MT3300 Operators Manual

EM028513-00-EN-US
OPERATOR’S MANUAL
MT SERIES TRUCKS EQUIPPED WITH

AC DRIVE SYSTEM AND
HIGH PRODUCTIVITY CAB
http://www.cat.com
June 2013
OPERATOR’S MANUAL
MT SERIES TRUCKS EQUIPPED WITH
AC DRIVE SYSTEM AND
HIGH PRODUCTIVITY CAB
http://www.cat.com
June, 2013
OPERATOR’S MANUAL
UNIT RIG MT SERIES TRUCKS EQUIPPED WITH AC DRIVE
SYSTEM AND HIGH PRODUCTIVITY CAB
INTRODUCTION
The purpose of this manual is to provide a safe, logical sequence of events for
inspecting and operating a Unit Rig MT Series rear dump truck equipped with an
AC drive system and the Unit Rig High Productivity Cab. For the convenience of
the operators, information is provided for both standard and optionally equipped
trucks. This information can be disregarded if not applicable.
Before attempting to operate the truck, personnel must become familiar with
systems and component operation. They must be trained in the proper operation
of the truck and instructed on all guidelines and regulations in force in the area of
the mine. Good safe practices should be followed in a common sense way.
The drawings in this manual do not necessarily reflect all vehicle configurations.
The information in this manual does not attempt to cover all details or variations
in equipment nor to provide for every possible contingency to be met in
connection with the inspection and safe operation of a truck.
If there is any information in this manual that is not clear or that you believe
needs to be addressed, please feel free to contact your local Unit Rig
representative at any time or contact the company directly at the address on the
back cover.
Safety and informational highlights used in this manual include:
SAFETY ALERT SYMBOL
The safety alert symbol is used to alert you to potential personal injury hazards.
Obey all safety messages that follow this symbol to avoid possible injury or
death.
ii
HAZARD CLASSIFICATION
The multi-tier hazard classification system is used to communicate potential

personal injury hazards. The following signal words used with the safety alert
symbol indicate a specific level of severity of the potential hazard. Signal words
used without the safety alert symbol relate to property damage and protection
only. All are used as attention-getting devices throughout this manual as well as
on decals and labels to assist in potential hazard recognition and prevention.
! DANGER
DANGER indicates an imminently hazardous situation which, if not avoided, will

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

result in death or serious injury.
! CAUTION
CAUTION indicates a potentially hazardous situation which, if not avoided, may

result in minor or moderate injury.
CAUTION
CAUTION used without the safety alert symbols indicates a potential hazardous
situation which, if not avoided, may result in property damage.
IMPORTANT and NOTE indicate operations, conditions, or specific information of

sufficient importance to call for additional specific instructions or information.
iii
SAFE POSITION DEFINITION
A SAFE POSITION is defined as:
1. The truck front or rear wheels must be driven into a ditch, or straddling a berm.
Or
2. The truck must be driven against a berm or a bank.
Or
3. Chocks must be placed in both front and behind the wheels, and must be
sufficient to hold the truck on the grade it is parked.
The truck will be in a SAFE POSITION if these practices are followed, and the
truck will not move if the brakes are released.
iv
TABLE OF CONTENTS
SECTION PAGE
1. DESCRIPTION 1-1
2. SAFETY 2-1
3. INDICATORS, GAUGES & CONTROLS 3-1
4. PRE-OPERATIONAL INSPECTION 4-1
5. ENGINE STARTING CHECKS 5-1
6. OPERATION 6-1
v
vi
SECTION 1
DESCRIPTION
The Unit Rig MT Series is a heavy-duty, large-capacity haulage truck specifically
designed for the open pit mining industry. The large payloads that can be carried
make this an efficient means of transporting material from one point to another in
a mine or similar off-highway haulage operation.
Propulsion for the truck is supplied by a “diesel-electric” power train. The

operating principal is to supply a regulated source of voltage and current to
the wheelmotors, which convert this energy into a mechanical form through a
self contained traction motor and planetary gear drive system which is directly
mounted to the rear dual tire assemblies.
In the “diesel-electric” mode, an alternator, directly coupled to a turbo-charged

diesel engine, supplies the basic electrical energy. A primarily solid state control
system regulates the power output based on a number of operating factors
(including such items as vehicle and engine speed, demand requirements, and
engine power available).
In normal operation, the truck’s speed on downgrades and slowing for normal
stopping is controlled by an electrical dynamic retarding system. When this
system is activated, the wheelmotors function as generators and convert truck’s
kinetic energy (force keeping the truck moving) into electrical energy. This
electrical energy is dissipated as heat through a series of air-cooled resistors.
For further explanation of the dynamic retarding system, refer to Section 6 -
Operation of this manual.
NOTE: The amount of retarding effort available is directly related to the speed
of the truck. This amount remains at a maximum or constant level from speeds
of 1 to 15 mph (2 to 24 km/hr). Above this speed the amount of retarding effort
available reduces as the speed continues to increase. However, the amount
of dynamic retarding required to control the truck will continue to increase
throughout the entire operating range. This creates a range or limits within
which the truck should be operated that will vary with truck load, speed, electrical
propulsion system, and the grade involved. Operation at speeds in excess
of these limits will mean that sufficient retarding effort may not be available to
control the truck without the assistance of the friction brakes. Information on
how to determine this safe operating range is contained in Section 6 - Operation
of this manual, but always check with the appropriate mine personnel for these
1-1
speeds in particular areas of your mine.
When needed in emergencies (at any speed) and short term parking (operator
remains in cab with engine running), the friction brake system is used. This
system functions in a manner similar to automotive brakes and allows the vehicle
to be brought to a controlled, complete stop. These brakes are not intended
for use in normal operation at high speeds - except in emergencies. Use at
high speeds may result in the generation of excess heat which will reduce the
effectiveness of the brakes (should they be required in an emergency) and
increased wear on the system’s components.
A separate mechanical parking brake system is provided for long term parking
(operator leaves cab or the engine is not running). This system mechanically
locks the rear brakes and must be applied only when the truck is completely
stopped. It is strongly recommended and essential to the safety of the operator
and the equipment that the truck is parked in a SAFE POSITION and the Park
Brake is applied prior to the operator leaving the cab.
The truck is suspended at all tire locations by struts that use a combination of
light weight oil and nitrogen gas. Each of the suspension assemblies contains
integral rebound provisions to dampen movement resulting from the suspensions
absorbing a shock.
Many of the controls on the truck are electrically, hydraulically or in some cases
pneumatically operated or assisted. Electrical energy is provided by a 24 volt
battery system, with the charge maintained by a separate engine mounted
battery charging alternator. Pressurized fluid for the hydraulic system is obtained
from triple-mounted pumps driven directly from the main traction alternator/
generator. Detailed descriptions and explanations of the operation are available
in the Mechanical Maintenance manuals for the specific trucks.
The operator’s control cab is equipped with the controls and indicators necessary
to provide efficient, reliable operation of the vehicle. The simplicity of the diesel-
electric system operation reduced the main controls to a steering wheel, throttle
or accelerator pedal, dynamic retarding pedal, brake pedal, shifter, (forward,
neutral, and reverse), and dump control lever. The function of each indicator,
gauge, and control in the cab is discussed in detail in Section 3 - Indicators,
Gauges and Controls of this manual.
1-2
SECTION 2
SAFETY
GENERAL
Safety should be the primary concern of the operator. The operator should
always exercise caution and good judgment to avoid injury and damage to
equipment. The operator should become familiar with all safety information.
There are a number of hazard decals on each truck identifying areas of

potential hazards. If any of these decals are missing, they should be replaced
immediately. Keep personnel safety in mind at all time. Use a mild soap and
water to clean the signs. Do not “power wash” directly or use solvent based
cleaners as this may damage the signs or adhesive. Refer to Figure 1 for typical
location and identification.
NOTE: Exact wording and location may vary between models and equipment
supplied. If there is any doubt as to its meaning, contact the appropriate mine
personnel or your local Unit Rig Truck representative.
Figure 1 - Hazard Decals
2-1
2-2
2-3
2-4
2-5
It is important that all operators have read and understand the contents of this
operator’s manual before they begin operation of the truck. If questions remain,
they should be discussed with the appropriate mine personnel and/or Unit Rig
Truck representative.
Read Operator’s Manual.
Item 1
Handrails are provided to assist in improving the ascending and descending of

the access ladders. Always use the rails for support whenever using the ladder
to reduce the potential of falling.
Item 2 not used.
Item 3
The electrical propulsion system utilizes high voltage and current levels to
efficiently transmit power to the electric wheelmotors. Extreme care should be
exercised when working in the designated areas, particularly if the engine is
operating.
2-6
Item 4
The cooling system is of automotive type design and operates under pressure
when hot. The radiator cap and related controlling assemblies are designed to
regulate and maintain this pressure. Extra care must be taken when loosening or
removing the cap to prevent the sudden release of pressure and escape of fluid.
This release could injure personnel through contact with the cap or heated fluids.
Proper procedures for removal are included in this manual.
Item 5
The engine radiator fan assembly is operating much of the time the engine is
operating. On most trucks (equipped with a clutching type fan assembly), the fan
many rotate at various speeds depending upon ambient and engine temperature,
load, etc. Extra care must be taken when working in this area to prevent the
engine from being started and to avoid contact with the moving fan parts when
the engine is operating.
Item 6
As the truck’s steering wheel is turned, the front tire assemblies are caused to
move. The movement causes the clearance between the frame and the tire to
increase or decrease. Anyone in this area during this steering movement (such
as in a shop environment) may be caught and injured. It is imperative that all
personnel and equipment be kept from this area when the truck is being steered.
2-7
Item 7
The dump body must be secured by safety cable(s) or block whenever raised
to access components. Never work on or near a truck when the dump body is
raised if not so secured.
Item 8
The pressurized air in the tire could be released with explosive force if the rim or
tire is improperly secured. Always completely deflate all tires prior to loosening
any lug nuts. Also, always install and secure all tire and rim assemblies before
re-installing.
Item 9.
RELEASE ALL NITROGEN BEFORE

ATTEMPTING DISASSEMBLY. TO RELEASE
NITROGEN CONSULT SERVICE MANUAL.
The accumulators are precharged with dry nitrogen, an inert, non-explosive

gas. This precharge pressure may be released with explosive force if not totally
exhausted from the accumulator prior to beginning component disassembly. It
must be released prior to beginning any such servicing. For detailed information
refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance
Manual.
Also, the use of other gases (such as oxygen) may create an explosive condition.
Use dry nitrogen only.
2-8
Item 10
The nitrogen/oil suspension components are precharged with dry nitrogen,

an inert, non-explosive gas. This precharge pressure may be released with
explosive force if not totally exhausted from the suspension prior to beginning
component disassembly. It must be released prior to beginning any such
servicing. For detailed information refer to the information in the appropriate Unit
Rig Truck Mechanical Maintenance Manual.
Item 11

refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance
Manual.
Item 12
The accumulators are charged to a high pressure during operation and may
maintain this pressure even after the truck is parked and the engine stopped.
Malfunction of the system could release this pressurized oil, injuring personnel
2-9
and contaminating equipment. Refer to the information in the appropriate Unit
Rig Truck Mechanical Maintenance Manual for correct procedures.
Item 13
The accumulators are charged to a high pressure during operation and may
maintain this pressure even after the truck is parked and the engine stopped.
Malfunction of the system could release this pressurized oil, injuring personnel
and contaminating equipment. Refer to the information in the appropriate Unit
Rig Truck Mechanical Maintenance Manual for correct procedures.
Item 14

refer to the appropriate information in the appropriate Unit Rig Truck Mechanical
Maintenance Manual.
2-10
Item 15
The driveshaft shield serves several functions:
1. To prevent individuals working near the shaft (as during maintenance or

testing) from coming into contact with the rotating shaft.
2. Protect the driveshaft from contact with foreign objects.
3. Protect surrounding equipment from damage if the driveshaft malfunctions.
Never start or operate the truck without this important shield in place.
Item 16

