TM 55-1268

DEPARTMENT OF THE ARMY TECHNICAL MANUAL

LOCOMOTIVE
DIESEL-ELECTRIC
56'/2' GAGE

GENERAL ELECTRIC

23 AND 25 TON, 0-4-0

150 HP, CLASS B-46 / 46-1GE733
AND CLASS B-50 / 50-1GE733

DEPARTMENT OF THE ARMY • MARCH 1954

TAGa1 4484A-Mar
 TM 55-1268

TECHNICAL MANUAL DEPARTMENT OF THE ARMY

No. 55-1268 WASHINGTON 25, D. C., 2.4 March 1954

LOCOMOTIVE, DIESEL-ELECTRIC, 56'/2" GAGE GENERAL ELECTRIC 23 AND 25 TON, 0-4-0,

150 HP CLASS B-46/46-IGE733 AND CLASS B-50/50-1 GE733

Paragraph Page
CHAPTER 1. GENERAL

Section I. Introduction
Scope 1 5
References 2 5
Authorized forms 3 5
II. Description and Data
General 4 5
Component data 5 5

CHAPTER 2. OPERATING INSTRUCTIONS

Section I. Preliminary Instructions
Battery 6 7
Battery switch 7 7
Control switches 8 7
Throttle or controller handle 9 7
Load indicator-service and load-time limits 10 7
Engine cab ventilation 11 8
II. Preliminary Operation
Speed 12 8
Diesel engines _______________________________________________________ 13 8
Brakes ____________________________________________________________ 14 8
Leaving the locomotive _____________________________________________ 15 8
Water and lubricating oil _____________________________________________ 16 9
Lubrication _________________________________________________________ 17 9
Ventilation of engine compartment_____________________________________ 18 9
III. Starting and Stopping
Starting the powerplant ______________________________________________ 19 9
Stopping the engines _________________________________________________ 20 10
IV. Operation of the Locomotive
Instructions _________________________________________________________ 21 10
Overheating of engines _______________________________________________ 22 10
Operation with one powerplant only_____________________________________ 23 10
Operation with motors cut out_________________________________________ 24 11
Operation of air brakes______________________________________________ 25 11
Moving the locomotive "dead"________________________________________ 26 11
Compressors and other auxiliary machines______________________________ 27 11
Temperature control of cooling water__________________ ________________ 28 11
Battery charging equipment__________________________________________ 29 11
Engine starting equipment____________________________________________ 30 12
How power is obtained________________________________________________ 31 12
Main circuits ___________________________________________________ ___ 32 12
Generator field ___._________________________________________________ 33 12
Precautions _______________________________________________________ 34 12

TAGO 4484A 1
 Paragraph Page
Section V. Simple Troubles
Failure to start____________.____________________._ 35 12
Failure to move_______________________ 36 12
VI. Inspection
Regular inspection routine 37 13
Requirements for each inspection 38 13
Lubrication during inspection periods 39 13
Inspection to be made before leaving terminal 40 13
Inspection upon returning to terminal 41 13
Inspection every 160 locomotive hours or weekly for 24-hour service 42 14
Inspection every 680 locomotive hours or monthly for 24-hour service 43 14
Inspection any overhaul at greater than monthly periods 44 14

Chapter 3. MAINTENANCE

Section I. General
Cleaning procedures 45 15
Lubricating precautions 46 15
Recommended lubricant 47 15
Electrical connections 48 15
Preparing insulation 49 15
Cable varnish 50 15
Insulating varnish 51 15
Inspection of control equipment 52 15
Running gear and mechanical. 53 15
Engine and generator mounting 54 16
Water cooling system 55 17
Wheel diameters 56 17
II. Lubrication
Diesel engine ____-____________________-_______________-_-____________ 57 17
Generator _________________________--_________________________________ 58 17
Motor _-_____-____-______________-________________-___-_______________ 59 17
Air compressor --___-_______________---_-_______________-_-_-________ 60 17
Control ______--_________-_______________________--____________--____ 61 18
Engineer's brake valve-_-______________-_-____-__-__------------------ 62 18
Brake cylinder -_______________-_________________-___________________ 63 18
Axle chain -______-________-______._______-_____-_-______________--___ 64 18
Main journals __________-____________________________________________ 65 18
Traction motor gears--_______________-_____________________-__-____-- 66 18
Center plate ______-______--_-_____________-______._____________._______ 67 18
Lubricating chart 68 18
III. High Potential Tests
Applying tests 69 19
Preparation of locomotive for tests 70 19
Application of test voltage 71 19
IV. Axle Chain
Lubrication ______.____________-_____________________________________ 72 20
Lubricator leads _-____-_____________________________-________________ 73 20
New chains ____--___________-______________--_____________________-__ 74 20
Recommended lubricant ___________________--------------------------- 75 20
Low grade oils harmful 76 2i
Heavy lubricants ____________-_____.______-_____-________-__--________ 77 20
Cleaning _-__-_-______________-___-____________-_________________-__- 78 20
Idle drives __-______________________ _--- _ _ 79 20
Evidences of good lubrication 80 21
V. Power Plant and Locomotive Throttle Control
Tests and Adjustments
Description of powerplant 81 21
Powerplant operation _ 82 21
Powerplant tests at full load-_ 83 21
Powerplant tests at partial throttle- 84 22
2
 Paragraph Page
Section VI. Tractor Generator
Description __________________________________________________________ 85 23
Ventilation __________________________________________________________ 86 23
Inspection __________________________________________________________ 87 23
Cleaning ___________________________________________________________ 88 23
Disassembly ________________________________________________________ 89 23
Care and maintenance________________________________________________ 90 24
Reassembly _________________________________________________________ 91 26
Testing after repairs_________________________________________________ 92 26
Lining up generator with engine_______________________________________ 93 26
Inspection after repairs_______________________________________________ 94 26
Maintenance data for type Gt-1503-XI traction generator ---------------- 95 27
VII. Traction Motor
Inspection and maintenance (traction motor)____________________________ 96 27
Frequency of inspection_______________________________________________ 97 27
Routine inspection ___________________________________________________ 98 27
Overhauling ______________-__________________________________________ 99 28
Removal of motor armature pinions____________________________________ 100 28
Mounting of pinions__________________________________________________ 101 29
Lubrication -oil _____________________________________________________ 102 30
Lubrication-grease __________________________________________________ 103 30
Care of roller bearings________________________________________________ 104 31
Field coils ___________________________________________________________ 105 32
Brushholders ______________________________________________________.__ 106 33
Commutator __________________________________________________________ 107 33
Armature ___________________________________________________________ 108 34
Balance _____________________________________________________________ 109 34
Testing after repairs__________________________________________________ 110 34
Inspection after repairs_______________________________________________ 111 34
Maintenance data for type GE-733-H1 motor___________________________ 112 34
VIII. Control Equipment
Type 17GC5 reversing switch__________________________________________ 113 34
Types 17CM12 and 17CM15 contactors ---------------------------------- 114 35
Contact data ______________________________________-_________________ 115 36
Operating coil data___________________________________________________ 116 36
Interlocks on 17CM contactors ----------------------------------------- 117 36
DB-1687-C4 relay (VI) ______________________________________________ 118 37
17LS8A2 control relay (CR) ------------------------------------------ 119 37
Resistors ____________________________________________________________ 120 38
Type 17HE8C1 control switch (TC) _________________________________.___ 121 38
Inspection and maintenance___________________________________________ 122 38
Type DO instruments_________________________________________________ 123 38
IX. Auxiliary Generator
Characteristics ______________________________________________________ 124 39
Inspection __________________________________________________________ 125 39
Commutator ________________________________________.____._____________ 126 39
R. Control Unit
Voltage control unit_________________________________________________ 127 41
Adjustment and tests_________________________________________________ 128 41
Cutout relay _________________________________________________________ 129 41
Voltage regulator _________________________________-__________________ 130 42
Load limitor ______________________________________________________-__ 131 42
Trip relay ___________________________________________________________ 132 42
XI. Instructions for Type LX-G Exide Batteries in Diesel Electric Locomotives
Charging-regulator settings ___________________________________________ 133 42
Readings and records_________________________________________________ 134 42
Adding water _______________________________________________________- 135 43
Keeping battery clean_________________________________________________ 136 43
Specific gravity-hydrometer readings__________________________________ 137 43
Important points _____________________________________________________ 138 43

3
 Paragraph Page

Section XII. Air Compressor Instructions

Location ____________________________________________________________ 139 44
Piping 140 44
Air receiver _________________________________________________________ 141 44
"V" belt drive________________________________________________________ 142 44
Before starting ______________________________________________________ 143 44
Lubrication _________________________________________________________ 144 44
Bearing adjustment __________________________________________________ 145 44
Valves ______________________________________________________________ 146 45

APPENDIX: REFERENCE 46

4
 CHAPTER
GENERAL

Section I. INTRODUCTION

1. Scope Publications pertinent to the operation and

maintenance of dais equipment are listed in the appendix.
This technical manual outlines procedures for the neces-
sary inspection and proper maintenance by trained per- 3. Authorized Forums
sonnel concerned with the operation and maintenance of
General Electric 23 and 25 ton, 150 HP, Diesel Electric The forms generally applicable in the operation and main-
Locomotive. tenance of this equipment are listed in the appendix. For a
current and complete listing of all forms see SR 310-20-6.
2. References

Section II. DESCRIPTION AND DATA

4. General applies one shoe to each wheel. A hand brake of the

ratchet and drop lever type is provided for holding the lo-
The locomotive has one Cummins Model HBI-600 Diesel comotive at a standstill. There is one aircooled, single
engine nominally rated 150 hp at 1,800 r.p.m. direct con- stage, belt-driven, air compressor having a piston dis-
nected to a General Electric type GT-1503 direct current, placement of 33 c.f.m. when operating at a speed corre-
shunt-wound generator. One end of the generator is sup- sponding to the full load speed of the engine. The capacity
ported by an antifriction bearing mounted in the frame of the main air reservoir is approximately 13,000 cubic
head and the other end is connected to the engine flywheel inches. The locomotive is equipped with a single unit, sin-
by a flexible disc coupling. The complete engine generator gle station control with the operator's station placed on the
set is supported on a subbase mounted on the locomotive right side of the cab. Grouped at this station are the throt-
underframe. The generator is equipped with a winding tle lever, reversing lever, brake valve, sander valve, bell
which permits it to be used for crankhig the engine by and whistle controls, gage panels and switches for control-
storage battery power. The storage battery power is re- ling lights. Accessories applied to locomotive include four
charged by an auxiliary generator which is mounted on the air-operated sanders, bell, whistle, two headlights, cat)
engine. This generator also furnishes auxiliary power for heater, and window wipers.
lights, controls, and engine starting at a constant potential
over the full operating range of engine speed. The locomo- 5. Component Data
tive has one General Electric GE-733 direct current, series
wound; traction motor. The motor drives through double a. Locomotive 23 Ton 25 Ton
reduction gearing and is carried in the housing which in-
closes this gearing. The gear housing is axle mounted and Manufacturer General Electric General Electric,
spring supported from the truck frame. The air equipment Classification B-46/46 B-50/50
is straight air, with one engineer's valve, General Electric Specification RY 24150A RY 24160A
type S-L1. One brake cylinder is mounted on the under- Total nominal 46.000 pounds 50,000 pounds
frame, and operates fully equalized brake rigging which weight.

