear end of the unit.
Caution should always be exercised when using the hand brake, because brake
component damage, obstruction (such as debris or severe icing), or improper
adjustment may result in an improper application and little or no brake capability.
After setting the hand brake, it is good practice to visually check the brake
application.
2.9.2 INSPECTION OF HAND BRAKE CHAIN AND LEVER

The hand brake, chain, and lever should be inspected on a periodic basis, to check
for unusual wear. The hand brake chain should not rub against the wheel or bogie
during operation. The HTSC-B1 bogie has a special spring pre-tensioning
arrangement to prevent this, Figure 18.

Figure 18 Pre-tension Spring Arrangement on HTSC-B1 Bogie
2.9.3 ADJUSTMENTS & TROUBLE-SHOOTING

If the hand brake appears to need adjustment, check for wear in the chain, pins, and
shackles. Replace any items that have extensive wear. If the parking brake linkage
isn’t worn, check the service brakes for proper adjustment by referring to 2.8 Slack
Adjusters Section of this M.I. before making any adjustments to the hand brake
linkage. The hand brake linkage is adjusted by varying the number of links in the
chain. Once this dimension has been established, it should not have to be re-done.
Check the brake cylinder piston travel with the parking brake applied. If the travel is
greater than 165 mm (6.5”), readjust the slack adjuster until the desired travel of less
than 165 mm (6.5”) is achieved.
M.I. 1517A 27 11/11/02

2.9.4 MAINTENANCE & LUBRICATION
2.9.4.1 Quarterly
• Check that all fasteners (nuts & bolts), clamps, and brackets are secure.
• Verify condition of chain, shackles, and pins for corrosion, wear and
damage. Replace as required.
• Check that the pulley on the brake handle assembly is in good condition and
properly secured. Replace if required.
• Chain and other components should be lightly oiled to prevent corrosion.
2.10 GEAR CASES (AC TRACTION LOCOMOTIVES)

2.10.1 GENERAL DESCRIPTION
The Gear Case, which is an integral part of the Traction Motor Assembly, is
mounted on support arms at the traction motor.
As illustrated in Figure 19, the gear case is comprised of two close fitting halves to
provide a complete oil-tight enclosure. The oil in the gear case is used to lubricate
the pinion / bull gear mesh as well as the traction motor rotor support bearing at the
pinion end of the motor.
Figure 19 Typical AC Gear Case

Located on the inboard side of the gear case are three hex head pipe plugs. These
plugs cap the openings used for oil fill, oil level), and oil drain as illustrated. When
filling the gear case, both the oil fill and oil level plugs must be removed. Lubricant
should be added until oil flows from the level plug. Do not use the oil fill hole as a
reference for a full gear case.
Overcharging the gear case with lubricant will cause leakage through the seals into
the traction motor and will also result in increased oil and bearing temperatures.
On other models there is a fill cap located on the inboard face of the gear case.
Proper oil level is maintained by adding lubricant until the level is even with the lip
of the fill opening.
When a gear case is removed from the traction motor/wheel axle assembly, the case
should be checked for possible damage such as cracks, perforations, or deformation.
The case should be cleaned and the old seal assemblies must be discarded. Seal
retainers and parting lines must be free of dirt, oil, gasket compound, or any other
foreign material.
2.10.2 GEAR CASE REMOVAL

The gear case, Figure 20, is mounted to a support arm on the traction motor, thereby
becoming an integral part of the traction motor assembly. The case is made up of
two close fitting halves with seals to provide a complete oil-tight enclosure. Both
halves are equipped with access plugs or caps to fill and/or drain lubricant.
When a gear case is removed from the traction motor/axle-wheelset assembly, the
case should be thoroughly cleaned and the old seals and/or sealing material removed
completely and discarded. Seal retainers and all parting lines should be free of dirt,
gasket sealing compound, or any foreign material. The material used to form the seal
between the case halves is a silicon based RTV liquid sealant. It is imperative that:
• The mating surfaces to which the sealant is applied is thoroughly cleaned;
• The sealant material is not allowed to plug or restrict drain passages in the
axle seal area.
Visually inspect the case halve for damage such as cracks, perforations or
deformities. Reapply gear case halves, seals and/or sealing compound.
M.I. 1517A 29 11/11/02

Figure 20 Traction Motor Gear Case
2.10.3 GEAR CASE APPLICATION

1. Prepare gear cases for application by thoroughly cleaning interior and exterior of
chips, loose weld spatter, oil, dirt, or old sealing material. Ensure that all traces
of oil have been removed from all gear case sealing surfaces on gear case halves
and mating motor seals.
2. Install breather pipe (if removed) into top case half, using “Loc-tite” type thread
locking compound. Install the filter and vent cap assembly on breather pipe.
3. Check to see that the three drain holes in lower half bores are unobstructed, clean
as required.
4. Wipe all seal surfaces on the gear case halves and the motor axle assembly with
a lint-free cloth, to remove all traces of oil. Apply three continuous 6.25mm (¼”)
beads of RTV sealant to the motor and axle assembly adjacent to the seal
tongues as shown in Figure 21.
5. Apply additional 6.25mm (¼”) diameter sealant beads at each of the half bores
in the upper and lower case halves as also shown in Figure 21. Note that these
sealant beads are always placed outboard of the tongue or groove.
6. Apply a 3.125mm (1/8”) diameter sealant bead on either the upper or lower gear
case parting line flange segments. Form the beads continuously and surround
each bolt hole with a ring of sealant. See Figure 21.

Figure 21 Gear Case Sealant Beads
7. Install the lower half gear case to the motor assembly, and using Thread-Tex
3202 on threads and washer surfaces, hand tighten the two 1-1/8-7” bolts and
washers.
8. Install the upper gear case half to the motor. Apply the 3/8-16” parting line bolts
and dry torque to the value indicated in the Service Data Section.
9. Torque the two 1-1/8-7” bolts to the value indicated in the Service Data Section.
10. With the motor in the normal operating position, fill the gearcase with lubricant
to the level inside the fill opening on the lower gear case half side. Use only
EMD approved synthetic gear lubricant.
2.11 TRACTION MOTOR REPLACEMENT
CAUTION
Journal bearing adapters at both ends of the motor-wheelset being removed must be
restrained in such a manner that prevents them from rotating or dropping clear of the
bogie frame. Prior to removal of the wheelset, inspect the primary interlock rods
(journal adapter retainer pins) to ensure they are secure. This is necessary in order to
prevent the journal springs from dropping out of the spring pockets in the bogie
frame - which could endanger maintenance personnel.
M.I. 1517A 31 11/11/02

Whenever a traction motor-wheelset assembly needs to be replaced, the following
basic procedures should be used:
1. While supporting the rear of the traction motor with a suitable lift device such as
a hydraulic jack, disconnect the nose link (dog bone) rod assembly from the
traction motor. If locking bolts were used in the assembly, they will have to be
removed with a locking bolt collar splitter or cutting torch.
CAUTION
Use care when removing any locking bolts with a torch in order to avoid damage to
the surrounding truck frame, linkages, and bushings. Make sure that all bearing
adapter interlock chains are in place, secure and not worn.
2. Remove the bearing adapter cap from the bottom of the journal-bearing adapter.
3. Disconnect the traction motor leads and any other hardware attached to the
motor / wheelset or bogie frame that would interfere with the removal –
including the wheel flange lubricator nozzles and sanding nozzles, if equipped.
4. Undo the brake slack adjusters and back the brake blocks away from the wheels.
Secure all cables and hardware in a manner that places them safely out of the
way during removal.
5. Hold the nose link assembly away from the motor. Lift the locomotive or lower
the drop table, tilting the traction motor in a manner that will disengage the
motor from the bogie frame interlock. Remove the motor / wheelset from
beneath the locomotive.
6. Move the replacement wheelset assembly beneath the locomotive. Re-assemble
in the reverse order of disassembly and note that the journal bearings seat
properly in the adapters before supporting the weight of the locomotive.
7. Using new hardware, apply the journal bearing adapter caps (binders) at all
locations, and torque. Refer to Service Data for proper torque limits. Bend the
tabs on the lock plate to fully engage one side of the bolt head.
8. Note that as the motor is placed in its’ final position, the traction motor/bogie
frame interlock (safety bracket) is properly engaged. Reconnect all hardware.
Re-adjust the brake slack adjusters.

2.12 BOGIE REMOVAL
2.12.1 INSPECTIONS BEFORE BOGIE REMOVAL
The following items should be inspected before the bogies are removed from the
locomotive. In addition, these inspections should be part of a routine inspection
schedule, to indicate worn parts before they fail.
The list is to be used as a guideline. Each item to be inspected has a reference to a

section in this Maintenance Instruction where the inspections to be performed are
detailed.
NOTE
Perform inspections with the locomotive on straight level track.
• Yaw Dampers – Reference Section 2.5 DAMPERS.

