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EP-2 "Bipolar" Electric Locomotive

The Milwaukee Road's class EP-2 comprised five electric locomotives built by General Electric in 1919. They were often known as Bipolars, which referred to the bipolar electric motors they used. Among the most distinctive and powerful electric locomotives of their time, they epitomized the modernization of the Milwaukee Road. They came to symbolize the railroad during their nearly 40 years of use, and remain an enduring image of mainline electrification.

In 1917, following the tremendous success of the 1915 electrification of the Mountain Division, the Milwaukee Road decided to proceed with electrifying the Coast Division. As part of this project it ordered five new electric locomotives from General Electric for $200,000 apiece. Their design was radically different from the boxcab locomotives previously provided by General Electric for the initial electrification of the Mountain Division two years earlier. The Milwaukee Road was the only railroad to order this design of locomotive from GE.

The five EP-2s, numbered 10250-10254, were placed into regular service in 1919 on the Coast Division. The Milwaukee Road saw immediate cost savings over the steam locomotives previously in use. The locomotives enjoyed a successful career until 1953, when all 5 underwent a heavy rebuild which included added MU capability, an increased top speed, and streamlining. Unfortunately, the rebuilds were of poor quality, and the locomotives were plagued with operational issues for their remaining years. During the late 50s the locomotives were transferred to the Mountain Division and saw decreased use. By 1960 all 5 had been retired, and 4 out of the 5 were scrapped by 1962. The last remaining EP-2 was restored to its post-rebuild appearance and donated to the National Museum of Transportation in St. Louis, Missouri, where it can be seen today. -Wikipedia

This item represents the last remaining EP-2, locomotive E2, in its pre-rebuild appearance.

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Electric catenaries, if you want to add a touch of realism: Catenary Environment Addon

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Startup
-Get in through the compartment door on the right side of the locomotive
*If you are spawning in a shed, find the flip switch labelled "Hide Pantographs" and turn it on. You can turn this off once the locomotive moves out from under the obstruction
-Head into the A-End cab (front end)
-Open the electrical cabinet, close the breaker and turn everything on
-Turn on the key near the floor labelled "Mu2a Valve Lead"
-On the gray panel near the roof of the cab, turn on the HV Compartment Blower
-Open the access door and head into the forward High Voltage Compartment
-Turn on the first 6 traction motor cut-in breakers
-Open either one of the pantograph air valves and pump the Aux Air Pump 3 times
-Close the air valve and head out of the forward HV compartment
-Head into the B-End cab
-Find the gray panel and turn on the second HV Compartment Blower switch
-Head into the rearwards High Voltage Compartment
-Turn on the air compressor and the last 6 traction motor cut-in breakers

Cab Setup
-Head to the desired cab of operation
-Turn on the Brake Stand Cut-In key near the floor
-On the forward panel, turn on the Control switch and press + hold the Control Reset button for at least 4 seconds
-Turn on the appropriate pantograph switch (if forward pantograph is raised, turn on the Pant. A switch, etc.)
-Select the reverser to the desired direction of travel (F = forward, R = reverse)

Operation
-Make sure brake pipe shows 90 PSI and all brakes are released
-Slowly increase throttle one notch at a time
-Monitor the Unit Ammeter dial and make sure not to exceed 100 for any prolonged amount of time

Changing Cabs
-Bring the throttle and dynamic handles to 0
-Fully apply independent and automatic brakes
-Turn off the control switch and brake stand cut-in
-Repeat cab setup steps for the new cab

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The throttle has 29 different notches, or power settings, to use. The position of the throttle can be seen by looking at the top left-hand side of the windscreen. Advance through each setting slowly to make sure the traction motors are not overloaded. Traction motor current draw is monitored using the Unit Ammeter dial. More throttle increases the current draw, but faster locomotive speed decreases current draw. The highest current draw is seen moving from a standstill or at low speeds with lots of throttle applied, and this is where the traction motors are most likely to overload.

If the traction motors are overloaded, an audible warning will be heard and the traction motor cut-in breakers may trip. In order to recover from an overload situation, stop the locomotive and bring the throttle to 0. Press and hold the Control Reset button for at least 4 seconds, and then head into both High Voltage compartments and reset any tripped breakers. The breakers are unable to be reset unless this procedure is done in order. Motor overload simulation can be disabled with the flip switch in the center compartment. This prevents motors from overloading no matter the current draw, for a more arcade experience.

This train has both automatic and independent brakes. Automatic brakes use a drop in air pressure to actuate braking force. In released position, the automatic brake pipe has 90 PSI of air, but as brakes are applied this number will drop. Normal brake applications can make up to 30lbs air pressure reduction, and an emergency brake application brings the air pressure to 0, fully applying the brakes. Automatic brakes are also non self-lapping, meaning the handle position doesn't control the intensity of braking, but rather whether the brakes are increasing, decreasing, or holding their braking intensity. The handle has 5 positions:

Release: builds air pressure to release the brakes
First application: applies a 8-10 lb brake application and holds it
Lap: holds the current air pressure
Service: slowly decreases air pressure, in turn applying more brakes
Emergency: brings brake pipe to 0, fully applying brakes

The independent brake handle is self-lapping, so the handle position corresponds to braking force. Independent brakes only affect locomotives and not rolling stock. Both brake handles are controlled using invisible buttons.

Both pantographs require air pressure to be raised. If the main reservoir air pressure is less than 135, the pantographs must be raised manually using the air valves in the forward high voltage compartment. Once the pantographs are raised, the main reservoir can build sufficient air pressure to operate the pantographs using the flip switches located in each cab.

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Infinite generator I used