How must ACS-64 units moved dead in tow?

How must ACS-64 units moved dead in tow?

• A. Pantograph(s) must be down. 27- point MU cable and 480V cables must be connected between units. Brake pipe, main reservoir and all MU hoses connected. The HEP control switch should be set to HEP line.The emergency magnet valve must be cut out.
• B. Pantograph(s) must be up. 27- point MU cable and 480V cables need not be connected.
• C. Pantographs down; only 480V cables connected between units.
• D. Pantographs down; only brake pipe and main reservoir connected.

Answer: (A)

When you move an ACS-64 that is dead in tow, you need to preserve a full electrical and pneumatic link between the units so the lead locomotive can control the trailing unit’s braking, power, and essential systems, while keeping everything safe and out of contact with the overhead wire. Pantographs must be down to prevent any accidental contact with the overhead catenary since the trailing unit isn’t supplying traction power. The 27-point MU connection and 480V cables being tied between units keeps the control signals and power routing intact so the lead locomotive can manage braking commands and supply necessary power to the trailing unit’s equipment. Connecting the brake pipe, main reservoir, and all MU hoses ensures the brake system on the trailing unit can react properly to the lead locomotive’s brake commands and that the trailing unit has the air supply it needs. Setting the HEP control switch to the HEP line ensures passenger power loads on the trailing unit remain powered from the lead unit, which is important for comfort and safety while the train is moving without traction power. Finally, cutting out the emergency magnet valve prevents unintended emergency-brake triggering on the trailing unit during tow, avoiding unexpected braking behavior. If you skip any of these connections or the HEP setting, the trailing unit’s brakes, power, or critical systems could become unmanaged or unsafe during movement.

When you move an ACS-64 that is dead in tow, you need to preserve a full electrical and pneumatic link between the units so the lead locomotive can control the trailing unit’s braking, power, and essential systems, while keeping everything safe and out of contact with the overhead wire.

Pantographs must be down to prevent any accidental contact with the overhead catenary since the trailing unit isn’t supplying traction power. The 27-point MU connection and 480V cables being tied between units keeps the control signals and power routing intact so the lead locomotive can manage braking commands and supply necessary power to the trailing unit’s equipment. Connecting the brake pipe, main reservoir, and all MU hoses ensures the brake system on the trailing unit can react properly to the lead locomotive’s brake commands and that the trailing unit has the air supply it needs.

Setting the HEP control switch to the HEP line ensures passenger power loads on the trailing unit remain powered from the lead unit, which is important for comfort and safety while the train is moving without traction power. Finally, cutting out the emergency magnet valve prevents unintended emergency-brake triggering on the trailing unit during tow, avoiding unexpected braking behavior.

If you skip any of these connections or the HEP setting, the trailing unit’s brakes, power, or critical systems could become unmanaged or unsafe during movement.