• Primary Suspension Springs - Reference Section 3.2.6 PRIMARY COIL
SPRING SUSPENSION.
• Secondary Suspension Springs – Reference Section 2.6 RUBBER
SECONDARY SPRINGS.
• Carbody pivot pin clearance – Reference Section 3.2.4 CARBODY PIVOT
ASSEMBLY.
• Brake rigging – Reference Section 3.2.2 BRAKE RIGGING COMPONENTS.
• Wheel condition – Reference M.I. 1518 and 1519, Wheels, Axles, Axle Gears
and Pinions, and Service Data section.
• Axle lateral clearances – Reference Section 5.5.2 WEAR LIMITS ON BOGIE
COMPONENTS.
• Vertical stop clearances – Reference Section 5.5.2 WEAR LIMITS ON BOGIE
COMPONENTS .
2.12.2 BOGIE ASSEMBLY REMOVAL

The bogie(s) may be removed from the locomotive by using an overhead crane or
jacks to raise the locomotive, or by use of a drop table of sufficient capacity to
handle one entire truck assembly. Figure 22 indicates typical jacking pad locations
on a GT46MAC locomotive. It may however be noted that the locations may vary
with the carbody design.
NOTE
If working on a locomotive equipped with AC traction equipment, it is required
without exception that all appropriate discharge procedures be performed prior to
commencing work on the trucks or related components.
M.I. 1517A 33 11/11/02

1. Secure locomotive and follow discharge procedures before disconnecting any
traction motor electrical cables.
2. Align jack stands or drop table as per local requirement, Figure 22.
CAUTION
When jacks are used to raise the locomotive, ensure that all jacks are raised
simultaneously in equal amounts. Failure to keep the locomotive level may result in
excessive stress on the underframe and carbody structure, or in a failure of the jacks.
After the lift is completed, the locomotive should be supported with safety blocking
located under the center sills near the jacking pads.
Figure 22 Typical Locomotive Jacking Pad Locations
Figure 23 Typical Jack Alignment

3. Disconnect brake piping; Figure 24, handbrake connections, sanding
equipment, and flange lube equipment (if equipped). Secure loose parts and
fittings.
Figure 24 Typical Brake Cylinder Air Piping
4. Apply penetrating lubricant to secondary spring pins; Figure 25, (HTSC type
shown).
Figure 25 Secondary Spring Pins (shown with unit lifted)
5. Remove traction motor lead boots/heat shrink tubing and disconnect traction
motor leads, ground cables, and unplug lead/s to junction box (if equipped),
Figure 26. Also disconnect speed pick-up cable going to #1 Traction motor.
M.I. 1517A 35 11/11/02

NOTE
Secure cables, hoses, and all other hardware in a manner that places them safely out
of the way during the bogie removal.
Figure 26 Typical Traction Motor Connections (AC motor shown)
6. Remove cotter pins and disconnect secondary interlock shackles from bogie,
Figure 27.
Figure 27 Typical Secondary Interlock Carbody/Bogie Shackles
7. Disconnect yaw dampers from carbody, Figure 28, and secure to bogie. Note
that the carbody bolts are 5/8-11 x 3-3/4”, while the truck end bolts are 5/8-
11 x 2-3/4”. Note also that the bolts are fitted with special washers, 1-5/16”
OD x 21/32” ID x .105”. Retain all washers. Inspect hardware for damage,
discard and replace all locknuts, 5/8”-11.

Figure 28 Removal of Typical Carbody Yaw Dampers
8. Remove and discard lock wire from carbody pivot pin bolts, Figure 29, and
remove 3/4-10 x 2-1/2” bolts, pivot plate and wear ring, Figure 30. Wear
ring should be discarded and a new one fitted on reassembly.
Figure 29 Lock Wire and Bolt Removal
Figure 30 Pivot Plate and Wear Ring
M.I. 1517A 37 11/11/02

9. Ensure all physical connections between carbody and bogie are removed or
disconnected. Lift carbody or lower bogie, ensuring separation of secondary
springs from carbody, Figure 31.
Figure 31 Secondary Spring / Underframe Separation
10. Remove bogie from under locomotive and locate it right side up in the
disassembly area, Figure 32.
WARNING!
When lifting the HTSC-B1 bogie ensure that chains, slings, or other lift devices art
NOT connected to the rear cross member (transom) of the bogie frame. These bogies
have a thinner cross section than the HTSC bogie in this area and may be damaged
by the lifting forces. The frame has cast markings identifying the areas that are not to
be used for lifting.
Figure 32 Typical Bogie

2.13 BOGIE APPLICATION
2.13.1 INITIAL INSTALLATION
The bogie(s) may be applied to the locomotive by using an overhead crane or jacks
to raise the locomotive, or by use of a drop table of sufficient capacity to handle one
entire bogie assembly.
CAUTION
When jacks are used to raise the locomotive, ensure that all jacks are raised
simultaneously in equal amounts. Failure to keep the locomotive level may result in
excessive stress on the underframe and carbody structure, or in a failure of the jacks.
1. Install nylon alloy wear cylinders in carbody pivot on bogie. Note that the
split lines of the two nylon pieces should be positioned towards the sides of
the bogie. Ensure carbody pivot has been cleaned of dirt and corrosion.
Spray pivot pin with moly lube (Refer to Section 5.6.3 for more details).
Clean the pads on the underframe of any rust, grease and oil prior to bogie
application.
2. Roll bogie assembly under raised locomotive, or if using drop table, install
bogie on table and raise under locomotive.
3. Verify alignment of the carbody pivot pin with the carbody yoke and the
secondary spring pins with the holes in the underframe. Slowly lower the
locomotive until the carbody pin enters the nylon insert on the pivot
assembly, Figure 33.
Figure 33 Alignment of Typical Pivot Pin
M.I. 1517A 39 11/11/02

CAUTION
Great care must be taken during this portion of the application process to prevent
damage to the carbody pivot assembly and secondary suspension springs. The pivot
pin and alignment dowels should slide into place easily. If this is not the case, slight
movement of the bogie will be required to aid in assembly.
Note that the carbody pivot will engage before the tapered pins on the secondary
springs. It is permissible to apply anti-seize lubricant to the secondary spring pins,
but the flat surfaces must remain dry for operational friction purposes.
2.13.2 VERTICAL STOP CLEARANCE

With the weight of the locomotive fully resting on the bogies, verify the vertical
clearance at all four side locations, two per bogie at the center axle location. The
vertical stop surfaces on the side of the bogie frame are designed to mate with
similar vertical stops (shims) welded beneath the carbody underframe, as indicated
in Figure 34.
Clearance is provided between the bogie frame vertical stops and the carbody
underframe vertical stops (shims) during normal operation. The vertical stops are
designed to prevent excessive tilting or leaning of the locomotive, but are not
designed to carry a continuous load.
Vertical stop clearance on a new assembly should be at 16 +/-3.2 mm

(0.62” +/- 0.12”)
Figure 34 Vertical Stop Clearance

2.13.3 FINAL INSTALLATION
1. Connect diagonal carbody dampers at carbody bracket using 5/8-11 x 3-3/4”
bolt and 1-5/16 OD x 21/32 ID x .105” thick washer. Note that the dust
cover end must be attached to the carbody with the label facing up. The
bogie end must have the label facing down. Torque to required specifications
listed in Service Data.
2. Apply the pivot pin lock plate and new wear ring using 3/4-10 x 2-1/2 drilled
head bolt and ¾” hardened washer. Use thread-locking compound on bolt
threads and torque to required specifications listed in Service Data.
3. Install 14-gauge lockwire (approximately 2 meters or 6 feet), Figure 35,
through the holes in all the bolt heads and safety wire in place.
Figure 35 Application of Safety Wire
4. Connect traction motor leads and traction motor temperature / speed probes
or speed cables as required.
5. Attach carbody links to bogie flanges using shackle assembly and new cotter
pins.
6. Connect carbody air piping to bogie air piping.
7. Connect truck flange lube equipment if equipped.
8. Connect and adjust handbrake chain.
9. Check and confirm that all bogie and carbody inter-connections have been
completed.
M.I. 1517A 41 11/11/02

3.0 BOGIE OVERHAUL
This section details the procedures required to perform a complete overhaul of the
HTSC / HTSC – B1 Bogie Assembly.
NOTE
While the overhaul procedures are similar for the two types of bogies, it is
imperative that the correct assembly drawing be used to ensure correct dimensions
are achieved.
Following removal from the locomotive (as outlined in the previous section), all
traction motor/wheelsets by lifting the bogie off of the traction motors. It is
recommended that all overhaul procedures be carried out with the bogie in a normal
orientation.
During re-assembly, qualified wheelsets / motors should be applied to the bogie

assembly.
3.1 BOGIE DISASSEMBLY

With the bogie assembly removed from the locomotive, the assembly may be
disassembled (stripped) to facilitate component inspection, repair, and replacement.
The bogie should be located in a suitable work area in a normal orientation. Take
care to identify and properly store all components as they are removed to aid in re-
assembly. Proceed as follows to disassemble the bogie:
3.1.1 REMOVING VERTICAL DAMPERS

1. Vertical dampers on the HTSC bogie may be removed without
disassembly of the mounting brackets. At lower end of damper
assembly, hold the damper-mounting stud with an Allen wrench in
center while loosening the clamping nut. Remove the retaining bolt
and nut from the lower U-connection. While supporting the damper,
repeat this procedure for the top clamping assembly, then slide the
damper out.

Figure 36 Vertical Damper Removal
2. Figure 36 shows the configuration on the HTSC-B1 bogie. Here, the damper
is removed by loosening the bolts and nuts holding the bar mounts at each
end. After all retaining hardware is removed, gently pry the lower portion of
the damper away from the lower damper bracket and drop the damper free of
the upper bracket on the bogie.
NOTE
Do not remove the bolts that secure the upper bracket to the bogie frame, as these
bolts also secure the journal adapter lateral thrust pads.
3. Qualify the unit as per the section on Dampers in this M.I. Inspect all rubber
mounting components, replace as required on re-assembly.
4. Loosen all bolts holding the upper and lower damper brackets, and remove
both brackets. Inspect both brackets and discard in case of excessive wear,
damage due to ballast or object impact, or other damage.
3.1.2 REMOVING TRACTION RODS LOCK BOLT COLLARS

Using the proper size lock bolt splitting tool or cutting torch, cut the collars at both
ends of each of the traction rods, taking special care not to damage nearby rubber
bushings or the bogie frame. Do not attempt to remove the traction rod lock bolts
yet.
M.I. 1517A 43 11/11/02

3.1.3 REMOVING TRACTION MOTORS/WHEELSETS ASSEMBLY
Follow this procedure when removing traction motors from a locomotive where the
bogies have not been removed, or during disassembly after the bogies have been
removed from the locomotive:
WARNING
Journal bearing adapters at both ends of the motor-wheelset being removed must be
restrained in such a manner that prevents them from rotating or dropping clear of the
bogie frame. Prior to removal of the wheelset, inspect the primary interlock rods
(journal adapter retainer pins) for securement. This is necessary in order to prevent
the journal springs from dropping out of the spring pockets in the bogie frame -
which could endanger maintenance personnel.
1. Support the rear of each traction motor assembly with a portable lift device or
blocking, which remain in place after the rest of the bogie assembly has been
lifted away.
2. Disconnect the traction motor nose link (Figure 37) assembly from the traction
motor. Lock bolts may be removed using a proper sized splitting tool or burned
off using a cutting torch (Refer to section on removal and installation of lock
bolts for greater details).
Figure 37 Typical Traction Motor Nose Link Removal (HTCR shown)
3. Use care when removing any lock bolts with a torch in order to avoid damage to
the surrounding bogie frame, linkages, and bushings.
4. Unbolt the journal adapter plates and remove this and bearing adapter spacer from
either side of the motor being removed.
5. Disconnect the cables and any other hardware attached to the motor/wheelset or
bogie frame that would interfere with removal - including the wheel flange lube
nozzles (if used) and sanding nozzles.