refer to the appropriate information in the appropriated Unit Rig Truck Mechanical
Maintenance Manual.
Item 17
The shunts are electrical devices used in the high voltage and current electrical
system to assist in the measuring and proper monitoring of the operation of the
truck’s propulsion and retarding systems. During some testing, a shunt is moved
2-11
between insulators to assist in this testing. To properly allow the wires and the
shunt to conduct the high currents and voltages, good tight connections are
essential.
Item 18
On trucks equipped with the dual solenoid latching park brake valve, power is
required to shift the valve to and from the detented Apply and Release positions.
Moving the battery isolation switch to the Off position before applying the park
brakes (releasing the pressure holding the calipers released) removes this power
and prevents the application of the park brake system. Without this mechanically
applied hydraulically released system, loss of pressure in the other friction brake
systems on the truck (through manual release or internal bypassing, particularly
when the engine is off) removes or releases any brake securing the truck. It is
then free to roll.
This re-emphasizes the importance of placing the truck in a SAFE POSITION so

that it cannot move, even if all brake systems are released, prior to performing
any work on the truck, even as elementary as switching off the electrical power
with the Battery Isolation Switch. The additional securing of the truck with the
park brake system applied prior to switching the Battery Isolation Switch Off,
serves to increase the safety of the situation.
Items 19 through 25 not used.
Item 26
Item 27
2-12
Item 28
A battery disconnect or isolation system has been incorporated that isolates

the truck’s 24 and 72 Volt electrical systems by interrupting the battery ground
circuits. The “TX” terminals are common junction points of battery grounds.
Connection of other circuits (especially if they are grounds) may adversely affect
the operation of the isolation system and leave circuits closed or potentially
energized. The different decals reflect the different wiring configurations in use.
Item 29
The dump system is designed so that the dump control valve should be in the
“Float” position at all times the dump body is not raised. In this configuration,
the flow from the dump pump(s) and the dump cylinders is routed directly back
to the hydraulic reservoir. This reduces system circulating pressures and also
prevents the cylinders and mounts from carrying any of the load, except when
actually dumping. On trucks equipped with hydraulic oil cooler assemblies, the
oil is directed through the cooler only when the dump control pilot valve is in the
“Float” position.
Item 30
The large red Capacitor Charged (Indicator) Lights (CCL) in and on the electrical
system control cabinet on trucks equipped with GE AC drive systems, is lighted
whenever there is high voltage in the truck’ propulsion or dynamic retarding
system. The indicator lights when there is 50 Vdc or more in the DC Link portion
of the system.
2-13
DO NOT open the doors or touch any terminals or components when either of
the indicators is lighted. Wait until the indicators turn off and then check with a
meter to ensure that no voltage remains in the circuit.
Item 32
Danger High
Voltage
The AC Drive Systems operate at high voltage and contain components that may
retain this high voltage level for some time even after the truck is stopped and/or
parked. Typically indicator lights are provided to monitor when these charge level
are present, but care must be take even if they are not lit.
The instructions on this decal outline the proper procedures for monitoring,
testing, and discharging the electrical charge that remains in the components on
the GE AC drive systems. These steps must be followed before any attempt to
access the controls system areas.
WEARING APPAREL
It is recommended that all operators wear appropriate safety hard hat, safety
glasses, and approved safety shoes when operating or servicing the truck.
Always follow the specific requirements of the mine.
SEAT BELT
Fasten seat belts before putting the truck in motion. This is true for both the
operator and anyone riding in the observer’s seat.
2-14
Fasten Seat Belts.
OPERATING AREA FAMILIARIZATION
Be familiar with the area in which the truck is to be operated. Be aware of any
road construction or hazards that may be present.
Be observant of the entire situation. Note the location of power cables and
“bridges” over or under them, the position of the shovel or other loading
equipment, and other details of importance.
! DANGER
Never drive over unprotected electrical power cables or raise the body in
the vicinity of overhead power cables.
Be familiar with and understand the signalman’s hand signals and instructions
when operating the truck.
Be familiar with and understand the precautions and regulations at all locations.
Always follow all safety guidelines and operating rules of the mine.
VISIBILITY
Good visibility is important to safe truck operation. Before the truck is placed into
service, clean the windshield, mirrors and headlights, and check the windshield
wipers for proper operation.
TRUCK SPEED
The safe speed at which the truck should be driven is determined by the road
2-15
and weather conditions, in addition to the truck load. Under adverse weather
conditions, exercise extreme care and drive at reduced speeds. Observe speed
limits posted or listed by the mine for particular areas.
A general rule is to never approach a downgrade at a speed in excess of 15 mph

(24 km/hr). Always apply the Dynamic Retarding pedal prior to reaching the
crest of the hill and use it to control the truck’s speed while descending. Maintain
a safe speed that does not require the use of all available dynamic retarding
capabilities. This will provide a margin of safety for emergencies.
PARKING
There are two basic modes of parking the truck; short-term (operator remains in
the truck cab) and long-term (operator leaves the truck unattended).
Short-term parking involves using the truck’s friction brake system to prevent the
truck from moving. In the event of an equipment malfunction, the operator can
still control the truck, since he remains in the cab with the engine running.
Long-term parking, however, involves much more than this. Since the truck will
be left unattended, it should be parked in a SAFE POSITION - one in which it
cannot be moved, even if the truck’s brakes are released. This involves using
chocks, ditches, or berms - anything that will prevent the accidental movement of
the truck, and applying the Park Brakes.
Refer to Section 6 - Operation for detailed instructions for both types of parking.
LOCKOUT AND TAGOUT PROCEDURES
Lockout and tagout procedures are intended to positively isolate components and
systems from their sources of energy to prevent unwanted starting, movement, or
operation. Operating procedure and regulation vary due to government or local
regulations, mine practices and standards, etc.
It is important always be on the alert for these provisions before attempting to

start, move, or work on any truck to prevent accident or damage. They must
never be ignored.
More detailed information is provided in the appropriate service and maintenance

publications.
2-16
! DANGER
There is danger of tire explosion due to fire/excessive heat in the wheel/tire

area.
Whenever smell of burning rubber or excessively hot brakes is detected
on the truck, there could be a distinct possibility of the danger of a tire
explosion. It could also occur when fire on the truck reaches the tire and
wheel area. Under such conditions DO NOT APPROACH THE TRUCK OR
ENTER THE DANGER AREA (See Figure 2). Move the truck to a remote
area only if it can be done without endangering the operator or other
personnel in the area.
Figure 2 - Typical Danger Area for Tire Explosion
Stay at least 500 feet (150 meters) away from the tread area and 1500 feet
(460 meters) from the tire sidewall. If it is absolutely necessary to reach
the suspect tire, approach from the front or the back of the truck and use
a large bulldozer blade as shield in front. If there is evidence of brake fire
or smell of burning rubber, do not go near the truck. Fight these fires from
a distant remote location. Do not rush to the truck with hand-held fire
extinguisher in an effort to control the blaze. Allow at least eight hours for
the tire to cool before approaching the truck.
2-17
2-18
SECTION 3
INDICATORS, GAUGES AND CONTROLS
Unit Rig trucks are equipped with indicators, gauges, and controls to permit safe
operation and enable the driver to monitor the condition of the truck systems.
NOTE: Both standard and optional equipment is shown. Disregard those items
not applicable.
Before operating the truck, operators should be able to identify each indicator,
gauge, and control, and understand its function.
NOTE: Items are listed in the most common location, typical on current products.
Some items may vary in location, depending on the vehicle and its particular
configuration.
The warning indicators light when a condition exists that may result in a serious
problem affecting truck operation. If any of the indicator lights come on which
are listed as critical enough to warrant doing so, stop the truck immediately
and park in a SAFE POSITION. Get help. Before attempting to move the truck,
investigate the cause of the warning indication and correct. The engine should
be shut-down (or operated as instructed by the engine manufacturer).
3-1
Figure 1 - Typical Cab Lay-out
KEY 13543
1. SEAT ADJUSTMENT CONTROLS 12. HEAT AND AIR CONDITIONER CONTROLS

2. DUMP CONTROLLER LEVER 13. SHIFTER
3. DIMMER SWITCH 14. LIGHT SWITCHES
4. BRAKE PEDAL 15. LOAD BRAKE SWITCH
5. DYNAMIC RETARDER PEDAL 16. RETARD SPEED CONTROL
6. THROTTLE PEDAL 17. AIR CLEANER RESTRICTON INDICATOR
7. ENGINE START/STOP SWITCH 18. UNIT RIG WEIGH SYSTEM
8. STEERING WHEEL 19. MANUAL POWER SUPPLY
9. WIPER CONTROL 20. GAUGES
10. PARK BRAKE 21. INDICATORS LIGHTS
11. HAND BRAKE 22. MISCELLANEOUS SWITCHES
3-2
NOTE: In these trucks, the following symbols are used to indicate basic operating
conditions:
On Off
Faster Slower
INDICATORS
AIR CLEANER SERVICE
The AIR CLEANER SERVICE indicator indicates the service requirements of

the air cleaner element. Under normal operating conditions, the green band is
exposed in the indicator. Should the filter element become sufficiently restricted
to adversely affect performance, a red band will appear and remain in place until
the element is serviced and the indicator reset.
AUTOMATIC LUBRICATION AUTO LUBE MALFUNCTION
The AUTO LUBE indicator lights when the pump system on the trucks automatic
lubrication system is operating.
3-3
BATTERY VOLTAGE
The (LOW) BATTERY VOLTAGE indicator lights to indicate a low level of charge
in the truck’s 24 volt batteries.
Should this indicator light, bring the truck to a stop, and park in a SAFE
POSITION immediately. Get help. Do not move the truck until the problem has
been identified and corrected.
Low battery voltage may result in improper operation of the truck’s traction
drive system, in the form of lost propulsion and/or dynamic retarding.
BLOWER PRESSURE
The (LOW) BLOWER PRESSURE or the BLOWER OFF indicator lights when
the electrical system cooling blower does not supply a sufficient amount of air
flow to maintain proper system component cooling.
BRAKE DRAG
The BRAKE DRAG indicator lights when residual pressure exists in the brake
system that will not allow the front and/or rear brakes to completely release.
3-4
Operation with the brakes partially applied will generate excessive heat. This
will result in reduced braking effectiveness during normal service, and will also
reduce brake component life.
BRAKE ON
The BRAKE ON indicator lights whenever the truck’s friction brake system has
been actuated.
BRAKE PRESSURE
The (LOW) BRAKE PRESSURE indicator lights when the accumulators for the
hydraulic brake system pressure drop below a preset level. If equipped with
the added feature, automatic application of the brakes begins if the pressure
continues to decrease.
CHECK ENGINE
The CHECK ENGINE indicator lights when a condition is monitored within the
engine which warrant checking by trained technicians at the earliest possible time
3-5
to minimize the possibility of the problem worsening and causing damage. If the
indicator lights, follow standard mine procedure for these indications.
COOLANT FLOW
The COOLANT FLOW indicator lights when circulation in the coolant system has
been interrupted.
COOLANT LEVEL
The (LOW) COOLANT LEVEL indicator lights when the coolant level in the
engine radiator is below the normal operating level.
COOLANT TEMPERATURE
The COOLANT (WATER) TEMPERATURE indicator lights to indicate an
abnormally high engine coolant temperature.
3-6
D.I.D. PANEL
The DIAGNOSTIC INFORMATION DISPLAY (D.I.D.) panel (if so equipped)

displays information about the operation and troubleshooting of problems within
the electrical propulsion and retarding systems.
Detailed information on the materials displayed is contained in the drive system

vendor’s electrical maintenance manuals.
DUMP BODY UP
The DUMP BODY UP indicator lights whenever the dump body is raised from
its resting position on the frame. The truck should only be moved with the dump
body fully down, and the Dump Controller lever in the Float position.
NOTE: On some trucks this indicator is interconnected to an interlock which