5
a. Locomotive-Continued

23 Ton 25 Ton 23 Ton 25 Ton

Displacement 672 cubic inches 672 cubic inches
Traction effort 13,800 pounds 15,000 pounds HP rating 150 hp at 1,800 150 hp at 1,800
30 % adhesion. r.p.m. r.p.m.
Minimum radius 40' 40' Fuel system Solid injection Solid injection
of curve.
Gage 56 ½" 56 ½ c. Main Generator
Manufacturer General Electric General Electric
Maximum permis- 20 m.p.h . 20 m.p.h. Type GT-1503 GT-1503
sable speed. Volts 230 volts at 1800 230 volts at 1800
r.p.m. r.p.m.
Control ___________Single unit, sin- Single unit, sin Amperes 340 340
gle station. gle station. Weight 940 940
Fuel capacity 75 gallon 75 gallon
Lube oil capacity 5 gallon 5 gallon d. Traction Motor Data
Cooling system 11 gallon 11 gallon Manufacturer -----General Electric General Electric
capacity. Type ------------- GE-733 -------- GE-733
Sand box capacity- 380 pounds 680 pounds Volts 250 250
Driving coupling Traction motor Traction motor Amperes (continu- 349 349
to axle. to axle. ous)
Gear ratio ________ 19.9:1 Double 19.9:1 Double Weight 2,500 pounds 2,500 pounds
reduction. reduction.
Height overall _____ 10' 7 3/8” 10' 7 3/8” e. Brake Equipment
Length overall 16' 0 ½” 16' 0 ½” Manufacturer NYABCO NYABCO
Width overall 8' 5 ½” 8' 5 ½” Schedule 14-EL 14-EL

b. Engine f. Wheel Data

Manufacturer ----- Cummins Diesel Cummins Diesel Manufacturer -----General Electric-General Electric
Engine Co. Engine Co. Wheel Arrange 0-4-0 0-4-0
Model ------------ HBI-600 ------- HBI-600 ment.
G.E. Specifications-- K6723352AB Type Solid Steel Solid Steel
Cylinders 6 6 Diameter 34" 33" or 34"
Bore 4 7/8" 4 7/8"
Stroke 6" 6"
 CHAPTER 2

OPERATING INSTRUCTIONS

Section I. PRELIMINARY INSTRUCTIONS

6. Battery a. On locomotives where a cutout switch is provided for

disconnecting the battery from the circuits, the switch
a. To maintain a satisfactory state of charge in the battery should always be opened when leaving the locomotive for
and to realize good battery life, carefully observe the bat- an idle period. It should also be opened whenever working
tery company's instructions and instructions on battery on any control circuits.
heater (when used), paragraphs 133 through 138.
b. If necessary to work on any of the circuits or devices
b. An electric meter is provided on a gage panel to allow not protected by a cutout switch, the ground should be
the engineer to observe that the charging generators are removed from the battery.
functioning and that the battery is being charged.
8. Control Switches
c. When a voltmeter is used for this purpose, if the needle
is in the first long RED band it indicates that the battery is To prevent battery discharging, be sure that all switches in
in bad condition or being discharged. When the needle is circuits for which the battery supplies current are open
in the WHITE band it indicates normal open circuit volt- when leaving the locomotive standing idle.
age. The needle in the GREEN band is an indication that
the battery is receiving a normal charge. When the needle 9. Throttle or Controller Handle
is in the small RED band beyond the GREEN it indicates
that the battery is being over-charged. The engine crew a. To prevent accidental starting of the locomotive always
should report to the maintenance man when the voltmeter leave the throttle handle or the controller handle in a posi-
indicates in the RED band of the dial. tion which will insure that the traction motors will remain
disconnected from the generators whenever the engines
d. An ammeter, when used, also indicates the condition of are started.
the battery. Generally the amount of current shown on the
charging portion of the dial is proportional to the state of b. Never leave the operating position without first placing
charge of the battery. As the pointer approaches zero the the reverser handle in the neutral position. If the reverser
battery gets nearer to fully charged condition. When the handle is the portable type, remove it for further protec-
pointer is in discharge portion of the dial the battery is tion.
delivering instead of receiving current. When this condi-
tion exists under normal operation it should be reported to 10. Load Indicator-Service and Load.-Time Limits
the maintenance man. Neither voltmeter nor ammeter will
show the condition of the battery unless the charging volt- a. This locomotive is designed for switching and transfer
age for normal operation is at such value as to maintain moves not exceeding one-half hour's continuous duration
the battery at proper charge. at full power. The following load-time limits apply only
for such service.
e. To protect the battery against discharge and short cir-
cuits, the locomotive is shipped with the ground connec- b. The locomotive is not intended for railway road work,
tion removed from the battery. This must be restored be- long transfer or long industrial haulage service. It can be
fore putting the locomotive in service. damaged if very heavily loaded for too long a time. Such
damage is caused by heating which depends upon the size
7. Battery Switch of the load and the length of time the load is carried.

7
c. A load indicator, when used, is actually an ammeter without slipping the wheels. In this way the time in the
with a special dial marked in bands of GREEN, YEL- RED will be kept to a minimum.
LOW, and RED, instead of amperes. The load indicator
will enable the operator to avoid damaging the locomotive 11. Engine Cab Ventilation
if the following rules are observed.
a. The engine cab doors have no ventilating openings, but
(1) GREEN-Operation with the pointer in the green are provided with two-position latches so that the doors
band is unrestricted as long as the locomotive is employed may be latched open approximately 2 ½ inches, as latched
in the service for which it was designed, as described closed,
above.
b. Air for generator ventilation, fob the engine intake, for
(2) YELLOW-Operation with the pointer in the yel- the air compressor, and for the engine radiator is drawn
low band should not exceed 1 hour total in any 8-hour pe- into the engine cab by the pusher type radiator fan.
riod.
c. To make certain at all times that the traction generators
(3) RED-Operation with the pointer in the red band receive an ample supply of ventilating air of approxi-
should be confined to starting or short movements that are mately outdoor temperature, the cab doors immediately
never over 4 minutes at a time. When the pointer is in the adjacent to them should always be latched open when the
red band 2 minutes or more the operation should not be locomotive is in operation.
repeated frequently.
d. If additional air is required for the radiators, the remain-
d. The total time in the red and yellow bands added to- ing cab doors then should be latched open, but only after
gether should not exceed 1 hour in any 8-hour period. all of the doors adjacent to the generators have been
opened.
e. When starting a train the operator should not hesitate to
go into the RED and advance the throttle as far as possible

Section II. PRELIMINARY OPERATION

12. Speed
14. Brakes
Do not operate the locomotive at any higher speed than
that given on the locomotive data. a. Never depend upon the air brakes to hold the locomo-
tive on a grade when the compressor are shut down.
13. Diesel Engines
b. Before starting the locomotive, make the brakes operate
a. Before starting the engines and before doing any work properly and that the air pressure in the reservoir is nor-
on them, read the engine instructions, TM 55-1001, to be mal.
sure that the engines are in operating condition.
c. In emergencies, apply the brakes at one and shut off the
b. While operating the engines, make regular checks of power afterwards.
lubricating oil pressures and cooling water temperatures.
d. Engineers operating the locomotive for the first time
c. If the engines become overheated for any reason, never should be cautioned to apply the brakes sooner than they
add water to the cooling system, until the engines have would on a steam locomotive in order to stop at a given
cooled off. spot. This is because an electric locomotive has much less
friction than a steam locomotive.
d. After pulling heavy loads, allow the engines to idle for
a few minutes before stopping them to prevent the danger 15. Leaving the Locomotive
of boiling the cool- water.
a. Before leaving the locomotive, shut down the en-
e. When adjustable engine hood hatches are provided gines, open all the switches and see that all doors,
these should be opened during warm weather operation. windows, and hatches are closed.

8
b. Close radiator shutters. and LO 55-1268 for the engines compressors, and loco-
c. c. Set the hand brakes. motive to be sure that all parts have been properly lubri-
d. d. If there is danger of the engine water freezing, cated.
drain the entire cooling system unless antifreeze is
used. 18. Ventilation of Engine Compartment

16. Water and Lubricating Oil During warm weather operation raise the adjustable
hatch-covers on the engine compartment roof, if means for
Before starting the engines be sure the water systems are adjustment is provided.
filled. Also see that each engine is supplied with the
proper quantity of suitable lubricating oil. Caution: Do not reach inside the frames of generators or
motors while they are in operation. Do not leave tools or
17. Lubrication any other loose material near the electrical equipment
when the locomotive is in operation.
Before starting the engines and before running the loco-
motive, read the lubrication instructions in LO 55-1001

Section III. STARTING AND STOPPING

19. Starting the Powerplant i. See that the battery is being charged as indicated by the
battery meter.
a. Before attempting to operate the locomotive for the first
time, observe all of the foregoing preliminary instructions j. Diesel electric locomotives operating in cold climates
and the instructions on the engines and other equipment. are provided with a heater to warm up the engine before
starting.
b. Close the battery and control switches, or circuit break-
ers. Also, see that the engine cutout or generator teaser k. The diesel engine has no ignition system and depends
field or exciter field cutout switches are closed (if the lo- upon the heat developed by compression to make it fire.
comotive is equipped with such). Therefore, after periods of shutdown during cold weather
where the engine has cooled down to air temperature,
c. See that the reverse handle is in neutral position and the there is danger of completely discharging the battery by
throttle handle in idling position. (In cold weather it may continued cranking before the cylinders get warm enough
be necessary to advance the throttle beyond the idling po- to start. To guard against this condition a kerosene heater
sition to get the engines started.) is provided for the purpose of warming up the cooling wa-
ter in the engine jacket.
d. Start each engine (if more than one) by pushing its
starter button and observe that each engine operates prop- 1. To start the heater make sure that there is sufficient
erly and that the lubricating oil pressure builds up. kerosene in the supply tank. Open the valve in the line
between the top of the water heater and the engine water
e. Allow the compressors (if more than one) to pump air jacket. This valve should be closed when the engine is
until the main reservoir gage shows no further increase in operating. A thermostat shuts off the water circulation to
pressure. See that the compressors function properly. the radiator.

f. To pump up air quickly, advance the throttle handle to m. To start the heater light the wick and adjust for a clear
operate the engines at about three-fourths speed, but first blue flame. After the heater has warmed up, readjust, if
allow the engines to operate at idling speed a sufficient necessary, to avoid smoking.
length of time to warm up. Reduce the engine speed to
idling when finished pumping up air. n. Do not attempt to start the engine until the engine tem-
perature indicator registers at least 60 or 70°.
g. Observe the operation of all belt drive machines and
other equipment to see that they function properly. o. After the engine starts, shut down the heater and close
the valve to the engine cooling system.
h. Apply the air brakes to see that they operate properly.

9
20. Stopping the Engines c. On the locomotives equipped with engine cutout
switches the engines are stopped by moving the throttle
a. To stop the diesel engine move the throttle into the ex- into the extreme forward position and opening the engine
treme forward position. cutout switches.

b. If the locomotive is provided with engine shutdown d. If at any time an engine fails to stop under normal con-
rods also pull the button marked "engine shutdown" and ditions, or if it overspeeds, pull the emergency shutoff pull
hold it until the engine has come to a stop, then open the button, or close the shutoff cock, on the side of the fuel
control switch. pump if the engine is provided with these features.

e. If the throttle valve should stick in Open position close

it by hand.

Section IV. OPERATION OF THE LOCOMOTIVE

21. Instructions f. When coming to rest on a grade, apply the brakes on the
locomotive before closing the throttle handle. Likewise,
a. It is assumed that the locomotive has been made ready when starting on an ascending grade, do not release the
to operate in accordance with the foregoing instructions brake of the locomotive until the throttle handle has been
and that the engines are operating and the main reservoir opened to a sufficient amount to prevent the train or loco-
is fully charged. motive, from drifting backward.

b. If at any time it is impossible to remove power from the g. If the current fails on the locomotive, for any reason,
traction motors by shutting off the throttle, the control close the throttle handle and, if on a grade, apply the
switch or circuit breaker switch should be opened. brakes.

c. Before attempting to start the locomotive be sure that h. Do not operate the locomotive at higher speed than 20
the handbrake is released. Move the reverser handle to m.p.h.
forward or reverse position as desired. When the throttle
handle is then advanced certain control circuits are ener- 22. Overheating of Engines
gized which close the line contactors and established con-
nection between the traction motors and generators. In- a. Do not stop the engines immediately after a hard run.
creased current through the traction motors, or accelera- Circulation of the water depends upon the circulating
tion of the locomotive then is obtained by advancing the pump and when the engines are shut down, the pumps
throttle handle. Shunting connections, when used, of the stop. The iron masses in an engine pulling full load absorb
traction motor fields and parallel connection of the mo- sufficient heat to boil the water if the circulation stops. Let
tors, when used, are automatically established at the the engine idle for five minutes before shutting engines
proper point. down.

d. In order to change the direction of motion of the loco- b. If for any reason the water supply has failed, do not turn
motive, the throttle handle should be placed in position for water into the cylinders until they have become normally
idling the engines and the locomotive brought to a stop cool. The cylinder heads are likely to crack if water is
before advancing the throttle again. Never reverse the lo- turned into them when they have become too hot.
comotive while in motion except in cases of extreme
emergency. 23. Operation With One Powerplant Only

e. When there is a tendency for the wheels to slip, sand the a. Locomotives equipped with more than one power
rails and close the throttle slightly until the wheels stop plant may be operated at any time with one power
slipping. In case the wheels lose their grip entirely and plant simply by leaving the other power plant shut
spin, it is usually necessary to move the throttle into idling down and opening the respective exciter field or gen-
position before the wheels take hold. erator teaser field cutout switches (when such are
used).

