GEJ-1663

OPERATING INSTRUCTIONS
380-HP, 44-TON DIESEL-ELECTRIC

RAILROAD LOCOMOTIVE
CLASS B-B-88/88-4GE733

(Serial No. 18145 and above)

GENERAL ELECTRIC COMPANY

AMERICAN LOCOMOTIVE COMPANY

SCHENECTADY, N. Y

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 FOREWORD

A diesel-electric locomotive is easy to operate-and is far more easily operated

when one has a good understanding of what it can do when kept in good condition.
The diesel-electric system, all controlled by a single throttle, is inherently simple : an
engine drives a generator which sends current to electric motors that are geared to the
wheels. General Electric has issued this manual to help the operator by explaining how
to operate the locomotive and how it operates.
FROM THE COLLECTION OF
CHRIS JACOBS The operator who wants to know more about his work will find this book
helpful. It will explain how the locomotive actually works. Through this knowledge he
will be far better equipped to deal with the casual troubles that he may encounter.
ACTUAL PAGE SIZE 5 ¼ x 7 ¾ Many illustrations are used. Brief descriptions and photographs of equipment, and
diagrams of electric circuits are included for the operator who wants a working
knowledge of what happens when he presses a button, operates a valve, or opens the
SOME PAGES ROTATED FOR SCREEN throttle.
PRESENTATION
An operator should know the places needing lubrication, the proper lubricants
and fuel to use, and how often the locomotive must be lubricated. This knowledge will
help him avoid certain difficulties and to get more satisfaction out of the continuous
operation of a well-cared-for locomotive.

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 CONTENTS CONTENTS (Cont.)
Section 1 Section 5
LOCOMOTIVE DATA PAGE AIR-BRAKE SYSTEM
General Data........................................... 7 Description............................................ 68
Approximate Weights of Parts........................... 7 Automatic-brake-valve Positions, Lower Handle ........... 71
Independent-brake-valve Positions, Upper Handle . . . . . ., . . 73
Section, 2 Troubles and Remedies ................................. 74
Brake-shoe Adjustment................................. 77
HOW TO OPERATE THE LOCOMOTIVE
General Operating Rules................................ 11 Section 6
Daily Preparation for Running.......................... 13
Starting the Diesel Engine.............................. 18 ACCESSORIES
Before Moving Locomotive.............................. 20 Cab Heater........................................... 78
Operating the Air Brakes............................... 20 Sanding Equipment.................................... 78
Moving the Locomotive................................. 23 Horn................................................. 78
Stopping the Locomotive................................ 24 Bell.................................................. 78
Stopping the Diesel Engines............................. 24 Windshield Wipers...................................... 78
Leaving the Locomotive................................ 25
Operation with Partial Equipment ...................... 25 Section 7
Operating in Cold Weather.............................. 25
Towing the Locomotive............................ .... 27 FUEL, AND LUBRICATION RECOMMENDATIONS
Derailment............................................ 27 Diesel-engine Fuel...................................... 79
Diesel-engine Crankcase Lubricating Oil.................. 80
Section 3 Lubrication Diagram ................................... 81
Recommended Lubrication Schedule...................... 81
DIESEL ENGINES
General Description.................................... 28 Section 8
Fuel-injection System................................... 32
Air Cleaners........................................... 33 QUESTIONS AND ANSWERS
Lubricating System.................................... 36 Cooling System........................................ 87
Cooling System ........................................ 38 Lubricating-oil System.................................. 88
Hour Meter........................................... 40 Fuel-oil System........................................ 88
Electric System........................................ 89
Section 4 Diesel-engine Operation................................. 90
Locomotive Operation.................................. 91
ELECTRIC SYSTEM
General Description................................... 43 Appendix
Table of Electric Equipment ...................... 45
Generators and Motors..................... ............ 49 ENGINEMAN'S DAILY REPORT. . . . . . . . . . . . . . . . . . . . . . . . 93
Storage Batter 53
Control System......................................... 55
Schematic Diagrams.................................... 56

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 Section 1

Locomotive Data
380-HP DIESEL-ELECTRIC LOCOMOTIVE

General Data

Wheel arrangement................... B- B (404)

Weight with running supplies- (approx) . . 88,000 lb
Fuel-oil-tank capacity.................... 250 gal
Lubricating-oil-system capacity (one engine). 50 gal
Cooling-water-system capacity (one engine). 40 gal
Sand-box capacity (total)................. 800lb
Maximum permissible speed .............. 35 mph
Minimum radius curvature-locomotive alone. 50 ft
Minimum radius curvature-coupled to 40-ft
freight car.............................. 125 ft
Total engine brake horsepower. . . . .. .. .. .. 380 hp
Number and type of engines.. .. .. .. Two, D-17000
Number and type of traction gen
erators .......................... Two GT-555
Number and type of auxiliary gen
erators.. . .. .. .. Two, GM G-140
Number and type of traction motors.. Four, GE-733
Motor gear ratio ...................... 11.25 to 1
(double reduction)
Air brakes...................... Schedule 14-EL
(Combined straight
and automatic)
Air compressor. Two air-cooled, two-stage displacement, 48 cu ft each

Approximate Weights of Parts

Lb
Cab and underframe complete (tanks empty) 55,000
Engine hood with doors.................. 2000
Engine-generator set complete............ 10,500
Diesel engine (dry)...................... 8800
Generator with coupling and pulley........ 3700
Truck complete with two motors.. . . - . . . . . 15,000
Traction motor complete with gear unit. . . . 2500
Traction motor......................... 1100
Traction-motor gear unit................. 1400

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 380-HP DIESEL – ELECTRIC LOCOMOTIVE

Fig. 1. G.E.-Alco 380-hp, 44-ton diesel-electric railroad locomotive, side view

1. Grab rail 9. Engine exhaust stack 17. Reverser and field-shunting contactors
2. Sand-box filler 10. Operator's cab 18. Storage battery
3. No. 1 radiator filler for antifreeie 11. Traction generator 19. Air compressor
4. Air intake for diesel engine 12. Roof hatch 20. Generator air-exhaust opening
5. Air cleaner 13. Marker-light receptacle 21. Lubricating-oil filter
6. Diesel engine 14. Signal flag and lamp bracket 22. Kerosene circulating-water heater
7. Baffle over generator & Horn 15. Radiator filler 16. Truck

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 LOCOMOTIVE DATA

Fig. 2. Outline of G.R.-Alto 380-hp, 44-ton diesel-electric railroad locomotive

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 380-HP DIESEL – ELECTRIC LOCOMOTIVE
Section 2

How to Operate the Locomotive

General Operating Rules

1. Speed limit is 35 mph.

Do not operate locomotive at higher speeds, either on its own power, coasting
down grade, or being towed. Overspeed will cause "flashover" of the motor
commutators, mechanical failure of the rotating parts of the motors, or both.

2. Do not overload locomotive.

Do not operate locomotive with throttle wide open for more than one hour at
a time. Observe the load indicators frequently.
The indicator pointer when in the green band indicates that the load is safe for
all classes of service.
The indicator pointer when in the yellow band indicates that the load is safe
for switching, and for short runs in transfer or haulage services.
The indicator pointer when in the red band indicates that the load is safe only
for switching and starting.

3. Observe the f following air-brake rules;

(a) Release air brake on train before detaching locomotive.

Set sufficient hand brakes on the cars to hold the train. This is especially
important on a grade, because there is otherwise no assurance that the car, cars, or train
so detached will not start when the air brakes leak off, as they may in a short time
where there is considerable leakage.

(b) Never use the automatic brake to hold locomotive or train at standstill.
The automatic brakes should never be used to hold .a locomotive or a train
EQUIPMENT while standing, even where the locomotive is not detached, for longer than ten
minutes, and not for such time if the grade is very steep or the condition of the brakes
2-190-hp, 1000-rpm Diesel Engines Gear Ratio, 11.25:1 is not good. The safest method is to hold with hand brakes only and keep the
2-GT-555 Generators Wheel Diameter, 33 Inches
4-GE-733 Railway Motors

Based on 165 hp available to each Generator at 1000 rpm for traction

Fig. 3. Speed-tractive-effort curve of G.E. Alco 380-hp, 44-ton diesel-electric

railroad locomotive

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

auxiliary reservoirs fully charged, to guard against a start from brakes leaking 4. Watch gages.
off, and to be ready to obtain any part of full braking force immediately on All gages, such as air-pressure, oil-pressure, battery-charging, load
starting. indicators, and engine water-temperature must be observed frequently during
operation, to detect indications of trouble.
(C) Use.the independent brake for holding at standstill.
The independent brake is a very important safety feature in this 5. Never apply sand while wheels are slipping. (See Fig. 5A.)
connection, since it will hold a locomotive or quite a heavy train on a fairly Close throttle until slipping stops. Sand rails by operating sander
steep grade if, as the automatic brakes are released, the slack is prevented from valve, then advance throttle slowly. Make certain sander valve is off when not
running in or out (depending on the tendency of the grade), and giving the required.
locomotive a start.
6. If idle time is to be greater than ten minutes, shut down diesel engine
(d) Apply independent brake when leaving control station. after idling five minutes.
When leaving the locomotive, while doing work around it, or when it This will save diesel-engine fuel and reduce engine operating hours.
is standing, always leave the independent-brake handle in application position. Upon starting again after a brief idle period, locomotive may be moved after
air and oil pressure and cooling-water temperature are correct.
(e) Prevent loss of main-reservoir pressure.
After an emergency application of the brakes while running over the 7. Set hand brake.
road, due to any cause other than intended by the operating engineman, move If diesel engine is shut down and locomotive is left standing, set hand
the brake-valve handle to Lap position to prevent loss of main-reservoir brake to prevent locomotive rnovement if air supply fails."
pressure. After the train stops, the cause of the application should be located
and remedied before proceeding. Daily Preparation for Running

(f) Be sure brakes are in good condition before leaving terminal. l. Open battery switch, and keep it open while making daily inspection. Tie a
Before leaving the roundhouse, the engineman should try the brakes caution tag on the switch. The tag should be removed only by the same man
with both brake valves, and see that no serious leaks exist. The pipes between who placed it on the switch.
the distributing valve and the brake valve should be absolutely tight.
2. Inspect entire locomotive, including commutators and electric devices
The safety-valve operation and adjustment should be tested at this and connections, for the presence of rags, tools, paint, dirt, or other foreign
time, and also on arrival at terminal. Any needed adjustrnent should be made. material. Also see that there are no loose nuts, bolts, or cap screws, or any
Otherwise, a necessary emergency application may give too little or too much parts worn to such an extent that they are no longer serviceable.
holding force. To determine adjustment of the safety valve, place the
automatic-brake-valve handle in Emergency position and observe the pressure 3. See that all generator and motor commutator covers are replaced and
on the brake-cylinder gage at which the safety valve opens. This pressure securely fastened.
should be between 65 and 70 lb. Return the brake-valve handle to Lap
position, and observe the pressure at which the safety valve closes. The safety 4. With the battery and control switches open, operate by hand all relays and
valve should be adjusted to 68 lb. It is assumed that this test will always be contactors, to see that they have free action and do not bind.
made on the locomotive alone, that is, before the brake pipe is connected to the
train.

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

8. Fill fuel tank with clean diesel-engine fuel. See fuel recommendations
in Section 7. At least once a week, open the drain valve on the fuel tank and -
drain off accumulated water and sediment.

9. Lubricate the locomotive. Follow lubrication diagram in Section 7.

10. Check with a hydrometer the specific gravity of the electrolyte of one
or two cells of the storage battery. 'Check the water level. Do not add water
higher than one quarter inch below the top of the filling tube. It should not be
necessary to add water more than once or twice a month. If one cell takes an
excessive amount, check for leakage or overcharging.

11. Operate roof hatches and radiator shutters; see that they move freely.

12. Close battery switch.

13. Test all lights.

14. Close the drain cocks in the reservoirs, the brake-pipe angle cocks at each
end of the locomotive, and the dead-engine cutout cock. See that all the
following cocks are open: mainreservoir cutout cock, brake-cylinder cutout
cocks; doubleheading cock under the brake valve; distributing-valve cutout
cock; unloader pilot-valve cutout cock; cutout cocks to reverser, horn, and
sanders.

15. Start each diesel engine. Follow Engine-starting Instructions on pages

18 and 19.

5. See that hand-operated valves in water and oil lines are in their proper 16. After the engines are running, check the following:
operating positions.
a. See that diesel-engine lubricating-oil pressure is 30 lb or higher.
6. Fill engine cooling system with clean soft water (see Fig. 4A) or with
the proper antifreeze solution if temperature is or will be below freezing. b. See that main-reservoir air pressure builds up to 1351b.

7. Check water level every shift. Water should run out of upper try-cock (see c. See that air-compressor governor cuts out at 135 lb.
Fig. 4B). If it does not, add more water. Failure of water to run out of lower
try-cock indicates water level is dangerously low. Do not operate engine under d. See that air brakes operate properly. Make the following tests
this condition. Do not add cold water when water is low and the engine is hot.