prevents propulsion with the dump body raised. An override provision may be
included to allow small amounts of movement.
3-7
DYNAMIC RETARDER APPLIED
The DYNAMIC RETARDING APPLIED indicator lights when the dynamic

retarding system has been activated.
ELECTRICAL SYSTEM FAULT
The ELECTRICAL SYSTEM FAULT indicator lights when a fault occurs in the
electrical power/control system.
On Unit Rig MT 3300, 3700, and 4400 trucks equipped with General Electric
(GE) produced AC drive systems, there are two indicator lights that operate in a
total of three functions:
1. If the red indicator lights, it indicates a problem in the propulsion or dynamic

retarding system that will prevent the proper operation of the systems. Should
this indicator light, bring the truck to a safe, controlled stop, and park in a SAFE
NOTES:
1. Manual resetting, by depressing the cab mounted SYSTEM RESET switch
or using the electrical control box Reset Button, is required to restore operating
function.
2. The indicator flashes if the truck is moving and remains on steadily if the truck
is at rest.
2. If the amber indicator light flashes, it indicates a significant problem in the

propulsion or dynamic retarding system that may prevent proper operation of the
system. Normal propulsion will probably be discontinued by the control system.
Should this indicator light and flash, bring the truck to a safe, controlled stop, and
park in a SAFE POSITION immediately. Get help. Do not move the truck until
3-8
the problem has been identified and corrected.
NOTE: Manual resetting, by depressing the cab mounted SYSTEM RESET

switch or using the electrical control box Reset Button, is required to restore
operating function. Typically this should be done by experienced, trained
personnel.
3. If the amber indicator light remains steadily lit, it indicates a condition in the
propulsion or dynamic retarding system that they are not ready for operation. The
truck must be in the rest mode including being at a full stop and with the Park
Brake system applied.
NOTE: This amber indicator will remain steadily on when the truck is stopped
with the Shifter in the Neutral (N) position and the park brakes applied.
On trucks equipped with the General Atomics/ Power Inverters (GA/PI) produced
AC drive systems, it indicates a problem in the propulsion or retarding control
systems that may prevent their proper operation. Should this occur, the truck
will lose propulsion power and/or dynamic retarding. Manual resetting, by
depressing the cab mounted SYSTEM RESET switch or using the electrical
control box Reset Button, is required to restore operating function.
NOTE: Manual resetting, by depressing the cab mounted SYSTEM RESET

switch or using the electrical control box Reset Button, is required to restore
operating function. Typically this should be done by experienced, trained
personnel.
OIL LEVEL
The (LOW ENGINE) OIL LEVEL indicator lights to indicate that the level of oil in
the engine crankcase is below the level recommended for operation.
3-9
ENGINE OIL PRESSURE
The (LOW) ENGINE OIL PRESSURE indicator lights when the engine oil
pressure is below safe operating limits.
ENGINE OIL TEMPERATURE
The ENGINE OIL TEMPERATURE indicator lights when the temperature of the
oil in the crankcase exceeds preset safe operating limits.
FUEL LEVEL
The (LOW) FUEL LEVEL indicator lights to indicate a low fuel level in the fuel
tank(s).
FUEL PREFILTER
The FUEL PREFILTER (WATER LEVEL) indicator lights when the amount of
water and other contaminants collected in the fuel prefilter assembly reaches
a preset level. If the indicator lights, follow standard mine procedure for these
indications.
3-10
HEATED MIRRORS
The HEATED MIRROR indicator monitors the operation of the heating function
on available mirror assemblies having this extra feature.
HIGH BEAM
The HIGH BEAM indicator lights whenever the high beam headlights are on.
HYDRAULIC FILTER BYPASSING
The HYDRAULIC FILTER BYPASSING indicator lights when the pressure

differential in one or more of the individual hydraulic filters is sufficient to cause
the internal bypass valve to open. This allows the oil to bypass the filter element
and receive no filtration. Continued operation of the truck in this condition could
result in component contamination and eventually in component malfunction.
NOTE: In some operating conditions (e.g. cold weather start up and operation)
this indicator light may remain on for a short period of time after starting (until the
oil warm up to near normal operating temperature). Check with mine or Unit Rig
personnel for additional information.
3-11
HYDRAULIC OIL LEVEL
The (LOW) HYDRAULIC OIL LEVEL indicator lights to indicate when the oil level
in the truck’s hydraulic oil reservoir or tank is below the desired low level limit.
Should this indicator light with the dump body rising, stop the dumping cycle,
lower the body to the frame and determine the cause before continuing.
Should this indicator light with the dump body down, bring the truck to a stop, and
park in a SAFE POSITION immediately. Get help. Do not move the truck until
the problem has been identified and corrected.
HYDRAULIC OIL TEMPERATURE
The HYDRAULIC OIL TEMPERATURE indicator lights when hydraulic oil

temperature exceeds recommended operating levels.
Continued operation with hot hydraulic oil may result in component

damage and corresponding system malfunctions.
3-12
LOW PRESSURE FIRE DETECTION
The LOW PRESSURE FIRE DETECTION indicator lights when the automatic fire
suppression system has been actuated.
NOTE: In case of fire, trucks equipped with automatic fire suppression systems
will automatically actuate. Follow the approved mine procedure. If the indication
is a result of an equipment malfunction, have the system deactivated as soon as
possible to prevent accidental system discharge, the problem corrected, then the
system reactivated.
LOW STEERING PRESSURE
The LOW STEERING PRESSURE indicator lights to indicate an unusually low

pressure condition in the steering system.
Accumulators normally supply the auxiliary steering system if the normal supply
system is disrupted.
NOTE: On trucks equipped with the electrically powered manual supply system,
pull up the Manual Supply System switch to ensure operation if needed to
maintain steering control while stopping the truck. Depress switch button to
deactivate the system as soon as the truck is safely parked. This will prevent
unnecessary drain on the truck’s batteries.
3-13
OIL FILTER DIFFERENTIAL
The (ENGINE) OIL FILTER DIFFERENTIAL indicator lights when the pressure
differential in one or more of the individual engine lubricating oil filters is sufficient
to cause the internal bypass valve to open. This allows the oil to bypass the
filter element and receive no filtration. Continued operation of the truck in this
condition could result in component contamination and eventually in component
malfunction.
OVERSPEED
The OVERSPEED indicator lights whenever the truck is in automatic overspeed

retarding. The speed that this retarding begins is preset into the electrical
controls for the propulsion/retarding system, and can be set to any specified
speed.
The PARK BRAKE WARNING indicator lights and the horn sounds if the cab
doors are opened and the truck’s park brakes are not applied.
The park brakes are to be applied any time the operator leaves the cab.
3-14
A key operated switch may be installed to override the system during
maintenance and other non operational functions.
PRESS TO TEST
Depressing the PRESS TO TEST or LAMP CHECK button with the Master
Switch On will cause the indicator lights, excluding certain specifically designated
functions such as AID, to light. If any bulb fails to light, correct the problem prior
to placing the truck into operation.
RETARD (HOT – LIMITED TO CONTINUOUS OPERATION)
The RETARD (HOT – LIMITED TO CONTINUOUS OPERATION) indicator lights

when operating conditions and parameters are in an operating range that causes
the dynamic retarding system components to operate at increased temperatures.
This causes the control system to reduce the speed limits on system operation to
what is considered to be more continuous operation.
1. If the indicator is off, the system will automatically operate with the higher
speed limit (called short time retard) values.
2. As the limit is approached, the indicator will begin to flash for approximately 15
seconds with the system limits remaining at the increased short term level.
3. At the end of this interim flashing, the indicator will remain on steadily and the
system will operate at the reduced standard speed operating parameters.
NOTE: If the indicator lights in either mode, it will be necessary to use the truck’s
friction brake system as a supplement to the retarding system to slow the truck to
speeds within the reduced, standard speed envelope.
3-15
The friction brake system is not to be used to slow or retard the truck
in normal operation. Instead, its use is intended only for slow speed
stopping, short term parking and in emergencies (at any speed). Use
of this system during normal operation will result in excessive heat
and subsequent reduction of brake effectiveness, should the brakes be
required in an emergency.
NOTE: This feature is only included on the 200 and 240 ton (181 and 218 mt)
systems provided by General Electric (GE).
RETARD SPEED CONTROL
The RETARD SPEED CONTROL indicator lights when this portion of the truck’s
propulsion and retarding system is activated. For detailed information on this
system, refer to the instructions in Section 6 - Operation.
RETARD SPEED LIMIT
The RETARD SPEED LIMIT nameplate indicates the operating speed limits
3-16
on various grades for the truck’s dynamic retarding system. The limits (on the
bottom of the nameplate) are established for the listed operating parameters (on
the top of the nameplate).
NOTE: On trucks equipped with the 200 and 240 ton (181 and 218 mt) systems
provided by General Electric (GE) there are two speeds listed for each grade, the
higher speed, short time or intermittent retard and the reduced speed, standard
retard speeds.
STAIRWAY
On many trucks equipped with retractable access ladder assemblies, this

indicator lights when the ladder is in the extended or lowered position. The truck
should not be moved with the ladder down as damage may result.
STOP ENGINE
The STOP ENGINE or ENGINE PROTECTION PROPULSION CUTOUT

OVERRIDE indicator lights when a condition within the engine is monitored which
warrants stopping the engine immediately. Should the indicator light, the truck
will lose propulsion power, but not dynamic retarding. If continued movement of
the truck is desired (e.g. to find a safe a parking location) depress and hold the
Stop Engine or equivalent Override button.
NOTE: Continued operation of the engine may result in damage to it and its
systems.
POSITION immediately and stop the engine. Get help. Do not move the truck
until the problem has been identified and corrected.
3-17
LEFT TURN RIGHT TURN
The TURN SIGNAL indicator flash to indicate the truck’s corresponding turn
signal is flashing. The lights also flash to indicate operation of the emergency
warning flasher system.
WHEELMOTOR TEMPERATURE
The WHEELMOTOR TEMPERATURE indicator lights when an excessively high

temperature is measured in one or both of the truck’s wheelmotors.
NOTE: If the air flow to the wheelmotors is determined to be okay, it is

recommended that the engine continue to run to provide cooling air to the motors
to assist in the cooling to normal temperatures.
GAUGES
NOTES:
1. Depending upon installation, there are 2 types of gauges installed, analog and
Controller Area Network (CAN). There function is the same, but their operation
is different. Determine the type of gauge installed and operate as per the
appropriate instructions presented here.
2. On some of the CAN gauges there is a second multiple line screen that is used
in setting and diagnostic functions.
3. On the CAN gauges only the scaling and scaling factors change when
3-18
switched from US to metric or reversed, the numbers are not changed. The
“ticks” are rescaled to the appropriate configuration.
AIR CLEANER RESTRICTION
The AIR CLEANER RESTRICTION gauge indicates the amount of restriction

in the air cleaner and induction system, in inches of water. The air cleaner
elements should be serviced if the restriction indicated is:
12 inches (3 kPa) - MTU (396)

20 inches (5 kPa) - Detroit Diesel
25 inches (6 kPa) – Caterpillar or Cummins
AMMETER
The AMMETER indicates the rate of charge in the 24 volt battery charging
alternator system in amperes. This gauge should always indicate a plus or
positive reading when the truck’s engine is at operating speeds.
3-19
COOLANT TEMPERATURE COOLANT TEMPERATURE
ANALOG GAUGUE CAN GAUGE
The COOLANT (WATER) TEMPERATURE gauge indicates the temperature of

the engine coolant. Depending upon customer requirements this may be in o F
and/or o C, or a series of color coded bands.
If color-coded, the pointer should be in the green or operating range at all times
the truck is in normal operation. If the gauge indicates true temperature, refer to
the engine manufacturer’s information for the normal operating temperatures.
ENGINE OIL TEMPERATURE