10
b. Be sure to take proper precautions to prevent water in the thermostat permits manual control of the radiator fan
the shutdown engines from freezing. when the water temperature is below the setting of the
thermostat.
24. Operation With Motors Cut Out
b. Diesel engines that have the fans belted directly to the
In case of trouble, making it necessary to cut out a traction engines are provided with a thermostat in the cooling wa-
motor on locomotives provided with this feature, open the ter outlet which permits the water to circulate through the
motor cutout switch for the defective motor or motors, or engine cylinder block and shuts it off from the radiator
if the switch is of the double-throw type place it in the when the temperature of the water in the engine is below
motor cutout position. (The motors are numbered from the that for which the thermostat is set.
end of the locomotive marked "F".) With motors cut out
take special care to avoid pulling heavy loads or operating c. During cold weather it may be necessary to partly or
with full open throttle. entirely close the shutters in front of the radiators in order
to maintain the proper temperature. During extremely cold
25. Operation of Air Brakes weather if it becomes difficult to maintain engine tempera-
ture at the proper value the shutters in the sidedoors may
For operation of air brakes refer to TM 55-2022. be partly, or entirely, closed, especially on the windy side
of the locomotive. (For normal operation these shutters
26. Moving the Locomotive "Dead" should be open.) When the engines are shut down during
cold weather close all shutters entirely.
a. When the locomotive is hauled "dead" in a train, open
all switches or circuit breakers, including the battery cut- d. The control levers in the operating cab are marked to
out switch. When the air brake dead-engine fixture is show the position of the radiator shutters.
used, set as described in TM 55-2022.
e. Difficult operation of shutters is likely caused by lack of
b. If the haul is long, or the train speed exceeds the maxi- lubrication at the hinge pins of the vanes and at the operat-
mum safe speed of the locomotive, remove the pinions ing lever pin joints. Use a light oil to lubricate, especially
from the traction motors. (See par. 100. ) during cold weather.
27. Compressors and Other Auxiliary Ma- 29. Battery Charging Equipment
chines
a. In general, the function of the auxiliary generators, or
The compressors and other auxiliary machines are driven charging generators, is to supply the control and the light-
by "V" belts from the engine crank shaft or generator. Ad- ing load and also to charge the batteries. On locomotives
justment of the belt-tension is provided for by moving with more than one powerplant, the generators are con-
these machines on their bases so as to change the distance nected in parallel for battery charging.
between pulley centers. A fairly accurate guide for deter-
mining the correct tension on the belts is to make the ad- b. When using belt-driven auxiliary generator the battery
justment so that the belts can be depressed about 1 inch at charging equipment for each power plant consists of a
a point midway between the pulleys. General Electric auxiliary generator, belt driven from the
main generator or engine, a General Electric voltage regu-
28. Temperature Control of Cooling Water lator, and a General Electric reverse current relay.
a. When automatic control of the radiator fans is used a c. When mounted on the engines the battery charging
thermostat maintains the cooling water temperature at ap- equipment for each power plant consists of a
proximately 150° F. to 170° F. by starting and stopping of Leece-Neville generator mounted on the engine and
the fans through the action of a magnetic clutch controlled driven there from by gearing; also a Leece-Neville voltage
by the thermostat, provided the radiator shutters are in the regulator and reverse current delay.
correct position. A hand operated switch connected across

11
30. Engine Starting Equipment rection of current in the traction motor fields, or contactors
for changing direction of current in the traction motor ar-
In this type of starting the traction generator is used as a matures.
motor. To facilitate starting without excessive drain on the
battery the generator is provided with a series field wind- b. Across the traction motor field is connected a field
ing. shunting resistance which is uses' for weak field operation
at the higher locomotive speeds in order to obtain maxi-
31. How Power is Obtained mum engine utilization over a wide range of locomotive
speeds. On some types of locomotives, maximum engine
a. The engine supplies mechanical power to the generator utilization is obtained by automatic series-parallel connec-
which is converted to electrical power for the traction mo- tion of the motors instead of shunting the field winding.
tors and auxiliaries. Each engine and its respective genera-
tor is at all times electrically as well as mechanically an 33. Generator Field
independent power plant unit, there being as many such
independent units as there are engine-generator sets. a. When connected for separate excitation the shunt field
is supplied with current furnished by a belt-driven exciter.
b. The control is so arranged that opening the throttle at This exciter enables the generator to deliver the full output
the operator's position increases the speed of the engine, or of the engine over a wide range of current.
engines. This increases the power furnished the generator
which furnishes the power for the traction motors. On lo- b. When connected for self-excitation the shunt field is
comotives with more than one power plant, the throttle supplied with current furnished by the generator itself, but
adjustment should be maintained so that each engine, may also receive part of its exciting current from the bat-
when in good condition takes its proper share of the load. tery depending on the scheme of connections.

32. Main Circuit 34. Precautions

a. The main circuits for each power plant include the fol- Do not leave the locomotive unless the engines are shut
lowing equipment: Propulsion generator, traction motors, down. See that the battery cutout switch and control
contactons for connecting the propulsion generator and switch or circuit breaker are open. Close all windows and
traction motors, and reverser switch for changing the di- doors. Set the handbrake.

Section V. SIMPLE TROUBLES

35. Failure to Start e. If the starting contactor closes, but the engine does not
(fig. 34) turn over, the starting contactor connections may be defec-
If the engine fails to turn over when the starting button is tive, or the battery is probably discharged and should be
pressed recharged from an outside source.

a. Make sure the battery and control switches are closed. f. If the battery is not discharged and the engine still can-
not be started, the generator is probably at fault, the most
b. See that the starting contactor GS1 closes. likely trouble being poor ground connection or burned out
or loose connections in the main circuit.
c. If the starting contactor does not close check battery and
control fuses; replace if blown. If the battery voltmeter g. If the engine turns over but fails to "fire" refer to TM
reads this is an indication that the battery fuse is not 55-1001.
blown.
36. Failure to Move
d. If the starting contactor still does not close, check for
open circuit at starting button, the operating coil of the If the engine starts, but the locomotive does not move, in
starting contactor or at the control switch. the first position of the throttle –

12
a. See that the line contactor S1 closes. d. See that the reverser is set in proper position and that.
contacts are in good condition. If none of these remedies
b. If the line contactor does not close look for poor con- the trouble
nections at starting contactor interlock, throttle control
switch, or at line contactor operating coil connection. e. Obtain a voltmeter and check the generator voltage to
see that it builds up. If it does not build up, there is proba-
c. If the contactor does close, but still the locomotive does bly an open circuit in the generator shunt field winding.
not move see that the brakes are released.
f. If the battery does not charge, check the fuse in the aux-
iliary generator circuit and replace if blown.

Section VI. INSPECTION

37. Regular Inspection Routine

f. Check the traction motor blowers for proper operation.
Establish regular inspection routine for each locomotive.
Certain parts should be inspected once for each shift or at g. Operate the air brakes and see that they function prop-
least once every 24 hours. Make further inspection at less erly.
frequent intervals.
h. Apply the brakes and open the throttle handle or con-
38. Requirement for Each Inspection troller handle, slightly for each direction of motion to de-
termine that power is obtained.
The requirements for each inspection will be, to a great
extent, self-apparent to men familiar with locomotive i. Check battery charging by noting if the electrical meter
maintenance. To assist new men in this work, the follow- in the battery circuit shows CHARGE.
ing outlines cover the more important items. At the in-
spection period correct any defects observed during opera- j. Check all auxiliary circuits for blown fuses and lamp
tion, if not corrected at the time of occurrence. circuits for defective lamps.

39. Lubrication During Inspection Periods k. See that the sand boxes, are filled and that the sanders
operate.
Lubricate as required during inspection periods. For a
schedule of lubrication, refer to LO 55-1001 and LO 55- 41. Inspection Upon Returning to Terminal
1268.
When a locomotive arrives at an inspections terminal at
40. Inspection To Be Made Before Leaving the end of a shift, a complete inspection of the entire lo-
Terminal comotive should be made as soon as possible after the
crew has left the locomotive. This inspection should in-
a. Check radiators for proper height of cooling water. clude the following

b. See that lubricating oil in the engine crank case or in the a. Check items listed in paragraph 40.
lubricating oil reservoirs is at the proper height.
b. Investigate any defects or difficulties reported by the
c. Start each engine and see that it operates properly. crew and make necessary corrections.
Check the lubricating oil pressure.
c. See that all lubrication to be applied daily is attended to.
d. See that the air compressors operate properly and that Certain parts such as pedestal shoes should not be lubri-
the oil level is at the proper height. Also check the pilot cated until immediately before leaving the terminal.
valve or governor adjustment by noting the pressures at
which the compressors cut in and out. Readjust if neces- d. Check the brake cylinder piston travel and replace any
sary. broken or badly worn brake shoes.

e. Examine the radiator fans to see that they function cor- e. For engine inspection refer to TM 55-1001.
rectly.

13
42. Inspection Every 160 Locomotive Hours or
Weekly for 24-Hour Service f. Battery. Clean out the battery compart
ment. Clean the battery and its terminals and apply vaseline to
a. Engines. For engine inspection see TM 55-1001. terminals to prevent corrosion. Check height of electrolyte.

g. Running Gear. Inspect the running gear for loose bolts espe-
b. Generators. Grease the generator bearings if required.
cially on axle caps and gearcases. Inspect the wheels, brake
See LO 55-1268. shoes and brake rigging. Oil the truck centerplates.

c. Traction Motors. Grease the traction motor bearings if h. Throttle. Operate the throttle handle and observe that the sys-
required. See LO 55-1268. tem works freely without binding and without excessive loose-
ness resulting from wear. See that all bolts in supports and ad-
d. Auxiliary Apparatus. Lubricate the auxiliary equipment; justable levers are tight. Place the throttle handle in the full
bearings such as radiator Fans and traction motor blowers throttle positions and see that the fuel control lever on the diesel
if required. gee LO 55-1001 and LO 55-1268. engine fuel pump is tight against the full fuel stop. If the loco-
motive has a hydraulic throttle, lack of sufficient movement
may be caused by
e. Locomotive Journals and Motor Axle Bearings. Inspect
(1) the spring in the spring barrel being compressed, if so,
for proper lubrication and add oil if necessary. See LO extend the throttle rod by hand; or
55-1268. (2) air in the lines, in which case the system should be
vented.
f. Gears. Inspect the traction motor gears to determine if
they receive sufficient lubrication. Add lubricant if neces- i. Wiring Circuits. See that there are no loose, broken, or high
sary. resistance connections in the control wiring circuits. Check the
throttle switch for correct setting. Make sure the contacts are in
43. Inspection Every 680 Locomotive good condition and are making and breaking properly.
Hours or Monthly for 24 Hour-Service
44. Inspection and Overhaul at Greater
a. Cooling Water System. Drain the entire cooling system, flush Than Monthly Periods
to remove sediment and refill with clean water. If an antifreeze
solution is used, replace after the system has been flushed out. a. At least twice a year drain and clean the fuel oil tanks.
Take care to have the proper proportion to prevent freezing. b. At least once a year, or more often if experience proves
necessary, inspect, clean and repair
b. Engines. For engine inspection and maintenance see TM
55-1001.
(1) Gears and pinions, and other driving parts.
c. Generators. Examine the commutator, armature clearance,
fields, brushes and brushholders, tension on brushes and genera- (2) Journal bearings, motor axle bearings, journal
tor leads and bus rings. Blow out with clean dry air. boxes, wearing plates on journal boxes and frame
pedestals.
d. Traction Motors. Examine the commutators, armature clear-
ances, fields, brushes and brushholders, tension on brushes and (3) Motor nose suspension.
motor leads. Blow out with clean, dry air.
(4) Wheel treads.
e. Contactors and Relays. Examine for loose connections or
worn parts. Examine the tension on the fingers of the interlocks.
(5) Center plates (if equipped with such).
Inspect the contactor tips and arc chutes and renew any that are
badly burned. Blow out control equipment with clean, dry air.
Examine controllers; clean the fingers and inspect the wire con- (6) Brake rigging and air brake equipment. Refer to air
nections. Inspect all hand switches for loose or broken parts. brake instruction in TM 55-2022.

14
 CHAPTER 3

MAINTENANCE
Section 1. GENERAL

45. Cleaning Procedures cement is Sauereisen INSA-LUTE high temperature ce-

ment No. 7 or equivalent.
Maximum service can be obtained from electric machin-
ery only when it is kept dry and clean. This is especially 50. Cable Varnish
true when copper dust, brake shoe dust, or other metallic
matter may collect in or about the apparatus. All apparatus Glyptal No. 1201 varnish is recommended for all cables
should be blown out, using dry compressed air, and parts exposed to dirt or moisture, especially where creepage is
accessible should be wiped off with clean wiping rags. important. It has high insulating qualities and gives a
Washed wiping rags are preferable to cotton waste as they smooth surface which is easily cleaned.
are less likely to leave lint. When using air for cleaning in
the vicinity of exposed mica insulation, take care not to 51. Insulating Varnish
use too high pressure as small flakes of mica will be
blown off, finally resulting in complete destruction of the When painting control apparatus, use a good quality of
insulation. insulating varnish such as G-E No. 458 or Glyptal No.
1201 varnish.
46. Lubricating Precautions
52. Inspection of Control Equipment
Oil is very destructive to insulating materials as it collects
dust and dirt, causing them to break down electrically. During inspection of control equipment watch for the fol-
When lubricating apparatus take extreme care to prevent lowing
the lubricant from getting on insulated parts, and if any
does get on it, wipe thoroughly with clean wiping rags. a. Loose nuts and screws.