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

Test No. 1. When the system is charged and the governor stops the compressor,
note whether a leak occurs at the service exhaust port of the automatic portion
of the brake valve when the handle is in Release, Running, Holding, or Lap
positions. Leakage at this point indicates that the equalizing piston valve is
leaking. If this leakage is caused by foreign matter on the valve seat, it can
usually be corrected by closing the cutout cock underneath the brake valve,
then making a heavy service application and returning the handle to Release
position. The heavy blow caused at the exhaust fitting usually removes the
obstacle and allows the equalizing piston valve to seat.

Test No. 2. Move the automatic-brake-valve handle to the Service application

position and allow it to remain there until the brake-pipe pressure is entirely
exhausted. Move the handle to the Lap position, to determine if there is
leakage at the rotary valve. Leakage at the valve will be indicated by a blowing
at the service exhaust fitting as the brake-pipe pressure is increased, or by an
increase of pressure in the equalizing reservoir, as shown on the gage, and by
an intermittent blow at the safety valve caused by the increase in the brake-
cylinder pressure.

Test No. 3. Make a partial Service application with the independent

Fig. 5A. Engineman's control station and gage panel
portion of the brake valve, then lap the valve. If brakecylinder pressure
increases up to the amount for which the reducing valve is adjusted, it 1. Feed valve for automatic brake 9. Window-wiper operating valve No. l
indicates leakage of the independent rotary valve. If brake-cylinder pressure 2. Reducing valve for independent end
increases to brake-pipe pressure, it indicates leakage of the distributing-valve brake 10. Window-wiper operating valve No. 2
3. Automatic-brake-valve handle end
equalizing slide valve. 4. Gage panel 11. Reversing handle
5. Horn valve 12. Cab-heater water-shutoff-valve
Test No. 4. If the locomotive brakes release after a Service application, air is 8. Independent-brake-valve handle handle
leaking from the application cylinder or the application-cylinder pipe. Leakage 7. Notching cutout button 13. Bell-ringer-valve handle
at the brake-cylinder exhaust port of the distributing valve when the 8. Throttle 14. Sander-valve handle
locomotive brakes are applied indicates a leaking exhaust valve, while an 15. Cab heater
increase of pressure above that put into the brake cylinder at the time of an A leaky graduating valve may be detected by increase in brake-
application or blowing of a safety valve indicates that the application valve is cylinder pressure when the handle of the automatic portion of the brake valve
leaking. Leakage past the equalizing slide valve is indicated by blowing at the is in Lap position after an ordinary Service application, provided the reduction
exhaust port of the automatic portion of the brake valve when both handles are is not sufficient to give equalization between pressure chamber and application
in the Running position. chamber and application cylinder.
e. See that battery is receiving charge as indicated by the battery voltmeter
pointer being in its proper band. See pages 53 and 55.
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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

5. Close control switch. (See Fig. 5A.)

This switch disconnects all control circuits from the battery. Close it
for locomotive operation, and open it when inspecting or repairing equipment
and when leaving the locomotive.

6. Place engine compression-release lever in the Run position. (See Fig. G.)
This lever is located on the right side of the engine, and must always
be in the Run position, except when making repairs or testing.

7. Place reverse handle ire Off position. (See Fig. 5A.)

Always have reverse handle in Ofl position when starting engines, to
prevent locomotive movement.

Fig. 5B. Gage panel

f. See that window wipers operate.
g. See that bell rings.
h. See that sanders work.
Starting the Diesel Engine
1. Inspect diesel-engine compartment.
See that no waste, rags, tools, etc., are near any nuning part or electric
equipment.

2. Close battery switch. (See Fig. 18.) Fig. 6. Compression-release lever in Run position
This switch disconnects all circuits from the battery. Close it for
locomotive operation, and open it whenever inspecting or repairing equipment 8. Place throttle in Idling position. (See Fig. 5A.)
and when leaving the locomotive. For starting the diesel engines, the throttle must be in the Idling
position, except for cold-weather starting, when it may be advanced slightly to
3. Close exciter-feld cutout switch. (See Fig. 18.) prevent engine from stopping after it has fired.
Both of these switches should be closed for normal locomotive operation.
9. Close No. 1 Engine-start switch. (See Fig. 5A.)
4. Close motor cutout switches. (See Fig. 18.) Keep diesel-engine starting switch closed until engine is firing
All must be closed for normal locomotive operation. regularly. Spring return opens starting circuit when the switch is released.

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

10. If diesel engine does not start, refer to pages 32 and 57. The instructions for manipulating the EL equipment are prac- tically
the same as those for the No. 6-ET equipment which is standard for use on
11. Observe oil-pressure gage. (See Fig. 5B.)
steam locomotives; therefore, no radical departure from present methods of
Oil-pressure gage for each engine must read 30 lb or higher before
brake manipulation' is required to get the desired results.
qperating the locomotive.
12. After the first engine is running and the oil pressure is normal, start 1. Automatic-brake operation.
engine No. 2 in the same manner.
(a) Running
Before Moving Locomotive
When not in use, carry both brake-valve handles in Running position.
l. Start diesel engines.
Complete all 12 steps on pages 18 to 20. (b) Service
To apply the brakes in service, move the handle of the automatic-brake
2. Observe main-reservoir air pressure. (See Fig. 5B.)
valve to the Service position, making the required brake-pipe reduction, then
See that air compressors pump main-reservoir pressure up to 135 lb
back to Lap position, which is the one for holding all the brakes applied.
and then cut out.
3. Observe cooling-water temperature. (c) Release
This must be between 140 and 170 F before locomotive is moved. As a rule, it is safest to come to a stop before releasing the brakes on a
freight train, especially a long one, rather than attempt to release at low speed.
4. Release hand brake. However, if conditions permit the release while in motion, the brake-valve
Hand brake is used only to hold locomotive while not in motion. It handle should be moved to Release position and held there long enough to
should not be used for braking locomotive, except in cases of emergency. move as many of the triple valves to Release position as possible, without
5. Apply brake handles on valves. unduly overcharging the head end of the train (the time in Release position
Place the handles on the brake valve (the cutout cock underneath it should be governed by the length of train, amount of reduction made, etc.).
being open) and move them to Running position. Return to Running position to release the locomotive brakes and complete the
recharging of the auxiliary reservoirs. A few seconds after such a release,
6. Observe brake-pipe pressure.
particularly on long trains, it is necessary to again move the handle to Release
Do not attempt to move the train (or locomotive) until the brake-pipe
position and quickly back to Running position to "kick off" any brakes at the
gage hand shows full brake-pipe pressure.
head end of the train that may have reapplied because their auxiliary reservoirs
7. Test air-brake operation. have been slightly overcharged.
Check air-brake operation before locomotive is moved. See that brake
shoes actually apply and release. (d) Holding Locomotive Brakes Applied
If, when releasing as explained above, it is desired to hold the
Operating the Air Brakes
locomotive brakes applied after the other brakes release, move the handle from
The following instructions cover, in a general way, the prope method of Release back to Holding instead of Running position. Release the locomotive
handling the No. 14-EL equipment in service, but do not apply rigidly to all
individual cases or conditions. Specific instructions are usually issued by each
railroad to cover its own recommended practice in accordance with local
operating conditions.

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

brakes fully by moving the handle to Running position, and leave it there, or position under these conditions will release the locomotive brake but will not
graduate them off, as circumstances require, by short successive movements insure against a reapplication.
between Holding and Running positions.
3. Double-heading Operation.
(e) Emergency
To apply the brakes in emergency, move the handle of the automatic- When two locomotives are coupled together, the brake-pipe hose must
brake valve quickly to Emergency position, and leave it there until the train be coupled between the two locomotives and their cutout cocks opened.
stops and the danger is past.
Where there are two or more locomotives in a train, the instructions
2. Independent-brake operation. already given remain unchanged so far as the leading locomotive, or the
locomotive from which the brakes are being operated, is concerned.
(a) Using Independent Brake Only.
When using the independent brake only, the handle of the automatic- Close the double-heading cock under the brake valve of the second
brake valve should be carried in Running position. The independent locomotive, and place the handle of the automatic-brake valve in Running
application may be released by moving the independent-brake-valve handle to position. The brakes of this locomotive can then be operated from the first
Running or Release position. locomotive, the same as those in the train. If the engineman on the second
locomotive finds it necessary, he can prevent the application of the brakes on
(b) Releasing Brakes on Locomotive Only the second locomotive by placing the independent-brake-valve handle in
When all brakes are applied automatically, to graduate off or entirely Release position. If the brakes on the second locomotive are applied and there
release the locomotive brakes only, use Release position of the independent- is danger of overheating the tires, or if the drivers should slide, the brakes can
brake valve. be released by moving the independent-brake-valve handle to Release position.
This may be reapplied later, if necessary, by using the independentbrake-valve
(c) Watch Brake-cylinder Pressure handle in the usual way, provided the handles of the independent- and
The red hand of one air gage will show at all times the pressure in the automatic-brake valves on the second locomotive are left in Running position
locomotive brake cylinders. Watch this hand when manipulating brakes. after the operation. This does not interfere in any way with the brakes on the
second locomotive being released afterwards from the first locomotive in the
(d) Release usual way. The pressure in the brake cylinders on the second locomotive
Release position of the independent-brake valve will quickly release should never be reduced in this manner, except when absolutely necessary.
the locomotive brakes under any and all conditions. If, when the locomotive is
coupled to a train, the locomotive brake reapplies after being released, make a Moving the Locomotive
"kick off" with the automatic-brake valve by moving the handle quickly from
Running position to Release and return to Running. The reason for the l. Set reverser handle.
reapplication is that the pressure chamber of the distributing valve is charged
higher than the brake pipe, and causes the equalizing slide valve to move into Before opening throttle, place the reverser handle in either the
service, and then service lap, position. This closes the release pipe and Forward or Reverse position, depending on the direction of desired movement.
prevents the release of the application cylinder pressure with the brake valves Never attempt to move the reverser from one position to another while the
in Running position. Releasing with the independent-brake valve in Release throttle is open, or before the locomotive has come to a dead stop.

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

2. Starting. Leaving the Locomotive

Open the throttle steadily, and as rapidly as possible without slipping 1. Stop engines. 6. Close compartment doors.
the wheels. Opening the throttle increases the speed of the diesel engines, 2. Set hand brake. 7. Open all light switches.
causing them to deliver more power to the generators. This supplies more 3. Place reverse handle in neutral. 8. Open cab-heater switches.
current to the motors, thus producing acceleration of the locomotive. 4. Close radiator shutters. 9. Open control switch.
5. Close roof ventilating hatches. 10. Open battery switch.
3. Running. Keeps weather out of locomotive. 11. Close windows and doors.
The throttle has a notched quadrant and a thumb-operated latch for
holding the throttle in any desired position. It is not necessary to advance the Operation with Partial Equipment
throttle one notch at a time. If desired, the latch can be held out of engagement This is only to be done as an emergency, and continued only long
by means of the knob on the top of the throttle lever. Avoid jerking or enough to get in the clear. If this is not done properly, the equipment will be
swinging movement of the throttle. A positive, steady movement is best. seriously damaged.
1. Open cutout switch on faulty motor.
Stopping the Locomotive This will isolate a portion of the control circuits and keep power from
the faulty motor.
1. Stopping. 2. Do not overload equipment still in service.
When coasting or preparing to stop, return the throttle to the Idling Observe the load carefully, by watching the load indicator, and keep
position. This reduces the engine speed and removes the power from the load in safe zones. See following paragraph.
motors. 3. One motor cut out on four-motor locomotive--operate locomotive at
one half load.
2. Return Reverser Handle to Off Position. Remember that, with one motor operating alone on one power plant,
When the locomotive has been brought to a stop, place the reverser this motor will be overloaded to the point of wheel slipping, while the
handle in the middle or neutral position. Make this a habit. Do it every time the two motors on the other power plant are operating at reduced adhesion. The
locomotive is stopped. load indicator either will not indicate at all or will not give a correct indication
on the end operating with one motor cut out. Damage to equipment can occur
Stopping the Diesel Engines unless the locomotive load is limited to approximately one half of that with
four motors.
l. Allow diesel engine to idle five minutes. 4. Do not operate locomotive with one or more motors cut out any longer
This permits the heat in the diesel engine to be dissipated, and prevents boiling than necessary.
of cooling water which would occur if diesel engine were shut down If motors or power plant become disabled, only operate locomotive at
immediately after pulling a heavy load. reduced load with remaining equipment long enough to get in the clear.
Operating in Cold Weather
2. Pull out Engine-stop buttons.
This shuts off the fuel supply to the diesel engines. After diesel engines have Ordinary cold weather will not cause any difficulty in starting or loss
come to rest, push Engine-stop button in as far as it will go. of efficiency, if the diesel engine is in good mechanical condition and the