ANALOG GAUGE
The ENGINE OIL TEMPERATURE gauge monitors the temperature of the oil in
the engine crankcase.
3-20
FUEL FUEL
ANALOG GAUGE CAN GAUGE
The FUEL gauge indicates the approximate level of fuel in the fuel tank.
HOURMETER
ANALOG GAUGE
The HOURMETER indicates the total number of hours the truck is in operation
and operates whenever the Master Switch is On.
NOTE: This function is also included in the tachometer on trucks equipped with
CAN gauges.
3-21
OIL PRESSURE OIL PRESSURE
The (ENGINE) OIL PRESSURE gauge indicates engine oil pressure. Depending
upon customer requirements, this may be in psi and/or kPa or a series of color
coded bands.
If color coded, the pointer should be in the green or operating range at all times
the truck is in normal operation. If the gauge indicates true pressure, refer to the
engine manufacturer’s information for the normal operating pressures.
SPEEDOMETER SPEEDOMETER
ANALOG GAUGE CAN GAGUGE
The SPEEDOMETER indicates the truck’s speed in miles per hour and/or
kilometers per hour.
3-22
NOTES:
1. On some trucks, the distance traveled (in miles or kilometers) is also
displayed.
2. Truck’s equipped with digital gauges will appear differently.
On trucks equipped with CAN gauges, the speedometer serves as the master
controller for the other CAN gauges. This function is controlled with the M (-) and
T (+) buttons on the face of the gauges.
NOTE: It is recommended and in some cases mandated that the truck be

stopped when making these changes.
1. To control the back lighting brightness, depress the M (-) to decrease or the T
(+) buttons to increase the intensity.
2. To change other functions:
a. Depress both the M (-) and T (+) simultaneously for 5 seconds until the
appropriate back lighted Settings and Diagnostic message appears in reverse
video highlight on the LCD on the gauge.
b. Press the M (-) or T (+) button separately to scroll to the desired function.
c. Follow the instructions on the screen.
d. If no button is depressed for 5 seconds, the LCD will revert to the standard
screen.
3. Available functions include:
a. US/metric (all appropriate gauges).
b. Odometer and trip odometers.
c. Contrast (LCD screen).
d. Diagnostic functions.
3-23
TACHOMETER TACHOMETER
The TACHOMETER indicates the engine speed in rpm. Refer to the appropriate
engine manufacturer’s information for the proper operating range.
NOTES:
1. On some trucks, the engine operating hours is also displayed.
2. Truck’s equipped with digital gauges will appear differently.
VOLTMETER VOLTMETER
The VOLTMETER indicates in volts the amount of charge in the 24 volt battery
charging alternator system. Normal system voltage is 24 to 27 volts when the
engine is at normal operating speed.
3-24
Low battery voltage may result in improper operation of the truck’s traction
drive system, in the form of lost propulsion and/or dynamic retarding.
CONTROLS
AUTO LUBE ALARM RESET
The AUTO LUBE ALARM RESET switch resets the available alarm system on
the automatic lubrication system stopping the buzzer and re-establishing the
monitoring mode.
AUTOMATIC LUBE
The AUTO LUBE TEST switch allows for manual testing of the trucks automatic
lubrication system.
BACK-UP LIGHT
The BACK-UP LIGHT switch provides manual operation of the back-up

lights. The lights come on automatically, whenever the Shifter is moved to the
REVERSE position.
3-25
DATA STORE
The DATA STORE switch provides a means of storing desired operating

information from the trucks computerized electrical propulsion and retarding
system during normal truck operation. Each time the switch is depressed,
a preset number of data points are stored in the systems memory. Detailed
information on the proper retrieval and use of the information stored is contained
in the vendor’s system maintenance publications.
DUMP BODY UP OVERRIDE
The DUMP BODY UP OVERRIDE switch allows overriding of the optional

interlocks. These interlocks prevent the truck from being driven with the dump
body in the raised position.
ELECTRICAL SYSTEM RESET
The ELECTRICAL SYSTEM RESET switch provides the operator with a means
of manually resetting the truck’s electrical propulsion and retarding systems from
within the cab.
NOTE: There are some conditions that cannot be reset by means of this switch
alone. Always follow standard mine instructions and practices before depressing
this switch and attempting to propel the truck again.
3-26
EMERGENCY STOP
The EMERGENCY (ENGINE) STOP switch provides a positive method

of stopping the engine immediately if the normal engine shutdown control
malfunctions, or if the engine must be stopped suddenly. To operate the system,
depress the button or pull the knob (depending upon the type installed).
NOTE: Some trucks have additional controls, typically located on the front
bumper assembly and/or the control box area, to allow the engine to shut down
from ground level, in case of an emergency. Do not use these controls to stop
the engine in normal operation. This control may need to be manually reset after
each use.
ENGINE ALARM RESET
The ENGINE ALARM RESET switch manually resets the alarm system on the
engine monitoring system stopping the buzzer and re-establishing the monitoring
mode.
ENGINE SHUT DOWN DELAY TIMER
The ENGINE SHUT DOWN DELAY TIMER provides an automatic means of

allowing the engine to cool for a preset amount of time (typically in the range of 5
minutes) at low idle speed before stopping the engine. Detailed instructions are
included in Section 6 - Operation.
3-27
Engine Stop Engine On Engine Start
The ENGINE STOP/START switch is used to start and stop the engine. Rotating
the switch to the Start position engages the starter. When released, the switch
rotates to the detented Run position. Rotating to the Stop position stops the
engine.
NOTE: On trucks equipped with a momentary stop switch, it must be held in

the Stop position until the engine completely stops operating to actually stop the
engine. It is then released and will return to the detented center or Run position.
If the switch is released before the engine stops turning, it may begin to operate
again. On other trucks the switch is detented to the stop position.
FLOOD LIGHTS
The FLOOD LIGHT switch controls the operation of the floodlight assemblies on
windrows and other available accessory flood lights having these extra features.
FOG LIGHT
The FOG LIGHT switch controls the operation of the truck’s optional fog lights.
3-28
HAND BRAKE ENGAGED
The HAND BRAKE control provides an alternate method of controlling the truck’s
friction brake system. It is designed to be used as an alternative to the Brake
(Foot) Pedal. It is spring loaded to the Release position and is not intended for
long term parking (operator leaves the truck).
NOTES:
1. An indicator lights when the Hand Brake or the Load Brake is applied. The
propulsion controlling circuitry is disabled when the indicator is lit.
2. The Hand Brake or Load Brake must be applied to allow the application or
release of the Park Brake.
HEAD/TAIL LIGHT
The HEAD/TAIL LIGHT switch controls the operation of the lights. In the down
position, all lights are off; in the center position, the optional marker and tail lights
are illuminated; in the up position, the head, tail, and marker lights are all on.
HEATED MIRRORS HEATED MIRRORS
The HEATED MIRROR switch controls the operation of the heating function on
available mirror assemblies having this extra feature.
3-29
LOAD BRAKE
The LOAD BRAKE switch provides an electrically actuated method of applying

the truck’s rear axle or wheelmotor mounted brakes. It is designed for use in
short term parking (such as while loading or dumping). It is not intended for long
term parking (operator leaves the truck).
NOTE: An indicator lights when the Hand Brake or the Load Brake is applied.
The propulsion controlling circuitry is disabled when the indicator is lit.
MANUAL POWER SUPPLY SYSTEM
The MANUAL POWER SUPPLY SYSTEM switch (on trucks so equipped)

activates the manual power supply system pump (on trucks so equipped). This
pump operates on 24 V dc, supplied directly from the truck’s batteries. It supplies
hydraulic pressure to the steering and braking systems when needed (such
as when towing an inactive truck). An indicator light in the button will be on
whenever the pump is operating, even when automatically actuated.
NOTE: Push the Manual Power Supply System switch button in (deactivating
the system) as soon as the truck is safely parked. This will prevent unnecessary
wear of the pump and drain on the truck’s batteries.
3-30
PANEL DIMMER
The PANEL DIMMER switch controls the brightness of the background lights on
the upper and lower control panels.
PARK BRAKE
The PARK BRAKE switch controls the operation of the park brake assemblies on
the rear wheels.
To apply, move the Hand or Load Brake to the On position, rotate the Park Brake
switch to Apply position and hold for a few seconds until brakes apply and the
indicator lights. Release the Park Brake control and move the Hand or Load
Brake control to the Release position. Make sure the truck can not move.
NOTE: On newer and modified trucks, the switch may be detented to remain in
this position.
To release, apply the Hand or Load Brake, then rotate the Park Brake switch to
the Release position and hold for a few seconds (until the indicator goes out).
NOTES:
1. The park brakes alone should not be used when leaving the vehicle
unattended. Always park in a SAFE POSITION when leaving the truck.
2. The Hand or Load Brake must be applied to allow the Park Brake to be applied
3-31
or released.
3. An indicator lights when the park brakes are applied (including application by
system malfunction). Propulsion circuitry is disabled when the indicator is lit.
RETARD SPEED CONTROL
The RETARD SPEED CONTROL switches regulate the operation of this function
in the electrical propulsion/dynamic retarding system. The switch controls
the activation of the system. The rotating knob assembly controls the relative
amount of dynamic retarding effort provided by the system when activated.
For detailed information on operation of this system, see the instructions in

Section 6 - Operation, in this manual.
BEACON OR STROBE LIGHT
The ROTARY FLASHER/BEACON/STROBE LIGHT switch controls the operation

of the rotary flasher, beacon, or strobe light typically mounted on top of the cab or
hood.
STAIRWAY LIGHT
The STAIRWAY LIGHT switches control the operation of the light on the
superstructure access ladder.
3-32
WINDSHIELD WASHER
The WINDSHIELD WASHER switch provides a supply of cleaning solution to the

windshield.
WINDSHIELD WIPER
The WINDSHIELD WIPER switch controls the operation of the cab’s windshield
wipers (Slow-Off-Fast).
MISCELLANEOUS CAB CONTROLS
PEDALS
The BRAKE pedal controls the application of the truck’s friction brake system.
The further the pedal is depressed, the more the brakes are applied.
NOTE: These brakes are intended for stopping in emergencies at any speed.
3-33
The CIRCUIT BREAKERS, located under the lower edge of the dash, provide
overload protection for the 24 V dc electrical circuits. If a fault occurs, the button
will extend out.
Since the controls for the operation of the truck’s propulsion and dynamic
retarding controls are supplied through these circuits, if a circuit breaker opens,
bring the truck to a stop and park in a SAFE POSITION immediately. Get help.
Do not move the truck until the problem has been identified and corrected.
The DOME LIGHT, on the cab ceiling, provides extra illumination within the cab
when such is desired. It is controlled by a separate on and off switch.
HOLD LOWER
RAISE FLOAT
The DUMP CONTROLLER or CONTROL lever controls the operation of the

dump control valve.
The ENGINE DIAGNOSTIC switch provides a means for a technician to

gain diagnostic information from the engines control system to assist in
troubleshooting and correcting problems. Refer to the engine manufacturer’s
technical publications or representatives for details on how to use this switch.
3-34
FIRE EXTINGUISHER
The FIRE EXTINGUISHER control operates the trucks fire control system. To
activate, remove the pin and depress the control knob.
NOTE: On some truck there is an additional control knob located on the front
bumper near the superstructure access ladder and/or the control box area on the
superstructure.
The FRESH AIR control, located to the right of the lower control panel, allows
outside air to enter the cab. The control regulates the amount.
The HAZARD WARNING switch, located on the steering column, controls the
operation of the trucks emergency hazard warning lights. Pulling the switch out
causes the signal lights to flash.
The HEAD LIGHT DIMMER switch, located in the turn signal switch assembly on
the left side of the steering column, controls the operation of the headlights high
and low beam. Pulling slightly on the indicator lever will alternately switch the
headlights from the high to low beam (and back) configurations.
3-35
Blower Defroster Blower Slow Speed
Blower Fast Speed Air Conditioning Inside Air Circulation
Outside Air Circulation Heater Floor Level Heater Face Level
HEATER/AIR CONDITIONING
The HEATER/AIR CONDITIONING outlets and controls regulate the temperature