WARNING!
When lifting the HTSC-B1 bogie ensure that chains, slings, or other lift devices art
by the lifting forces. The frame has cast markings identifying the areas that are not to
be used for lifting.
6. Shorten brake slack adjusters and back brake blocks away from the wheels.
Secure all cables and hardware in a manner that places them safely out of the
way during motor removal.
7. Hold the nose link assembly away from the motor. Lift the bogie frame (Figure
37), rolling the traction motor in a manner that will disengage the motor from the
bogie frame supplemental interlock (limit stops).
NOTE
In case of a locomotive carbody that has still not been separated from the bogie
frames, lift locomotive or lower the drop table to remove the traction motor
/wheelset assembly from locomotive.
Figure 38 Lifting of Bogie
8. For a bogie that has been removed from locomotive, lift the bogie frame with
all remaining components still attached to it. Lift a small amount and check
that all wheelset/motor assemblies separate completely from the bogie
assembly. Also ensure that the coil springs are still being retained between
the bearing adapters and the bogie frame.
M.I. 1517A 45 11/11/02

9. Continue to lift the bogie assembly until clear of the traction motor
assemblies.
10. Position the bogie assembly with a wooden block beneath all six bearing
adapters. The blocks must be of a height sufficient to accommodate the
brake rigging, traction motor nose link and other components hanging from
the remaining bogie assembly.
CAUTION
The bogie frame with remaining components should be lifted, right side up, with
four chains that are anchored properly and securely to the bogie frame at four
locations on the outside of the frame.
The selected chains must enable the bogie frame to be lifted level when all chains
are tight.
Before proceeding with the lift, tighten ensure that all chains are tight, all lift
connections to bogie frame are secure, and all components still attached to frame are
not in the way of a clean lift.
Primary coil springs should be secured with ropes or straps to their bearing adapters
or to mating coil paired coil springs so that they do not roll away when the bogie
frame assembly is lifted.
3.1.4 DISCONNECTING TRACTION RODS AND REMOVING

BEARING ADAPTERS AND PRIMARY COIL SPRINGS
1. After placing supports under each of the traction rods to support them when
are loosened, remove all lock bolts at each end of the traction rods by
hammering them out, being careful not to damage the remaining rubber
traction bushings in the bogie frames, bogie frames and bearing adapters.
2. Loosen the bolts on the upper damper bracket holding the interlock retainer,
swing out the retainers, and remove the primary interlock rods.
3. Secure all hanging nose links with straps. Remove the lock collars at the
upper connection of each nose link. Lock bolts may be removed using a
proper sized splitting tool or burned off using a cutting torch (Refer to
section on removal and installation of lock bolts for greater details).
4. Using small sized crane, lift the nose links out and store for reuse.
NOTE
Check coil springs to ensure that they will remain in place and will not roll away,
either by the use of ropes or straps attached to the mating springs or the bearing
adapter on which each set of springs sit.

5. Lift the bogie frame, leaving the journal adapter assemblies resting on the
wooden support blocks. When lifting, ensure that components such as the
springs do not fall out. Note the position of the journal adapter support
blocks as this will aid in re-assembly.
6. Position the bogie frame on four wooden blocks, with the flat under surfaces
of the bogie frame resting on these blocks. As before, the blocks should be
high enough to accommodate any components like brake rigging that are still
hanging from beneath the bogie frame.
7. The six bearing adapters and coil spring sets are now sitting separated from
the bogie frame. Non-metallic straps should be used with a small crane to lift
each coil spring and place it on one of its flat end surfaces for later
inspection.
8. Disconnect the sander guide brackets by unbolting from bearing adapter and
removing. Store for re-use.
3.1.5 REMOVAL OF SECONDARY RUBBER SPRINGS

Unbolt the four secondary springs from the bogie frame. Lift up using the lower
steel plate of the rubber spring, by slightly raising it and then hooking on all four
corners. Store flat for later inspection.
3.1.6 REMOVAL OF LATERAL THRUST PADS

Lateral thrust pads are located on the inside of the bogie frame adjacent to the
primary springs at each journal bearing location. To remove a pad, the vertical
damper must have been removed using the procedure previously outlined. Unbolt
the three retaining bolts and remove the upper damper bracket and the pad assembly
from the bogie frame, holding on to both together. Qualify and renew as required.
Replace if the lateral free axle clearance exceeds the limits specified in the Service
Data section of this M.I..
3.1.7 REMOVAL OF YAW DAMPERS

Yaw dampers are mounted diagonally between the bogie frame and the locomotive
underframe. There are two damper assemblies per bogie. To remove the yaw
damper, secure the damper with straps so as to prevent it from dropping. Remove
the two remaining mounting bolts and self-locking nuts, and Lift the yaw damper
using a small crane and store for later inspection. Discard all self-locking nuts.
Qualify the unit as per the section on Dampers in this M.I.
M.I. 1517A 47 11/11/02

3.1.8 REMOVAL OF CARBODY PIVOT ASSEMBLY
Apply a lifting device to the carbody pivot assembly to support it. The pivot Yoke
(Figure 39) is first released by removing the yoke end lock bolts, flanged bushing,
and washer.
Lock bolts may be removed using a proper sized splitting tool or burned off using a
cutting torch (Refer to section on removal and installation of lock bolts for greater
details).
The lock bolts are now removed from the bogie frame end, located on the transom.
Inspect the carbody pivot yoke, and carbody traction rods for cracks or excessive
wear, replace if either condition exists.
Figure 39 Carbody Pivot Assembly
Use care when removing any lock bolts with a torch in order to avoid damage to the
surrounding rod, pivot assembly, bushings and bogie frame.

3.1.9 REMOVAL OF BRAKE RIGGING COMPONENTS
This process is done with the bogie frame supported on blocks with motor sets and
wheelsets already removed. Proceed as follows:
1. Remove all Brake Blocks from the brake lever assemblies by popping out the
brake block key in each.
2. Remove the Slack Adjuster Assemblies by unbolting the Pin Assembly at each
end. Also remove the clip. Lay the pieces on clean floor or board for later
inspection.
3. Remove “Dead” Brake Lever Assembly by unscrewing bolt from the bogie
frame. Also remove washer. Lift the assembly with a hoist high enough to clear
the bogie frame and lay it on the side.
a). Detach Brake Head Assembly by removing the Pin Assembly.
b). Remove the Mounting Block Assembly by unbolting Pin Assembly.
4. Disconnect the clevis end of the “Live” Brake Lever Assembly from the
Cylinder Lever Assembly by removing the clevis pin assembly. Remove the
three Bolts and Washers that mount the brake lever bracket assembly to the
bogie frame. With a hoist, lift the whole “Live” Brake Lever Assembly high
enough to clear the bogie frame and lay it down on its’ side.
a). Detach the Clevis from Live Lever Assembly by removing the Pin
Assembly.
b). Remove the Brake Lever Bracket Assembly from the two Hanger
Assemblies by unscrewing Bolt and Nut and the Washer. Also remove
the two headless Pins by pushing them out.
c). Remove the Brake Head Assembly by unbolting the Pin Assembly.
5. Disconnect the Cylinder Lever Assembly from the Brake Cylinder Assembly by
removing the cotter pin and pin, respectively. Pull out the Ring-Retainer that
secures the Pin at the lever fulcrum to the bogie frame. Pull out the Pin to
retrieve the Cylinder Lever Assembly.
NOTE
Items 1 to 5 are typical to the Brake Rigging Application on an non-handbrake-
equipped bogie. In the Brake Rigging Application with a handbrake, one of the
Cylinder Lever positions becomes the handbrake hookup. Note the position of this
lever relative to the bogie frame to aid in re-assembly. To disassemble, apply steps 4
and 5 above.
M.I. 1517A 49 11/11/02

3.2 COMPONENT QUALIFICATION
3.2.1 BEARING ADAPTERS
Journal bearing adapters, Figure 40, should be given a thorough visual inspection for
signs of overheating, cracks, or evidence of excessive wear in the journal bore and
the spring seat area. Welding may repair worn or cracked areas. Grind off excess
material and thoroughly clean the adapter before re-assembly.
Figure 40 Typical Journal Bearing Adapter Bore
3.2.2 BRAKE RIGGING COMPONENTS

All brake rigging components should be thoroughly cleaned and examined for
damage and wear. The wear surfaces of the brake rigging are equipped with
replaceable hardened bushings, pins, and bolts. Any of these connecting parts that
are worn more than specified below should have both parts replaced. Never use a
new pin with an old bushing or vice versa.
Cylinder levers, brake levers, and brake rods that are bent may be re-used if they are
restored to their original shape. Bolts and nuts that are not subject to wear may be re-
used if they are not damaged, but cotter pins must always be renewed.
Qualification and repair procedures for the brake rigging are as follows:
1. Make a visual inspection of the Bar-Stabilizers, which are still attached to

the bogie frame for straightness. Out of straight of 0.125” from the clamped
portion of the bar necessitates replacement or repair of the part.
2. All bushings must be measured for out of round condition. If a bushing is out
of round by 0.094” or more on the diameter, press it out and replace it with a
new one. Likewise, if the bushed hole is apparently egg-shaped, build it up
with weld and re-drill it to appropriate size before pressing in the new
bushing.