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE HOW TO OPERATE THE LOCOMOTIVE

precautions necessary for cold-weather operation are taken. 4. Close shutoff valve in water-heater circuit.
Before attempting to start the diesel engine when the temperature is 5. Close valve in kerosene supply line.
below 50 F, the water in the engine jacket should be warmed to 50 F or higher,
in order to attain quick starting and to avoid exhausting the battery by Towing the Locomotive
excessive cranking. The kerosene water heater in each engine compartment is
provided for this purpose. 1. Prepare locomotive as in "Leaving the Locomotive." Refer to page 25
for details.
To operate the heater, proceed as follows: 2. Set dead-locomotive air-brake fixture.
1. Open the shutoff valve (12, Fig. 5A) in the water-heater circuit. This When the locomotive is to be hauled dead in the train, place the handle of the
valve should be closed at all times, except when the heater is operating. automatic-brake valve in Running position, close the double-heading cock
2. Open the valve in the kerosene supply line to the heater. It is located under the brake valve, and open
just below the kerosene tank. the dead-engine cock. The locomotive brakes will then operate like those of a
3. Fill the oil reservoir with a good grade of kerosene. car in the train.
4. Raise drum by means of the drum handle in the slot below the feed If, for any reason, it is desirable to keep the maximum braking power
line. of such a locomotive lower than the standard, this can be accomplished by
5. Turn the handwheel to the right, until the indicator pointer rests reducing the adjustment of the safety valve on the distributing valve. It can
against the wick stop. also be reduced at will by the independent-brake valve.
6. Light the wick in several places. 3. Remove traction-motor brushes.
7. . Lower drum gently in place, by lowering drum handle in slot. This is important if locomotive is to be towed more than 100 miles.
8. Turn drum to the right and left with the handle on the side, to make 4. Remove pinions on traction motors, if towing speed is to be more than 35
certain it rests evenly on the wick tube flange. mph.
9. From three to five minutes will be required for the flame to reach its This is necessary to protect the rotating parts of the motors against mechanical
complete height. damage. For mounting and removal of pinions, refer to detailed instructions in
10. The high flame should be clear-blue in color, but when the burner has locomotive-maintenance instruction book.
been operating at low and is turned to high, it will burn yellow for a short time. 5. Release hand brake.
11. Make sure that the safety-trip lever on the float chamber is in the down
position. This lever should stay in the down position when the heater is Derailment
operating.
Proceed as with all rerail jobs. The truck on the track can be used to rerail the
To shut down the heater locomotive. Cut out motors in the derailed truck, and slowly apply power to
1. Turn handwheel to the left as far as it will go. the truck on the track by steadily opening the throttle. Watch load indicator to
2. When the flame has gone out, raise the drum by means of the drum prevent -damage to motors on live truck.
handle.
3. Leave the drum in the raised position, as this prevents oil from
creeping up on the combustion tube and causing an odor when the burner is
again lighted.

26 27
 Section 3 stroke, whether operating at idling speed or full load.

Diesel Engines Stroke 2: On the compression stroke, both the inlet and exhaust valves are
closed, and the piston moves up, crowding the air within the cylinder into an
General Description extremely small space. When the piston reaches the top center, the air is
compressed to 375 lb per sq in. This high compression causes the air to reach a
The eight-cylinder, D17000 "Caterpillar" diesel engines which furnish the temperature higher than 1000 F (338 C). When the fuel is sprayed into this
power to drive the locomotive are internal-combustion. engines. They operate highly heated air, it will ignite and burn readily. While the air is being
on the compression ignition principle, burning oil commercially known as compressed in the main cylinder, highly heated air currents pass into the
diesel fuel without the assistance of spark plugs or externally heated surfaces. precombustion chamber. This air is set aside to ignite the fuel.
The engine piston displacement is 1662 cubic inches and the maximum the
speed is 1000 rpm, with an idling speed at 400-420 rpm. Each piston requires Stroke 3: Near the end of the compression stroke, and at the beginning of the
four strokes to complete the cycle of operation. The working process is as power stroke, the fuel pump forces a Measured quantity of fuel through the
follows. See Fig. 9. fuel line, into the fuel-injection valve, which sprays it into the precombustion
chamber. This fine
Stroke l: As the piston moves down on the inlet stroke, air is drawn through
the air cleaners, passes through the inlet valve into the main combustion 28
chamber. The diesel engine always takes in a full charge of air on each inlet

1. Air-cleaner intake
2. Radiator fan
3. Lubricating-oil filler pipe and cap
4. Lubricating-oil reservoir
5. Air cleaner
6. Fuel-oil transfer pump
7. Circulating-water pump
8. Kerosene circulating-water heater
9. Flexible exhaust pipe to muffer
10. Fuel-oil filter
11. Primary lubricating-oil filter
12. Fuel-oil pressure gage
13. Muffler
14. Roof hatch
15. Traction generator
16. Door check
17. Baffle over generator
18. Throttle linkage
19. Cab door

Fig. 7 – No 2 power plant, “A” side

 Fig. 8. Caterpillar diesel engine, 190 hp, with direct-connected G-B traction generator

1. Pulley for driving auxiliary-generator exciter 8. Air cleaner 18. Lower sump drain
set and air compressor 9. Radiator cooling fan 17. Secondary lubricating-oil filter
2. Commutator inspection cover 10. Cooling-water circulating pump 18. Crankcase breather
3. Compressor release lever 11. Lubricating-oil pressure pump 19. Crankcase-lubricating-oil filter opening
4. Cylinder-head cover 12. Lubricating-oil scavenging pump 20. Flywheel housing
S. Exhaust outlet 13. Bayonet gage 21. Traction generator
8. Thermostat housing 14. Hour meter
7. Cooling-water discharge 15. Upper sump drain plug

30
Fig. 9. Working process of diesel engine.

31
 380-HP DIESEL-ELECTRIC LOCOMOTIVE DIESEL ENGINES

spray heats quickly and ignites. As more fuel is injected, it is enveloped by

flame, becomes gasified, and travels through the opening into the main
combustion chamber, where additional air is available to complete its
combustion. Power is thus obtained, and the piston is forced down by the
pressure of the expanding and burning gas above it.

Stroke 4: As the piston moves up on the exhaust stroke, the exhaust valve
opens, and the burned gases are forced out through the exhaust pipe.

A smoky exhaust means inefficient engine output, indicating that fuel

is passing through the engine without being burned. Continued operation under
these conditions will finally gum the parts within the cylinders and cause
excessive wear of cylinders, valves, and other parts. Never overload the
engine.

Fuel-injection System

The gear-driven fuel-transfer pump draws fuel from the fuel tank and supplies
it under pressure to the fuel filters, which remove dirt and other foreign
material. The fuel then passes to the manifold for the individual fuel-injection
pumps-one for each cylinder. These fuel-injection pumps measure the fuel
according to engine load, and force the fuel through the fuelinjection lines to 1. Hand priming pump 6. Fuel by-pass valve
the injection valves in the cylinder head. The injection valves let the fuel into 2. Fuel-injection lines 7. Fuel filter
the precombustion chamber, where it is ignited and passes into the engine 3. Fuel-injection pumps 8. Fuel line from transfer pump
cylinder. 4. Fuel line from filter to injection filter
pumps 9. Fuel-transfer pump
To prime the fuel system: Make sure the emergency fuel-shutoff valve 5. Fuel return line from by-pass valve 10. Fuel inlet from tank
is open. See that the fuel tank is full; open the fuel-filter vent valves. See Fig. to fuel tank is attached here
11. Unscrew the hand priming fuel-pump plunger, and operate with full and
steady strokes. See Fig. 12. When the flow of fuel through the vents becomes After the system is primed, the hand-priming-pump plunger should be
continuous and contains no air bubbles, close the filter vents; then open each forced to the bottom of the pump cylinder and screwed into place. This closes
fuel-injection-pump vent in turn, continuing to operate the hand priming pump the valve seat located in the bottom of the cylinder which prevents air from
until each vent discharges solid fuel. Open and close the vents several times in leaking by the piston and the fuel-injection system.
succession, to be sure that all of the air is bled from the system.
Air Cleaners

Air cleaners are provided at the intake of the inlet manifolds,

32 33
 Fig. 12. Operating the priming pump

Fig.11 Opening fuel-filter vent valve

34
1. Generator commutator cover 8. Air cleaner 15. Secondary lubricating-oil filter
2. Traction generator. Type GE-555-A 9. Radiator cooling fan 18. Crankcase breather
3. Baffle over generator 10. Lubricating-oil reservoir 17. Primary lubricating-oil filter
4. Muffler 11. Cooling-water-circulating pump 18. Crankcase lubricating-oil filler opening
5. Flexible exhaust pipe to muffler 12. Bayonet gage 19. Compression-release lever in Ran position
6. Roof hatch 13. Hour meter
7. Air-cleaner intake 14. Upper sump drain plug

Fig. 13. No. 1 power plant, "A" side

 380-HP DIESEL-ELECTRIC LOCOMOTIVE DIESEL ENGINES

to prevent abrasive particles present in the air from being drawn into the is forced to the coil cooler 8, then to the engine oil filters 4, on through the oil
engine cylinders,and causing excessive wear. manifolds to the bearings and other parts of the engine. After it has lubricated
the engine, the oil drops down into the upper sump 5 of the engine oil pan.
The air cleaner on a diesel engine will clean and pass a greater volume
of air in a day's run than the air cleaner on a gasoline engine doing the same The oil overflows from this sump into the lower sump 6, where it 'is
work under like conditions. Each dieselengine cylinder draws in a full charge picked up by the scavenging pump 7, and is delivered to the absorbent filter 8,
of air on every inlet stroke, regardless of the engine speed or the amount of and thence to the supply tank 1, thus completing the cycle.
work the engine is doing. The oil pan has two sumps, the upper and lower.. The upper sump 5 acts as a
settling basin to trap condensate and other foreign material. The lower, or
The interval necessary between oil changes and cleaning will vary main, sump 6 receives oil through an overflow pipe in the upper sump. In this
with the weather and the working conditions. During the hot dusty months, and way, most of the oil is shielded from the heat and blow by gases from the
on jobs where dust conditions are severe, it may be necessary to service the engine, retarding oil deterioration.
diesel-engine air cleaner every five hours. In cold, damp weather, and on jobs
where there is little or no dust, this operation may be necessary only every 120 The supply and scavenging pumps 2 and 7 are of the gear type. They
hours. However, dependence should not be placed on visible detection of dust, form a single unit which mounts on the timing-gear housing and is gear-driven.
or lack of dust, in the air as a basis for servicing the air cleaner. The oil in the Engine oil pressure is automatically maintained at approximately 30-35 lb by
air cleaner may become saturated with dust, because of its fineness, much means of a by-pass valve in the oil distributing system. When the oil is cold, as
more rapidly than in instances where dust is more apparent. may be the case during the first few minutes of operation, it is by-passed
around the oil cooler to assure immediate lubrication to the engine.
The fine particles of dust become suspended in the oil, lowering its
spray and cleaning efficiency, without leaving any noticeable sediment in the
cup. Consequently, the best guide to follow in servicing the air cleaner is the
appearance of the oil in the air cleaner, which will become increasingly
cloudy,

Lubricating System

To prevent excessive wear, the moving parts of the engine must be

effectively lubricated. The lubrication system supplies clean oil to bearings and
other moving parts at all times when the engine is running. The pressure in this
system is indicated by a gage on the instrument panel at the engineman's
station. If the pressure fails, the engine should be shut down without delay.

The oil flows through the system in the following manner,

Fig. 14; Clean oil is, drawn from the supply tank 1, by the pressure pump 2, Fig. 14. Diesel-engine full-flow lubricating-oil system

36 37
 380-HP DIESEL-ELECTRIC LOCOMOTIVE DIESEL ENGINES

Cooling System radiator, it is cooled, by the air drawn over the radiator tubes by the engine fan.
In an internal-combustion engine, the burning of fuel in the cylinders A thermostatic by-pass valve in the line from the engine to the radiator
generates more heat than can be converted into useful power. This excess heat by-passes the radiator, and returns the water directly to the pump inlets until
is carried away by water, which circulates through cored passages in the the water has reached a temperature of 165 F. This enables the engine to warm
cylinder walls and heads. up quickly after starting, and maintain$ an even temperature with varying
Water is drawn (Fig. 15) from the bottom header of the radiator by. loads.
two pumps, one on each side of the engine, and delivered through manifolds to A thermometer, located on the instrument panel at the engineman's position,
the cylinder jackets, and thence back to the radiator. In passing through the indicates the temperature of the cooling water leaving the engine. Excessive
temperatures (above 190 F) or abrupt changes ill temperature indicate trouble
and should be investigated immediately. The engineman can control the water
temperature by means of the radiator shutters and hatch cover opening. Best
operation is obtained with temperatures between 160 and 180 F.

1. Cooling water.

Keep the system filled with clean water. Naturally, soft water, as free
as possible from scale-forming minerals, is best.