of the heating and air conditioning, and provide a multiple speed control for the
fresh air blower. The outlets are individually adjustable.
3-36
The HORN button, located on steering wheel, operates the truck’s main or
“forward” horn.
MASTER SWITCH
The MASTER SWITCH, located on the outside of the cab near the windshield,
controls the electrical power to all components of the 24 V dc system, except the
manual power supply system, the horn, panel, head, brake, and tail lights, and a
few other selected features.
NOTE: The stored hydraulic pressure in the steering accumulators is released

each time the Master Switch is turned Off.
PEDALS
The (Dynamic) RETARDER pedal regulates the amount of dynamic retarding

applied by the truck’s electrical propulsion/retarding system. When the pedal is
depressed, the wheelmotors act as generators and the trucks rolling energy is
dissipated as heat through a grid of air-cooled resistors. The further the pedal is
3-37
depressed, the greater the retarding action applied, as long as the truck speed
remains within the limits of the truck’s retarding system.
NOTE: For vehicles equipped with the retarding speed control feature see
Section 6 - Operation.
SHIFTER
The SHIFTER is a three-position control that operates a switch that controls

the trucks electrical drive system. The Shifter selects Forward or Reverse
propulsion, and Neutral.
The STEERING WHEEL TILT lever, located on the steering column, permits up
and down adjustment of steering wheel position. To change the tilt of the wheel,
move the lever on the steering column and adjust the wheel as desired. Release
the lever to lock the assembly in the new position.
3-38
PEDALS
The THROTTLE or ACCELERATOR pedal controls the operation of the trucks

propulsion system, regulating the truck speed.
The TRIP COUNTER provides a manual registered record of the total trips or
loads.
The TURN SIGNAL lever, located on the steering column, controls the signal
indicators. The lever self-centers when the steering wheel is returned to the
straight-ahead position.
3-39
3-40
SECTION 4
PRE-OPERATIONAL INSPECTION
Prior to placing a truck into operation (at each shift change or after repair or
service work has been performed), it is recommended that the vehicle be
inspected for evidence of damage or component wear. The following procedures
are designed to allow the operator/inspector to make the inspection in one
continuous trip around the truck, beginning at the access ladder. Correct
discrepancies before placing truck in service.
NOTES:
1. The truck must be parked in a SAFE POSITION on level ground to permit
accurate checking of the various fluid levels.
2. While making the inspection note any indications or signs that lockout or
tagout provisions may be in place. If noted, determine their relevance and
proceed per mine or local provisions.
4-1
FIGURE 1 – TYPICAL INSPECTION LOCATIONS
4-2
1. Inspect the access ladder to be certain it is free of debris, securely fastened to
the truck, and in general good condition. After confirming its condition, climb the
ladder to the superstructure level. Clean and adjust all mirrors.
Use the handrails whenever climbing or descending the ladder.
2. If so equipped, verify that all battery disconnect switches are in their on or

operating positions.
3. Visually inspect the superstructure area to ensure that it is free of debris and in
general good condition. After confirming its condition, enter the cab.
NOTE: If the truck is not equipped with an extension on the left hand side of the
superstructure it is recommended that entry and exit of cab be made through the
right (passenger) side door.
4. Switch on all exterior lights including the emergency flashers (if so equipped).
The lights should be checked during the inspection to verify that they light and
can be seen. Return to ground level and continue the inspection.
NOTE: During the remainder of the walk-around inspection, check the overall
condition of the vehicle for evidence of air, hydraulic oil, or fuel leaks, broken,
cracked, or missing parts.
5. Verify that all headlights and other lights are clean and illuminated.
6. Visually inspect the air cleaner assembly and engine supply lines for evidence
of damage or leakage.
If the air cleaners are equipped with self-purging Vacuator assemblies on the
bottom cups, squeeze each assembly to ensure that they are functioning properly
and exhausting the accumulated dust from the bottom of the air cleaner.
If not equipped with the assemblies, empty each air cleaner dust bowl by
unsnapping the latch and allowing the bowl to pivot down. After all of the debris
is dumped, close and latch in place.
4-3
NOTES:
1. A ladder will be required to reach these assemblies.
2. Do not stand directly under the bowl when releasing the latch.
7. Verify that the left front marker light is clean and illuminated.
8. Check the engine oil level as follows:
a. Carefully climb up the tie rod step, using the frame mounted hand holds
for support. If the truck is not so equipped, use a ladder to climb to the required
level.
b. Pull the engine dipstick from the engine, wipe clean with a clean rag, and
reinsert.
NOTE: If the engine has a self-sealing style dipstick, it may be necessary to turn
the handle counter-clockwise several turns to release the seal. Remember to
reseal the dipstick after completing the oil level check.
c. Pull the dipstick out again and read the level; it should be in the safe,
normal, or operating range. If not, bring the level up to proper range prior to
operating the truck.
d. Reinstall the dipstick and carefully return to ground level.
NOTE: On trucks equipped with dipsticks on the right hand side of the engine,
the oil should be checked when checking the other side of the truck.
9. Visually inspect the left front suspension assembly for evidence of wear,
damage, or leakage and verify that it is at the proper ride height (extension). Also,
verify that the assembly is securely attached to the truck.
10. Visually inspect the left front brake and axle king pin assemblies for evidence
of wear, damage, leakage, or looseness. Also, inspect the area around the wheel
bearing seal and brake calipers for indications of leakage or damage.
11. Visually inspect the steering system components - clevis pins, tie rods,
bellcranks, and cylinders for the left side of the truck.
12. Visually inspect the left front tire and rim assembly for deep cuts, missing
4-4
chunks, adequate tread depth, proper mounting, missing lug nuts, and proper
inflation.
NOTE: Check the condition of the automatic tire pressure maintenance system
hoses if so equipped.
13. Visually inspect the left tank for evidence of damage or leaks. Check level
with sight glass as applicable.
14. Visually inspect all hydraulic and other components mounted near the tank
for evidence of damage or leakage.
15. Visually inspect the left dump cylinder for evidence of leakage, wear, or
damage. Verify that the upper and lower mounting points are secure and
properly lubricated. Verify that the hoses are properly routed and in good
condition.
16. Visually inspect the dump body pad assemblies for evidence of wear,
damage, or improper shimming.
17. Inspect each of the left rear dual tire and rim assemblies for deep cuts,
missing chunks, adequate tread depth, proper mounting, missing lug nuts, and
proper inflation. Inspect the rock knocker assembly (if so equipped) for free
movement and evidence of wear or damage.
18. Visually inspect the left wheelmotor hubcap area for evidence of brake oil
leakage. Verify that the hubcap is securely fastened to the wheel and cover (if
applicable) is closed.
19. Verify that the left rear marker light is clean and illuminated.
20. Visually inspect the exterior of the left wheelmotor for evidence of damage or
leakage.
21. Visually inspect the left dump body hinge pin for evidence of damage or wear,
and proper installation and lubrication.
4-5
22. Visually inspect the left rear suspension for evidence of wear, damage, and
leakage and verify that it is at the proper ride height (extension). Verify that the
upper and lower mounting points are secure and properly lubricated.
23. Verify that all tail, stop, warning (turn signal), dynamic retarding, and back-up
lights on the truck are clean and operational.
24. Open the axlebox access door. Verify that the components and mounting
hardware are in general good repair. Close the door securely to form a good,
airtight seal.
Failure to maintain a good seal around the access door may allow air to
escape from the axlebox. Operation of the truck in this condition could
result in damage to the electrical propulsion system components.
25. Visually inspect the right rear suspension for evidence of damage, wear, and
leakage and verify that it is at the proper ride height (extension). Verify that the
upper and lower mounting points are secure and properly lubricated.
26. Visually inspect the right dump body hinge pin for evidence of damage or
wear, and proper installation and lubrication.
27. Visually inspect the exterior of the right wheelmotor for evidence of damage
or leakage.
28. Verify that the right rear marker light is clean and illuminated.
29. Visually inspect the right wheelmotor hubcap area for evidence of brake oil
leakage. Verify that the hubcap is securely fastened to the wheel and cover (if
applicable) is closed.
30. Visually inspect each of the right rear dual tire and rim assemblies for deep
cuts, missing chunks, adequate tread depth, proper mounting, missing lug
nuts, and proper inflation. Inspect the rock knockers (if so equipped) for free
movement and evidence of wear or damage.
4-6
31. Visually inspect all hydraulic and other system components for evidence of
damage or leakage.
32. Inspect the axlebox nosecone and attachment assemblies for evidence of
damage or wear, proper installation and lubrication.
33. Inspect the underside of the truck for evidence of damage or leakage. Hoses
should be free of kinks and cracks, and should be secured away from moving
parts. All components and mounting hardware should be properly installed and
in good operating condition.
34. Visually inspect the dump body pad assemblies for evidence of wear,
damage, or improper shimming.
35. Visually inspect the right dump cylinder for leakage, wear, or damage. Verify
that the upper and lower mounting points are secure and properly lubricated.
Verify that the hoses are properly routed and in good condition.
36. Visually inspect the hydraulic pumps, pump drives, and related hoses for
evidence of leakage, damage, or wear.
37. Visually inspect the right tank for evidence of damage or leakage. Check
level with sight glass or petcocks as applicable.
38. Check the blower housing and related ducting for evidence of leakage or
damage. If so equipped, inspect the cooling air blower or precleaner systems for
evidence of leakage or damage.
39. Visually inspect all hydraulic and other components mounted near the tank
for evidence of damage or leakage.
40. Visually inspect the right front tire and rim assembly for deep cuts, missing
chunks, adequate tread depth, proper mounting, missing lug nuts, and proper
inflation.
41. Visually inspect the steering system components; clevis assemblies, tie
rods, steering arms, and steering cylinder on the right side of the truck. If any
4-7
piece is damaged, bent, or leaking, do not drive the truck. Report the condition
immediately.
42. Visually inspect the right front suspension assembly for evidence of wear,
damage, or leakage and verify that it is at the proper ride height (extension).
Verify that the assembly is securely attached to the truck.
43. Visually inspect the right front brake and axle kingpin assemblies for evidence
of wear, damage, leakage or looseness. Inspect the area around the wheel
bearing seal and brake calipers for indications of leakage or damage.
44. Visually inspect underside of the truck for indications of damage or leakage.
Hoses should be free of kinks and cracks, and should be secured away from
moving parts.
NOTE: On trucks with the engine oil dipstick located on the right-hand side of the
engine, check the engine oil level prior to continuing with the remaining steps.
45. Inspect the engine drive belts overall condition. Check condition of fan and
fan shroud and guard assemblies.
46. Visually inspect the air cleaner assembly and engine supply lines for
evidence of damage or leakage.
If the air cleaners are equipped with self-purging Vacuator assemblies on the
bottom cups, squeeze each assembly to ensure that they are functioning properly
and exhausting the accumulated dust from the bottom of the air cleaner.
If not equipped with the assemblies, empty each air cleaner dust bowl by
unsnapping the latch and allowing the bowl to pivot down. After all of the debris
is dumped, close and latch in place.
NOTES:
1. A ladder will be required to reach these assemblies.
2. Do not stand directly under the bowl when releasing the latch.
47. Verify that the right front marker light is clean and illuminated.
48. Visually inspect the radiator and grille area to be free of debris and damage.
4-8
49. Climb the access ladder to the superstructure level. Visually inspect the
retarding grid and electrical drive system component box to ensure that they are
free of damage, that the doors are securely closed, and that the air intakes are
free of debris.
NOTE: On trucks so equipped, verify the condition of fire suppressant remote