3. The Wear Plate on each Brake Lever Assembly must be inspected for
considerable wear. Total wear for this part must not exceed 0.19”.
4. All pins must be examined for significant deterioration such as cracks, wear
and/or bends. If the condition of any pin is enough to jeopardize its function,
replace it with a new one. Replace a pin if it is worn out more than 0.063”.
5. The Brake Hanger Assemblies of the “live” Brake Lever Assembly should
be inspected for twist and shift. The existence of one or both of these
deformations will adversely affect the angle of contact between brake shoe
and wheel. Repair or replace the part accordingly.
3.2.3 TRACTION ROD BUSHING REPLACEMENT PROCEDURES

The following procedure is to be followed when removing traction rod bushings
from a bogie frame. A similar procedure will be followed for removing a traction
rod bushing from a bearing adapter. See Figure 41for the tooling components and
procedure needed.
Figure 41 Removal of Traction Rod Bushing
NOTE
The threaded stud bolt should be made of heat-treated alloy steel like SAE 4140 with
hardness of 30-36 HRC (Rockwell C).
M.I. 1517A 51 11/11/02

3.2.3.1 Traction Rod Bushing Removal
1. Position stud bolt (E) with flat washer (A) and nut (G) from inside of bogie, so
that the stud bolt will protrude through bushing to outside of bogie frame.
2. Install large tube (B) to contact the welded in traction tube sleeve.
3. Install end cap (C) into end of tube (D) so that the counter bore goes into the
tube.
4. Install the hydraulic puller (F- hollow hydraulic cylinder) on stud bolt with the
ram against the end cap.
5. Install the spacer (D) on the stud bolt and, if necessary, add one or more of the
spacer washers, so as to fill the stud bolt leaving enough for the (2) nuts (G) to
have a minimum of two threads through the nuts.
6. Install the acme nut on the end of the stud.
7. Connect the hydraulic hoses to the cylinder, keeping fingers clear of the entire
load train, and pump to apply pressure until everything has become snug and has
made contact.
8. Check to make sure that entire assembly is properly aligned. If not, loosen, re-
position components and apply pressure again until all components are in
contact, and re-check alignment.
9. Apply ample force to pull bushing out. A small amount of P-80 lubricant may be
applied as bushing is coming out. Support the hydraulic cylinder from falling
when the rubber bushing is about to come out.
CAUTION
Do not stand behind hydraulic cylinder (puller) – stand to the side away from the
force.
3.2.3.2 Traction Rod Bushing Installation

If the traction tube is new, then no cleaning may be needed. However, after removal
of a bushing, the inside of the traction tube may have some remaining rubber pieces
or debris. These should be cleaned out with a rotary wire brush until all debris has
been removed.
Figure 42 Installation of Traction Rod Bushing

CAUTION
P-80 lubricant must be used for bushing assembly. Do NOT use soap, oil, or any
other unapproved type of lubricant as this may lead to deterioration of the bushing
material.
1. Apply P-80 lubricant to inside of traction tube sleeve and funnel (H) as well as
the new traction rod bushing to be installed.
2. Install stud bolt (E) through traction tube sleeve and put end cap [C] on with
counter bore facing away from the traction tube sleeve. This will seat against the
end of tube.
3. Install small spacer and acme nut (G) with two threads through nut.
4. Install funnel (H) to outside of bogie to seat in traction tube sleeve as per Figure
42.
5. Slide on the traction bushing and slide into the funnel as far as possible.
6. Slide on the spacer (D) against the traction bushing.
7. Slide on the hydraulic cylinder (puller) with the ram against the spacer.
8. Install nut (G) with a minimum of two threads through the nut. If needed, add
more spacer washers.
9. Hold up the hydraulic cylinder so that it is in proper position, keeping all hands
and fingers clear of the load train components) and apply hydraulic pressure
enough so as to align everything. If necessary, apply more P-80 lubricant to the
rubber and funnel.
10. Apply more pressure to pull in bushing through funnel into traction sleeve. Stop
when the bushing is a little past slot in sleeve. Check bushing to see if it is
centered in sleeve slots (equal amounts sticking out on both sides). This should
be about 25mm (1”) from edge of slots in sleeve, to allow for bushing spring-
back. If not, pull a little more. If the bushing has gone too far, use a pry or crow
bar to move back to proper spacing. Note: Once the lubricant is dry, the bushing
will take a set and will be hard to move. So all adjustments should be done soon
after bushing is inside the traction tube sleeve.
11. Remove the hydraulic cylinder (puller) and funnel.
M.I. 1517A 53 11/11/02

3.2.4 CARBODY PIVOT ASSEMBLY
Qualification of the carbody pivot assembly (Figure 43) includes inspection of the
pivot; wear sleeves, yoke and carbody traction rods. During a bogie overhaul, it will
be required to renew the bushings in the carbody traction rods.
Figure 43 Typical Carbody Pivot Assembly
Thoroughly clean all components and inspect for damage or fatigue. Carbody rods
are equipped with both different special washers at the bogie end and carbody pivot
yoke end. All must renewed prior to re-assembly.
3.2.4.1 Carbody Bushing Removal Procedures

There are two bushings per bogie and two bushings per carbody end. Refer to the
appropriate print for part numbers and orientation. See Figure 44. These bushings
may be removed using a procedure similar that used for removing traction rod
bushings.

Figure 44 Carbody Pivot Rod Traction Bushings
3.2.4.2 Carbody Rod Bushing Installation Procedures
1. Place the installation funnel on top of the hole. Figure 45.
CAUTION
P-80 lubricant must be used for bushing assembly. Do NOT use soap, oil, or any
other unapproved type of lubricant as this may lead to deterioration of the bushing
material.
2. Apply P-80 rubber lubricant to the inside of the hole and funnel, and on the
outside of the carbody bushing.
3. Apply the ram at the end of a hydraulic cylinder to the inner metal part of the
bushing. During installation, the steel inner member of the bushing must be
pushed beyond the 0.605/0.645” dimension to accommodate spring-back
(will need about 5,000 lb force). See Figure 45. If the carbody bushing is not
in position, it must be repositioned before the lubricant dries. Once the
lubricant dries it becomes much more difficult to move the bushing (it
requires a larger force to move) and the danger of bushing tearing is present.
M.I. 1517A 55 11/11/02

Figure 45 Carbody Pivot Rod Traction Bushing Alignment
CAUTION
Do not stand behind hydraulic cylinder (puller) – stand to the side away from the
force.
Figure 46 Carbody Pivot Rod Traction Bushing Installation

4. Using the ram tool shown, see Figure 47 apply P-80 lubricant to the retaining
ring (2 per bushing), and push the retainer ring into position with about 6,500 lb.
force.
Figure 47 Carbody Pivot Rod Traction Bushing Retaining Ring Installation
5. Apply the opposing retaining ring. Finished bushing assembly should resemble
Figure 48.
Figure 48 Completed Carbody Rod Bushing
M.I. 1517A 57 11/11/02

3.2.5 TRACTION MOTOR NOSE SUPPORT LINKS
Qualification of the traction motor nose support links (dogbones) includes a visual
inspection of the links and replacement of the bushing assemblies, Figure 49.
Figure 49 Typical Traction Motor Nose Support Link (HTCR Shown)
Thoroughly clean all components and inspect for straightness, damage or wear.
Note that the metal supports that protrude from the sides of the bushing have a wider
contact surface on one side. This wider surface is the contact area between the
support and the bogie or traction motor. Ensure bushings are installed with these
wider surfaces facing each other, Figure 50.
Figure 50 Bushing Orientation

3.2.6 PRIMARY COIL SPRING SUSPENSION
Locomotive bogie frame-to-axle journal primary suspension is provided by steel
helical coil springs. Two single coils per journal adapter are utilized that generally
provide for large amounts of deflection. This assists in wheel load equalization, and
improves the ride quality over rough sections of track.
In the event that a primary spring is found to be broken, it should be renewed along
with the remaining spring on the same adapter. In addition, the two springs on the
opposite adapter on the same axle should be thoroughly inspected. Periodically in
normal service, the coil springs shall be thoroughly inspected for signs of fatigue or
degradation.
a) Inspect the coils for breaks or surface cracks. Springs with any indication of
surface cracks should be scrapped. Deep sharp surface nicks can cause
failure of a spring, and their presence is cause for rejection.
b) Hand wash or shot blast the coil to remove surface rust. “Pickling” the spring
is to be avoided. If the cleaning operation removes all indications of surface
rust, and does not reveal corrosion pits, the spring is acceptable for
qualification. If corrosion pits are visible after the cleaning operation, scrap
the affected coil.
c) Smooth worn spots on a coil caused by rubbing - do not condemn the coil.
However, it must still pass the other qualification criteria.
d) For spring identification and qualification, refer to M.I. 1512.
Figure 51 Primary Coil Springs and Journal Adapter
M.I. 1517A 59 11/11/02

In order to secure the coil springs on the journal bearing adapters, spring pilot tubes
are used along with pilot (wear) plates between the springs and the adapter, Figure
51. Spring pilot tubes and shims (spacers) are also located in the truck frame spring
pockets to perform the same function.
3.3 BOGIE FRAME INSPECTION AND RECONDITIONING

Make a thorough inspection for the following and recondition if necessary.
3.3.1 BOGIE FRAME TRAMMING

Tramming of the bogie is done from the spring pocket holes. Clean off the surface
(carefully) and locate the tram points. If necessary, insert rods of same sizes in the
four opposing holes. Measure the distances between the reference points or between
the centers of the rods (if used). The differences between the two distances should be
less than the tramming tolerance specified (See Service Data).
Refer to Figure 52 for identification of tram points (spring pocket holes).
Figure 52 Typical Tramming Points

Measure the distance between diagonal pairs of tram points. For example, the
distance between the left front tram point and the right rear tram point will be
considered “LA” while the distance between the right front and left rear tram points
will be considered to be “LB”. If “LA” is within +/- .06” of “LB”, the tram is
considered to be within specification. See Figure 52.
If the tramming dimensions are not within specification, contact your EMD Service
representative for corrective procedures.
3.3.2 BENT, BROKEN, OR CRACKED MEMBERS

Inspect all bogie members and weldments for breaks or cracks. The critical areas of
the bogie are identified in Figure 53 and require closer attention when inspecting,
than other areas of the bogie frame. Perform magnetic particle inspection at any
areas suspected of being cracked. Before performing any weld repairs to major
structural areas, contact your EMD Service Representative for corrective procedures.
Figure 53 Critical Frame Areas
Breaks or cracks are repaired by welding, using AWS E-7016 electrode. It is

permissible to remove a broken or bent section for straightening if it can be welded
back into place after preparing the joint to obtain a 100 percent section of weld with
reinforcement as shown in Figure 54.
M.I. 1517A 61 11/11/02

To minimize localized stressing when several welds are required, allow sufficient
time for frame to cool to the touch between welding passes. Water soaked rags or air
fans may be used to cool the welding area. Make certain that area to be welded is dry
before welding. To further minimize localized stress distortion, each welding pass,
except the root pass, should be 100% needle peened. Peen immediately after each
pass, except for the final pass. Peen final pass after it has cooled to below 66° C
(150° F). Use a needle-peening gun with a minimum of twenty-eight 3-mm wires
with rounded end. Avoid excessive peening that will impair the quality of the welds.
Figure 54 Preparing Joints For Welding
All welds should be magnetic particle inspected after welds have cooled to below
204°C (400°F)
Bent sections may be straightened either cold or after application of heat, Figure 55.
Before straightening any bent section, determine what effect the straightening will
have on the adjoining sections. If necessary, the affected section should be removed
from the frame assembly, and rebuilt provided the welding criteria described above
is complied with.
NOTE
Temperature to which the bogie frame needs to be heated for straightening depends
on the severity of the damage caused to the frame and the mechanical process used
for straightening. However the bogie frame may not be heated beyond 1000°F
(538°C). It is recommended that a Non-Destructive Inspection be performed after
the frame has been straightened.