47. Recommended Lubricant b. Cotter pins missing or not split.

G-E PC Control Lubricant No. 1 is recommended for use c. Broken or weak springs.
where lubricants are necessary on control equipment, ex-
cept on cylinder walls and leather packing of the air en- d. Weak contact pressure on interlocks and relay contacts
gines for which G-E PC Control Lubricant No. 2 is rec- and improper wipe and break.
ommended.
e. Grease and dirt on insulating materials.
48. Electrical Connections
f. Worn or burned contactors.
All screws, bolts, and nuts which secure electrical connec-
tions should be kept tight to insure good contact. When g. Loose terminals and connections.
making a ground connection the surface to which connec-
tion is to be made should be thoroughly cleaned of all dirt, h. Broken insulators.
paint, or rust to assure good electrical contact.
53. Running Gear and Mechanism
49. Repairing Insulation
Inspect the trucks and other parts of the running gear
Cement may be used to advantage in repairing burned in- equipment as frequently as service conditions require, for
sulation such as arc chutes, sides of contactors, and loose or missing bolts and nuts, worn wearing plates, worn
switches. One of these that has been used with consider- or broken bearings, defective gears and gear cases, and
able success is G-E No. 12-G compound. Another good broken springs. This inspection should include the follow-
ing parts

15
a. Gears and gear cases. der the generator supports, the fan-end being rigidly
bolted to the support on the subbase. The subbase is fas-
b. Motor axle caps and supporting bolts, nuts, and linings. tened to the locomotive platform by bolts.
c. Motor armature bearings.
c. Longitudinal movement of the set is restricted to a total
d. Motor nose suspension bolts, springs, safety lugs, and of about .016 in. (.008 in. on each side) by blocks welded
hangers. to the generator supports. This clearance should be
checked occasionally during service to see that it does not
e. Intermediate gear bearings. become excessive.
f. Universal joints and driving shafts. d. On locomotives using the Caterpillar type of engine the
g. Driving chain. subbase is omitted, the engine generator set being bolted
directly to supports welded to the cab-platform. Rubber-
h. Journal boxes, their wearing plates and bearings. ized fabric is used for cushions under the supports of the
fan-end, but considerably less cushioning is used under
i. Pedestal wearing plates. the generator supports. On this type of mounting allow-
ance is made for a lateral movement of about 1/32 inch
j. Equalizers and springs.
total (;64 inch on each side) at the fan-end of the set. The
k. Dust guards. longitudinal movement is restricted to about .006 inch
(.003 inch on each side) total, by blocks welded to the
l. Thrust plates at end of axles. generator support. Check these clearances during service
to see that they do not become excessive.
m. Crank arms and pins.
e. On locomotives where the generator frame is not bolted
n. Side rods and their bearings.
directly to the engine the engine and generator are
o. Wheels and tires. mounted on a common base and strips of cork are laid on
the floor plate under the engine-generator base. The base
p. Hub liners. is held in place by bolts having coil springs under the nuts
to equalize the pressure on the subbase. Longitudinal
q. Center plates and side bearings. movement of the engine-generator set is prevented by
r. Brake rigging, including cylinders, levers, hangers, pins, blocks welded f.:> the platform at the ends of the subbase.
brake shoes, brake shoe heads and turnbuckles.
f. Alinement of the generator and engine through the
s. Traction motor air ducts. flexible coupling is obtained by shims under the generator
supports. In this method of mounting there are two condi-
t. Sander hose and pipes. tions to fulfill-correct alinement of the coupling and
equalization of the generator air-gaps; changing one is
u. Couplers.
very apt to affect the other.
v. Motor leads and supporting clamps.
g. After the correct alinement has been obtained the gen-
w. Air brake hoses. erator is doweled to the subbase. This facilitates realine-
ment of the coupling and generator frame if the original
54. Engine and Generator Mounting alinement has been disturbed for any reason. However, the
dowel pins should not be entirely depended upon for
a. The most common design used in connecting the engine locating the generator frame as the engine may have been
and generator is to bolt the generator frame to the engine. shifted on the base. The coupling therefore should be
This bolted connection and the connection of the flexible checked with a dial gage and the air gap measured to
couplings are rabbet fits which give correct alignment of make sure that realinement is correctly made.
the coupling and a properly equalized air gap.
h. On locomotives using Cooper-Bessemer engines the
b. The set is supported by three-point suspension, one on generator armature and engine crankshaft are bolted to-
each side of the generator and one at the fan-end of the gether rigidly, that is, flexible couplings are not used. The
engine, on a common subbase. Rubber pads are used un- engine and generator-frame are mounted on a common

16
base and equalization of the generator airgap and the cor- cooling water jacket, then through the radiators back to the
rect alignement of the engine crankshaft with the genera- pump.
tor armature shaft are obtained by the use of shims under
the generator supports. a. Filling and Draining Water System.

i. If it becomes necessary to disconnect the generator from (1) Before filling the systems be sure that the drain
the engine or do any work that would disturb the aline- valves and drain cocks are closed. Use only clean water
ment when reassembling the set, take care to see that all of and fill through pipes located on the top of the radiators or
the shims under the generator supports are replaced in the through the pipes located along the side of the locomotive.
same position as found. Also see that the
dowel pins or body-bound bolts are properly replaced. (2) Replenish the water supply as required to make up
the loss from leakage and evaporation.
j. However, inserting the dowel pins or body bound bolts,
in the generator frame support, and reinstalling the same (3) To drain the water cooling system, open all drain
thickness of shims as used before disturbing the aligne- valves and shutoff valves wherever they occur in the
ment does not insure correct setting as the engine may water piping. Make certain that all parts of the system,
have been moved on the subbase. To insure that the en- including engine block and any water-cooled auxiliaries
gine is located in exactly the same position as it was be- are drained. Refer to TM 55-1001.
fore disturbing the alinement, always insert the dowel pins
or the body-bound bolts in the engine base before trying to b. Replacement Water. Drain the water in the system
align the generator. completely every month. As makeup water is added from
time to time, the concentration of the impurities in the wa-
k. The engine generator set sub-base is mounted on the ter becomes greater. To keep the concentration from get-
locomotive deck-plate on strips of cork laid on the ting too strong, the water must be changed completely.
deck-plate under the subbase. The base is held in place by
bolts with the coil springs to equalize the pressure on the 56. Wheel Diameters
subbase. Longitudinal movement of the enginegenerator
set is prevented by blocks and wedges welded to the Keep the wheel diameter variation within limits given in
deck-plate at the ends of the subbase. the locomotive data to avoid too much unbalance in load
between the motors. However, it is recommended that the
55. Water Cooling System wheel diameters be maintained as nearly equal as railroad
shop practice permits.
An open circulating system is used to cool each engine. A
centrifugal pump circulates the water through the engine

Section 11. LUBRICATION

Note. For lubrication instructions refer to SR 31020-4 for applica- 59. Motor
ble lubrication order.
See maintenance of motor and TM 55-405.
57. Diesel Engine
60. Air Compressor
See engine instructions, TM-1001 and LO 55-1001.
Keep oil in the crank case at level shown on the bayonet
58. Generator gage which is located in one corner of the crank case. Use
the same grade of oil as in the diesel engine crank case or
See maintenance of generator and TM 55-405. use a regular air compressor oil.

17
61. Control
(4) After packing is completed, pour free oil over
See maintenance of control. the waste along the sides of the box near the
center. Place a wad of semidry waste (C, fig. 2)
62. Engineer's Brake Valve between the end of the journal and front end of
the box shown, to serve as a dirt collector. This
The best lubricant for the engineer's valve is a good grade waste can easily be renewed as required.
of graphite grease which should be applied very sparingly
when the valve is taken apart for cleaning. If necessary, a 66. Traction Motor Gears
good grade of oil may be applied through the oil hole
which has a pipe plug in it. However, this should be done a,. Single Reduction Gearing. When the locomotive is
only when not convenient to tike the valve apart and the first put in service, add about 1 pound of grease
oil must be applied very sparingly. weekly to each gearcase. Make frequent inspection
through the filling openings to observe -if there is a
63. Brake Cylinder good film of lubricant on the teeth. The required
amount and frequency for adding grease thus can be
See TM 55-2022.
determined. Avoid using more lubricant than neces-
sary, a condition which probably exists when a con-
64. Axle Chain
siderable leakage of grease is noted, and at the same
When used, refer to LO 55-1268. time the gear teeth show a good film of lubricant.

65. Main Journals b. Double Reduction Gearing. When the locomotive is

equipped with motors using double reduction gearing
a. For antifriction bearing journals for locomotives using all gears and bearings except the bearing on the com-
this type of bearing journals, see LO 55-1268. mutator end of the motor are lubricated from oil in the
gearcase. For instructions on lubrication see LO
b . Waste-packed bearing journals 55-1268.

(1) On locomotives where waste is used in connec- 67. Center Plate

tion with lubrication, pack the journal boxes as
frequently as service conditions require. On swivel type trucks locomotives lubricate the center
plates at least once a month and oftener if necessary. The
(2) Use a good grade of wool waste soaked for at oil used for the journal bearings will be suitable.
least 24 hours in Galena car oil or its equivalent,
and drained for about 6 hours. The temperature 68. Lubricating Chart
of the oil and room in which the waste is
drained should be about 60° F. a. Lubricate as directed in LO 55-1268.

(3) A roll of drained waste (A, fig. 2 ) should be b. It is important to observe (1) and (2) below when
packed tightly half-way around the journal at working out a lubrication schedule.
the back end and bottom of the box as shown.
Place packing (B, fig. 2) in position with mod- (1) Ball and roller bearings require the right kind and
erate pressure against the journal but sufficient quantity of clean lubricant. Too much lubricant
to maintain good contact; apply the waste causes more harm than too little.
somewhat looser at the sides of the box to pre-
vent wiping effect. The packing should not ex- (2) Inspect all types of bearings frequently during an
tend higher than the center of the journal. initial period to determine signs of wrong lubrica-
tion before serious damage occurs

18
 Section Ill. HIGH POTENTIAL TESTS

69. Applying Tests 71. Application of Test Voltage

Diesel-electric locomotives operating under Interstate a. The normal operating voltage of the traction motor
Commerce Commission regulations must comply with the and generator is considered as 225 volts. This is 75
requirements given in paragraph 253 of the Laws, Rules, percent of the approximate generator voltage (within
and Instructions for Inspection and Testing of Locomo- 25 volts) at the maximum permissible speed of the
tives other than Steam, governing periodic high potential locomotive.
tests on electric circuits and windings carrying current of
potential over 150 volts. While these tests are not required b. The normal operating voltage of the battery and low
of locomotives in industrial service it is recommended that voltage control circuits is considered as 37.5 volts.
they be applied after a general overhaul or after extensive This is 2.34 volts per cell of battery, which is the
repairs have been made to the electric apparatus. approximate normal charging voltage. Therefore,
according to ICC regulations, it will not be neces-
70. Preparation of Locomotive for Tests sary to apply a high potential test to these circuits.

To prepare the locomotive for tests, proceed as follows c. To apply high potential tests to each of the main cir-
cuits and motor windings, connect one high poten-
a. Clean the electrical circuits and windings to be tested tial cable to any convenient point on the circuit to be
by blowing out with dry compressed air. tested and the other to the frame of the locomotive,
and apply test voltage as specified by ICC require-
b. Lift all of the generator brushes so that they will clear ments.
the commutator. Keep brush "pigtails" clear of the
generator frame. d. To test the generator armature, place one high poten-
tial lead on the generator commutator and the other
c. Refer to the locomotive connection diagram (fig. 34). on the locomotive frame and apply test voltage as
specified by ICC requirements.
d. Disconnect the following
e. The generator commutating field windings, the
(1) Cable between field shunting control ammeter and shunt, the starting field winding as
relay CR and ammeter shunt. well as the lead between CR and ammeter shunt
(2) Ground wire on field shunting control always operate at less than 150 volts and are,
relay VI. therefore, not included in the high potential circuit.

e. Block main contactor S1 closed, or insert a piece of f. Although the ICC requires the application of only 50
metal between its contact fingers. percent above normal voltage to windings, it is per-
missible on this equipment to apply a high potential
f. Set the reverser for either forward or reverse direction. test value of 75 percent above normal working volt-
age, except to the windings mentioned in the pre-
g. See that the engine starting contactor GS1, and gen- ceding paragraph.
erator field contactor, GF1 are open.
g. After tests
h. Do not disconnect generator ground cable
(1) Remove all testing connections.
i. In order to avoid excessively high potential surges,
always connect the high potential test wires to the (2) Restore all original wiring and connections.
circuits before energizing the test wires.
(3) Remove blocking from contactors.
j. To avoid any possibility of personal injury, always
stay outside and at least 10 feet away from the loco-
motive while tests are being applied.