actuation system.
50. Check the engine coolant level in the radiator using the radiator sight glass.
Use extreme care when removing the radiator cap; remove it slowly after
the engine has cooled. The sudden release of pressure from a heated
cooling system can result in the loss of coolant and possible injury from
the hot liquid.
51. Visually inspect the brake system accumulator and components for evidence
of leakage, damage, or any other abnormal condition.
52. On trucks equipped with the available automatic lubrication system, check the
level of the lubricating grease in the main supply reservoir. Be sure the supply is
adequate to maintain the system during the entire operating period.
53. On trucks equipped with the available fire suppressant system, check the
pressure level of the actuation system. Also inspect the system for evidence of
wear or damage. Report all problems before proceeding.
54. Return to the cab. Turn all light switches off.
4-9
4-10
SECTION 5
ENGINE STARTING CHECKS
It is recommended that prior to starting the truck, a complete walk around
inspection be performed. The inspection procedure is outlined in Section 4 - Pre-
Operational Inspection. After completion of this procedure, the remainder of the
checks are confined to the cab area.
1. Verify that the truck has no indications of lockout or tagout provisions in place.
2. Turn the Master Switch (located near the windshield outside on the front of the
cab) On, and return to the driver’s seat.
NOTE: If turned off it is recommended that the Battery Isolation switch be moved
to the ON position prior to turning the Master Switch On.
3. Verify that the:
a. Battery voltage is in the green area (24 to 28 Vdc).
b. Warning Alarm sounds.
c. Stop Engine indicator is ON.
NOTE: On some engine equipped trucks this indicator will go off after operating
for a short period of time.
d. Park Brake (and indicator) is On.
e. Shifter is in N (Neutral) position.
f. Appropriate indicators flash and alarms sound.
4. Push the Lamp Check or Press to Test buttons. All of the bulbs should light.
5. Verify that all Circuit Breakers are in operating position (pushed in).
6. On trucks so equipped, verify the operation of the manual power supply

system by switching the system on (pulling the button out) and turning the
steering wheel. If the pump sounds and the front wheels move, the system is
5-1
operating. Remember to turn the system off (push in the button) immediately
after testing.
NOTE: It may be necessary to release the Hand Brake or Brake Pedal (if
applied) to allow the front wheels to move. If this is necessary, apply the Load or
Park Brakes, or use other appropriate means to prevent the truck from moving.
7. Alert any personnel in the area that you are going to move. Make sure they
are clear of the truck. Sound the horn, wait several seconds, then sound another
blast.
8. Rotate the Engine Stop/Start switch to the Start position and hold - the starter
will engage and crank the engine until it starts. When the engine starts, release
the switch and it will return to the Run position. The alarm will stop sounding
when the engine oil pressure rises.
NOTES:
1. Typically when the engine is started cold, it may idle at an “advanced
idle” speed of 1000 to 1200 rpm. This improves its burning of fuel in the cold
combustion chambers. As the engine temperature increases, the idle speed
should steadily decrease to the normal low idle speed.
2. The engine should not be accelerated when cold. Let the engine idle until the
water temperature begins to warm (e.g., show movement on the gauge), before
accelerating the engine or moving the truck. If the engine does not start, or for
cold weather starting information, refer to the appropriate engine manual for
additional instructions.
3. On trucks equipped with an electric start system, it is recommended that the
engine not be cranked for more than 30 seconds at one time. A 5 minute interval
to allow the system components to cool is recommended before making another
starting attempt.
4. If the battery charge is insufficient to start the engine, it must be replenished
from an external source by connecting the source to the trucks external supply
system.
9. As soon as the engine is started and operating, check all gauges and
indicators for proper operating condition and readings.
10. Visually inspect the windows and doors to be sure they are clean and free of
damage.
5-2
11. Adjust the operator’s seat to the best driving position for maximum comfort
and safety.
NOTE: Adjustment procedures for seats may be obtained from the seat supplier
or manufacturer. Check with the appropriate mine personnel for the procedure.
12. Adjust all mirrors as required to obtain the maximum possible field of vision.
13. Verify that the windshield wipers are operational and that there is an
adequate supply of fluid in the washer reservoir.
14. Securely fasten the seat belts. The operator and anyone riding in the cab
should be seated and have seat belts securely fastened at all times the truck is in
operation.
15. As soon as the engine coolant temperature, oil pressure, and system air
pressure and/or battery charge reach normal operating range, the truck may be
put into operation.
5-3
5-4
SECTION 6
OPERATION
INTRODUCTION
The safe operation of a Unit Rig MT Series truck is the primary responsibility
of the driver as it is with any piece of equipment. A safety conscious driver
operating a well maintained truck is less apt to be involved in an accident.
Remember, safe operation of any vehicle is no accident.
Prior to starting the truck, be certain to understand all of the basic safety rules of
the mine and those outlined in this manual.
ENGINE STARTING
The recommended procedure for starting the engine is outlined in detail in

Section 5 - Engine Start. A walk around inspection (Section 4 - Pre-Operational
Inspection) of the truck is recommended prior to starting the engine.
PROPULSION
FORWARD-NORMAL OPERATION
To drive the truck forward in normal operation:
1. Verify that the 24 Vdc system battery voltage is in the green band (24 to 28
Vdc).
2. Fully depress the Brake pedal and hold.
3. Verify that the area around the vehicle is clear of personnel and obstructions.
4. Move the Shifter to F (Forward).
5. Sound the truck’s primary horn to warn personnel in the area of impending
truck movement.
6. Release the:
a. Park Brake c. Hand Brake
b. Load Brake d. Brake pedal
6-1
7. Depress the Throttle/Accelerator pedal. Use the pedal to assist in regulating
the truck’s speed.
DO NOT allow the truck to roll backward prior to accelerating it forward. If

the truck is on a grade and moves backward, bring it to a complete stop
first.
NOTE: Prior to placing the truck into normal operation, it is recommended that
the steering, dynamic retarding, and brake systems be checked through a series
of maneuvers utilizing each system. If any system does not function normally,
stop the truck and notify the appropriate personnel.
NOTE: For slow speed maneuvering, especially in confined locations, it may be

desired to use the Brake pedal to assist in controlling the trucks movement.
REVERSE
To back the truck up, proceed as follows:
1. Verify that the 24 Vdc system battery voltage is in the green band (24 to 28
Vdc).
2. Fully depress the Brake pedal and hold.
3. Verify that the area behind the vehicle is clear of personnel and obstructions.
Remember that visibility to the rear of the truck is somewhat limited, especially
directly behind the dump body, so make an extra check to see that the intended
travel path is clear.
4. Move the Shifter to R (Reverse) position. The back-up lights and alarm should
come on automatically. The engine will remain at low idle speed.
5. Sound the truck’s primary warning horn to clear any personnel in the area.
6. Release the:
a. Park Brake c. Hand Brake
b. Load Brake d. Brake pedal
6-2
7. Depress the Throttle/Accelerator pedal. Use the Throttle/Accelerator and
Brake pedals to control the truck’s speed and maneuver the truck as required.
DO NOT allow the truck to roll forward prior to accelerating it rearward. If

the truck is on a grade and it starts to move, bring it to a complete stop
first.
DYNAMIC RETARDING
To slow and stop the truck, or control the speed on a downgrade, release the
Throttle/Accelerator pedal, and depress and hold the Dynamic Retarding pedal.
The further the pedal is depressed, the greater the retarding action.
NOTE: Dynamic retarding is designed to decelerate the truck and bring it to a

stop.
The Dynamic Retarding pedal should be slightly depressed before going over the
crest of a hill, then depressed as required to maintain the desired speed on the
downgrade. This procedure permits the retarding system to function at maximum
efficiency and reduces the lag or delay normally noted between pedal movement
and the onset of retarding.
Unit Rig trucks employ a dynamic retarding system as the primary means of
decelerating the truck and maintaining speeds on downgrades. In dynamic
retarding, the wheelmotors are caused to function as generators, to transform the
kinetic energy (the energy keeping it moving) of the truck into electrical energy.
This energy is forced through an air-cooled resistor grid that releases the energy
as heat to the surrounding air.
NOTE: It is important to remember that the dynamic retarding system is designed

to operate most efficiently in a specific speed range. This range varies with truck
size and load, electrical propulsion system, and grade on which it is operated.
IMPORTANT: It should also be remembered that the dynamic retarding effort is

generated only by the wheelmotors. The dynamic retarding system should be
used alone (without the friction or service brake system) whenever possible, to
minimize unnecessary component wear.
6-3
Truck speed can be controlled efficiently by dynamic retarding, over a specific
speed range. The amount of dynamic retarding effort available is maximum and
constant in the speed range of 1 to 15 mph (2 to 24 km/hr). At speeds in excess
of 15 mph (24 km/hr), the amount of dynamic retarding effort available decreases
as the speed continues to increase.
NOTE: On trucks equipped with the 200 and 240 ton (181 and 218 mt) systems
provided by General Electric (GE) there are two speeds listed for each grade, the
higher speed short time retard and the reduced, standard rated retard speeds.
An indicator light is on when the system is operating or approaching operation in
the reduced or standard retarding mode. Otherwise the system is automatically
in the increased or short time rating dynamic retarding mode.
The chart at the end of this manual represents the typical dynamic retarding
curve for a specific model of truck, operating at specific weight restrictions. The
chart is keyed to reflect two distinct operating zones:
1. Normal Operating Area. This is the safe speed range in which the truck may
be operated for the variety of grades designed for.
2. Normal Operating Limits. This area designates the maximum limitations of the
dynamic retarding system with respect to truck speed and amount of grade.
To determine the operational limit for a particular grade, proceed as follows:
1. Determine that the following truck equipment is the same as that listed on the
chart:
a. Truck model and size.
b. Tire size.
c. Wheelmotor and gear ratio used.
d. Payload and gross vehicle weight.
NOTE: Performance characteristics depend greatly upon vehicle weight. Heavy

bed liners, accumulations of mud or other materials, extra optional equipment,
etc., adds to the weight in the same way a payload or overload does. If the
truck’s empty vehicle weight (EVW) or gross vehicle weight (GVW) exceed those
6-4
listed on the curves, contact the appropriate mine or Unit Rig personnel for
revised operational information.
2. Determine the actual grade in question and whether it will be descended

loaded or empty. Also determine the rolling resistance of the grade, as this will
affect the effective grade that the truck is experiencing.
3. Locate the grade or slope involved on the vertical axis (column of numbers) of
the chart. Note that the left axis is used if the truck is loaded and the right axis if
the truck is empty during the descent.
4. Draw a horizontal line across the chart, starting at the selected grade in step 3.
This will assist in identification of the speed limits.
NOTES:
1. If the truck’s speed is in excess of the limits, it will be necessary to use the
truck’s friction brake system as a supplement to the retarding system to slow the
truck to speeds within the operating envelope.
2. On trucks equipped with the General Electric (GE) 240 ton (218 mt.)
propulsion system, there are two curves or speeds. The slower speed is the
standard rated speed that the truck will operate at regardless of the operating
environment or component temperatures. The slightly increased speed curve
represents the short time rating that the truck will operate at if the component
operating parameters are maintained. The control system will automatically
change from one configuration to the other based on the temperatures monitored
by the system.
Consult the appropriate mine personnel for the recommended operating

speeds.
OVERSPEED RETARDING
Included in the truck’s propulsion system is a feature called overspeed retarding.