If it is impossible to obtain soft water, treat the available water with

some commercial water softener. Water should be heated in a clean tank or
barrel, and allowed to stand before adding it to the engine cooling system.
Do not add chemicals directly to the water in the cooling system. When this is
done, insoluble compounds are sometimes formed which clog the small
passages in the radiator and engine block.
Fig. 15. Schematic water-piping diagram
When clean, naturally soft water is used in the cooling system, it is
1. Antifreeze filler pipe 11. Drain valve* possible to operate for long periods without draining. However, when softened
2. Radiator 12. Water-heater valvet water is used, drain the system at frequent intervals to' remove sediment and
3. Thermostat housing 13. Drain plug prevent concentration of the softening chemicals. This should be done at the
4. Pump 14. Fuel-filter water jacket end of the day's work when all the material is in suspension and will drain with
5. Engine water jacket 15. Drain plug the liquid.
6. Water heater 16. Pump
7. Cab-heater valve 17. Drain valve* 2. Antifreeze.
8. Temperature gage 18. Radiator filler pipe
9. Air vent 19. Water-level try cocks
10. Cab heater 20. Radiator filler pipe When the temperature is below freezing, use sufficient antifreeze to prevent
freezing in the radiator and other exposed pipes.
* This valve must be opened when draining the system. Keep closed at all other times.
+ This valve must be opened when operating the kerosene water heater. Keep closed at
all other times.
38 39
 380-HP DIESEL-ELECTRIC LOCOMOTIVE DIESEL ENGINES

Commercial solutions are available for this purpose, or glycerine may be used. Your engine may be equipped with an "Hour Meter." It does not keep
Alcohol can be used successfully, but because it readily evaporates at the pace with the clock, but it does count and record the revolutions of the engine.
normal operating temperature of the engine, which is approximately 170 F (77 See Fig. 16.
C), any alcohol should be tested frequently--even daily-and kept up to correct
strength. The dial advances one number each time the crankshaft has turned as
many thousands of revolutions as are made in a clock hour at 850 rpm.
3. Drain the cooling system. Therefore, if the average engine operating speed is less than 850 rpm, the clock
time necessary to record an hour-meter hour will be proportionately greater.
(a) Open drain valves in lines from radiator to pumps (one on each side). The hour meter will prove valuable in determining lubricating and mainte-
nance periods which are based on engine revolutions.
(b) Open drain valve in kerosene-heater circuit.

(c) Remove pipe plug in lower water manifold on right side of engine.

(d) Remove pipe plug on front end of fuel-filter housing on left side of
engine.

(e) Open shutoff valves in the cab-heater circuit and the kerosene water-
heater circuits, to prevent trapping water in these circuits.

Hour Meter

Fig. 16. Cover on hour meter raised to observe dial reading

40 41
 380-HP DIESEL-ELECTRIC LOCOMOTIVE

Fig. 17. Power plant's principal control and propulsion circuits

G1 Main generator P1, P2 Traction-motor contactors A21 Battery-charging contactor

A1 Auxiliary generator Throttle EF21 Exciter field contactor
E1 Exciter Reverse handle Battery No. 3 }
A1 Battery-charging contactor -||- Reverser for traction motors No. 4 } Traction motors
EFI Exciter field contactor G2 Main generator P3, P4 Traction-motor contactors
No. 1 } Traction motors A2 Auxiliary generator
No. 2 } E2 Exciter

42
 Section 4

Electric System
General Description

The electric system is divided according to function into three

principal groups, namely

l. The Electric-drive Equipment.

This transmits the power from the diesel engine to the locomotive
wheels, and provides an automatic variable-speed ratio between engine
revolutions and axle revolutions. The full power of the engines can thus be
used over a wide range of locomotive speeds. The equipment consists of the
traction generators and their exciters, the traction motors, and the contactors,
reverser, relays, and switches which control their operation..

2. The Engine-starting Equipment.

This cranks the engines to start them. It consists of the storage battery, the
traction generators which are equipped with special windings to enable them to
be used as cranking motors, and the push-button switches and contactors to
connect them to the battery.

3. The Auxiliary-power Equipment.

This provides current at approximately 75 volts for charging the
storage battery, and for operating contactors, lights, and cab-heater fans. It
consists of the auxiliary generators, the relays and contactors which
automatically control them, and the manually operated switches for the lights
and heater fans.
The operation of the electric system is easily understood if a few simple rules
are followed.

FIRST, learn the function of the machines and devices. The table of
electric equipment on page 45 gives the function of each device. It also shows
the symbol by which it is indicated on the circuit diagrams.

SECOND, study circuit diagrams to find out how and when each
device operates and what it accomplishes.

43
 380-HP DIESEL-ELECTRIC LOCOMOTIVE ELECTRIC SYSTEM

Table of Electric Equipment

SYMBOL DEVICE FUNCTION

Generators and Motors

G1, G2 Traction-generator arma- Furnish power for traction

tares motors
1,2,3.4 Traction-motor armatures Locomotive driving motors
El, E2 Exciter-generator arma- Furnish traction-generator
tures field excitation
Al, A2 Auxiliary-generator arma- Furnish power for battery
tures charging, lights, and control
GF1, GF2 Traction-generator fields Shunt fields of G1, G2
GS1, GS2 Traction-generator start Series fields of G1, G2 when
fields they are operated as motors
for engine cranking
1, 2, 3, 4 Traction-motor fields Series fields of 1, 2, 3, 4
EF1, EF2 Exciter-generator fields Shunt fields of E1, E2
AF1, AF2 Auxiliary-generator fields Shunt fields of A1, A2

Switches

DS Dp-st knife switch Disconnects the battery from all

circuits
Control Dp-st tumbler switch Disconnects control circuits
from A1, A2, and battery
C01, C02 Dp-st tumbler switch Disconnects motor contactors
C03, C04 for cutting motors out of circuit

Light and Dp-st tumbler switch Used in separate lighting and

Accessory accessory circuits for operation
Fig. l8. Interior forward control compartment, looking towards front of
locomotive
Controller Master controller Completes circuits for reverser
l. Motor line contactors. P1 and PE 9. 4-ampere fuse for auxiliary-generator operating coils and determines
2. Control resistors, BR1, EFR1, HR1, field circuirt direction of locomotive motion
HR2, and HFR 10. Reverse-current relay, RCI Diesel- Push-button spring-return Starts diesel engines
3. Exciter field contactor,.EFI 11. Control circuit breaker
engine Start switch
4. Sprocket and chain for raising or lowering 12. Auxiliary circuit breaker
hatch cover 13. Exciter field cutout switch No. 1 TC Throttle control Controls motor-circuit con
5. Handle for raising or lowering hatch cover 14. Traction-motor cutout switch No. l, C01 tactors
8. Gage-panel lamp socket 15. Traction-motor cutout switch No. I, C01 Table contiuned on page 47
7. 60-ampere fuse for battery circuit 18. Throttle control switch. TC
8. 35-ampere fuse for auxiliary-generator 17. Battery switch, DS
circuirt 18. Voltage-regulating relay, X1
45
44
 380-HP DIESEL-ELECTRIC LOCOMOTIVE

Fig. 19. Auxiliary-apparatus compartment. "A" side

1. Drain valve for air-compressor crankcase 6. Valve covers (the above parts are all for Gardner- 11. Distributing-valve cutout cock
2. Compressor intercooler safety valve Denver air com. pressor) 12. Main-reservoir safety valve
3. Intercooler for air compressor 7. Dead-engine cutout cock 13. Auxiliary generator exciter set No. 1
4. Intercooler manifold 8. Dirt collector 14. Air filter for air-compressor intake
5. Air-compressor cylinder head 9. Distributing valve 15. Adjustable sub-base for air compressor
10. Equalizing reservoir

46
 ELECTRIC SYSTEM

Table of Electric Equipment (Cont.)

SYMBOL DEVICE FUNCTION

Contactors
GS1, GS21 Diesel-engine start- Connect generators G1, G2 to
ing contactors battery for cranking diesel
engine
P1, P2, P3, P4 Motor contactors Connect generators G1, G2 to
motors No. 1, t, 3, and 4
Ml, Mt, M3, M4 Field-shunting con- Connect field-shunting resistors
tactors in parallel with fields No. l, 2,3,
and 4
Al, A21 Auxiliary-generator Connects auxiliary generators
contactor Al, A2 to control circuits and
battery for charging
E F1, EF21 Exciter field con- Connects positive of battery cir
tactor cuit to exciter-generator fields
EF1, EF2
Reverser
-| |- Reverser Reverses the direction of current
flow in motor fields No. 1, 2, 3,
and 4, thus reversing direction
of rotation of traction motors
Coils Reverser operating Operate magnet valves which
coils admit air to air engines for
operating reverser
Interlock Reverser interlock Prevents motor line contactors
closing, unless position of re
reverser corresponds to position
of master controller
Relays
FS Field-shunting relay Operates field-shunting contac
tors Ml, M, M3, and M4
CR Field-shunting drop- Prevents operation of the trac
out relay tion-motor field-shunting con-
nection above maximum per-
missible locomotive speed

Table contiuned ox page 49

47
 380-HP DIESEL-ELECTRIC LOCOMOTIVE
ELECTRIC SYSTEM
Table of Electric Equipment (Cont.)

SYMBOL DEVICE FUNCTION

Relays (Coat.)

RC1, RCU Reverse-current relay Controls auxiliary-generator contactors

A1, At and prevents battery current from
operating auxiliary generator as a motor
XI, X21 Voltage-regulating Maintains constant voltage outrelay put of
auxiliary generators A1, At throughout
their normal speed range

Control-circuit Resistors

BRI, BR21 Battery resistors Limiting resistor for battery charging

EFRI, EFR21 Exciter field resistors Control exciter field excitation
HRI, HR2 Headlight resistors Connected in series with headlight and
accessory circuits
HFR Heater fan-motor Connected in series with fan
resistor motor
EGR Electric indicator Used as potentiometers for elec
resistor tric indicators

FUSES AND CIRCUIT BREAKERS

Circuit Volts Amp Quantity Cat. No.

Fuses
250 60 1 GE 1472
Battery................
250 35 2 GE 1467
Auxiliary-generator.......
250 4 2 GE 1455
Auxiliary-generator-field...
Fig. 20. Interior of rear control compartment, looking towards rear of locomotive Circuit Breakers
125 15 2 1GB115
Control and auxiliary. . . .
1. Control resistors, BR21, EFR21, and 8. Traction-motor cutout switch. No. 3.
EGR C03
2. Auxiliary-generator contactor. A21 9. Traction-motor cutout switch. No. 4. Generators and Motors
3. Exciter field contactor, EFRI C04
4. Reverse-current relay. RC21 10. Voltage-regulating relay, X21 for 1. Traction Motors.
5. 35-ampere fuse in auxiliary-generator contactors. No. 2 The traction motors are direct-current, commutating-pole motors,
6. 4-ampere fuse in auxiliary-generator 11. Motor line contactor, P3 and P4
field circuit 12. Field-shunting relay, F5
direct-connected to double-reduction gear units.
7. Exciter field cutout switch, No. R 13. Field-shunting drop-out relay. CR The double-reduction gear unit contains both high- and lowspeed
14. Engine-starting contactor, GS21 reduction gears. The gear box and gear cover, when bolted together, form an

48 49
 380-HP DIESEL-ELECTRIC LOCOMOTIVE

ELECTRIC SYSTEM

3. Auxiliary-generator Exciter Set.

The auxiliary-generator exciter set (Fig. 23) is essentially two separate

electric machines, meohanically built into the same frame, with both armatures
mounted on the one shaft. The unit is belt-driven from a pulley mounted on the
generator shaft extension.
The auxiliary generator cfiarges the battery and supplies power for the
control and light circuits. The exciter is designed and adjusted to furnish
excitation for its traction generator.

Fig. 21. Truck with traction motors

1. Traction-motor air-duct connection 6. Side bearing

2. Traction-motor gear unit 7. Snubber springs
3. Center plate 8. Equalizer bar
4. Air-brake cylinder 9. Journal box
5. Traction motor

oil-tight assembly to hold the oil which is used for both gear and bearing
lubrication. The gear teeth are lubricated by dip and splash in the oil bath. Both
the antifriction bearings and axle sleeve bearings are lubricated by splash from
the gear train. It is essential that the proper oil level be maintained in the gear
box at all times.

2. Traction Generator.

The traction generator (Fig. 22) is a direct-current, commutating-pole

generator with a series field for starting. Its armature is connected to the diesel
engine by means of a flexible coupling. It has a single exciting-field winding,
separately excited from a splitpole exciter, which gives correctly proportioned
excitation at various loads, thereby matching the engine output at all throttle
Fig. 22. Direct-current traction generator
positions
51
50
 380-HP DIESEL-ELECTRIC LOCOMOTIVE ELECTRIC SYSTEM

(c) Check commutators for roughness, burned or pitted segments, and

eccentricity.
(d) Check brushes for wear and stickiness in brush holders, and pigtails of
brushes for short circuits and grounds.
(e) Lubricate as outlined in Lubrication Recommendations, Section 7.