19
 Section IV. AXLE CHAIN

72. Lubrication roller chains. Many excellent materials of this nature are
suitable when lubrication must be intermittent, but only if
The chain is lubricated by means of two leads which con- cleaned chain is immersed in lubricants after they have
duct oil from the two sight feed lubricators in the cab. been thinned by heating to 160° to 200° F. Higher tem-
When the locomotive is in operation, the lubricators peratures will impair the lubricant and draw the hardness
should be adjusted to give the minimum dependable rate of the chain parts to some extent. After the chain and
of flow usually from 2 to 4 drops per minute. melted grease are at the same temperature, work joints to
assist in filling the clearances, and remove chain.
73. Lubricator Leads straighten out and allow to cool with the links pushed to-
gether, the chain pins being horizontal. Wipe off surplus
Inspect the lubricator leads frequently to make sure the oil lubricant with a rag dampened in kerosene o_ other petro-
is being delivered correctly. Oil should be delivered to the leum cleaner.
upper edges of sideplates of the lower run of chain. Oil
applied on the center line of rollers or to the upper spans b. For chains exposed to the weather, or for chains sub-
of chain is of little value in prolonging chain life and re- jected to water drip, periodic immersion in heated steam
tarding wear. The lubricator leads should drip in the plane cylinder oil, not dewaxed, is recommended. The frequency
between roller link plates and pin link plates on both sides of application should be in proportion to the severity of
of the chain. service. After chains have been washer! down, a few min-
utes of idle running will work k. out much of the water.
Note. Chain drives suffer more harm from faulty lubrica-
tion than from years of normal service. c. Stiff lubricants, such as 600W graphite e sticks and cup
greases, seal chain clearance=, and are of no value as or-
74. New Chains dinarily used at normal temperatures, although they unfor-
tunately create the illusion of effectiveness because tem-
New chains should be oiled thoroughly, and provision porary quieting sometimes follows their application.
made for adequate subsequent lubrication.
78. Cleaning
75. Recommended Lubricant
All chains should be thoroughly clew cleaned, old espe-
Light bodied oil of good quality, fluid at the prevailing cially those exposed to grit and dirt. After thorough scrub-
temperature, is the best general purpose lubricant; SAE bing in kerosene or other petroleum cleaner, with a brush,
No. 40 for the summer-winter oil when temperatures are they should be rinsed in the cleaning fluid and drained. It
very low. is of great practical value to open the chain clearances,
allowing ready access of lubricant that would otherwise be
76. Low Grade Oils Harmful ineffective.

Low grade oils should not be used. They will leave depos- 79. Idle Drives
its in the chain joints, and prevent subsequent effective
lubrication. Oils must be acid-free. Lubricants of animal Roller chains that are idle for appreciable lengths of time
or vegetable origin must not be used. between seasons, especially those exposed to the weather
or on portable equipment, should be removed, thoroughly
77. Heavy Lubricants cleaned after last usage, and well slushed in melted grease.
The mechanical value of chain with rusted joints is very
a. The most common mistake in chain lubrication, and a low, as subsequent chain and sprocket life will be short
very natural one, is the use of heavy oils and greases, ap- and the performance unsatisfactory.
plied at ordinary temperatures, at which these lubricants
are much too stiff to penetrate the small clearances of

20
80. Evidences of Good Lubrication brownish hue. A greasy or oily exterior appearance
may be entirely misleading, and is not acceptable
a. It is easy to determine whether chains have been lu- evidence of good lubrication unless the chain pins
bricated effectively. If the lubricant is black at the are bright.
joints, lubrication has been good. This will be con-
firmed if an examination of the pins of the connect- b. For all roller chain drives, consistent attention to lu-
ing link, removed, discloses bright, polished sur- brication will result in dependable, uninterrupted
faces with a high lustre. The pins of chains not well performance, exceedingly long drive life, and
lubricated are discolored, light or dark brown, even avoidance of expense and loss of time for making
on contact surfaces, and will be roughened, grooved, repairs or replacements.
and galled. The chain joints will have a definite

Section V. POWER PLANT AND LOCOMOTIVE THROTTLE CONTROL

TESTS AND ADJUSTMENTS

81. Description of Powerplant 55-1001) . Also become familiar with the follow-
ing specific instructions concerning the adjust-
The locomotive contains one power plant, consisting of a ment of the generator characteristics.
diesel engine direct-connected to a traction generator. The
engine generator set furnishes power to drive the traction (2) Make all test connections tight and well insulated.
motor which is geared to the wheels. Ground or isolate any wires temporarily discon-
nected while making tests so they cannot become
82. Powerplant Operation grounded or contact rotating equipment, control
devices, or terminals.
a. The maximum utilization of the locomotive powerplant
is obtained over a wide range of operating conditions by (3) After completing tests, remove test meters and
properly coordinating the diesel engine power output and equipment and restore all connections to normal.
the traction generator excitation. This depends on the
proper adjustment of the diesel engine fuel supply and the b. Generator Characteristics.
external traction generator field resistors.
(1) Install test meters and equipment in accordance
b. When the locomotive is operated at full throttle, the with figure 3 and provide a tachometer to read
power output of the powerplant is in accordance with the generator speed.
generator characteristic curve (fig. 24) and is limited by
the full throttle setting of the fuel control lever on the die- (2) Take a full load curve for the generator using a
sel engine fuel pump. However, at partial throttle posi- water box as load. Record generator voltage, load
tions, the powerplant output and, therefore, the locomotive current, speed, and sufficient field voltage and
performance is determined by the locomotive throttle con- current to indicate field resistance during test.
trol system. This system provides varying degrees of gen-
erator excitation together with the proper fuel setting at (3) Before proceeding, see that the fuel control lever
any position of the throttle handle and thus establishes the on the diesel engine fuel pump is tight against the
necessary electrical circuits for application of power to the full fuel stop when the throttle handle is in the full
traction motor. throttle position.

83. Powerplant Tests at Full Load (a) Resistance of field winding. The generator field must
have a resistance of approximately 16.3 ohms.
If the performance of the locomotive at full throttle indi- Equivalent resistance may be pro vided by the inser-
cates the necessity of adjusting the traction generator tion of a variable test resistor in series with the field as
characteristic, proceed as outlined below shown in figure 3. If the generator is heated up by
running to obtain the proper field resistance it should
a. General Instructions and Precautions. be held at approximately 315 amps and 1,800 r.p.m.
(full throttle).
(1) Observe carefully all instructions pertaining to the
operation of the locomotive powerplant (TM

21
(b) Compressor load. Keep the compressor unloaded dur- ters and test resistor are not necessary. Provide a
ing generator tests. tachometer to read generator speed.

(c) External field resistor setting. Set the external field (1) The distance in inches of each throttle position
resistor R7-R8 or R8-R11 (when supplied) at ap- measured along the inside edge of the quadrant
proximately 18 ohms. Hold 300 amps on the generator from the shutdown position of the throttle handle
then, if necessary, adjust R7-R8 or R8-R11 to obtain is as follows (see fig. 4)
1,800 ± 20 r.p.m. at full throttle.
Idling 3½
(d) Full load curve. After setting the external field resis- Motor line contactor closes (S1) 4 ± 1/8
tor, take a full load curve beginning at 700 amperes First running position 4½
and decreasing to 0 amps by approximately 100 am- First generator field contactor opens 51/4 ± ¼
pere step. Compare this with curve (fig. 24). If the test (GF2).
voltage is low compared to the curve, increase the die- Second generator field contactor opens 6 3/8 ± 1
sel engine fuel setting slightly by backing out the full (GF1).
fuel stop screw in the fuel control lever on the engine Check operation of throttle control switch
fuel pump. If necessary, reset the external field resis- (TC) with above table and adjust if nec
tor, recheck the full load curve, readjust the .full fuel essary.
setting, and repeat until a satisfactory full load curve
is obtained. Do not hold currents above 500 amps for (2) With the throttle handle clamped at a point 4 5/16
more than 1 minute at a time. Take all readings with inches from the shutoff position, rotate the throttle
decreasing load. operating cam assembly until the cam follower is
at the neutral mark between the two halves of the
84. Powerplant Tests at Partial Throttle cam in the position shown in figure 5.

If the performance of the locomotive at partial throttle po- (3) Start the diesel engine and clamp the throttle han-
sitions of the throttle handle indicates the necessity of ad- dle in the first running position, then adjust the
justing the locomotive throttle control system, proceed as length of rod from the throttle operating mecha-
outlined below nism to the engine, by rotating the turnbuckle (see
fig. 5), to get approximately 575 r.p.m. amps and
a. General Instructions and Precautions. 17 volts. If voltage is below 14, decrease resis-
tance of external generator field resistor R6-R7. If
(1) Carefully observe all instructions given in b (3) speed drops after lowering resistance, increase
below. fuel (lengthen rod) to maintain 575 r.p.m. If volt-
age is above 20, follow the reverse procedure.
(2) Do not attempt to make or check any adjustment
at partial throttle positions based on no-load speed (4) Stop the diesel engine and with the throttle handle
or voltage. in the full throttle position, adjust the full throttle
cam of the operating mechanism by turning screw
b. Partial Throttle Positions. Install test meters in ac- A (see fig. 5) to meet the cam roller when the fuel
cordance with figure 3 except generator field me- control lever on the engine fuel pump is tight
against the full fuel stop.

22
(5) Recheck the values at the first running position as times, allow the locomotive to move a little between each
in (3) above; readjust fuel if necessary, and proceed as trial to avoid localized heating of the traction motor arma-
indicated in (3) and (4) above until the desired results are ture.
obtained. Final setting at first running position should be
250 amps, 17 -!- 3 volts and 575 -L 25 r.p.m. (6) With the diesel engine running and with the throt-
tle handle at the point where the first generator field con-
Note. A convenient method of checking the first running tactor (GF2) opens adjust external generator field resistor
position load with normal locomotive wiring connections, R9-R10 to obtain 17 -!- 5 volts at 500 amps.
except with an ammeter in the traction generator armature
circuit and a voltmeter across the traction generator arma- (7) Place the throttle handle in the idling position and
ture, is to apply the locomotive brakes or otherwise block adjust the idling cam of the operating mechanism by turn-
the drivers so the locomotive will not move, and hold the ing screw B (fig. 5) to obtain 490 to 500 r.p.m. with the
throttle handle at the first running position. This will load compressor unloaded. With the compressor loaded and
the traction generator on the traction motor. Do not hold pumping against normal main reservoir pressure, the idle
this load for more than one-half minute at a time. If it is speed should not be less than 450 r.p.m.
necessary to repeat this procedure several

Section VI. TRACTION GENERATOR

85. Description (6) Field coils and connections.

The generator is rigidly connected to the engine, and the b. Insure that lubrication is adequate, but not excessive,
two are mounted as a unit in a three-point rubber suspen- and that it is in accordance with instructions in LO
sion. A special coupling, longitudinally flexible but tor- 55-1268.
sionally rigid, allows support of the engine end of the gen-
erator armature by the crankshaft of the engine, and allows c. When the apparatus is undergoing general overhaul,
the use of the generator armature as an engine flywheel inspect for defects not readily seen or detected in the as-
instead of the conventional heavy flywheel. sembled state.

86. Ventilation 88. Cleaning

The generator is cooled by air drawn into the machine by a. It is essential that the apparatus be kept clean at all
a fan. It is therefore, essential that a sufficient amount of times. Blow out the machine with dry compressed air at
cool clean air be provided, and that provision be made to least once a month. Approximately every 6 months, clean
prevent recirculation of the exhaust air. Adequate ventila- the insulation on the commutator cap and, when dry, paint
tion will not be obtained unless fan discharges against with Glyptal No. 1201 varnish. Wipe the brushholder ring
pressure no greater than intake air pressure. insulators clean, and remove any accumulations of oil and
dirt.
87. Inspection
b. After cleaning, examine the condition of the insulating
a. Inspect apparatus often enough to prevent failures in varnish. If cracked, flaked, or blistered, treat the parts with
service. Inspection should include the following varnish.
(1) Cleaning.
89. Disassembly (fig. 9)
(2) Commutator.
a. Remove machine from vehicle and place on bench to
(3) Brushes. facilitate handling. Lift brushes and wrap heavy paper
around commutator surface to protect it. Remove grease
(4) Brushholders. fittings from commutator end. Remove bolts holding
commutator end bearing housing to frame.
(5) Lubrication.

23
The armature, together with the commutator end bearing against the frame. Reassemble the fibre pads be-
assembly, may then be drawn out of the fan end of the tween the coils and frame when installing field
frame. To remove bearing, first unscrew countersunk flat coils.
head screws joining bearing housing to inner bearing cap
and remove bearing housing. Unscrew nut on shaft hold- (7) Before reassembling, the terminals and contact
ing inner races of bearing. The bearing may then be drawn surfaces of the poles should be clean. New main
off of the shaft together with the inner bearing cap by ap- field coils or coils that have been hot dipped
plying a puller, using the tapped holes in the inner bearing should be assembled in the frame while hot.
cap. Commutating poles with coils may be assembled
cold. The hot coils will have more give to them to
b. Do not strike any sharp blows when disassembling ma- allow pulling down the poles tight against the
chine as this may damage the ball bearings. frame. Place poles and accompanying shims in
their original positions.
c. After removing the armature, clean armature and inside
of frame by blowing out with dry compressed air. Remove (8) Whenever pole piece bolts are removed, provide
grease or oil with cloth dampened in carbon tetrachloride new lockwashers upon reassembling..
or a similar solvent.
(9) After coils art- reassembled, take care that the ca-
90. Care and Maintenance bles are properly reconnected and the connections
tight. Refer to figure 8 and carefully check coil
Field Coils. polarity.