In this feature, a preset maximum speed is selected by an adjustment on the
electronic control system. This speed is used as a maximum speed limiter for
safety consideration and is not to be used as a speed governor. Normal dynamic
retarding is still the desired method of controlling truck speed when decelerating
or maintaining speeds on downgrades.
6-5
As truck speed approaches this setting, propulsion output is automatically
reduced to minimize the ability to reach the overspeed setting. If the speed is
allowed to increase to this level, the control system discontinues propulsion
and switches to full dynamic retarding mode. After the vehicle has slowed to a
preset speed below the activation level, the system again switches and reverts
to normal propulsion if it is still demanded by the operator. This fast, repetitive
cycling from propulsion to retarding and back is an undesirable operating mode
and is the reason that operation in overspeed is not recommended.
A feature has been installed that allows two separate overspeed settings to be
made. Typically, a decreased speed setting is incorporated when the truck is
loaded. This limits the truck to a speed consistent with the loads being carried
and the terrain being followed. A second, increased, speed is allowed for an
empty truck. This speed improves truck speed when speed control is not as
critical. In a typical installation sensors automatically select the default or lower
setting when the truck is indicated as being even partially loaded. When the load
is dumped, one of several reset methods (such as the use of the Dump Control
or Load Brake controls) allows the system to switch to the higher empty setting
until the truck is again loaded.
An operator should always be aware of the overspeed setting(s) and control the
trucks speed to remain below the preset levels at all times.
RETARDING SPEED CONTROL
The retarding speed control feature was developed to assist the operator in
maintaining a constant speed when retarding on downhill grades, a form of
“cruise control” in dynamic retarding. When activated, the system eliminates
the normal requirement that the operator control the amount of retarding effort
provided (and the truck speed) by means of a foot pedal, replacing it with
automatic controls electronically operated by the propulsion system. The
operator inputs are only to control activation and override (if needed) and to set
or adjust the desired truck speed range.
To operate the system proceed as follows:
1. At the time the Dynamic Retarding pedal would normally be depressed,

activate the system by pulling the “mushroom shaped” Retarding Speed Control
switch.
6-6
NOTE: The system can be activated earlier as the control is overridden
whenever the Throttle/Accelerator pedal is depressed.
2. Verify that the amber Retarding Speed Control On indicator on the dash lights.
3. Adjust the Retard Speed Control potentiometer to the approximate position for
the speed desired.
NOTE: Since the system actually controls the retarding effort and not the speed,
the control is marked simply Maximum and Minimum. The speed settings are not
defined.
4. When the Throttle/Accelerator pedal is released:
a. If the truck is operating at more than 2 mph (4 km/hr) below the operator
preset speed, the electrical propulsion system will cycle into the coast mode.
b. If the truck is operating at a speed above 2 mph (4 km/hr) faster than

the operator preset speed, the propulsion system will cycle into the dynamic
retarding mode.
c. The system will automatically increase or decrease the amount of retarding

effort developed to maintain the preset speed.
5. To increase the speed, turn the speed control potentiometer clockwise (CW);
to lower the speed turn it counter-clockwise (CCW).
6. If additional retarding effort is needed (up to the normal operational limits of

the system), depress the Dynamic Retarding pedal. The retarding system is
controlled by the greater of the demands from the pedal or retard speed control
system.
7. If the Throttle/Accelerator pedal is depressed while in retarding speed control

operation, it overrides the controls and the truck operates normally, with the
exception that retarding speed control automatically will return the moment the
Throttle/Accelerator pedal is released.
8. If the downhill grade lessens or the truck slows to a speed more than 4 mph (6
km/hr) less than the set speed, the retarding contactors may automatically drop
out and the truck will revert to a coast mode.
6-7
9. To exit retarding speed control, push the “mushroom shaped” control button in.
The indicator should go off.
NOTE: To prevent constant cycling of the system it is recommended that the

retard speed control system be turned off at all times when not actually in use.
BRAKING
NORMAL BRAKING
To bring the truck to a complete stop under normal operating conditions:
1. Release the Throttle/Accelerator pedal.
2. Depress the Dynamic Retarding pedal to decelerate the truck to a stop.
NOTE: It is recommended that it be decelerated to a speed of approximately 1

mph (2 km/hr).
3. Depress the Brake pedal to actuate the friction brakes, regulating any braking
by the amount the pedal is depressed.
The friction brake system is not intended to be used to slow or retard the
truck in normal operation. Instead, its use is intended only for slow speed
stopping, short term parking and in emergencies (at any speed). Use of
the friction brakes during normal operation will result in excessive heat
required for emergency stopping.
EMERGENCY BRAKING
In the event that the friction brake system is used to stop the truck in an
emergency, do not attempt to move the truck until the problem causing the
emergency has been corrected and the entire friction brake system has
been inspected and determined to be operational.
6-8
1. If dynamic retarding effort is not operating properly, the friction brake system
should be used to bring the truck to a safe, controlled stop as quickly as
possible. The brake system is controlled by the Brake pedal with the amount of
braking increasing the further the pedal is depressed.
! WARNING
Unless required to prevent the truck from skidding, do not pump the Brake
pedal in an emergency braking situation, as this is contrary to system
design, and may result in excessive heat and a subsequent decrease
in braking effectiveness. Always apply the brakes sufficiently to bring
the truck to a safe stop as quickly as possible. Park the truck in a SAFE
POSITION. In the event of a malfunction of the dynamic retarding system,
do not attempt to use the friction brake system alone to continue operating
the truck.
2. If normal braking (pedal controlled) is not functioning properly, or a problem is

indicated by an indictor light, use all of the truck’s retarding and braking controls
(including the Hand and Load Brake controls) to bring the vehicle to a safe,
controlled stop.
Do not apply park brakes with truck in motion as brake system components
may be damaged.
PARKING
SHORT TERM (Operator remains in cab)
NOTE: This procedure is for short term parking only, with the engine running (for
places such as at the shovel or for dumping). If the truck is to be parked for an
extended period of time, the engine shut off, or the operator must leave the cab,
the procedures for long term parking should be followed.
The truck may be parked for short term parking as follows:
1. Bring the truck to a complete stop with the truck’s dynamic retarding and/or
friction brake systems, as described under Braking. Fully depress the Brake
pedal once the vehicle has stopped.
6-9
2. Move the Shifter to the N (Neutral) position.
3. Pull the Load Brake switch out to apply.
4. Release the Brake pedal; the truck should not move.
Do not leave the cab with the truck in this configuration.
5. To move the truck again, follow the procedures outlined under Propulsion.
NOTE: It is recommended that the Park Brakes not be applied for short term
parking (loading, dumping, etc.), as long as the operator remains in the cab and
the engine is running. If the truck is left unattended, or the engine shut off, the
long term parking procedures must be followed.
LONG TERM - SAFE POSITION (Cab unattended)
The truck may be parked in SAFE POSITION for long term parking as follows:
NOTE: A SAFE POSITION is defined as:

1. The truck’s front or rear wheels are driven into a ditch, or
2. The truck is driven up against a berm or a bank, or
3. Chocks are placed in front of and behind the rear wheels, and are sufficient
to hold the truck on the grade it is parked.
The truck will be in a SAFE POSITION if these practices are followed, and if the
truck will not move if the brakes are released.
NOTE: These procedures must be followed any time the truck is left unattended,
the engine is shut down, or a problem exists in the friction brake system.
1. Bring the truck to a complete stop with the truck’s dynamic retarding and/
or friction brake systems, as described in the instructions under Braking. Fully
depress the Brake pedal once the truck is stopped.
3. Pull the Load Brake Switch out to apply the truck’s rear brakes.
6-10
4. Move the Park Brake switch to Apply position and hold until the Park Brake
indicator lights (approximately 2 seconds).
NOTE: On newer and modified trucks, the switch may be detented to remain in
the Apply position.
Do not leave the truck parked unattended with the Loading Brake only
applied. Always park the truck securely in a SAFE POSITION, with the Park
Brake applied.
5. Release the Brake pedal and Hand and Load brakes. The truck must remain
stationary.
6. If the engine is to be stopped, follow the steps outlined under Engine Shut-
Down.
7. Only after it is certain that the truck will remain secure and cannot accidentally
move should the truck be left unattended.
8. If available, use wheel chocks to secure the truck.
NOTE: Always park the truck where other vehicles can easily pass. If for any
reason it is necessary to park on the haul road, it is recommended that flares
or some other warning sign be used. (Flares should be used for poor visibility,
darkness, blind curves, narrow roads, or any other similar situation.)
LOADING
Although the operator does not actually load the truck, the operator does
exercise a great deal of control over the effectiveness of the loading operation.
Important procedures to remember when loading are:
1. Enter the loading area with caution. Be prepared for trucks or other equipment
in the area, and other loaded trucks leaving the area.
2. Be observant of the entire situation. Note the location of power cables

and bridges over or under them, the position of the shovel or other loading
6-11
equipment, and other details of importance.
! DANGER
Never drive over unprotected electrical power cables.
3. Park in a location a safe distance from the loading operation to await loading.
4. Be prepared to enter load site when instructed to do so. Always follow the
signals of the Spotter or Shovel Operator.
5. Once spotted, stop the truck by depressing the Dynamic Retarder and/or
Brake pedal.
Do not apply the park brake when loading. Damage may occur due to load
being dropped causing truck to move. During loading, do not stop the
truck in or on piles of material, as damage may result to the tires, frame, or
other components.
6. Pull out the Load Brake control.
8. Release the Brake pedal. The truck should remain stationary.
9. Generally, it is recommended that the driver remain in the truck cab during
loading.
10. Be prepared to pull away from the load site, once loading is complete and
signaled to proceed.
11. Verify that the anticipated path of travel from the loading site is free of
personnel and obstacles, and that no personnel are on or around the truck.
12. Place the Shifter in the F (Forward) position.
13. Sound the appropriate blasts with the truck’s horn, to indicate impending
forward movement.
6-12
14. Release the Load and Hand Brakes and Brake pedals, depress the Throttle/
Accelerator pedal, and drive forward.
15. Operate the truck according to normal procedure.
HAULAGE
Important points to remember while hauling include:
1. Always drive on the proper side of the haul road. Maintain an adequate
distance from the bank or berm, but stay on the assigned side of road.
2. Maintain the speed limits as posted or instructed by the mine, and always
allow for poor driving conditions.
! WARNING
Faulty speedometer readings (zero or an obvious error while the truck is in

motion) may indicate that a condition exists which could result in damage
to truck components, especially the wheelmotors. If this condition exists
stop the truck immediately and park in a SAFE POSITION. Get help. Do not
move the truck until the problem has been identified and corrected.
3. Use the dynamic retarding system to maintain truck speed on grades, and to
decelerate the truck to a stop. Remember to apply the Dynamic Retarding pedal
prior to reaching the crest of the down hill slope, and use it to control the speed
of the truck. A common recommendation is to never enter or drive a loaded truck
on a downgrade at speeds in excess of 15 mph (24 km/hr). Follow the guidelines
established by the mine to govern speed.
NOTE: The amount of retarding effort available is directly related to the speed
of the truck. This amount remains at a maximum or constant level from speeds
of 1 to 15 mph (2 to 24 km/hr). Above this speed the amount of retarding effort
available reduces as the speed continues to increase. However, the amount
of dynamic retarding required to control the truck will continue to increase
throughout the entire operating range. This creates a range or limits within
which the truck should be operated that will vary with truck load, speed, electrical
propulsion system, and the grade involved. Operation at speeds in excess
of these limits will mean that sufficient retarding effort may not be available to
6-13
control the truck without the assistance of the friction brakes. Information on
how to determine this safe operating range is contained in Section 6 - Operation
of this manual, but always check with the appropriate mine personnel for these
speeds in particular areas of your mine.
The friction brake system is not to be used to slow or retard the truck
in normal operation. Instead, its use is intended only for slow speed
stopping, short term parking and in emergencies (at any speed). Use
of this system during normal operation will result in excessive heat
required in an emergency.
4. Do not use the truck’s overspeed retarding system to control truck speed. This
system, which causes the electric drive system to change from the propulsion
to the maximum retarding effort available mode if a preset speed is exceeded,
is designed to serve as a back-up control device, and not as a normal service
control.
5. Maintain a safe following distance behind other trucks. This distance should be
sufficient to allow stopping, should another truck make a sudden stop. Always
consider road and weather conditions.
6. Passing should be done only in designated areas (if allowed in the mine). A
relatively long distance may be required to pass. Allow adequate clearance
between trucks, and pass only when it is safe to do so.
7. Always slow down prior to approaching an intersection or sharp curve. It is

better to maintain a safe, slow speed than to possibly lose control of the truck.
8. When operating on a side slope, extra care must be taken when turning to
maintain proper truck stability.
9. In the event of equipment malfunction (such as the engine or electrical

system) while the truck is in motion, provisions have been made for maintaining a
sufficient level of steering and braking to allow the vehicle to be brought to a safe
stop.
6-14
LOSS OF STEERING
An accumulator supplied auxiliary steering system is included to provide