5. Troubles.
Trouble is usually detected by the presence of excessive heat or odor
of burning insulation caused by:

(a) Overloads.
(b) Short-circuited armature or field coils.
(c) Grounded armature or field coils.
(d) Bad commutation, indicated by brush sparking.
(e) Loose connections. .
Fig. 23. Direct-current auxiliary-generator-exciter set (f) Incorrect connections.

1. Pulley-end bearing grease cup 10. ES lead -exciter shunt-field terminal Any of the above indicate trouble or future trouble, and should be
2. Pinion retaining nut and washer 11. Brush-holder support reported to the maintenance crew at once. See Suggested Daily Report Sheet
3. Shaft extension with key 12 Brush-holder stud for use of engineman; page 93.
4. I.SS lead--auxiliary-generator field 13. Brush holder
terminal 14. Exciter-end bearing grease cup
Storage Battery
5. I.S lead--auxiliary-generator field 15. Exciter-end bearing cap
terminal 16. Exciter differential-field connecting
8. LAA lead-auxiliary-generator armature strips The storage battery is of the lead-acid type, and consists of 32 cells
terminal 17. EF lead-exciter differential-field connected in series.
7. LA lead--auxiliary-generator armature terminal The charging rate furnished by the auxiliary generators must be
terminal 18. EFF lead-exciter differential-field sufficient to take care of cranking the engines and stand-by lighting.
8. EAA lead- -exciter armature terminal terminal Otherwise, the battery will soon become discharged and will not be able to
9. EA lead--exciter armature terminal 19. Ventilating fan start the engine. Conversely, if the charging rate is too great, the battery will
overheat, the water in the electrolyte will gas off, and the plates will become
4. Inspection. warped.
The engineman should be familiar with the appearance of all The level of the electrolyte should never be allowed to fall below the
equipment, so that he can detect and report symptoms of failure. top of the plates. Neither should it be carried so high that it overflows through
the vent. If either of these conditions are observed, they should be reported to
(a) Keep equipment clean at all times. the maintenance crew.
(b) Check for loose electric connections.
53
52
 380-HP DIESEL-ELECTRIC LOCOMOTIVE ELECTRIC SYSTEM

A battery indicator on the instrument panel shows the charging

conditions. These are as follows:
a. When the pointer is in the first long red band, the battery is in poor
condition or being discharged.
b. When the battery is neither receiving charge nor being discharged, the
pointer should be in the white band.

c. When the pointer is in the green band, the battery is receiving a normal
charge. The pointer may be in the white band below the green band just after
starting the engines.

d. When the pointer is in the small red band beyond the green band, the
battery is being overcharged. Indications in either ol the red bands for any
length of time should be reported to the maintenance crew.
Control System
Fig. 24A Auxiliary-apparatus compartment, “B” side Fundamental schematic circuit diagrams are used to show how each
function of the control system is actuated. On these scherriatic diagrams, each
circuit can be traced by following the explanation and remembering that only
the parts of a control device necessary for the particular function of the circuit
are included. Also, normally closed contacts are assumed to remain closed
when the operating coil is not shown.

All switches and the controller are shown in the Open, or Off, position,
and the reverser is shown in the Forward position. All contactors, interlocks,
and relay contacts are shown in the deenergized position with all operating
coils de-energized.
Fig. 24B. Storage-battery compartment, "B" side
Symbols on the diagrams denoting control devices with current-
1. Air-compressor pulley 10. Reverser cylinder carrying contacts are underlined. For example, the auxiliarygenerator
2. Intercooler for air compressor 11. Air filter for air-compressor intake contactor, A1, is underlined, but the same symbol, A1, referring to the
3. Air-compreasor cylinder head 12. Air-compressor crankcase
auxiliary generator is not underlined.
4. Field-shunting contactor. M2 13. Bayonet gage
5. Field-shunting contactor. M4 14. Compressor-intercooler safety valve
8. Field-shunting contactor, MI 15. Adjustable subbase for air compressor Symbol markings on the schematic connection diagrams may be
7. Field-shunting contactor. M3 16. Storage battery identified by referring to pages 45, 47, and 49.
8. Field-shunting resistor, FSR
9. Reverser magnet valves The diagrams themselves follow on pages 56 to 67.

54 55
 380-HP DIESEL-ELECTRIC LOCOMOTIVE

Fig. 25. Cranking circuits, Schematic No 1

Engine-cranking Circuits Possible Causes of Trouble

The battery furnishes power for operating the main generator as a motor, thus If contactors GS1 (GS21) do not close, check for:
cranking the engine.
The battery is connected to the main generator when the following sequence 1. Open-circuited or grounded contactor coil.
is completed. 2. Loose connection in the control or power circuits.
3. Poor contact in engine-start button.
1. Battery switch DS is closed manually. 4. Poor contact in normally closed interlock on EFI (EF21 ).
2. Control breaker is closed manually. 5. Tripped control breaker.
3. Control switch is closed manually. 6. Poor connection and contact in control switch.
4. Exciter field contactors EFI (EF21) remain open.
5. Engine-start switches are closed manually. If contactors GS1 (GS21) close but engine does not turn over, check for:
6. Contacts of starting contactors GS1 (GS21) close and connect the battery to the
main generators G1 (G2). 1. Poor contacts GS1 (GS21).
7. Generator armature and starting field are energized, and engine cranking 2. Open-circuited or grounded generator armature.
commences. 3. Poor ground connection on battery, generator, or both.
4. Run-down battery.

56 - 57
 380-HP DIESEL-ELECTRIC LOCOMOTIVE ELECTRIC SYSTEM

Battery-charging Circuits 9. Voltage regulator xl (X21) maintains constant voltage output of auxiliary
The battery is charged by receiving power from the armature of auxiliary generator A1 (A2) throughout its speed range. This is accomplished by the
generator A1 (A2). The battery is connected to the auxiliary generator after the opening and closing of the contacts which connect various external-resistor
following sequence has been completed arrangements in the auxiliary-generator field. The relay shunt coil is connected
across the auxiliarygenerator armature through resistor R4, and controls the
1. Battery switch DS is closed manually. contact operation. The compensating coil and resistor R6 aid in maintaining a
2. Control breaker is closed manually. steady voltage condition. When both auxiliary generators are charging the
3. Control switch is closed manually. battery, the two regulator bias coils are connected in series by means of
4. Engine-start switches are open. interlocks on contactors A1 and A21. If one generator delivers more than its
5. Engine-starting contactor GSI (GS21) remains open. share of charging current, the bias coils tend to balance the current between the
6. Relay RCI (RC21) closes. generators by slightly increasing the voltage of one generator and decreasing
7. When contacts of RCI (RC21) close, the auxiliary-generator contactors A1 the voltage of the other generator.
(A21) close, connecting the auxiliary generators to the battery.
8. Battery is on charge. The polarity of the shunt and differential coils of the Possible Causes of Trouble
relay RCI (RC21) are so arranged that when the auxiliary-generator voltage is
less than the battery voltage (a condition which wbuld cause the auxiliary To check the battery-charging operation with both engines shut down,
generator to run as a motor from the batterv), the contacts of the relay are close battery switch DS. The battery voltmeter should read approximately 60
sealed in the open position. When the auxiliary-generator voltage is greater to 67 volts. If there is no voltage, inspect for a blown 60-amp battery fuse or
than the battery voltage (a condition satisfactory for battery charging), the poor connection in the battery or voltmeter circuits.
relay closes. The series coil of this relay aids in keeping the relay closed when With one or both auxiliary generators running, battery charging should
current flow is from the auxiliary generator to the battery, and opens the relay take place. This is indicated by an increase in voltage reading to approximately
when sufficient current flows from the battery to the auxiliary generator, thus 70 to 74 volts, depending upon the condition of the battery.
affording reverse-current protection. Check charging of each auxiliary generator separately with the other
generator shut down. If either auxiliary generator fails to charge, or if the
voltage is not constant as indicated by fluctuations of the battery voltmeter,
check for:
1. Blown 35-amp auxiliary-generator fuse, 4-amp voltage-regulator fuse,
or tripped control circuit breaker.
2. Loose or open connections.
3. Poor contacts in control switches, interlocks, contactors, reverse-current
relays, or regulator. Clean contacts with a cloth (do not use abrasive paper or a
file).
4. Open-circuited or grounded wires or coils.
5. With battery switch open, operate contactor, relays, and regulators by
hand for free action. 6. If RC1 (RC21) do not close, check voltage of auxiliary
generator, since it has to be greater than battery voltage before the relay will
operate. This trouble may be because of an internal failure of the auxiliary
generator or voltage regulator XI (X21).
Fig. 26. Battery-charging circuits, Schematic No. 2
59
58
Fig. 27 Motor and control Schematic No. 3
60
 380-HP DIESEL-ELECTRIC LOCOMOTIVE Possible Causes of Trouble

Motor and Control Circuits If contactors P1, P2, P3, and P4 do not close:

Contactors P1, P2, P3, and P4 when closed, connect the traction 1. Check battery voltmeter to see that there is control voltage available.
generator G1 to motors No. 1 and No. 2, and tractor generator G2 to motors
No. 3 and No. 4.. 2. Check control breaker to see if it is tripped.

The contactors P1, P2, P3, and P4 close when the following sequence is 3. Check for loose, open, short-circuited, or grounded wires and
completed. connections.

1. Battery switch DS is closed manually. 4. Check contacts of control and cutout switches.

2. Control breaker is closed manually. 5. Check contacts on controller, reverser, all interlocks, and TC switch.

3. Control switch is closed manually. Auxiliary generators are charging 6. See that the reverser has thrown to the correct position.
the battery. (In emergency, if the auxiliary generators are inoperative, the
battery alone can supply voltage for the control circuits.) If contactors P1, P2, P3, and P4 close, but motors do not turn over, check for:

4. Controller is in either the Forward or Reverse position. Reverser is in 1. Proper contact of reverser main contacts.
the position correspond- ing to the position of the controller.
2. Poor motor-circuit connections.
5. Throttle is on the first position or beyond.
3. Internal trouble in traction generators and traction motors.
6. Contact A is closed on the throttle switch T C. 7. Motor cutout
switches C01, C02, C03, and C04 are closed manually.

8. Then contactors will close, connecting m_ otors to generator.

61
Fig. 28. Motor field-shunting circuits, Schematic No. 4

60
 Motor Field-shunting Circuits 2. Field-shunting contactors close in the following sequence, M3, M4,
M1, and M2, causing field shunting on motors No. 3, 4, 1, and 2, respectively.
Full utilization of the available diesel-engine output and more power
for traction at higher locomotive speeds is obtained by weakening the motor 3. The shunt coil of relay CR is de-energized, but the armature of CR is
field. This is accomplished by paralleling the motor field with a resistor, and is held closed by its own series coil.
called motor field shunting. The result is somewhat similar to overdrive in an
automobile. When maximum permissible locomotive speed is reached:

Field-shunting operation takes place as follows: 1. Relay CR opens, because of the decrease in current through its series
coil.
When throttle is advanced beyond the idling position:
2. Contactors M1, M2, M3, and M4 open, removing motor field-shunting
1. Contact A on TC closes, thus closing contactors P1, P2, P3, and P4 as connections.
described under Motor and Control Circuits.
3. To re-establish field-shunting connections, the speed of the locomotive
2. Contact B on TC, which is closed in the idling position, remains must be reduced and the throttle shut off far enough to close contact B on
closed when contact A first closes. switch TC. Field shunting can then be re-established by the sequence described
above.
3. The armatures of relays CR and FS close. This opens one contact on
CR and closes the other. This also opens the contacts of FS. If, with the field-shunting contactors closed, the locomotive load increases so
that the tractionmotor current increases beyond a certain value:
4. Relay CR remains closed through its own closed contact.
1. The armature of relay FS closes by the current in the series coils, thus
5. The currents in the motor circuits aid in keeping the armatures of opening the relay contact.
relays CR and FS closed through their series coils. (See Schematic No. 3.)
2. Contactors M1, M2, M3, and M4 drop out, removing motor field-
When throttle is further advanced: shunting connections.

1. Contact B on TC opens, thus de-energizing the shunt coils of FS relay. Possible Causes of Trouble

2. The armature of relay FS remains closed through its series coil. If field shunting is not obtained as above, check for:

As the locomotive speed increases, and the tractionmotor current decreases: 1. Loose, open, short-circuited, or grounded wires and connections.

1. Relay FS drops out, because of decrease of current in the series coils, 2. Poor contacts on TC switch, cutout switches, relays, and interlocks.
thus closing its contact.
3. With battery switch open, check contactors and relays by hand for free
action.