(1) When field coils are to be removed, keep each b. Brushholders.

pole, coil, and accompany shims together.
(1) Inspect brushes periodically for wear and proper
(2) To remove a field coil, disconnect the cables, re- spring pressure; make sure that they are free in
move the bolts which hold `he pole to the frame their holders and not stuck with dirt or other for-
and remove pole and coil through the end of the eign substance. Brushholders, especially the
frame. Exciting coils can readily be slipped off of insulating material, should be carefully cleaned
the poles. Commutating coils are permanently as- at this time.
sembled on the commutating pole pieces.
(2) The brushes supplied with electrical l equip-
(3) Examine the condition of the insulating varnish ment are of the proper grade for the service con-
surface on the field coils and when necessary give ditions. In making brush replacement it is essen-
the following treatment. tial that this same grade of brush or a G-E rec-
ommended replacement be used. Proper brush
(4) Paint or preferably heat coil in 120° C. oven. Dip pressure should be maintained as specified in
while hot in Glyptal No. 1201 varnish and drain paragraph 95, as unequal brush pressure will
thoroughly. Bake for 8 hours at 120° C. (248° F.). cause unequal current distribution 1= the
brushes.
5) Before dipping, fill the bolt holes with glazier's
putty to avoid filling with varnish. After the dip (3) Item 1, figure 6 shows the correct method of
and bake, clean out the putty and wipe holes clean measuring spring pressure. The reading is taken
with a cloth dampened in G-E No. 1500 thinner or when the pressure between the brushholder lever
equivalent. and the brush is reduced sufficiently to free a
piece of paper previously Inserted.
(6) It is important to have the frame sides of the pole
pieces clean to insure their accurate seating

24
 (4) When replacing brushes, they should be carefully commutator, extreme care must be taken to keep
fitted to the commutator, sandpapering first with a the copper dust from the windings by using a
coarse grade and followed by fine grade of paper, cardboard shield or some other means; also cover
making sure that they are sanded in the direction the fan to keep it from sucking the dust into the
of rotation of the armature. Poor commutation will machine. After stoning or sanding, blow the ma-
result from a poor brush fit. chine out carefully with dry compressed air.

(5) Item 2, figure 6, shows the method employed (2) If the commutator is badly worn or burned, place
when it is necessary to fit an entire set of brushes. the armature in a lathe and turn just enough to
A strip of sandpaper, the width of the commutator give a uniform surface. Check the shaft centers to
and of sufficient length to wrap make sure they run true with respect to the bear-
one and one-quarter times around the circumference is ing seats. Before turning the commutator, place a
cut, and one end is double as shown. The small suitable head covering over the end windings to
end is inserted in a slot between segments, and the prevent the chips working into the armature.
paper wrapped around so that by rotating the ar- While turning, the peripheral speed of the commu-
mature the proper direction, the paper will be held tator surface should be about 300 feet per minute.
in place by the friction of the brushes. Round off the end of the commutator segments to
'/,; inch radius with a file.
(6) If only a few brushes are to be fitted, item 3 figure
6, shows a similar method. (3) After the commutator has been turned, groove the
side mica. Special saws are available for this pur-
(7) Maintain one-sixteenth inch clearance between pose. Do not cut the slots too wide. Remove the
the bottom of the brushholder and the commuta- sharp edges of the bars with a hand scraper or a
tor. The brush rigging is arranged so that the knife. Do not bevel the edges of the segments.
brushholder studs may be moved toward the Remove all mica fins and inspect to see that no
commutator surface as the commutator wears or is copper chips remain. Final polishing with a fine
turned so as to maintain the one-eighth inch clear- grade of sandpaper is recommended.
ance between the face of brushholders and the
commutator. Keep brushholder rigidly bolted in (4) Do not apply a lubricant to the commutator as it is
place. detrimental to operation. If the commutator is not
kept clean and free from grease and oil, carbon
(8) Brushholders are designed to insure installation of dust will collect in the grooves between the seg-
brushes in a trailing position. There are two ments, and will cause a short circuit.
groups of brushholders-one group stamped B1 and
the other group stamped B2. Each frame arm is d. Armature.
similarly stamped B1 or B2 and brushholders
must always be assembled so B1 brushholders are (1) Inspect the armature for the condition of bands,
with B1 arm stamping; similarly for B2. coils, insulation, general assembly, and commuta-
tor.
c. Commutator.
(2) Armature bands should be tight and secure, and
(1) The commutator should present a polished surface soldering on the bands should be intact. If solder
free from pitting. If it becomes pitted from arcing has been thrown off, determine the cause, correct
at the brushes, clean with fine sandpaper not car- and replace bands.
borundum or emery) or stone. When stoning the

25
 (3) The coil insulation should be clean and free from SAE-10 grade to prevent corrosion of the highly
blisters, flakes, or cracked insulating varnish sur- polished surfaces.
face. When condition of the insulating varnish on
the armature is such that treatment is necessary, (6) For greasing schedule for traction generator arma-
follow treatment prescribed under cleaning. ture bearings see LO 55-1268.

(4) Heat the armature to 100° C. (212° F.) and dip hot 91. Reassembly (fig. 9)
in Glpytal No. 1201 varnish. Specific gravity 1.15
to 1.18 at 30° C. Thoroughly drain excess accu- a. Mount inner bearing cap over spacing collar on shaft.
mulation of varnish and bake for 24 hours at an Press bearing into place on shaft or heat bearing to
oven temperature of 120° to 125° C. (2480 to 100° C. and slip into place on shaft, holding it tight
2570 F.). against spacing collar until cool. The grease seal side
of the bearing should be on the inside. Place lock-
c. Balance. The armature is dynamically balanced at the washer on shaft and screw on bearing nut. Bend
factory. If anything is done to the armature which dis- washer over on face of nut to lock nut. Repack bear-
turbs this balance, it should be rebalanced dynami- ing with grease. Mount bearing housing in place on
cally for best performance. shaft over bearing by tapping lightly around the edge
of the housing. Bolt housing to inner bearing cap us-
f. Lubrication. The bearing is grease lubricated. Refer to ing the two, small, countersunk head, machine
LO 55-1268. G-E ball bearing grease is recom- screws. Rotate bearing assembly on shaft to see that
mended. Refer to LO 55-1268. there is no binding.

(1) Examine the grease fittings regularly to see that b. Place heavy paper around commutator surface to pro-
they are not damaged so as to allow dirt to enter tect it and slip armature into frame. The armature
the bearings. Before greasing, wipe the fittings may be drawn into its final position with the bearing
clean so as not to force dirt into the bearing with housing bolts.
the grease.
92. Testing After Repairs
(2) The amount of lubrication depends largely on the
service requirements. Grease should be added pe- Make a high potential test at 1,000 volts ac of commercial
riodically but not excessively as it will work out frequency for 1 minute.
of the housing and be thrown off to the detriment
of the unit when it gets on brushes, commutators 93. Lining Up Generator With Engine
and windings, and clogs ventilating passages.
a. The proper operation of the set requires that the gen-
(3) As conditions dictate, take bearing assemblies erator shaft be in line with the engine shaft and that
apart and thoroughly clean with kerosene or simi- the air gaps be equally divided.
lar solvent for the purpose of removing the accu-
mulation of old and hardened grease from bear- b. To insure this, make sure that the surfaces of the rab-
ings, housings, and grease passages. bet fits on the generator and engine are clean and that
the bolts holding the generator to the engine are
(4) In addition to a visual inspection, check the bear- drawn up tight.
ings for defects by rotating in the hand and feel-
ing for grit or binding; also spin by hand and lis- 94. Inspection After Repairs
ten for defects.
After repairs, make a careful check to see that no foreign
(5) Immediately after bearings have been cleaned in matter remains in the machines and that no loose brushes
the solvent, wash them in a light mineral oil of or other obstructions are on the commutator. Check the
connections with the diagram shown in figure 8. See that
all bolts are drawn up tightly and locked.

26
95. Maintenance Data for Type GT- (3) Grade GE-377
1503-X1 Traction Generator
e. Commutator side mica.
a. Classification 6 pole, d-c self-excited, shunt wound,
commutating pole machine. (1) Grooving depth . . . . . . 3/64 in.

b. Nominal rating for traction purposes-input-150 hp at (2) Thickness . . . . . . . . . . .0.030 in.

1,800 r.p.m.
f. Bearing grease capacity (2/3 full) . . 3.0 oz.
c. Resistances at 25° C.
(1) Exciting field . . . . . . . . .12.6 ohms g. Weight-approximately (not including coupling) . .940
(2) Commutating field . . . . 0.0079 ohm lbs.
(3) Starting field . . . . . . . . . 0.00461 ohm
(4) Armature . . . . . . . . . . . . 0.013 ohm h. Prints and figures.

d. Brush data. (1) Outline . . . . . . . . . . . . . . . fig. 7

(2) Connection diagram fig. 8
(1) Pressure. . . . . . . 80 to 96 oz. per (3) Bearing assembly fig. 9
finger (4) Armature insulation . . . . . fig. 10
(2) Size 5/8 in. by 3 in. (5) Brushholder diagram fig. 11
by 2 in. long

Section VII. TRACTION MOTOR

96. Inspection and Maintenance 97. Frequency of Inspection

a. The main traction motors, type GE733, are 6 pole, di- A systematic schedule for inspection and overhaul should
rect, current, commutating pole motors with dou- be established. Routine inspection should be made every
ble-reduction gearing. The motor is cooled by air drawn 3,000 miles as noted, and general overhaul 150,000 to
into the machine by a fan mounted on the armature shaft. 200,000 miles or every 2 or 3 years, whichever occurs
The air enters the commutator end of the motor through first.
perforated holes in the covers and is divided into two
paths, one entering under the commutator and passing 98. Routine Inspection
through longitudinal ducts in the armature core and out at
the fan end; the other passes over the commutator surface Every 3,000 miles, or once a month where less than 3,000
and through the air gaps and between field coils, joining miles a month is operated
that from the armature path and is discharged by the fan
through openings in the gear box casting, sheltered from a. Remove commutator covers taking care that no oil,
wheel wash. dust, or other foreign material falls into the motor. Clean
commutator chamber by blowing out with clean, dry com-
b. The single gear box casting contains bearing bores for pressed air.
both high and low speed reduction, machined integral in
the one casting, thereby assuring correct gear centers at all b. Inspect commutator. See that copper surface is free of
times with a minimum chance of gear wear from mis- copper beads and has a smooth and polished appearance.
alinement. The gear box together with gear cover, when
bolted together forms a tight fitting assembly to hold the c. Wipe off string band. This surface must be free of oil
oil which is used for both gear and bearing lubrication. and dirt and have a smooth glossy finish.
The gear meshes are lubricated by dip and splash in the oil d. See that brushholder mechanisms operate properly,
bath and both the anti-friction bearings and axle sleeve shunts and terminals are tight, and porcelains are clean
bearings are lubricated by splash from and in good condition. Examine surface condition and
the gear train. It is essential that the proper oil level be wear of brushes.
maintained in the gear box at all times.

27
Replace short or broken brumes with new ones of the (2) See that pole bolts are tight and properly locked.
proper grade.
(3) Examine gear teeth for wear. Measure and record
e. Examine armature, field coils, and connections for end play of intermediate shaft in its bearing.
charred or broken insulation or other injuries..
(4) Remove intermediate bearing housings, also pin-
f. Replace commutator covers. ion end armature bearing housing and examine
rollers and races for year. Remove bearing parts
g. Clean dirt from around filling plug on gearcase. for replacement if necessary. See instructions for
Check oil level and, if necessary, add ,.ail to bring up the care of bearings.
to proper level.
(5) Reassemble armature bearing and commuta-
h. For greasing motor bearings see LO 55.- 1268. tor-end bearing housing on armature shaft.

99. Overhauling (6) Reassemble the armature in the motor.

The following operations are recommended en it be- (7) Install new brushes if necessary.
comes necessary to remove the motors from the locomo-
tive for general overhauling. (8) Before reassembling the bearing housing and
bearing parts in the gearcase it is important that
a. Clean dirt away from gear box and gear cover joints the interior of the gearcase be completely flushed
and around the oil filling plugs. Drain oil from gear- out. with kerosene. Reassemble intermediate
case and remove gear cover (approx. 1 gal. to 11/2 shaft bearing housings.
gal. of oil will remain inside the gear cover) .
(9) Remount the motor on the gear box. Check to see
b. Check radial wear and end play of the axle bearings. that the 10 motor mounting bolts have a small
"N" stamped on the head (this is a special high
c. Dismount the motor complete with gear 'pox from tensile strength bolt). Use new lockwashers under
axle, and place horizontally on bench (upside down). these bolts. Reassemble armature pinion-end
bearing housing.
d. Remove motor from gear box.
(10) Remount the motor and gear box assem-
e. Remove the armature and blow out dust and dirt with bly on the axle, replacing axle linings if neces-
clean, dry compressed air. Re-condition per detailed sary. See that all axle cap studs are tight in place
instructions on armature and commutator. and that al! nuts are drawn up tight and securely
locked with cotter pins.
f. Remove commutator end bearing housing to make
sure grease leaks have not developed. Remove arma- 100. Removal of Motor Armature Pinions
ture bearing and clean and inspect in accordance with
Note. For pinion and bearing assemblies and details see
detailed instructions for the care of bearings.
figures 18 and 19.
g. Blow out with dry compressed air and clean the inte-
The maximum safe speed of this locomotive (under own
rior of the motor, using carbon tetrachloride to re-
power, coasting or being towed) is 20 m. p. h., 4,000 r. p.
move any oil.
m. on motor armature. When necessary to haul the loco-
motive in excess of 20 m. p. h. remove the motor arma-
h. If the field coils and connections are tight and in
ture pinions, thereby disengaging the motor armatures
good condition give them two coats of G-E No. 1201
and preventing damage to commutators and windings due
Glyptal. If necessary to remove the coils, proceed as
to overspeed. The instructions below outline the correct
follows
procedure in removing and replacing pinions. (See fig.
17.)
(1) See that the brushholder mechanisms operate
properly, shunts and terminals are tight, porce-
a. Remove the six capscrews (26) and lockwashers (25).
lains are clean and free from cracks, and carbon
ways are not rough or worn.