pressurized flow of hydraulic oil to the steering system in the event of engine
or pump malfunction. This flow is to assist in controlling of the truck during the
braking process and should not be used to attempt to continue operating the
truck.
Additional accumulators have been installed to provide a reservoir of stored

pressurized fluid (energy) sufficient to allow steering of the truck to a safe stop in
the event of a loss of hydraulic supply pressure.
On trucks equipped with a manual power supply system, a separate pump,

powered by motors driven directly from the truck’s 24 volt batteries, is provided
to supplement the supply to the accumulators, with the resulting flows routed into
the steering and brake supply accumulator systems. On these manual power
supply pump equipped trucks a large manual pull-to-activate push-button is to
control operation of the driving motors.
If a problem is noted in the steering control:
1. Immediately verify that the auxiliary steering system is being provided by the
accumulators in the steering and brake systems by steering the truck slightly.
Bring the truck to a complete stop as soon as road conditions allow.
It is important to remember that the front wheels may not turn as rapidly
with the auxiliary steering system as with normal steering.
2. On trucks equipped with the manual power supply system, pull the Manual
Power Supply switch out, to activate this additional system.
3. Turn the Manual Power Supply Pump off (push in) immediately after bringing
the truck to a safe stop.
DUMPING
To dump the load, proceed as follows:
6-15
1. Enter the dump area with extreme care.
Verify that the dumping area is free of other vehicles, personnel and
obstructions.
2. Back the truck to the dump site and position it safely. Be sure that the truck
remains on level, stable, safe footing. Bring the truck to a complete stop with the
dynamic retarding and friction brake system.
NOTES:
1. Always follow the directions of the appropriate personnel in the dump area.
2. Extra care must be used when on a side slope to ensure proper truck stability
due to the dynamics of raising of the dump body and load shifting that occurs
during the dump process. Do not raise the body on side slopes where the
stability cannot be maintained.
3. Pull the Load Brake control out.
4. Place the Shifter in the N (Neutral) position.
5. Verify that no personnel are in the immediate dumping area. Also, check
to see that there are no obstructions that will contact the dump body during
dumping. Contact with such obstacles may cause unnecessary damage to the
dump body and related equipment.
6. When it is clearly safe to dump:
a. Move the Dump Controller lever to the Raise position.
b. Accelerate the engine to rated speed (typically 1900 rpm) and hold.
NOTE: The rate at which the dump body rises is directly related to the engine
speed, load, and valve (dump lever) position. To increase the rate at which the
body raises, first move the Dump Controller lever to the maximum Raise position,
then accelerate the engine by depressing the Throttle/Accelerator pedal as
required. Be careful not to overspeed the engine.
6-16
c. As the dump body reaches the fully raised position, release the Throttle/
Accelerator pedal and allow the engine to return to idle speed. Do not continue
to raise the dump body to its greatest dumping position at a high rate of speed,
as this may result in damage to the dump cylinders and other components.
NOTES:
1. The dump body should be raised only enough to allow the load to completely
exit the body.
2. If the lever is released, it will automatically move to the Hold position, which
will discontinue raising the dump body, and hold it in a raised position.
7. After the payload has been dumped, move the Dump Control lever forward
through the Float position to the Lower position and hold, and accelerate the
engine to rated speed. The dump body will begin to lower.
NOTE: In some instances (such as dumping on a flat surface), it may be

necessary to move the truck ahead slightly to allow complete dumping of the
payload. When this must be done, pull ahead slowly and carefully, as far ahead
as required. Bring the truck to a complete stop.
NOTE: Some trucks are equipped with an additional interlock system, which
prevents propulsion with the dump body raised. On these trucks, it is necessary
to push the Dump Body Up Override button in while moving the truck.
8. When the dump body is approximately half of the way down, release the Dump
Controller lever and Throttle/Accelerator pedal. The lever will automatically
return to the Float position, and the dump body will settle onto the frame.
Hold the Dump Controller lever in the Lower position only until the dump
body is approximately one-half the way down. Continued powering down
of the dump body will result in the dump body striking the frame at a
relatively high rate of speed as well as, creating excessive hydraulic oil
temperature. With the dump control in the Float position, the dump body
will settle onto the frame.
9. If so equipped, verify that the Dump Body Up indicator is Off. Also, verify that
the dump body indicator (the hose attached to the canopy over the cab) is visible
6-17
in the windshield.
10. Verify that the anticipated path of travel away from the dump site is free of
obstacles, and that no personnel are on or around the truck.
11. Place the Shifter in the F (Forward) position.
12. Sound the appropriate blasts with the truck’s horn to indicate impending
forward motion.
13. Release the Load, Hand, and Brake pedal, depress the Throttle/Accelerator
pedal, and drive forward.
14. Operate the truck in a safe manner, according to normal procedure.
ENGINE SHUTDOWN
To shut the engine down in normal operation:
1. Park the truck in a SAFE POSITION, as outlined under long term Parking.
2. Prior to shutting the engine off, it is recommended that it be allowed to idle for
three to five minutes, to allow the lubricating oil and engine coolant to carry heat
away from the turbochargers, combustion chamber, bearings, shafts, etc.
3. To shut the engine off, turn the Engine Stop/Start switch to the Stop position.
NOTE: On some trucks equipped with a momentary stop type switch, it will
need to be held in the Stop position until the engine stops operating. On trucks
equipped with detented Stop position switches, it should be left in the Stop
position.
Some trucks are equipped with an optional Engine Idle Timer. This feature
provides an automatic means of allowing the engine to slowly cool prior to
shutting off.
When the push-button is depressed, the engine’s internal circuitry performs the
following:
a. Causes the engine to operate at low idle speed, even if the Master Switch is
6-18
shut off.
b. Starts a timer that stops the engine completely, typically in the range of 3 to
5 minutes after the button is depressed.
c. On trucks equipped with the optional Detroit Diesel DDEC electronic fuel
control systems it may be necessary to turn the Master Switch off then back on
prior to restarting the engine.
4. Override features may be included which:
a. Prevent the activation of the timer system unless the park brakes have been
activated.
b. Disable the sequence if the Shifter is moved from the N (Neutral) position.
5. As the engine oil pressure decreases, the alarm will sound. This will stop
when the Master Switch is turned Off. Upon leaving the cab, remember to switch
the Master Switch to the Off position.
On trucks equipped with the optional Emergency Engine Stop switch, the
engine may be shut down by operating this control which is located on
the lower control panel, and optionally located on the frame (depending
on the requirements of the mine). However, use of these controls is
recommended only in emergencies or if the normal controls will not stop
the engine. If use of this is required to stop the engine, report the condition
immediately.
6-19
CALIFORNIA PROPOSITION 65 INFORMATION
TO CALIFORNIA CUSTOMERS AND
TO CUSTOMERS SELLING DIESEL ENGINE EQUIPMENT
INTO OR FOR USE IN CALIFORNIA
Propostion 65, a California law, requires warnings on products which expose

individuals in California to chemicals listed under the law, including certain
chemicals in diesel engine exhaust.
Obligations of Manufacturers of Diesel-Powered Off-Road Equipment. The

California Superior Court has approved either of the following two methods of
compliance with Propostion 65 requirements by manufacturers of off-road equipment containing die-
sel engines. (The court order containing these provisions
may be furnished on request.)
1. On-Equipment Warning. Place the warning pictured in attachment 1 on all

equipment shipped by you into or for sale in California after January 1, 1996. The warning must be in
a location where it is easily visible to the operator of the equipment when (s)he is operating the equip-
ment. The warning must be secured to the equipment. If warnings or operating instructions are pro-
vided through a digital display, you may use that method of providing the warning.
2. Operator Manual Warning. When the operator manual is next revised or by

December 31, 1995, whichever is earlier, place the warning in attachment
2 in the operator manual. The warning may be either printed in the manual or on a sticker.
The warning must appear in one of the following locations:

* Inside the front cover
* Inside the back cover
* Outside the front cover
* Outside the back cover
* As the first page of text
Under either alternative, the warning must appear in the same size, print and format as the attach-
ment selected or be of an equally conspicuous size and format. If the warning is provided in an on-
screen display, the warning must contain the language in the attachment and must be provided at
the time of or in connection with ignition in the same manner as other safety warnings electronically
communicated on screen.
Obligation of Resellers of Diesel Engines. This letter must accompany any loose diesel engine sold in
California.
Should you have any questions, please call Detroit Diesel Corporation, (313) 592-5000.
6-21
Attachment 2
CALIFORNIA
Proposition 65 Warning
Diesel Engine exhaust and some of its constituents
are known to the State of California to cause cancer,
birth defects and other reproductive harm.
WARNING: Battery Posts, terminals and related accessories
contain lead and lead compounds, chemicals
known to the State of California to cause cancer and
reproductive harm.Wash hands after handling.
http://www.cat.com
June 2013
6-22 EM028513-00-EN-US

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EM028513-00-EN-US

MT SERIES TRUCKS EQUIPPED WITH

Safety and informational highlights used in this manual include:

SAFETY ALERT SYMBOL

The multi-tier hazard classiﬁcation system is used to communicate potential

DANGER indicates an imminently hazardous situation which, if not avoided, will

WARNING indicates a potentially hazardous situation which, if not avoided, could

CAUTION indicates a potentially hazardous situation which, if not avoided, may

IMPORTANT and NOTE indicate operations, conditions, or speciﬁc information of

A SAFE POSITION is deﬁned as:

Propulsion for the truck is supplied by a “diesel-electric” power train. The

In the “diesel-electric” mode, an alternator, directly coupled to a turbo-charged

There are a number of hazard decals on each truck identifying areas of

Figure 1 - Hazard Decals

Read Operator’s Manual.

Handrails are provided to assist in improving the ascending and descending of

Item 2 not used.

RELEASE ALL NITROGEN BEFORE

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

The nitrogen/oil suspension components are precharged with dry nitrogen,

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

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

The driveshaft shield serves several functions:

1. To prevent individuals working near the shaft (as during maintenance or

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

This re-emphasizes the importance of placing the truck in a SAFE POSITION so

Items 19 through 25 not used.

A battery disconnect or isolation system has been incorporated that isolates

A general rule is to never approach a downgrade at a speed in excess of 15 mph

LOCKOUT AND TAGOUT PROCEDURES

It is important always be on the alert for these provisions before attempting to

More detailed information is provided in the appropriate service and maintenance

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

Figure 2 - Typical Danger Area for Tire Explosion

1. SEAT ADJUSTMENT CONTROLS 12. HEAT AND AIR CONDITIONER CONTROLS

AIR CLEANER SERVICE

The AIR CLEANER SERVICE indicator indicates the service requirements of

AUTOMATIC LUBRICATION AUTO LUBE MALFUNCTION

The DIAGNOSTIC INFORMATION DISPLAY (D.I.D.) panel (if so equipped)

Detailed information on the materials displayed is contained in the drive system

NOTE: On some trucks this indicator is interconnected to an interlock which

The DYNAMIC RETARDING APPLIED indicator lights when the dynamic

ELECTRICAL SYSTEM FAULT

1. If the red indicator lights, it indicates a problem in the propulsion or dynamic

2. If the amber indicator light ﬂashes, it indicates a signiﬁcant problem in the

NOTE: Manual resetting, by depressing the cab mounted SYSTEM RESET

NOTE: Manual resetting, by depressing the cab mounted SYSTEM RESET

ENGINE OIL TEMPERATURE

HYDRAULIC FILTER BYPASSING

The HYDRAULIC FILTER BYPASSING indicator lights when the pressure

HYDRAULIC OIL TEMPERATURE

The HYDRAULIC OIL TEMPERATURE indicator lights when hydraulic oil

Continued operation with hot hydraulic oil may result in component

LOW STEERING PRESSURE

The LOW STEERING PRESSURE indicator lights to indicate an unusually low

The OVERSPEED indicator lights whenever the truck is in automatic overspeed

RETARD (HOT – LIMITED TO CONTINUOUS OPERATION)

The RETARD (HOT – LIMITED TO CONTINUOUS OPERATION) indicator lights

RETARD SPEED CONTROL