Figure 55 Bogie Frame Straightening
Jacks, turnbuckles or fixtures designed for straightening members will expedite the
straightening of bent sections.
3.3.3 WORN SPOTS

The HTSC bogie frame is designed to have a minimum number of wear surfaces to
reduce maintenance. However, it should be periodically checked for worn areas.
Worn spots can be repaired by building up the affected area(s) with weld as outlined
in the above paragraphs. After the welding operation is complete, grind the area(s)
smooth to match its original form. This applies to any area on the frame, machined
or otherwise such as the lateral and vertical stop surfaces, or the primary and
secondary spring seats.
NOTE
Necessary precautions as indicated in Section 11.2 of the Locomotive Service
Manual should be complied with when carrying out welding processes on the truck,
when the truck is beneath the locomotive.
3.3.4 ELONGATED OR OVERSIZE HOLES

Drilled holes elongated by wear due to loose bolts; screws, sleeves, or bushings can
be re-conditioned by either ring or plug welding. Holes that are too small to permit
proper manipulation of the welding electrode should be drilled oversize to permit
proper access for the electrode. The hole should be re-drilled to proper size after
completion of the welding.
M.I. 1517A 63 11/11/02

3.3.5 WORN BUSHINGS
All bushings should be pressed out and replaced at each bogie overhaul. After the
bushing is removed, inspect the drilled hole in the frame for wear or an out-of-round
condition. Holes found unsuitable for a new bushing can be reconditioned by ring
welding and then drilling to accept the new bushing. Applying a band of heat
parallel with the drilled hole may shrink holes that are slightly oversize.
3.3.6 DAMAGED THREADS

All threaded holes should be checked and re-tapped if required. If the threaded holes
cannot be reconditioned by re-tapping they should be plug welded, re-drilled and
tapped. An alternate method of reclaiming unsatisfactory threaded holes is to re-tap
them to accommodate an oversize bolt.
3.3.7 BROKEN OR BENT STUDS

Replace any broken or bent studs with studs that are in satisfactory condition.
3.3.8 MISSING PARTS

Make a thorough inspection to see that all the necessary parts are intact. Special
attention should be given to wear plates, cotter keys, washers, bushings, studs, brake
guides, and brake pins.
3.4 BOGIE RE-ASSEMBLY

The bogie is assembled in the upright position (normal running position). Reference
the appropriate prints for the specific bogie being assembled.
3.4.1 INITIAL BOGIE ASSEMBLY

Unless specifically noted, all bolts are to be torqued to the appropriate values as
shown in the Service Data Section. Self-locking nuts with nylon locking inserts are
installed satisfactorily when the end of the bolt is either flush with the top of the nut
or is protruding through the nut. Lock bolts are to be applied using only the correct
lock bolt installation equipment with pressures adjusted to levels recommended by
the equipment manufacturer. Refer to the assembly instructions in 4.1.2 LOCK
BOLT INSTALLATION. New cotter pins are to be applied, oriented with the split
portion downwards and the long leg bent back sufficiently to ensure security of the
pin. When applying components with machined mating surfaces, ensure that all
grease or preservative has been removed from both surfaces.

1. Place the bogie frame upright on top of four wooden blocks to support the bogie
at four locations under the traction rod bushing holes. As per section 3.2.3
TRACTION ROD BUSHING REPLACEMENT PROCEDURES, the bushings
should be inspected and replaced as necessary. Traction rod bushings in bearing
adapters should also be inspected and replaced as needed. Remove plastic pugs
from threaded holes.
2. Lateral thrust pads are to be inspected and replaced only if the metal frame or the
nylon rubbing surfaces are cracked, or if the lateral axle clearances exceed the
limits shown in the Service Data section at the end of this M.I. If needed, a new
lateral thrust pad is to be installed together with the upper damper bracket using
the same bolts. The bolts and special spring washers are applied from the outside
and thread into the lateral thrust pads. The bolts are to be tightened as per the
Service Data Section.
3. Secondary rubber springs are to be inspected and replaced, if needed, as per
section 3.1.5 REMOVAL OF SECONDARY RUBBER SPRINGS. Note that if
it is required to renew a secondary spring assembly, they should be renewed as a
set (all four on the affected bogie). It will not be required to renew the secondary
spring assemblies on the other bogie. Before installing a new spring ensure that
the secondary spring mounting surfaces on the bogie frame are clean. Install the
secondary spring on the bogie frame with four bolts, with the upper pins aligned
in the longitudinal direction as per bogie assembly drawings.
4. Apply carbody traction rods to bogie frame as per view H in the appropriate
bogie assembly drawing. The flanged bushing is to be applied from the bottom,
and the 1 3/8” lock bolt is to be applied from the top (i.e. collar on bottom).
Thick hardened washers are required at both ends. Do not swage the lock bolts at
this time.
5. Apply the carbody pivot assembly to the carbody traction rods. The flanged
bushing is to be applied from the top as is the 1” lock bolt.
6. Center the pivot assembly to within 1/8” relative to a machined surface on the
bogie frame, such as the drilled drain hole for the primary coil spring, or the
secondary lateral stop. Swage the collars of both the 1” and 1 3/8” lock bolts.
Apply pivot pin wear liners with the split line parallel to the axles.
7. The upper ends of the traction motor nose links are next applied to the bogie
frame at each traction motor location. The end rubber bushings are at four (4)
degree angles perpendicular to the body of the link. See to note the proper
orientation of the link when it is assembled to the bogie frame. Install the 1” lock
bolts that attach the nose link to the bogie frame, noting the proper orientation of
the lock bolts.
M.I. 1517A 65 11/11/02

Figure 56 Typical Orientation of Nose Links (HTCR Shown)
8. At a separate location, place bearing adapters on stands located at the appropriate

width and wheelbase, as shown on the bogie assembly drawings. Since there are
three each of two part numbers of bearing adapter, ensure that are in the right
locations. All tapping pads sticking out from the side must be pointing in the
outward direction. Also, in the HTSC bogie #1, the U-shaped openings on axles
#1 and #2 bearing adapters face towards the open end of the bogie, and axle #3
bearing adapters face towards the rear of the bogie or towards the end transom.
In the same way, in bogie #2, the bearing adapters in axles # 4 and #5 face
towards the open end of the bogie, and the bearing adapters for axle #6 face the
other way. Another point to note is that the four-hole joints on the bearing
adapters for the sander brackets should be pointing outwards for both end axle-
bearing adapters.
9. Apply coil spring shims onto the bearing adapters (one shim per spring location).
Place the primary journal coil springs on the bearing adapters, and on top of each
shim, with the bottom tip of the spring oriented so as to be visible from the
outside of the bogie. The coil spring placed on top of the spring can be held in
place with a 1/8 – 1/4” bead of silicone applied to the top of the spring.
10. Position, prop up and block all axle traction rods in preparation for the lowering
of the bogie frame. Pick up the bogie frame (as per Figure 57) as assembled up
to item #5 above, and lower it slowly onto the bearing adapter spring
combinations, making sure that the bogie is oriented properly.
WARNING!
When lifting the HTSC-B1 bogie ensure that chains, slings, or other lift devices are
by the lifting forces. The frame has cast markings identifying the areas that are not
used for lifting.