28
b. Using three lip-inch 13 jackscrews (with 21/z-in. a. Examine the pinions and inner bearing races to see
thread) remove bearing housing (27) and pinion end that no damage has occurred to the polished surfaces.
bearing assembly (28). Screw jackscrews into the These should be wiped free of oil and examined care-
three tapped holes in the bearing housing and turn up fully. Feel both outer and inner surfaces of bearing
not to exceed onefourth turn each, in orderly se- race and inner pinion "fit" surface. Check with the
quence, taking care not to "cock" the housing in its fit finger any suspected roughness. Do not attempt to
in the gear box. The internal clearance of this pinion assemble damaged pinions or bearing parts. Minor
end armature bearing is 0.002 in. and it is extremely roughnesses may be removed using a fine grade of
important that this housing be removed parallel to the polishing stone.
centerline of the armature with no cramping of the
housing on the inner race whatsoever. b. Remove pinion-end bearing housing (27) from gear
box using three 1/2-inch jackscrews screwed into the
c. Remove the two capscrews (30) , lockwasher (29), and three tapped holes in the bearing housing. These jack
retaining plate (31), from end of armature shaft. screws should be turned up not to exceed one-fourth
turn each, in orderly sequence, taking care not to
d. Using pinion puller 472956661 engaging the threaded "cock" the housing in its fit in the gear box.
extention of armature pinion (4), remove the pinion
complete with inner bearing race (28). To prevent c. Remove dummy inner bearing race, from shaft.
damaging the end of the armature shaft, be sure that
center plug is in place on the end of the shaft. For use d. Check pinion taper fit on armature shaft for roughness
and details of pinion puller see figures 18 and 19. or scratches.

e. For shipment from the factory, a dummy inner bearing e. Wipe shaft clean of oil, using a dry cloth.
race, (Cat. 6705444 for SKF NUS No. 60 Bearing;
Cat. 6705538 for NH RY 560-A) made up of brass f. Wipe pinion "cold" clean of oil using a dry cloth.
with a loose fit on the armature shaft, is furnished in-
stead of replacing regular inner race for the purpose of g. Check "cold" position of pinion on shaft. Push pinion
holding up the armature so that its weight is not car- firmly onto shaft taper as far as it will go. Do not
ried in the oil seal. It is recommended that these same strike with hammer. Record indicator reading or shim
parts, if available, be reused for tong haul. measurement, using Cat. 6705460 pinion advance
gage registering on finished surface on pinion to end
f. Replace bearing housing and armature bearing assem- of armature shaft (fig. 14).
bly taking precautions to prevent cramping of hous-
ing. With inner race just started into engagement with h. Place pinions in oven 150° C. (302° F.)leave pinions
rollers and working a bar under armature fan to bal- in oven approximately 2 hours. Check to get a tem-
ance armature weight, advance housing into position perature of 80° C. above shaft temperature (105° C.
slowly using three capscrews (26) only without lock- on pinion with 25° C. on shaft). Never heat pinions
washers. Draw up evenly on the three capscrews above 190° C.
one-fourth turn maximum at a time, taking care that
housing is always square with armature shaft. After i. Remove hot pinion and check inner fit to be sure it is
housing has been drawn solidly into position, remove clean and without hesitation proceed to assemble in
the three capscrews and replace all six capscrews with place on shaft. With pinion nearly in engagement
lockwashers. with taper fit (not in actual contact) snap forcibly into
place with a quick push. It is important that the hot
101. Mounting of Pinions pinion be snapped into position instantaneously be-
fore pinion has cooled appreciably; or the pinion will
After locomotive has been shipped with the pinions re- immediately "freeze" to the shaft and cannot be ad-
moved, the following procedure is recommended for re- justed further.
placement of pinions (see fig. 17)
j. Check "hot" or shrunk-on position of pinion of shaft.
Record indicator or shim measurement. Subtract

29
 readings here taken from previous "cold" readings the gear cover and completely clean of old oil and
(see g above). The difference is the "advance" of dirt, and refill gear case with new oil. Subsequently,
pinion. remove the gear cover at least once a year to permit
cleaning out, draining, and replacing of oil.
Note. Correct pinion advance is 0.030 inch to 0.035
inch. If less than 0.030 inch or more than 0.035 e. Under average summer temperature conditions use a
inch, promptly remove pinion and repeat. well refined straight mineral oil without corrosive
compounds or additives having a Saybolt universal
If pinion advance is satisfactory, allow pinion and shaft viscosity at 210° F. of from 110 to 130 seconds and
to cool thoroughly and then proceed with assembly at 100° F. of from 1,500 to 2,000 seconds, (SAE-60
of inner race. approx.). This lubricant should be suitable for lubri-
cating gears, anti-friction bearings, and bronze
k. Place inner bearings races in 150° C. oven for ap- sleeve bearing linings on the axle.
proximately 1 hour to obtain a temperature of 100°
C. above shaft temperature (125° C. on bearing race f . For operation in ambient temperatures of approxi-
with 25° C. on shaft). Never heat hardened bearing mately 100° F. for extended periods of time, the lu-
parts above 135° C. bricant should be one grade heavier but otherwise
have similar properties to the above.
1. Remove bearing race from oven. Check that inner fit
is clean and dry and without hesitation, push up sol- g. For extreme cold weather conditions where there will
idly against register face on pinion. be considerable intermittent operation with ambient
temperatures of 0° F. or below, use a straight min-
m. Assemble retaining plate (31) , cap screws (30) , and eral oil without corrosive compound or additives,
new lockwashers (29) turning up corner of lock- having a Saybolt universal viscosity of 210° F. of
washer after positively tightening capscrews. from 64 to 85 seconds, (SAE-30 approx.). The pour
point should be 0° F. or below. Oil must not channel
n. Assemble bearing housing (27) (oil drain recess at at -20° F. and must be stable at temperature up to
bottom), taking precautions to prevent cramping of 180° F.
housing in gear box or marking of bearing inner
race. See paragraph 100 b for details. 103. Lubrication-Grease

102. Lubrication---Oil a. The commutator-end armature ball hearing is grease

lubricated. G-E ball bearing grease is recommended
a. The two taper roller bearings on the intermediate shaft for use in replenishing the grease in this bearing.
and the pinion end armature bearing are oil lubri-
cated by splash from the gear train. Oil catches have b. Examine the grease fittings regularly to see that they
been built into the gear box to pick up and deliver are not damaged so as to allow dirt to enter the bear-
sufficient oil to these bearings to provide adequate ings. Wipe the fittings clean before greasing so as
lubrication daring normal running. not to force dirt into the bearings with the grease.

b. It is extremely important that the correct amount of c. The amount of lubrication depends largely on the ser-
lubricating oil of the proper viscosity be used to in- vice requirements. Add grease periodically but not
sure adequate lubrication of gearing and bearings at excessively as it will work out of the housing and be
all times. thrown off to the detriment of the unit when it gets
on brushes, commutators, and windings, and will
c. It is important that the oil level be maintained within clog ventilating passages.
one-fourth inch of the bottom of the top filling plug
opening at all times. Check this point frequently e. As conditions dictate, take bearing assemblies apart
enough to determine that there is adequate lubricant and clean thoroughly with carbon tetrachloride,
in the gear case at all times. Oil capacity is ap- kerosene, or similar cleaning fluid, to remove the
proximately 31/2 gallons. accumulation of old and hardened grease from bear-
ings, housings, and grease passages.
d. After approximately 3 months of operation of the new
locomotive, drain the oil from the gear case, remove

29
e. In addition to a visual inspection, check the bearings for box. Using a heavy rope sling around motor and a hoist,
defects by rotating in the hand and feeling for grit or bind- remove motor complete with armature fan, pinion, and
ing, and also spin by hand and listen for defects. pinion end inner bearing race. To release frame from gear
box, use three jack screws in the three tapped holes pro-
f. Immediately after bearings have been cleaned in the vided for this purpose.
solvent, wash them in a light mineral lubricating oil of
SAE-10 grade to prevent corrosion of the highly polished (2) Remove cap screws (30), lockwashers (29), and
surfaces. retaining plate (31) from end of shaft.

g. When the bearing compartment is clean and dry repack (3) Using pinion puller 472956661, remove pinion (4)
about two-thirds full with fresh grease. When reassem- and bearing inner race at the same time from the shaft. To
bling, pack some grease in the bearing itself. For greasing remove inner bearing race only, use puller 474837067.
schedule refer to LO 55-1268.
(4) Remove cap screws (2) and lockwashers from the
104. Care of Roller Bearings cummutator and bearing assembly (fig. 16).

To insure successful operation of the roller bearings, ob- (5) Remove brushes from brushholders and wrap
serve the following precautions cardboard around commutator to prevent damage.

a. Do not remove the original packings from spare bear- (6) It is now possible to push armature and bearing
ings until immediately before they are to be used. Unwrap assembly complete out of its fit in the frame, removing
bearings in a clean, dry place, removing the packing from the fan end.
grease by washing bearings thoroughly in carbon tetra-
choloride, kerosene, or some similar cleaning fluid. Im- (7) After removing the two flat head cap screws (22) ,
mediately after washing, dry the bearing parts thoroughly remove bearing cap (1), and gasket (17) ; bend up lock-
and further wash in a light mineral lubricating oil of washers (18) , and remove bearing nut (19) .
SAE-10 grade to prevent corrosion of the highly polished
surfaces. Keep bearing parts covered at all times with (8) Using a puller 474837068 engaging in the taped
clean rags or paper to prevent entrance of dirt or chips. holes from which bolts (2) have been removed, remove
bearing housing (4), flinger (15), and ball bearing (16)
b. Bearings should be cleaned and inspected when the mo- from the armature shaft.
tor is taken apart for over-hauling. Clean bearings and
housings promptly after removal from the gear box. In- (9) If necessary to remove armature fan (12) , use
spect the bearings for defective roller, rotating each roller. puller 4748370611, engaging in the three tapped holes in
Inspect the cages for loose rivets. Inspect the races for the hub of the fan. Be sure that the center plug is used on
signs of marking or pitting (both outer and inner race end of shaft to prevent damage of center.
complete) do not attempt to reassemble damaged bearings.
Replace with a new bearing any bearing which, in the (10) Remove pinion-end armature bearing and bearing
opinion of the examiner, is questionable. The questionable cap (28 and 27, fig. 17) using the three jack screws in hole
bearing should be reconditioned or scrapped. Do not inter- provided for this purpose. Take care not to cramp the
change inner and outer races of different makes of bear- bearing housing in its fit in the gear box.
ings.
(11) Remove wire (5) , cap screw (6) and retaining ring
c. For disassembly of motor and gear box see figures 16 (32) from housing (27) , and using puller 474837064 re-
and 17 respectively. Place motor and gear box assembly in move outer race and roller assembly from the bearing hous-
a horizontal position on bench (upside down with respect ing.
to normal position in truck) with wood block under cylin-
drical motor frame. (12) Remove cap screw (11) , and using the three jack
screws in holes provided + or the purpose, remove bearing
(1) Remove the 10 capscrews and lockwashers -(1 housing (10) from gear end of intermediate shaft.
and 2, fig. 17) thereby releasing the motor from the gear