61
Fig. 29. Generator field circuits, Schematic No. 5

64
 Possible Causes of Trouble
Generator Field Circuits
Any trouble in the generator field circuit will usually result in a loss of power
Field GF1 (GF2) of traction generator G1 (G2) is excited by the armature of delivered by the generator. This will be indicated by a low reading on one load
exciter El (E2). Field EF1 (EF2) of exciter E1 (E2) is excited from its own indicator as compared with that on the other. If the difference in load readings
armature through a resistor, and from the armature of auxiliary generator A1 is relatively small, it is probably due to a difference in engine or generator
(A2) through contactor AI (A21), contactor EF1 (EF21), and a resistor. adjustment, and it will probably be difficult or impossible to determine the
cause while the locomotive is in service.
The excitation circuit for exciter field EFI (EF2) is complete when the
following sequence has taken place. If there is a considerable difference in loadindicator readings, accompanied by
a noticeable loss of locomotive power, make the following checks:
1. Exciter-field cutout switches are closed manually.
1. See if the engine speeds are approximately the same, as the throttle is
2. Starting contactor GS1 (GS21) is open. (See Schematic No. 1.) opened step by step.

3. Auxiliary-generator contactor A1 (A21) is closed as described under 2. See that motor contactors P1, P2, P3, and P4 are closed.
Battery-charging Circuits. (See Schematic No. 2.)
3. See that the reverser fingers are making good contact.
4. Motor line contactors PI, P2, P3, and P4 are closed as described under
Motor and Control Circuits. 4. See that contactor EFI (EF21) is closed. If not, check for loose
connections or grounds in the contactor control circuit. (Schematic No. 5.)
5. Contactor EFI (EF21) is closed.
5. Check exciter field circuit, including contactors A1 (A21), EFI
(EF21), resistor EFRI (EFR21), etc., for loose connections, open circuits, or
grounds.

6. Check for loose connections or grounds in the armatures and fields of

the exciter E1 (E2) and generator GI (G2).
 Fig. 30. Light and accessory circuits, Schematic No. 6

Light and Accessory Circuits Possible Causes of Trouble

The various lighting and auxiliary circuits are connected across the control If lights or auxiliary equipment fail, inspect for:
voltage supply as shown.
Control switches are provided in all the light and accessory circuits. These 1. Tripped circuit breaker.
circuits are protected by circuit breakers. 2. Loose, open-circuited, or grounded connections.
3. Poor contact of the circuit switch.
Cab Light Classification and Marker Lights 4. Defective individual lamp or motor.
Front Headlight Heater Fan Motor
Rear Headlight Temperature and Pressure Indicators

66
 Fig. 31. Contactor-sequence table

The 0 indicates that the device is closed. This chart should be used in Contactors GS1, GS21 are checked by operation of engine push
conjunction with the preceding schematic diagrams showing which devices are buttons, Before doing this, insert a thin piece of insulating material between
closed under the various operating conditions. the contacts on both contactors.

Contactors P1, P2, P3, P4, EF1, and EF21 will close and open by The sequence of the remaining contactors and relays is dependent
operating the throttle with the diesel engine shut down and the battery switch upon current flow in their series coils and generated voltages. Hence, it is
closed. necessary to operate the locomotive to test them.

67
 AIR-BRAKE SYSTEM
Section 5
a. Charge the entire air system on the locomotive and train.
b. Apply the brakes and hold them applied.
Air-broke System c. Release the brakes on the locomotive and train.
d. Hold the locomotive brakes applied while releasing the train brakes and
(See Fig. 32) recharging the entire system.

Description By proper movements of the independent-brake-valve handle, which is the

upper one, the engineman is able to a. Operate the locomotive brakes independently of
the train brakes at any time.
The No. 14 EL brake equipment provides braking which may be
applied or released independently of, or in conjunction with, the train brakes. 11. A distributing valve-automatically:
a. Controls the flow of air from the main reservoirs to the locomotive brake
cylinders when the brakes are applied.
It consists of the following parts:
b. Controls the flow of air from the brake cylinders to the atmosphere when the brakes
1. Two belt-driven air compressors-supply the air. are released.
2. One air-compressor governor, or unloader-automatically controls the c. Maintains locomotive brake-cylinder pressure against leakage, keeping the
operation of the compressor between minimum and maximum pressures. pressure constant when holding with brakes applied.
3. A safety valve-protects against excessive main-reservoir pressure, in
12: Two brake cylinders on each truck, with pistons and rods so connected by
case the governor or unloader fails to control the air-compressor pressure. brake levers to the brake shoes that, when the pistons are forced outward by air
4. Two main reservoirs-receive the compressed air from the compressors, pressure, this force is transmitted through the rods and levers to the brake shoes and
where the air is cooled to atmospheric temperature and stored for use in applies them to the wheels.
charging the brake system.
5. An equalizing reservoir--adds volume to the space above the 13. Centrifugal dirt collectors-for protection of the distributing, . feed, and
equalizing piston in the brake valve, so that reductions in brakepipe pressure reducing valves. The function of the dirt collector is to prevent pipe scale, cinders, or
may be properly made during service applications of brakes. foreign material of any kind from reaching these valves.
6. A feed valve-automatically maintains a predetermined normal pressure
in the brake system. 14. A combined strainer and check valve-together with a cutout cock, enables the
brakes on a locomotive being towed dead in a train to be operated like those of any car
7. A reducing valve-reduces main-reservoir air pressure for independent-
on the train. This is called the dead-engine fixture.
brake operation.
8. A duplex air gage-indicates equalizing-reservoir and mainreservoir 15. Main-reservoir pipe-has branches leading to:
pressures. a. Distributing valve.
9. A duplex air gage-indicates the brake-pipe and brakecylinder b. Feed valve.
pressures. c. Reducing valve.
d. One duplex air gage.
10. Two brake valves consist of an automatic and an independent control. The e. Brake valve.
automatic portion controls the operation of the locomotive and train brakes. f.
This handle is the lower one on the brake valve. By proper movements of the 16. Brake pipe-has branches leading to:
a. Brake valve, and then throughout the length of the locomotive and train.
automatic-brakevalve handle, the engineman is able to:
b. Distributing valve.
c. Operating valve on each car of the train.
68 d. One duplex air gage.

69
Fig. 32 Schematic daigram of air piping
 AIR-BRAKE SYSTEM
71
17. Various cutout cocks hose, couplings, etc.-the location and uses of
which can be readily seen by referring to piping diagram, Fig. 32.
Automatic-brake-valve Positions
(Refer to Fig. 33) (Lower Handle)
1. Release Position. It provides a large and direct passage from the main
reservoir to the brake pipe, to permit a rapid flow of air into the brake pipe.
This accomplishes the following

Fig. 33. Engineman's brake valve

 380-HP DIESEL-ELECTRIC LOCOMOTIVE AIR-BRAKE SYSTEM

a. Charges the train-brake system, locomotive brakes are released if Plug B is removed.
b. Causes a quick release of the train brakes, but does not release locomotive
brakes, if they are applied. 5. Release Position. This position, which is used for releasing the
If the handle were allowed to remain in this position, the brake system train brakes after an application, without releasing the locomotive brakes, has
would be charged to main-reservoir pressure. To avoid this, the handle must be already been described under,Charging and Release.
moved to Running or Holding position,.A small port discharges feed-valve- Main-reservoir air is admitted to the brake pipe, raising the pressure in
pipe air to the atmosphere in release position with sufficient noise to attract the latter, thereby causing the car operating valves and equalizing portion of
attention to the handle position. the distributing valve to go to release position, which releases the train brakes
and recharges the auxiliary reservoirs and the pressure chamber in the
2. Running Position. The handle is in this position: distributing valve. When the brake-pipe pressure has been increased suffi-
a. When the brake pipes are charged and ready for use; ciently to cause this, the handle of the brake valve should be moved to either
b. When the brakes are not being operated (released) ; the Running or the Holding position; the former when it is desired to release
c, To release the locomotive brakes. the locomotive brakes, and the latter when they are to be still held applied.
6. Holding Position. This position is so named because the locomotive brakes
In this position, a large direct passage is opened from the feedvalve are held applied while the train brakes are being released and their auxiliary
pipe to the brake pipe, so that the latter will charge up as rapidly as the feed reservoirs recharged to feedvalve pressure. In case the use of this position is
valve can supply the air, but cannot attain a pressure above that for which the not desired, the removal of a plug in the rotary-valve seat causes the brake
feed valve is adjusted. The equalizing reservoir charges uniformly with the valve to function the same in Holding as in Running position. This plug is
brake pipe, keeping the pressure on the two sides of the equalizing piston designated as Plug A, and is located in the passage between port u and
equal. The distributing-valve release pipe is connected with the atmosphere. distributing-valve release pipe; see Fig. 33.

3. Service Position. This position gives a gradual reduction of 7. Emergency Position. This position is used when the quickest and
brake-pipe pressure to cause a service application. The gradual reduction is to heaviest application of the brakes is required. A large and direct
prevent quick action. The brake-pipe discharge is also gradually stopped to communication is made between the brake pipe and atmosphere. This direct
prevent the pressure at the head end of the brake pipe being built up by the air passage permits a sudden and heavy discharge of brake-pipe air, causing the
flowing from the rear which might cause some of the head brakes to "kick off." triple valves and distributing valve to move to Emergency position which gives
maximum braking force in the shortest possible time. In this position also,
4. Lap Position. This position is used while holding the brakes applied locomotive brake-cylinder pressure is maintained against leakage.
after a service application, until it is desired either to make a further brake-pipe
reduction or to release them. All ports are closed. The removal of a plug in the Independent-brake-valve Positions
rotary-valve seat permits release of the locomotive brakes, in case_ it is desired (Refer to Fig. 33) (Upper Handle)
to hold train brakes only in this position. This plug is designated as Plug'B,
Fig. 33, in port d which connects the distributing-valve release pipe to 1. Release Position. This position is used to release the locomotive
atmosphere. With the equalizing slide valve of the distributing valve in Lap, brakes when the automatic-brake-valve handle is not in Running position. It
the brake on the locomotive is held applied with the train. When the brake- also may be used to release locomotive brakes after an independent application
valve handle is moved to Release or Running and returned to Lap with at a faster rate than obtainable in Running position. The independent portion of
graduated-release equipment, the train brakes remain applied, but the the

72 73
 380-HP DIESEL-ELECTRIC LOCOMOTIVE AIR-BRAKE SYSTEM

brake valve is provided with a return spring which automatically moves the the locomotive brakes can be operated in the usual manner with the
handle from Release to Running position as soon as the engineman releases his independent-brake valve.
hold on it, the purpose being to prevent the handle from being left in Release Main-reservoir Branch Pipes: If the branch pipe from the mainreservoir pipe
position, and thereby making it impossible to operate the locomotive brakes to the distributing valve breaks between the mainreservoir pipe and the cutout
with the automatic-brake-valve handle. As a warning to the engineman in case cock, plug the main-reservoir side of the break and close the branch-pipe
of a broken return spring, air from the reducing valve is allowed to escape to cutout cock. The locomotive brakes are then inoperative. The train brakes can
the atmosphere with the Release position. be operated in the usual manner.
If the branch pipe leading to the feed valve and reducing valve breaks,
2. Running Position. In this position, communication is established both sides must be plugged. This cuts out the independentbrake valve, and the
through the distributing-valve-release pipe, between the application cylinder of use of Running (for releasing and recharging the train brakes) and Holding
the distributing valve and a port in the automatic portion of the brake valve, so positions of the automatic-brake valve. As there would be no pressure on top
that the distributing valve can be released by the latter. If the handle of the of the independent rotary valve 'to hold the valve to its seat, it would be
automatic portion is in Running position and the locomotive brakes are being impossible to attain automatic application of the locomotive brakes. To remedy
operated, they can be released by simply returning the independent-brake- this, move the independent-brake-valve handle to Slowapplication position
valve handle to Running position. before applying the brakes, and leave it there until it is desired to again release
the locomotive brakes. When the automatic brakes are released, return the
3. Lap Position. This position is used to hold the independent brake
independentbrake-valve handle to Running position. The train brakes are
applied after the desired cylinder pressure is obtained, at which time all
released and recharged with the automotive-brake-valve handle in Release
communication between operating ports is closed.
position. The locomotive brakes can be released by moving the handle of the
4. Slow-application Position. Locomotive brakes are applied slowly in automatic-brake valve to Running position, or by Release position of the
this position. independent-brake valve.
5. Quick-application Position. This position gives a quick application of If the break occurs between the reducing valve and the branch pipe
locomotive brakes. The same spring that automatically returns the handle from leading to the feed valve, plug both sides of the pipe. This cuts out the
Release to Running position also returns it from Quick-application to Slow- independent-brake valve, but does not interfere with the handling of the
application position when the engineman releases his hold on it. The action of locomotive and train brakes with the automatic-brake valve, except that the
the spring between these two latter positions serves to make the Quick- independent-brake valve must be manipulated as described in the preceding
application position more prominent, so that, in rapid movement of the handle, paragraph.
the engineman is less likely to pass over unintentionally to Quick-application When the pipe is broken beyond the feed valve or reducing valve, it is not
position, thereby obtaining a heavy application of the locomotive brakes when necessary to plug the pipe leading from these valves, since the same result can
only a light one is desired. be accomplished by turning the adjusting nut sufficiently to loosen the
regulating spring and cause the blow of main-reservoir air to cease.
Troubles and Remedies Another remedy in case the pipe is broken beyond the reducing valve
Broken Pipes is to slack off the reducing-valve adjusting nut, as just described, plug the
Main-reservoir Pipes: If the main-reservoir pipe breaks between the broken pipe toward the independent-brake valve, and plug the exhaust port in
reservoir and the branch to the distributing valve in such a way that it cannot the bottom of this brake valve. The independent-brake-valve handle should
be repaired, the locomotive brake cannot be applied by either brake valve. If then be kept in Running position. The locomotive brakes can then be operated
the break is between the brake valve and the branch pipe leading to the by the automatic brake valve.
distributing valve, both sides of the main-reservoir pipe should be plugged, and Brake Pipe: In case of a broken brake-pipe branch to the distributing valve,