NOTE
During the lowering of the bogie frame, ensure that the axle traction rods slip into
the traction tube slots and engage the inner member of the traction rod bushing in the
bogie frame. Remove the block supports for the axle traction rods and continue
lowering. Ensure the bogie frame does not contact any traction rod or bearing
adapter during lowering. Confirm that all coil springs have engaged the spring pilot
tube attachments on the inside of the bogie frame at the spring pocket locations, If a
coil spring is not engaged, a rubber sledge hammer can be used to pop the spring
into the proper engagement.
Figure 57 Bogie Lifting Connections
11. Insert the 1 3/8” lock bolts from the inside of the bogie into each traction rod
bushing location in the bogie frame, so that all pintails of the lock bolt are facing
outwards. Center axle traction rod bolts slide in when the bogie frame is almost
down. Next slide in the remaining 1 3/8” lock bolts into the traction rod bushings
in the bearing adapters, so that the lock bolt head is on the inside and the pintails
are pointing outwards.
12. Lower the bogie frame completely until all its weight is being borne by the coil
springs, and disconnect the lifting hooks and shackles. By means of a wrap
around chain and hydraulic jack combination to depress the spring at each spring
pocket, until the traction rod is horizontal as monitored with a spirit level (within
+/- 0.5 °). While holding the traction rod level, swage the lock bolts at both the
bogie frame and bearing adapter ends of the traction rods, so that the lock bolts
are fully installed.
M.I. 1517A 67 11/11/02

13. Insert the two primary interlock rods into the bogie frame holes for the purpose,
so that the interlock rods are now on either side of the tower of the bearing
adapter (part of bearing adapter that sticks up and has an I-beam like section).
Bolt the retainer interlocks, with one on each side of the upper damper bracket.
Slide the inner flange type end into the slots in the primary interlock rods, so that
both interlock rods are held in place and cannot slide out. Release the applied
compression on the springs at that pocket, and move to another spring pocket
location for assembly of the next traction rod lock bolt combination in the same
manner. Again, apply the primary interlock rods and engage with the interlock
retainer pins.
3.4.2 BRAKE CYLINDER PIPING

Apply the piping as shown on the appropriate application drawing. When securing
unions, ensure that mating surfaces are clean. Adjust piping, hoses and pipe clamps
such that any moisture in the pipes will drain into the brake cylinders. Piping may be
heated for bending so as to align the piping without being sprung. Apply piping so as
to avoid kinking hoses. Air test piping for leaks with air and water solution.
3.4.3 ASSEMBLY OF BRAKE RIGGING COMPONENTS
1. Assemble Brake Lever Assembly - Live as shown in Figure 58.
Figure 58 – Brake Lever Assembly – Live

2. Lift each assembly in step 1 with portable hoist onto the bogie frame positioning
the cluster bracket assembly on top of the mounting cluster bracket of the bogie,
shown in Figure 58. Line up the three holes of the cluster bracket assembly with
those of the bogie frame cluster bracket and apply 3 bolts with 3 new washers.
Figure 59 Brake Lever Assembly Application - Live
3. Assemble Brake Lever Assembly-Dead using Figure 60 as a guide.
Figure 60 Brake Lever Assembly – Dead
M.I. 1517A 69 11/11/02

4. In the same manner, lift each assembly in step 3 onto the bogie frame laying up
the mounting block assembly on top of the dead lever mounting bracket as
shown in Figure 61. Apply 2 new bolts with 2 new washers.
Figure 61 Brake Lever Assembly Application - Dead
5. With all the Brake Lever Assemblies in place, apply Offset Brake Shoe in each
location with Brake Shoe Key, as in Figure 62.
Figure 62 Brake Shoe Application

NOTE
The offset side of the brake shoe is to be on the outboard side of the wheel.
6. Apply the Cylinder Lever Assembly by introducing the brake side arm through
the lever cap fulcrum, drop the Pin into the fulcrum hole and secure it with Ring-
Retainer. Pin the cylinder arm to the Brake Cylinder with the vendor pin and
cotter pin. See Figure 63. The Handbrake Lever Assembly is applied into the
bogie in same fashion. See the appropriate Brake Rigging Application drawing.
Figure 63 Application of Brake Cylinder Lever Cross-Over Assembly 47360
7. Apply Slack Adjuster Assembly on the 1-shoe position by attaching the rod end
to the Brake Lever Assembly and the tube end to the anchor bracket with Pin
Assembly. Apply Clip before putting the Pin Assembly. Apply the same Slack
Adjuster on the other side of the bogie, except that the adjuster has to be flipped
180° about the horizontal.
8. Apply the other Slack Adjuster Assembly on the 2-shoe position by orienting the
rod end with the Brake Lever Assembly-Live and tube end with the Brake Lever
Assembly-Dead, respectively. Remember to apply the Clip before applying the
Pin Assembly. Similarly, apply the same adjuster to the other side by flipping it
180° about the horizontal.
M.I. 1517A 71 11/11/02

3.4.4 TRACTION MOTOR AND WHEELSET (COMBO)
APPLICATION
This assembly assumes that three traction motor/wheel-axle-gear assemblies are
available. Position the three motor wheelset combos in line and spaced properly for
lowering the bogie assembly. The capability for adjusting the motor vertically but
rotating about the wheelset axle while the bogie assembly is being lowered onto the
combos, will be required. Begin with each of the motor assemblies at a high angle.
Lift the bogie assembly connected as shown on Figure 57. Lower the bogie frame
onto the three traction motor combos slowly. As the bogie frame lug passes the
motor’s upper secondary support lug, begin lowering the traction motor
simultaneously, or alternate lowering the bogie assembly and motor. Ensure that the
motor nose link (with upper end already attached to bogie frame) becomes properly
positioned, and that the bearing adapters are fully and properly seated on each of the
journal bearings.
NOTE
Motor nose link bushings are installed in links rotated 4 degrees off center. Make
sure the nose links are installed to motors and frame with tilt of bushing down in
direction of traction motor and up in direction of truck.
1. Apply the 1” lock bolts so as to join the lower end of the nose link to the
traction motor nose lug at the lower end. Orient the lock bolts properly, and
swage the lock collars in order to complete the installation of the nose
link/traction motor lock bolts.
2. Apply the bearing adapter cap plate assembly and the urethane bearing
adapter spacer. Note proper orientation of the plate, since the plate can be
applied backwards. The portion of the plate assembly that engages one end
of the journal bearing race is to be on the wheel side of the journal bearing.
When applied between the journal bearing and the plate assembly, the spacer
will be slightly loose. If the spacer is snug or appears deformed, check to
ensure that the bearing adapter is fully seated onto the bearing at both the
front and back.
3. Bolt on the sander guides to the bearing adapters on both end axles. Apply
the step assemblies on both sides of bogie #1 only. Apply traction motor air
ducts to the tops of each traction motor. Over the opening of the air duct
assembly, place a flat board and tape the opening shut so that no foreign
matter or debris falls in.

3.4.5 PRIMARY VERTICAL DAMPER APPLICATION
Vertical dampers can be applied during bogie assembly, or later after the bogies
have been mated with the locomotive carbody. If installed on the bogie before the
locomotive carbody is lowered on it, the dampers will need to be extended (HTSC
bogie only).
1. Bolt on the lower damper brackets to the tapping pads sticking out on the side of
the bearing adapter. Ensure that the brackets fit well and do not have to be forced
into position.
2. Verify that the thickness of the primary vertical damper mounting locations on
the bogie frame and on the bearing adapter are 1.00 +/- 0.06”, on the upper and
lower damper brackets.
3. Apply the top of the primary vertical damper to the bogie frame by removing
nut, thick washer, rubber pieces, thin formed washers, and conical nylon sleeve
supplied with each damper, then passing the stud through the hole in the upper
damper bracket already bolted to the bogie frame.
4. With the lower thin formed washer engaged in the hole in the upper damper
bracket, apply the nylon sleeve and the upper thin formed washer. Both upper
and lower thin-formed washers are to sit flat and flush against the horizontal
plate of the upper damper bracket. Apply rubber, thick washer, and nut on the
end of the damper. Use a 3/8” Allen wrench to hold the stud of the damper while
the nut is tightened. Torque to 110 ft. lbs. Do not attempt to tighten or torque if
the Allen wrench is not sized or seated sufficiently.
5. Apply the lower end of the damper to the lower damper bracket after sliding the
vertical damper stud into the U-shaped fork end on the lower damper bracket.
Apply the lower connection in a manner similar to the top. Tighten the lower end
of the damper to the bracket only when the damper is in the free state.
NOTE
Do not hold the damper to one side while tightening. To check if the damper is in its
free state, examine the larger diameter upper tube and the clearance to the smaller
diameter lower tube. This clearance should be equal all around the damper.
6. After the lower nut has been torqued, apply the retainer bolt across the U-
opening so as to secure the lower end of the damper. This bolt does not need to
be torqued. Tighten to a snug fit.
M.I. 1517A 73 11/11/02

3.4.6 SECONDARY YAW DAMPER APPLICATION
The yaw dampers should be installed with the right side up (as marked on the yaw
damper), with the smaller end of the yaw dampers attached to the bogie at the yaw
damper bracket, as shown in the appropriate bogie assembly print.
3.5 BOGIE APPLICATION TO LOCOMOTIVE

1. Install nylon-alloy wear cylinder halves in carbody pivot on bogie. Place
cylinder halves so that separation line faces sides of bogie. Ensure carbody pivot
has been cleaned of dirt and corrosion. Spray pivot with moly lube.
2. Roll rebuilt bogie assembly under raised locomotive, or if using a drop table,
install bogie on table and raise bogie up under locomotive. Ensure contact areas
are cleaned of dirt and corrosion.
3. Align carbody pivot pin with pivot and secondary rubber spring pins with
appropriate holes in carbody underframe, Figure 64, and Figure 65. Note that the
carbody pivot will meet the bogie before the secondary spring pins meet the
carbody. Anti-seize lubricant is permissible on the pins only of the secondary
rubber springs. The flat plate surface must remain dry for friction purposes.
Figure 64 Typical Carbody Pivot Pin Installation (HTCR Shown)

Figure 65 Typical Secondary Spring Alignment (HTCR Shown)
4. Connect diagonal carbody dampers at carbody bracket, using bolt (5/8-11 x 3-

3/4”) and washer (1-5/16 OD x 21/32 ID x .105” thick). Torque to specification.
See Service Data.
5. Install new carbody pivot pin wear ring and plate using drilled head bolts (3/4-10
x 2-1/2”) and washers (3/4” hardened). Torque to specifications. See Service
Data. Install 14-gauge lock wire, Figure 66, (approximately 2 meters or 6 feet)
through the holes in the bolt heads and safety wire them in place.
Figure 66 Typical Carbody Pivot Pin Lock Wire (HTCR Shown)
6. Connect traction motor leads, traction motor temperature probe plug, and
traction motor speed plug, as equipped.
7. Attach carbody links to bogie flanges, Figure 67, using shackle assembly and
new cotter pins.
M.I. 1517A 75 11/11/02

Figure 67 Typical Carbody Interlock Links (HTCR Shown)
8. Connect carbody air piping to bogie air piping, Figure 68.
Figure 68 Typical Air Brake Piping (HTCR Shown)
9. Connect bogie flange lube equipment if equipped.

10. Connect and adjust handbrake chain.
11. Check bogie and carbody to ensure all loose ends have been accommodated.

4.0 SPECIAL PROCEDURES
4.1 LOCK BOLTS
There are four locations at which lock bolts are used in the HTSC and HTSC B-1
bogie (Ref. Prints 40075078 and 40075079 – views and sections in this paragraph
refer to these drawings): (1) Carbody traction rods at the bogie end (Section F-F and
View H exploded), (2) Carbody traction rod connection at pivot pin end (Section G-
G and View H), (3) Axle traction rod connections (both ends), and (4) Traction
motor nose link connections (both ends).
The first two connections normally should not need to be disassembled or re-
assembled, except at bogie overhaul, as needed. The axle traction rod and nose link
assemblies will need to be disassembled and re-assembled each time the traction
motor/wheelset combination is removed or re-installed. The general instructions
given here apply to all the lock bolt connections, although the hardware set and
orientation of each fastener is different. Since the lock bolt does not use threads, but
instead makes use of locking grooves, there are no nuts needing to be torqued.
Instead, there is a collar that is swaged (cold formed) onto the locking grooves that
holds the connection secure.
4.1.1 REMOVING LOCK BOLTS

Lockbolt removal is accomplished by either cutting the collar with a cutting torch or
with a mechanical cutting tool. The cut collar and loose lockbolt are waste and must
be discarded.
Before removal of lockbolt, ensure that mating parts are secure and that when the
lockbolt (pin) comes loose, the lockbolt either remains in position, falls safely, or
will be held securely.
Note that all mating components should be blocked, held up by straps or secured as
needed.
CAUTION
All safety precautions and procedures of the lockbolt and lockbolt tool manufacturer
should be strictly adhered to. Ensure that hose connections are tight, and that hand
tool and power rig connections are secure and proper. Do not stay directly in line
with the lockbolt during installation. Push the tool as far as possible onto the collar
before pulling trigger. Keep hands clear from connection before pulling trigger.
When the collar is cut, release trigger. Keep hands and fingers out of nose openings,
and hold hand tool only below hand guard. Stop tool operation in case of breakage
or wrong adjustment, or if hoses are leaking or cables damaged.
M.I. 1517A 77 11/11/02

If using a cutting torch, cut the collar longitudinally (in the same direction as the axis
of the pin) along its entire length. Be careful to not damage other components,
rubber bushings or bogie frame with the cutting torch flame, placing a steel sheet or
protection as necessary between working area and adjacent components.
4.1.2 LOCK BOLT INSTALLATION

The pin or lockbolt is inserted into the prepared hole together with all the washers,
bushings and other components that are to be joined in the connection, Figure 69.
Figure 69 Lockbolt Installation
Then, the mating smooth bore locking collar is slipped on to the pin, with its bevel
end towards the outside.
The lockbolt installation tool (which is hydraulically operated, and is connected to

its power source) is applied to the pintail (end of lockbolt that is opposite to the
head).
When the trigger of the lockbolt tool is activated, see Figure 70, the chuck jaws in
nose of the tool assembly pull on the pintail, inducing an initial clamp load, and the
nose anvil pushes on the collar to remove any gap.
As the tensile load is increased, the nose anvil of the tool overcomes the resistance
of the beaded collar and begins to move over the collar toward the work pieces, thus
swaging the collar onto the annular locking grooves of the pin, and locking in the
full clamp load.

Figure 70 Final lock Bolt Assembly
After the swaging of the collar is complete, the tensile force on the pintail continues
to increase until fracture occurs at the breakneck groove separating the pintail from
the installed fastener. The collar is automatically separated from the tool and the
remaining fractured pintail containing the pull grooves is ejected. Note that the
installed lockbolt collars must within dimensions shown in Figure 71.
Figure 71 Lockbolt Finished Dimensions
M.I. 1517A 79 11/11/02

CAUTION
All safety precautions and procedures of the lockbolt equipment manufacturer
should be strictly adhered to. Never install a lockbolt without a lock collar, as the
lockbolt may be forcefully ejected. Ensure that hose connections are tight, and that
hand tool and power rig connections are secure and proper. Do not stay directly in
line with the lockbolt during installation. Push the tool as far as possible onto the pin
and collar before pulling trigger. Keep hands clear from connection before pulling
trigger. When the pin snaps, release trigger. Keep hands and fingers out of nose
openings, and hold hand tool only below hand guard. Stop tool operation in case of
breakage or wrong adjustment, or if hoses are leaking or cables damaged.

5.0 SERVICE DATA - BOGIE ASSEMBLY
5.1 REFERENCES
5.1.1 MAINTENANCE INSTRUCTIONS
Coil, Elliptic, and Rubber Bogie Spring, Qualification and
Replacement……… ........……………………………………………...M.I. 1512
Wheels, Axles, Axle Gears and Pinions ........ …………………………..M.I.1519
Grease Lubricated, Cartridge-Type Journal Bearings……………......... M.I. 1553
Lubricant Specifications…………………………………………......... M.I. 1756
AC Traction Motor Maintenance - ITB2622-ØTAØ2……….…......... .M.I. 3907
Traction Motor Roller Support Bearing………….…………….........…M.I. 3912
Handbrake……………………………………………………… ........ ..M.I. 1577
5.1.2 TYPICAL PARTS CATALOGUES

GT46-MAC..........................................................................................................E26
GT46-PAC ..........................................................................................................E35\
5.1.3 DRAWING NUMBERS

Bogie Assembly #1 (HTSC) .................................................................... 40075078
Bogie Assembly #1 (HTSC-B1) .............................................................. 40087064
Bogie Assembly #2 (HTSC) .................................................................... 40075079
Bogie Assembly #2 (HTSC-B1) .............................................................. 40087065
Bogie Application (HTSC) ....................................................................... 40075354
Bogie Application (HTSC-B1) ................................................................ 40087066
Traction Motor Mounting (HTSC) .......................................................... 40077463
Traction Motor Mounting (HTSC-B1) .................................................... 10662933
Traction Motor (HTSC)............................................................................ 40075420
Traction Motor (HTSC-B1) ..................................................................... 40086754
Gearcase Upper and Lower (HTSC)........................................................ 40076186
Gearcase Upper and Lower (HTSC-B1) ................................................. 40076352
Traction Rod Assembly............................................................................. 40072213
Carbody Rod Assembly............................................................................. 40074009
Brake Rigging Application (non-handbrake) .......................................... 40080256
Brake Rigging Application (handbrake).................................................. 40075357
5.1.4 OTHER REFERENCES
“Wheel and Axle Manual” - Association of American Railroads (AAR)
M.I. 1517A 81 11/11/02

5.2 WEIGHTS
5.2.1 COMPONENT WEIGHTS
COMPONENT UNIT WEIGHTS (approx)

Lbs. Kg.
TM - 1TB2622-0TB02 4,685 2125
Pinion 85 39
Wheel - 43" 980 445
Axle - Broad Gage (driver) 1,360 617
Axle – Broad Gage (idler) 1,300 590
Support Bearing Housing 382 173
Gear (GT46MAC) 490 222
Gear (GT46PAC) 445 203
Gearcase (Upper & Lower) 228 104
Journal Bearings 108 49
Bearing Adapter Assembly 270 123
Bearing Adapter Bot. Plate 39 18
Sander Brackets 48 22
Spring - Single Coil 80 36
Spring Pads - Steel 2.5 1
Primary Interlock 10 5
Damper - Primary Vertical 18 8
Traction Rod - Primary 39 18
Bogie frame Assembly 12,440 5643
Brake Rigging 1,332 604
Brake Cylinders 122 55
Brake Piping 100 45
Pivot Assembly 135 61
Carbody Rod w/bushing, bolts 106 48
Rubber Spring Assembly - Sec. 130 59
Secondary Interlock 27 12
Yaw Damper - Secondary 75 34
TM Nose Link 100 45
TM Air Duct 86 39
Misc. Pins, Bolts, Etc. 200 91
Bogie Mounted Steps 27 12
Primary Damper Brackets 30 14

NOTE
All weights provided are estimates to assist in lifting and moving tasks. If accurate
weights are needed, then the components and sub-assemblies should be weighed.
5.2.2 ASSEMBLY WEIGHTS
Assembly Lbs. Kgs.

Wheel/Axle/ Gear Assembly (WAG)
(includes 2 journal bearings) 4,446 2,017
Traction Motor Assembly with WAG
(includes pinion, gearcase, and 2 journal adapters) 10,046 4,558
HTSC Bogie Complete 47, 986 21, 772
HTSC-B1 Bogie Complete 41,350 18,761
5.3 SPECIAL TORQUE VALUES
Yaw Damper (5/8-11)............................................................. 156 N.m. (115 ft.lbs)

Carbody Pivot Plate (3/4-10).................................................. 278 N.m. (205 ft.lbs)
Lower Damper Bracket (3/4-10)............................................ 156 N.m. (115 ft.lbs)
Upper Damper Bracket/Thrust Pads -
HTSC (5/8-11) ........................................................................ 156 N.m. (115 ft.lbs)
Vertical Damper – HTSC-B1 (5/8-11) .................................. 156 N.m. (115 ft.lbs)
Journal Adapter (3/4-10) ........................................................ 278 N.m. (205 ft.lbs)
Secondary Spring Base (5/8-11) ............................................ 156 N.m. (115 ft.lbs)
AC Gearcase – Parting (3/8-16).................................................. 48 N.m (35 ft.lbs)
AC Gearcase - Mounting (1-7/8- 7)..................................... 1342 N.m. (990 ft.lbs)
M.I. 1517A 83 11/11/02

5.4 SCHEDULE OF MAINTENANCE
5.4.1 TRIP / MONTHLY INSPECTION
HTSC / HTSC – B1 Bogie Inspection
Component Inspection
Axle Lateral Thrust Inspect for any missing or damaged pads. Replace with new if missing or
Pad Assembly severely damaged as per MI.
Dampers (Shock Inspect for any leaking dampers. Refer Section 2.5 for more details.
Absorbers)
Secondary Rubber Inspect for tearing or delaminating of rubber. Refer Section 2.6 for more
Springs details.
Brake Rigging & Brake Inspect for any impact damage, loose bolts. Ensure brake shoe slack
blocks adjustment is set properly. Refer Sections 2.7 & 2.8 of the MI for more
details.
Hand Brake Check for operation.
Sander Assemblies Check for any damage and proper alignment of the sander hoses and
nozzle assemblies.
Gear Case Check for any damage to gear case.
Traction Motor Cables Check for any signs of damage / rubbing on the TM cables & cleats.
& Cleats
Wheel Condition Visual check for wheel flats, gouges etc.
5.4.2 QUARTERLY INSPECTION

Component /Location Inspection
Axle Lateral Thrust Inspect for any missing pads. Measure Axle Lateral clearances. Refer
Pad Assembly Section 5.4.2 for service data as per M.I.
Absorbers)
Coil Springs Inspect for any broken springs. Replace with new if broken springs are
found.
Springs details.
Brake Rigging Inspect for any impact damage, loose bolts. Ensure brake shoe slack
adjustment is set properly. Refer Sections 2.7 & 2.8 of the MI for more
details.
Primary Interlock Rod Inspect the interlock rods for any damage to the rods or interlock retainers.
Secondary Interlock Inspect the shackle, link and pin assembly for any loose pins and damage.
(Chain)
Gear Case Oil Level Check gear case oil level. Refer to Section 2.2 for details.
Wheel measurement Measure wheel diameter, flange wear and tread wear.