74 75
 380-HP DIESEL-ELECTRIC LOCOMOTIVE AIR-BRAKE SYSTEM

plug the end leading from the brake pipe. The train brakes may then be controlled by the automatic brake valve until repairs can be made.
operated in the usual manner, but the locomotive brakes cannot be operated by Equalizing-reservoir Pipe: In case of breakage of the equalizing reservoir pipe,
the automatic brake valve. The locomotive brake can be operated by the plug this pipe at the brake-valve union, and also plug the brake-pipe service
independent brake valve in the ordinary way, except that Release position must exhaust. Then, to apply the brakes, move the handle of the automatic-brake
always be used to release it. 'valve gradually toward Emergency position, making the desired brake-pipe
If the break is ahead of the branch pipe to the distributing valve, the service reduction gradual and direct, then return the handle gradually to Lap
distributing-valve side of the break may be plugged without affecting brake position.
operation. Brake-shoe Adjustment
If the break occurs between the branch pipe to the distributing valve
and the branch to the automatic-brake valve, plug the pipe as above. It will be As brake shoes wear, the brake-cylinder piston travel, when brakes are applied,
impossible to apply and release the brakes by the automatic-brake valve, but will increase. Piston travel should not be permitted to exceed 5 1/4 in. To
they may be applied and released by the independent-brake valve. adjust brake rigging to compensate for shoe wear, proceed as follows. Refer to
Fig. 34.
Brake-cylinder Pipe: A broken brake-cylinder pipe permits escape of main- 1. Loosen lock nuts.
reservoir air when the brake is applied, and may cause the release of one or 2. Turn compression rod in clevises until shoes clear tread of wheel by
more of the locomotive brake cylinders, depending upon where the break 1/4 in. Compression rod has right- and left-hand threads; hence' it operates like
occurs. If the break occurs next to the distributing-valve reservoir, close the a turnbuckle.
cutout cock in the main-reservoir supply pipe to the distributing valve. 3. Tighten lock nuts.
Application-cylinder Pipe: If the application-cylinder pipe breaks, plug the 4. Apply brakes. Cylinder travel should be 2 1/2 in.
pipe on the distributing-valve side of the break. If the breaks occurs between 5. Release brakes. See,that shoes clear wheel tread.
the distributing valve and the tee to the independent- and automatic-brake
valves, the locomotive brakes cannot be applied with the independent-brake
valve, and the emergency maintaining feature is lost; the locomotive brakes
can, however, be applied as usual by the automatic-brake valve, and released
by that valve in Running position. If the break is between the automatic valve
and the tee, the independent brake can be applied and,released in the usual
way, but the emergency maintaining feature is lost. If the break occurs
between the tee and the independent-brake valve, the locomotive brakes cannot
be applied by the independent-brake valve, but the emergency maintaining
feature is retained.
Distributing-valve Release Pipe: If the release pipe breaks, the holding feature
is lost, and it is also impossible to keep the locomotive brakes fully applied
with the independent-brake valve, unless the opening from the distributing-
valve side of the break is closed. This should not be done, except possibly in
switching service, where the independent-brake valve is mostly used, and it is
then necessary to use the Release position of the independent-brake valve at all
times when it is desired to release the locomotive brakes. On road locomotives,
the distributing valve side of the break should be lef t open, and the brakes Fig. 34. Schematic diagram of brake rigging

76 77
 Section 6 Section 7

Accessories Fuel and Lubrication Recommendations

(For more detailed information on lubrication, see the Maintenance Instructions)
Cab Heater
Diesel-engine Fuel
The cab heater (Fig. 5A) is of the hot-water-radiator type, connected to
the diesel-engine water system. The heat is blown into the cab by means of an While the diesel engine will operate on almost any petroleum fuel for
electric fan which is connected to the control circuit by means of a manually some time, continued satisfactory and economical operation will result only
operated switch and circuit breaker. when good grades of clean distillates are used.
l. Buy clean fuel.
Sanding Equipment In the United States of America and Canada, usually commercial No. 3
domestic-burner fuel provides satisfactory, as well as the most economical,
The sanding equipment consists of operation. "Diesel Fuels" at premium prices are seldom required for
1. Sand boxes which serve as storage receptacles for the sand supply. locomotive-type engines. However, in some export territories, the wide
2. Sand traps to which the sand flows by gravity from the sand boxes. variation in quality of fuels available will not permit making simple
3. Air piping and an air valve in the engineman's control station, for recommendations, as is the case in the United States of America and Canada.
controlling the compressed air which carries the sand from the trap to the rails. For this reason, we suggest the diesel-engine manufacturer be consulted for
recommendations concerning satisfactory diesel fuels.
Horn In sub-zero (-18 C) weather, where warm storage is not provided for
the machine, distillates with unusually low pour points may be required. The
The horn (Fig. 1) is of the vibrating-diaphragm type, controlled by an fuel must be sufficiently fluid to be drawn from the main tank to the engine
air valve in the engineman's control station. transfer pump at the lowest temperature at which the engine must start and
operate. The diesel-engine manufacturer is familiar with this requirement, and
Bell should be consulted regarding the proper fuel to use when cold temperatures
are encountered.
The bell is stationary, with a movable clapper actuated by an air-operated The most important qualification of diesel fuel is cleanliness. To keep
ringer which is controlled by a valve in the engineman's control station, the fuel-injection equipment in its most efficient condition, it is necessary to
keep all dirt, dust, water, and sediment out of the fuel.
Windshield Wipers Too much emphasis cannot be placed on the importance of using only
clean diesel fuel. In selecting a fuel, it should be pointed out that distillates are
These are installed on the windows in front and in back of the especially desirable because, in refining, they are heated to a vaporous state
engineman, and are controlled by a valve located in the engineman's and condensed in another container, leaving all sediment and residue behind in
compartment. The windshield wipers are operated by compressed air, and the still.
should be checked frequently for air leaks in the wiper itself or in the 2. Keep the fuel clean.
connections. It is important to buy clean fuel, and to keep it clean. The
best fuel can be rendered unsatisfactory by inadequate storage facilities or

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE FUEL AND LUBRICATION RECOMMENDATIONS

careless handling. The clearance between the fuelinjection-pump plunger and These oils are available in various viscosity grades. It is important to
the barrel is very small, actually less than 0.0001 in. (0.00254 mm), which use the correct viscosity grade, taking into account the current outdoor
makes it evident that the invisible particles of dirt which might pass through temperature and the probable temperature range which is likely to be
the filters can damage these finely finished parts. encountered before the next oil change.
Effort should be constantly exerted to prevent contamination of the
fuel. An important step is to reduce the number of times the fuel must be Recommended Oil-viscosity Grades
handled. When the fuel can be delivered by the distributor to storage tanks, and Use SAE No. 20* At temperatures above freezing.
then pumped from the storage tank to the engine tank, handling is minimized. Use SAE No. 10 In weather below freezing. This grade is
Since natural settling is an effective method of cleaning diesel fuel, the particularly needed for easy cranking and
fuel should be allowed to stand at least 24 hours in the storage tank after it has good oil circulation in cold weather.
been filled, before fuel is transferred to the engine tank. Be sure to drain all *SAE No. 30 may be used satisfactorily in very hot weather.
water and sediment that has settled to the bottom of the tank before the tank is
refilled. Occasionally, drain all of the fuel and clean the tank thoroughly. Lubrication Diagram
The use of cans, funnels, and drums should be discouraged, since it is Detailed instructions regarding lubrication are given in the following
practically impossible to keep such equipment absolutely clean. If drums must lubrication schedule. Careful attention to these instructions and proper
be used, they should be allowed to stand for at least 24 hours before drawing selection of lubricants will add much to locomotive performance, reliability,
off fuel. The drum should stand on end, and the inlet for the pump be kept and economy.
several inches above the bottom, to prevent stirring up the sediment that settles It is important to use the correct lubricant in the correct amount. for
to the bottom. each point. Too much is as bad as too little. Oil or grease on insulating material
Whatever method is used, see that only clean fuel enters the engine gathers dust and dirt, causing the insulation to break down electrically. When
tank. lubricating apparatus, keep lubricant from insulated parts. Remove
Fill the engine tank at the end of the day, because the incoming fuel immediately with a clean, lintless rag any lubricant that accidently gets on such
will drive out the moisture-laden air and prevent condensation. Every 120 parts.
hours before starting the engine, open the drain for the fuel tank and drain any When preparing to refill with fresh oil, every compartment should be
sediment or water which may have accumulated. drained while warm, preferably after the engine has run for some time. Most of
the sediment will then be in suspension and, therefore, will drain readily.
Diesel-engine Crankcase Lubricating Oil
Recommended Lubrication Schedule (See Fig. 35)
Lubricating oils, known as Superior All-purpose Lubricants for Daily Lubrication Schedule
Caterpillar Engines, have been developed during the past few years. These oils The following numbers refer to lubrication points on Fig. 35. 1. Check
have such characteristics that they provide superior lubrication for Caterpillar oil level of diesel-engine crankcase with bayonet gage, and add oil, if
diesel engines. Your nearest Caterpillar distributor can give you brand names necessary, to bring level to Full mark on gage with engine running and oil
of these oils that are available in your territory. We recommend the use of warm. See Fig. 36A to 36E.
these oils in the crankcase lubricating system of Caterpillar engines.

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380-HP DIESEL-ELECTRIC LOCOMOTIVE

Fig. 35 – Lubrication diagram

 FUEL AND LUBRICATION RECOMMENDATIONS 2. Check oil level of fuel-injection-pump housing with bayonet gage.
Add oil, if necessary, to bring level to f full mark on gage. See Fig. 37.
Recommended lubricant-Superior All-purpose Oil. Recommended lubricant-straight mineral oil.
After the first 30 hours' operation of a new diesel engine, drain and
refill the crankcase with one of the Superior All-purpose Lubricants for 3. Check oil level in hour-meter gear housing by removing plug on
Caterpillar Diesel Engines. It is not essential to change the absorbent oil-filter housing.
elements at this time, unless the engine is operating in very dusty conditions.
Recommended lubricant-straight mineral oil.
4. Wash and refill oil pan on bottom of diesel-engine air cleaners.
Recommended lubricant-straight mineral oil. 4. Wash screens of diesel-engine air cleaners. See Fig. 39.

8. Check oil level of air compressor with bayonet gage, add oil, if 14. Check oil level of traction-motor gear case. Maintain the oil level 1/4
necessary, at filler pipe to maintain level between high and low marks on gage. in. from the bottom of the top filling plug.
Recommended lubricant-good grade of air-compressor oil.
Monthly Lubrication Schedule
15. Fill journal-box bearings to level of cover, but not to overflow.
Recommended lubricant-good grade of car-journal oil. In addition to the items covered by the daily and weekly lubrication schedules,
recommended procedure is as follows:
16. Grease journal-box pedestals, or use a heavy car-journal oil.
1. Wash and refill the diesel-engine crankcase breather, wash the metallic
17. Oil the brake-rigging pins with heavy machine oil. Weekly filter elements, and repack the absorbent filter. See Fig. 36A to 36E.
Lubrication Schedule

In addition to the items covered by the daily lubrication schedule,

recommended procedure is as follows:
Point.
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380-HP DIESEL-ELECTRIC LOCOMOTIVE FUEL AND LUBRICATION RECOMMENDATIONS

Refer to Fig. 36 (Daily Lubrication)

Drain reservoir (1) by opening drain valve (2); also upper sump (3), lower
sump (4), metallic oil filters (5), and absorbent oil filter (10). Close drains, and
pour fresh lubricating oil into supply tank through filler cap (6) until it is up to
the level of the overflow pipe to crankcase. Add additional oil through engine
filler opening (7) to bring up to full mark on bayonet gage. Check oil level (8)
daily, with engine running and oil warm. Wash engine breather (9) and pour t4
pint (11.125 liter) of oil through element, and replace. Wash metallic filter
elements (5), dry thoroughly, and replace. Remove waste from absorbent oil
filter (10), and repack with 7 lb lint-free waste. For crankcase-lubricating-oil
and filter-element change periods, refer to chart.

2. Drain the oil in the fuel-injection-pump housing (Fig. 37) by opening

drain valve 11, Fig. 36E. Close valve and refill to full mark on bayonet gage.

Recommended lubricant--straight mineral oil.

3. Drain, wash, and refill the hour-meter gear housing. See Fig. 38.

Recommended lubricant--straight mineral oil.

5. Grease the diesel-engine fan bearing. See Fig. 40. Recommended
lubricant---G-E Ball-bearing Grease. 8. Change the oil in the air compressor.
See Fig. 24A. Recommended lubricant- -good grade of compressor oil. 9.
Grease the throttle mechanism.

Recommended lubricantG-E Ball-bearing Grease.

10. Oil the pins and sliding parts of the'throttle mechanism.

Recommended lubricantlight machine oil.

11. Oil the cab-heater motor bearings with one or two drops.

Recommended lubricant--- light machine oil.

12. Oil the center plates. Recommended lubricant-- heavv oil. Point.
18. Clean and lubricate the rc
Recommended lubricant-St Quaker Chemical Products Corp;
Fig. 36. Lubricating-oil system

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE Section 8
Questions and Answers
Cooling System
Q. How is engine cooling system filled?
A. The engine cooling system is filled through filler pipes beneath the
underframe. Each engine has a separate cooling system, and each system
has two filler pipes, one on each side of the locomotive.
Q. How much water should be carried in the engine cooling system ?
A. Fill until water overflows through filler pipe on opposite side of
locomotive. Each engine cooling system holds about 10 gallons.
Q. flow can it be determined if water is not circulating properly? A.
Abnormally high temperatures will be indicated by engine cooling-water
thermometers. Excessive localized heating indicates poor water
circulation. Hold hand on cylinder heads, water pump, radiator, etc., and
compare various degrees of heat to locate source of trouble. Avoid
touching exhaust manifold or piping.
Q. What is proper range of operating temperature for the cooling water?
A. Between 1110 F and 180 F.
Q. What precautions must be made when the temperature is, or will be,
below freezing?
A. Drain the cooling system, or use a suitable antifreeze solution. The latter
is preferable.
Q. What precautions should be taken during layover periods in freezing
weather?
A. Light the water heaters. One is provided for each engine. See that there
is sufficient kerosene in tank to last over the layover period Full tank
will last approximately 36 hr. Close radiator shutters and hatch cover.
Use a suitable antifreeze solution in the cooling system.
Q. How are cab heaters cut into engine cooling system?
A. By opening valves adjacent to each cab heater.
19). Oil pins of winter-front control mechanism. Recommended lubricant-
light machine oil. Q. How is cooling-water temperature controlled?
20 21. Grease the Batch-operating mechanism.
Recommended lubricantG-E Ball-bearing Grease.
For six-months' and yearly Lubrication Schedules, see Maintenance Instruction
Book.

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 380-HP DIESEL-ELECTRIC LOCOMOTIVE QUESTIONS AND ANSWERS

A. Engines are provided with thermostatic by-pass valves which permit the A. When pointer on fuel-pressure indicator on the diesel engine is in the red
cooling water to flow directly from the engine outlet to the pump inlet, band, it is an indication that the filter elements are becoming clogged
instead of through the radiators, in order to maintain the engine and should be renewed. When renewing, always install a complete new
temperature above the minimum operating value. The roof hatches, set of filters.
controlled by cranks in the cab, and radiator shutters, controlled by Q. If engine does not get fuel, what should be looked for?
levers .in the cab, should be opened sufficiently to prevent diesel-engine A. See that there is sufficient fuel in tank. See that emergency trip valve is
water temperature rising higher than 180 F. open. See that engine-stop button is pushed in. See if fuel pressure can
Q. If engines should overheat because of insufficient water in the cooling be built up to operating value by using hand priming pump on right side
system, what should be done? of engine near fuelpressure gage. If not, check fuel lines to see if they
A. Engines should be allowed to idle and hot water, if available, should be leak air or oil, or are plugged by ice or dirt. Inspect priming pump, to see
added. If it is necessary to add cold water, it should be added very that plunger is screwed down snugly. Inspect check valve in transfer
slowly. pump, to see that dirt has not lodged on seat.
Lubricating-oil System Q. How is fuel supply shut off in case of accident or fire?
A. Pull one of the emergency fuel-cutoff pull rings. One is located in the
Q. How much oil should be carried in the engine-lubricating-oil system? cab and one on the side of the locomotive.
A. The tank beneath the radiator should be filled to the level of the Q. How is fuel delivered from the tank under the locomotive to the injection
overflow pipe to the engine crankcase. The enginesump pan should be pump on the engine?
filled to at least midway between the low and _full marks on the bayonet A. Fuel is drawn from the bottom of the fuel tank by the transfer pump on
gage when engine is running. Do not let oil level fall below the low the right side of the engine, and fed at a pressure of about 15 lb through
mark on the bayonet gage. Operating oil level should be checked after the fuel-oil filters to the fuel injection pump. The excess fuel drains back
engine has been idling a few minutes. to the main tank through a drain pipe. A hand-operated pump, located
Q. What should be looked for if oil pressure does not build up when engine beside the transfer pump, is provided to prime the transfer pump in case
is started? the fuel tank has run dry or an air leak has developed in the fuel system.
A. Check to see that oil in engine sump is at proper level. Examine
pressure-regulating by-pass valve to see if it is stuck open. Electric System
Q. How does the lubricating-oil system operate? Q. What is the voltage of the storage battery?
A. Oil is pumped from the lower engine sump, through the Michiana filter, A. Sixty-four volts.
and into the clean oil tank beneath the radiator. Another pump draws oil Q. What is the purpose of the reverse-current relay?
from this tank, forces it through the oil cooler in front of the radiator, A. This device automatically connects the auxiliary generator to the battery
circulates it through the Purolator filters on the left side of the engine, for charging, and prevents the battery from feeding back into the
and delivers it at about 30 lb pressure to the main bearings, the crankpin auxiliary generator if the generator voltage falls below the battery
bearings, piston-pin bearings, and valve-rocker mechanism, from voltage.
whence it returns to the upper sump in the engine base, and then through Q. How can it be determined when a traction motor is damaged, burned out,
the overflow pipe, to the lower sump. or short-circuited?
Fuel-oil System A. Lack of power, jerking, smoke, or odor of burning insulation from under
platform.
Q. When and how often should fuel-oil filters on the engine be cleaned ? Q. How are traction motors cut out?

89
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 380-HP DIESEL-ELECTRIC LOCOMOTIVE QUESTIONS AND ANSWERS

A. By opening motor cutout switches in cabinet beside the master Q. If engine rotates but does not fire, what procedure should be followed to
controller. There is one switch for each motor. Motors are numbered, determine the trouble?
beginning with No. 1 at the end of the locomotive marked F. A. See that there is sufficient fuel in the supply tank. Be sure that
Q. When a motor is cut out, what precautions should be observed in compression-release lever is in Run position. Be sure that engine
operating the locomotive? shutdown button is in Run position. See that fuel is actually reaching the
A. Open the throttle with extreme care. Do not use full power. Limit load to injection pump on the engine.
one half normal. Q. After diesel engine has started, what precautions should engineman
Q. Should the reverse handle be in any position other than that of the take?
locomotive direction? A. Be sure lubricating-oil pressure builds up. If no pressure shows on the
A. No. The reverse handle must never be shifted to the opposite direction gage, stop the engine immediately. Be sure engine cooling system is
until the locomotive has come to a complete stop. filled according to season, and that water is circulating properly. Do not
attempt to load engine by pulling train until engine has been thoroughly
Diesel-engine Operation warmed up and temperature indicator shows between 140 F and 180 F.
Q. What precautions should be taken in stopping engine?
Q. How is diesel engine started after standing shut-down for several hours? A. It is good practice to idle the diesel engine for five minutes before
A. If temperature is below 50 F, warm diesel engine by lighting the stopping.
kerosene heater. See that everything is clear in the engine room. Close Q. How is the diesel engine stopped?
battery switch. Be sure throttle is in Idle position and reverse handle 0ff. A. By pulling diesel-engine shutdown button Out and holding it there until
See that compressionrelease lever and engine shutdown lever are in the the engine stops.
Run position. Close control switch. Press engine-start button, holding it Q. How is movement of engineman's throttle transmitted to the injector
down until engine fires. See that lubricatingoil pressure builds up. pump?
Q. What is maximum speed at which the diesel engine may be run to pump A. The engineman's throttle, through a system of mechanical linkage,
air when locomotive is standing? controls the speed setting of the engine governor which, in turn, controls
A. Diesel engine may be run at full speed, if required. the injection-pump fuel rack.
Q. How is diesel engine started by battery? Q. How does the governor operate?
A. The generator is used temporarily as a series motor, and is furnished A. The governor is of the mechanical type in which the centrifugal force of
with power by the storage battery. revolving weights is used to regulate the position of the fuel rack, to
Q. What is the reason for carrying a barring-over tool for turning the engine maintain the speed called for by the position of the engineman's throttle.
over by hand, and what precautions must be observed when it is used ? Locomotive Operation
A. This barring-over tool is used for turning the diesel engine over when
checking and adjusting valve settings and injector timing. Throw Q. Regardless of the completeness of the existing system of maintenance
compression-relief lever to Start position. Care should be exercised in and inspection, what inspections should be made prior to starting work
using this tool, to prevent injury from kickback caused by engine with the locomotive?
compression. Be sure diesel-engine stop button is in Stop position before A. The following should be checked daily:
barring-over engine. Remove tool before starting engine, to avoid Fuel, cooling water, lubricating oil, and sand.
damage to equipment and to prevent personal injuries. Lubricating oil, and fuel and air pressures after the diesel engine is
started. Test air brakes On and 0ff before moving locomotive.
90 Q. How is locomotive started? Speed increased? Decreased?

91
 380-HP DIESEL-ELECTRIC LOCOMOTIVE Appendix
A. Locomotive is started by moving the reverse handle to either the The following is a suggested Engineman's Daily Report, which can be
Forward or Reverse position; releasing the air brakes and steadily very helpful in providing daily inspection data on locomotive operation. It will
opening the throttle. Locomotive speed is increased by further opening also serve to aid the maintenance crew in locating trouble.
the throttle. Speed is decreased by closing the throttle, and applying
brakes if necessary. ENGINEMAN'S DAILY REPORT
Q. What should the engineer do just before leaving the locomotive at the
completion of his run, when the locomotive is not to -be run 380-HP, 44-TON DIESEL-ELECTRIC LOCOMOTIVE
immediately under its own power?
A. Set hand brake. Open all switches, including all light switches and main Road Number: ______________
battery switch. Close all doors, windows, roof hatches, and radiator
shutters. If freezing weather is at hand or expected, and locomotive is ________ A.M. _____ A,M.
laid up outside or in an unheated building, be sure engine cooling system Date ________ 19_____ Shift ________ P. M. to ______P.M.
is filled with an adequate antifreeze solution, or else completely drain
radiator and engine block. Engine Maximum
Q. What should be done if the locomotive is to be hauled dead in a train?
A. Open main battery switch. Place reverse handle in Off position. Close Operating Temperature No. 1 _________ No. 2 _____________
double-heading cock below brake valve, and open dead-engine cock.
Place automatic-brake valve in Running position. Pull motor pinions if Lubricating-oil Pressure No. 1 __________ No. 2 ___________
speed is to be over 35 mph. Fuel-oil Pressure No. 1__________ No. 2 ___________
Q. How are traction-motor axle-suspension bearings lubricated? Exhaust Clear No. 1__________ No. 2 ____________
A. These bearings are lubricated automatically from oil in the gear case. Exhaust Smoke No. 1 __________No. 2 ____________
Maintain oil level even with filling hole. Use only oil designated for this Leaks: Lubricating Oil OK __________ Trouble ___________
purpose. Fuel Oil OK __________ Trouble ___________
Q. What troubles cause fan failures? Water OK __________ Trouble ___________
A. Loose or broken belts. Lack of lubrication of fan bearings. Battery Charge No. 1 OK __________ Trouble ___________
Q. What are some air-compressor troubles? No. 2 OK __________ Trouble ___________
A. Loose or broken belts. Air-compressor-governor failure. Sticky or Brakes OK __________ Trouble ___________
plugged valves. Internal trouble inside of compressor. Q. When and Lights OK __________ Out _______________
how should sand be used? Fuses OK __________ Blown ____________
A. Only when rail conditions make its use absolutely necessary. The Electrical OK __________ Trouble ____________
abrasive action of sand, if blown into electric motors and generators, is
highly detrimental. Always close throttle to remove power from motors Remarks ____________________________________________________
before applying sand.
Q. How can locomotive be rerailed if only one truck is off the track? A.M.
A. Proceed as with all rerail jobs. The truck on the track can be used to pull By __________________ Engineman Time of Report ____________ P.M.
the locomotive back. Cut out motors in the derailed truck and apply
power slowly to the other truck by opening throttle carefully. Watch load To be submitted to maintainer daily.
indicator, to prevent damage to motors on live truck.

92 93