5.4.3 SEMI – ANNUAL / ANNUAL INSPECTION
Component Inspection
Axle Lateral Thrust Inspect for any missing pads. Measure Axle Lateral clearances. Refer
Pad Assembly Section 5.4.2 for service data as per M.I.
Absorbers)
Coil Springs Inspect for any broken springs. Replace with new if broken springs are
found.
Springs details.
Brake Rigging Inspect for any impact damage, loose bolts. Ensure brake shoe slack
adjustment is set properly. Refer Sections 2.7 & 2.8 of the MI for more
details.
Primary Interlock Rods Inspect the interlock rods for any damage to the rods or interlock retainers.
Secondary Interlock Inspect the shackle, link and pin assembly for any loose pins and damage.
(Chain)
Gear Case Oil Level Check gear case oil level. Refer to Section 2.2 for details.
Truck Frame Casting Visually inspect the truck frame for any cracks. Refer to Section 3.3 for
details.
Wheel measurement Measure wheel diameter, flange wear and tread wear. Take wheel profiles
Vertical and Lateral Measure as per M.I., Refer Section 5.4.2 for Service data
Secondary Clearances
Hand Brake Lubrication by recommended grease
5.4.4 BOGIE OVERHAUL

Follow all the instructions as laid out in the M.I. 1517 for the truck and the truck
components specified.
M.I. 1517A 85 11/11/02

5.5 MAINTENANCE AND WEAR LIMITS
5.5.1 WHEEL LIMITS
5.5.1.1 Wheel Size Variation Limits
The following limits apply to wheel diameters. The “new” values listed below are to
be used when turning (truing or profiling) wheels in the shop. The “worn” values are
to be used when inspecting locomotives to determine need for wheel turning.
Between two wheels on the same axle: New: 0.020” (0.5 mm)
Worn: 0.063” (1.6 mm)
Between axles within a bogie: New: 0.125” (3.2 mm)
Worn: 0.25” (6.4 mm)
Between bogies: New: 0.56” (14.2 mm)
Worn: 1.25” (31.8 mm)
5.5.1.2 Wheel Size Minimums
Minimum wheel diameter (approximately) ................................40.0” (1,016 mm)

Minimum rim thickness.................................................................... 1.0” (25.4 mm)
5.5.2 WEAR LIMITS ON BOGIE COMPONENTS

5.5.2.1 Total Free Lateral Axle Clearances Between Lateral
Thrust Pads And Bearing Adapters
These are shown below as axle left and right totals, which can be measured on both
sides with feeler gauges (Axle #1 is lead locomotive axle at cab end).
HTSC Bogie
Axles 1, 3, 4, and 6 – (Bogie end axles)
Nominal is 0.38” total (9.6 mm) ............................................0.62” total (15.7mm)
Axles 2 and 5 – (Bogie middle axles)
Nominal is 0.62” total (15.7mm) ...........................................1.00” total (25.4 mm)
HTSC-B1 Bogie
Axles 1, 3, 4, and 6 – (Bogie end axles)
Nominal is 0.24” total (6.1 mm) ............................................0.50” total (12.7 mm)
Axles 2 and 5 (Bogie middle axles)
Nominal is 0.62” total (15.7 mm) ..........................................1.00” total (25.4 mm)

5.5.2.2 Wear of Nylon Pivot Liners (Split Half-Cylinder)
The thickness of the liner should be measured with a micrometer with round end tips
or with a caliper.
New liner thickness................................. 0.365 +/- 0.010” (9.27 mm +/- 0.25 mm)
Liner set to be replaced if thickness is less than 0.300” (7.6 mm)
5.5.2.3 Secondary Vertical Stop Clearances

This is measured between the bogie and the underframe on each side of the bogie at
the center axle position.
Minimum gap at any location
Nominal is 0.63” +/- 0.12” (16 mm +/- 3.1 mm) ........................... 0.25” (6.4 mm)
5.5.2.4 Secondary Lateral Stop Clearances
Figure 72 Schematic of Secondary Lateral Stop
M.I. 1517A 87 11/11/02

Figure 73 Procedure to measure Secondary Lateral Stop Clearances
• Measure the following distances while the unit is on a tangent and level track
• Measure Lateral stop clearances at two locations, one at each end of the stop
and take the average.
This would be the Lateral clearance (L1) on one side (say left side) at a
location.
• Measure the lateral stop clearance with the same procedure on the opposite
side- say right side (L2).
• The criteria is L1+L2 ≥ 3”(Minimum) and L1 + L2 ≤ 4.5”(Wear Limit).

Figure 74 Measuring Secondary Lateral Stop Clearance
5.6 ROUTINE MAINTENANCE EQUIPMENT AND SPECIAL

TOOLS
5.6.1 FIXTURES
Lifting Fixture
(Traction Motor, Axle and Wheel assembly) ....................................* File No. 288
Wall Mounted Fixture To Test Dampers............................ * Work Sketch #41089
5.6.2 GEAR RATIOS

HTSC................................................................................................................. 90:17
HTSC-B1........................................................................................................... 77:17
* Note: File Drawings and Work Sketches are available from the EMD
Service Department. These drawings include construction details of tooling
that can be manufactured.
M.I. 1517A 89 11/11/02

5.6.3 SPECIAL LUBRICANTS
P80 Rubber Lubricant.................................................................................. 8251651
Moly Lube Dry Bonded Spray Lubricant................................................... 9339834
5.6.4 COMMON PART NUMBERS

COMPONENT HTSC HTSC - B1*
Traction Motor and Pinion Asm 40075428 40086754
Wheel 43” 40077314 10662497
Axle – Broad Gage 40076350 Idler Axle – 10662499
Support Bearing Housing 40075563
Spacer 40076798
Gear – Axle 40074148 10662230
Gearcase (Upper & Lower) 40076186/40076352
Journal Bearings 40077969 40050656
Bearing Adapter Asm 40074918/10664372 40089242
Bearing Adapter Bottom Plate 40082305
Sander Brackets 40082928 40092266
Spring – Single Coil 40075318 40090911
Spring Pad – Steel 40025675
Spring Pad – Polyurethane 40087273
Primary Interlock 40074621
Damper – Primary Vertical 40082318 40090983
Traction Rod – Primary 40072213
Bogie frame Asm 40074880 40087063
Brake Rigging 40080256
Brake Cylinders 40080262/40080263
Brake Piping 40075358
Pivot Asm 40075080
Carbody Rod – with 40074009
Bushing/Bolts
Rubber Spring Asm – Sec. 40075328 40090677/40090678
Secondary Interlock 40083646/40083645
Primary Damper Brackets 40090385/10664581 40089946/40089920
Yaw Damper – Secondary 40057722 40090992
Tm Nose Link 40075326
TM Air Duct 40058521
*Where different

Document Number MM001001 (DE-LP)
Electro-Motive Division of General Motors Corporation

La Grange, Illinois 60525 USA
Telephone: 708-387-6000
Website: www.gmemd.com
©2002
Electro-Motive Division, General Motors Corporation. All rights reserved. Neither
this document, nor any part thereof, may be reprinted without the expressed written
consent of the General Motors Locomotive Group. Contact EMD Customer
Publications Office.

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MAINTENANCE INSTRUCTION

HTSC / HTSC-B1 Bogies:

High Speed Service: 6 years / 1,400,000 kms / 23,000 MWHRS.

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1.0 GENERAL DESCRIPTION .............................................................................. 8

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Figure 1 HTSC Bogie

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Figure 3 Typical Carbody Pivot Assembly

AXLE 1 AXLE 2 AXLE 3

Figure 4 HTSC Bogie (side view)

Figure 5 HTSC – B1 Bogie (side view)

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Figure 6 Secondary Springs and Lateral/Vertical Stops

The bogie vertical stop clearances should be measured at specified intervals as

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Figure 7 Journal Adapter and Retaining Pins

Figure 8 Typical Traction Motor Nose Link (Dogbone)

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•Measure Axle Lateral

Figure 9 Lateral Thrust Wear Pads

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2.1.2 TANK IMMERSION

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Roller support 400,000 kms, or at

Table 1 Traction Motor Gear and Axle Lubrication

2.3 WHEEL AND AXLE INSPECTION

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2.4 JOURNAL BEARINGS

Figure 11 Roller Type Journal Bearing

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When locomotives equipped with cartridge-type roller bearings are placed in

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Use the following steps to qualify vertical dampers.

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Figure 13 Typical Yaw Damper

Use the following steps to qualify yaw dampers:

1. Remove the yaw damper from the bogie and underframe.

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2.6 RUBBER SECONDARY SPRINGS

Figure 14 HTSC Secondary Springs (Frame not to scale)

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Overhanging edges of metal parts are occasionally bent or burred through

2.7 BRAKE BLOCK GUIDES

Figure 16 Typical Brake Block Rigging and Guides

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Figure 17 Slack Adjusters

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2.9 HAND BRAKE

2.9.2 INSPECTION OF HAND BRAKE CHAIN AND LEVER

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2.9.3 ADJUSTMENTS & TROUBLE-SHOOTING