31
 (13) Using puller 474837063 it is possible to re- a. Under normal conditions, it should not be necessary
move the outer bearing cap (8) from the bear- to remove poles and coils from the frame for clean-
ing housing (10). ing. To remove dirt accumulation use dry, clean,
compressed air. Use carbontetrachloride to remove
(14) It is necessary to prepare a special adapter oil and grease. After cleaning thoroughly, heat the
ring for use in the hydraulic press to remove assembled frame to 100 ° C. (212 ° F.) in an oven
intermediate shaft (20) from the assembled and, while hot, dip in Glyptal No. 1201 varnish,
gear and pinion. This adapter should be a steel commutator end up, allowing varnish to come up
tube, 61/2 inches O.D., 51/2 inches I.D., ap- over C. E. connectors. Specific gravity of varnish
proximately 10 inches long, adaptable for fit- should be 1.15-1.18 at 30° C. (86° F.). Wash off
ting ram of press. After removal of bearing pinion-end rabbet fit and outside of frame with sol-
housing (10) , assemble this tube in the space vent. Bake frame in 120° C. (248° F.) oven for 16 to
occupied by the bearing housing, registering 20 hours. If dipping facilities are not available use a
against inner gear hub (7) with the gear box in brush or spray, working from both ends to get var-
a horizontal position under the press, interme- nish into space between field coils.
diate shaft (20) vertical.
b. When necessary to replace the field coils in a frame
(15) Remove capscrews (11) and using three jack for any reason, observe instructions in c through i
screws in the tapped holes provided for the below.
purpose, remove bearing housing (17) from
the pinion side of intermediate shaft. Keep c. The field coils are permanently assembled on the
shim pack together. poles and cannot be removed readily. Handle a coil
and pole piece as an assembled unit.
(16) Using puller 47483065, remove inner bearing
cone (19) from pinion end of intermediate d. Before reassembling, thoroughly clean the terminals
shaft. and contact surfaces of coils, and frame side of pole
pieces.
(17) It is now possible to press the intermediate
shaft (20) from both gear (7) and pinion (21) e. Before reassembling coils and poles, prepare the inner
supported in the press on adapter tube de- surface of the frame as follows
scribed above. It will probably require a pres-
sure in the order of 100 to 150 tons to press f. Remove torn paper insulation and replace with new
this shaft out of both gear and pinion cold. paper properly, cemented to frame. Locate paper so
Both pinion (21) and gear (7) can then be re- that pole piece openings are lined up with pole piece
moved through the open end of the gear case. bolt holes, and pole pieces may be drawn up firmly
against the frame to give good magnetic contact. All
(18) Using puller 474837062, remove the outer varnish should be cleaned from pole seat surfaces.
bearing cup (18) from the bearing housing
(17) . g. Assemble poles and coils and connection straps in ac-
cordance with the connection dia gram. Securely
(19) Using puller 474837066, remove inner bear- bolt all connections and tape tightly.
ing cone (19) from intermediate shaft (20).
h. Check coil polarity with connection diagram; pass
105. Field Coils current through the windings and check with mag-
netic compass needle.
Examine the condition of the insulating varnish surface on
the field coils and give the following treatment when nec- i. Dip assembled frame in Glyptal No. 1201 varnish.
essary Bake 16 to 20 hours at 120° C. (248° F.).

32
106. Brushholders the commutator wears or is turned so as to maintain
the one-sixteenth of an inch clearance between the
a. Inspect brushes periodically for wear, proper spring face of brushholders and the commutators. Keep
pressure and to make sure that they are free in their brushholders rigidly bolted in place.
holders and are not stuck with dirt or other foreign
substance. Carefully clean brushholders, especially 107. Commutator
the insulating material, at this time. Take care not to
snap the spring as this might chip the brush. a. The commutator should present a polished surface
free from pitting. If it becomes pitted from arcing at
b. The brushes supplied with electrical equipment are of the brushes, clean with fine sandpaper (not car-
the proper grade for the service conditions. In mak- borundum or emery) or stone. When stoning the
ing brush replacement it is essential that this same commutator, take extreme care to keep the copper
grade of brush or a G-E recommended replacement dust from the windings by using a cardboard shield
be used. Proper brush pressure should be maintained or some other means; cover the fan to keep it from
as specified in paragraph 112, as unequal brush sucking the dust into the machine. After stoning or
pressure will cause unequal current distribution in sanding, blow out the machine with dry compressed
the brushes. air.

c. Item 1, figure 6 shows the correct method of measur- b. If the commutator is badly worn or burned, place the
ing spring pressure. The reading is taken when the armature in a lathe and turn just enough to give a
pressure between the brushholder lever and the uniform surface. For best results turn the armature
brush is reduced sufficiently to free a piece of paper in its own bearings to reduce eccentricity. If this is
previously inserted. not possible, check the shaft centers to make sure
they run true with respect to bearing seats. Before
d. When replacing brushes, they should be fitted care- turning the commutator, place a suitable head cover-
fully to the commutator, sandpapering first with a ing over the end windings to prevent the chips
coarse grade and followed by fine grade of paper. working into the armature. While turning, the pe-
Make sure brushes are sanded in the direction of ro- ripheral speed of the commutator surface should be
tation of the armature. Poor commutation will result about 300 feet per minute. Round off the ends of the
from a poor brush fit. commutator segments to at least one-sixteenth of an
inch radius with a file.
e. Item 2, figure 6, shows the method employed when it
is necessary to fit an entire set of brushes. A strip of c. After the commutator has been turned, the side mica
sandpaper, the width of the commutator and of suf- should be grooved to the depth shown in paragraph
ficient length to wrap one and one-quarter times 112. For thickness of commutator side mica refer to
around the circumference is cut and one end is dou- paragraph 112. Special saws are available for this
ble as shown. The small end is inserted in a slot be- purpose. Do not cut the slots too wide. Remove the
tween segments, and the paper wrapped around so sharp edges of the bars with a hand scraper or a
that by rotating the armature the proper direction, knife. Do not bevel the edges of the segments. Re-
the paper will be held in place by the friction of the move all mica fins and inspect to see that no copper
brushes. chips remain. Final polishing with a fine grade of
sandpaper is recommended.
f. If only a few brushes are to be fitted, item 3, figure 6,
shows a similar method. d. Do not apply a lubricant to the commutator as it is
detrimental to operation. If the commutator is not
g. Maintain one-sixteenth of an inch clearance between kept clean and free of grease and oil, carbon dust
the bottom of brushholder and the commutator. The will collect in the grooves between the segments,
brush rigging is arranged so that the brushholders and will cause a short circuit.
may be moved toward the commutator surface as

33
108. Armature
Classification 6 pole, d-c commutating pole machine.
a. The armature should be closely inspected for the Resistances at 25 ° C
condition of. bands, coils, insulation, generator Exciting field 0.00986 ohm
assembly, and commutator. Commutating field 0.00905 ohm
Armature 0.01312 ohm
b. Armature bands should be tight and secure. Sol- Brush data:
Pressure 80 to 96 oz per
dering on the bands should be intact. If solder has finger
thrown off, the cause should be determined, cor- Size 3 in. by 5/8 in.
rected, and bands replaced. by 2 in. long
Grade GE-377
c. The coil insulation should be clean and free from Minimum air gap:
blisters, flakes, or cracked insulating varnish sur- Exciting field 0.102 in.
face. When condition of the insulating varnish on Commutating field 0.138 in.
the armature is such that treatment is necessary, Clearance around fan:
proceed as indicated in d below. Minimum 3/64 in.
Maximum 3/32 in.
Commutator side mica:
d. Heat the armature to 100 ° C. (212 ° F.) and dip
Grooving depth 3/84 in.
hot in Glyptal No. 1201 varnish. Specific gravity Thickness 0.045 in.
1.15 to 1.18 at 30° C. Thoroughly drain excess Bearing grease capacity (2/3 full)
accumulation of varnish and bake for 16 to 20 Commutator end 4 1/4 oz
hours at oven temperature of 120° to 1250 C. Axle bearings:
(2480 to 2570 F.). Diametrical clearance
Minimum 0.015 in.
109. Balance Maximum 0.045 in.
End play:
The armature is dynamically balanced at the factory. If Minimum 0.032 in.
any thing is done to the armature which in any way will Maximum 0.150 in.
disturb this balance, it should be rebalanced dynamically Intermediate shaft end play:
for best performance. Minimum 0.008 in.
Maximum 0.010 in.
110. Testing After Repairs Weight
Motor-complete with gear box
Give a high-potential test of 1,000 volts a-c of commercial gears and accessories 2,500 lb.
frequency for 1 minute. Motor only 1,075 lb.
Armature (with fan) 400 lb.
111. Inspection After Repairs Prints and diagrams:
Outline, motor and gear unit fig. 13
After repairs have been made, check carefully to see that
Connection diagram fig. 14
no foreign matter remains in the machines, and that there
Armature insulation fig. 15
are no loose brushes or other obstruction on the commuta-
Longitudinal (section motor) fig. 16
tor. Check the connections with figure 8. See that all bolts
Gear box assembly fig. 17
are drawn tightly and locked.
Pinion and bearing puller
assemblies. fig. 18
112. Maintenance Data for Type GE-733-H1 Pinion and bearing puller details- fig. 19
Motor (Model 5GE733H1) Models 7GA. 33C2 Pinion advance o gage fig. 12
and 7GA33C4 Gear Units
Section VIII. CONTROL EQUIPMENT

113. Type 17GC5 Reversing Switch either forward or reverse motion of the locomotive, as de-
sired. Besides the two running positions, the switch
a. The Type 17GC5 reversing switch connects the traction
motor to the generator in the proper relationship to give
34
 also has a neutral or "off" position, midway between can be obtained of proper size to fit over the old
the two running positions in which the traction mo- shaft. Take care to reassemble the switching fin-
tor is entirely disconnected from the generator. gers in the same position as originally assembled.

b. This switch consists of a set of movable and a set of (6) Blow out all dust and grit with dry compressed
stationary contacts. These are made of copper with air.
silver contact surfaces. The switching fingers are
clamped to an insulated square shaft in such a man- (7) Oil hinge pins with a thin lubricating oil such as
ner that they are self-alining and have an adequate G-E PC control lubricant No. 1. Shaft bearings
wiping motion in either running position. The sta- are of a graphite alloy, and need no lubrication.
tionary contacts are mounted on blocks of an insu-
lating compound. A star wheel and pawl definitely 17GC5W4 DATA
locate all three positions of the switch, which is op-
erated by a lever at the operator's position. Contact Drop or wipe Gap Pressure in
in inches in inches Pounds
Main 3/16 to 5/16 ¾ to 1 15 to 22
c. A magnetic interlock prevents moving the switch Interlock 3/32 to 4/32 10/32 to 13/32 ¾ to 1
from any position unless the engine throttle handle
is in the idling position, thus eliminating any burn- Lock coil catalog No. 2738669 Res. at 25C 117 ohms.
ing of the contacts.
114. Types 17CM12 and 17CMI 5 Contactors
d. An electrical interlock prevents the generator field
contactor from closing when the reversing switch is a. These contactors are light weight, single pole, mag-
in the "off" position. netically operated with a bent-up frame construction
and using a straight armature with rocker bearing.
e. Inspect the reversing switch periodically, possibly at The contactor must be mounted with its supporting
the same time that traction motor is inspected. The base in a vertical plane and with its contact tips up.
actual frequency should be determined by local op-
erating conditions. b. Where necessary, the contractors are provided with
blowout coils and arc chutes to assist in rupturing
The inspection should cover the following the arc. The arc chute is easily moved, thus making
the contact tips readily accessible.
(1) Check the main and interlock contacts for gap
drop and spring pressure. Refer to (7) below.
c. The contactor should be manually operated during in-
(2) Replace any broken springs or shunts. spections to detect any mechanical difficulties. Care
should be taken that all circuits are de-energized and
(3) Inspect switching fingers and contact blocks for the battery switch is open before manually closing
burning; replace when necessary. Replace con- or doing any work on the contactors.
tact parts when the silver facing has worn
through. The contacts are silver-faced and should d. Keep the copper contacts clean and if they become
require little attention. If it becomes necessary to burned or pitted, dress up by light applications of a
clean the contacts preferably use a clean lintless fine file. Extreme care should be taken to insure that
cloth wet with carbon tetrachloride or use a fine full line contact is obtained across and between the
file. Do not use sandpaper or emery cloth as two tip surfaces after filing. If the tips are too badly
these will leave harmful grains in the contact sur- pitted, they should be renewed.
face. If a file is used, care should be taken not to
remove too much material. e. The type 17CM12L2 contactor has silverfaced con-
tacts, and should require little attention. If necessary
(4) Check all connections for cleanliness, and tighten to clean the contacts preferably use a clean lintless
if loose. cloth wet with carbon tetrachloride or use a fine file.
Do not use sandpaper or emery cloth as these will
(5) Paint the square shaft insulation with Glyptal No. leave harm ful grains in the contact surface. if a file
1201 insulating paint. If the insulation on the is used. uses, take care not to remove too much ma-
square shaft carrying the switching fingers is terial.
damaged or burned, apply new insulation. This

35
f. The type 17CM12J15 contactor has non-welding alloy would move from its position as it just touches the fixed
contact tips. These are copper colored and are distin- tip to the position it would assume were the fixed tip not
guished from the copper tips by having an "S" indented in in place when the armature is fully closed against its stop.
the side. Maintenance should be the same as for copper
tips. i. The contactor is provided with an adjustable armature
spring to obtain positive opening when the operating coil
g. Check the contact tip pressure periodic To do this, in- is de-energized. This spring was properly adjusted at the
sert a thin piece of paper between the contacts, fully close factory and should not require any further adjustment. In
armature either mechanically or by energizing the operat- the event a contactor is dissembled or the adjustment is
ing coil and attach a spring balance (with wire or string otherwise disturbed, connect the operating coil to a vari-
stirrup if necessary) to the head of the ;crew holding the able voltage source and check the pick up current against
movable contact tip. The glance should then be pulled, that specified in paragraph 115.
perpendicular to he line of contact, until the paper can be
easily :loved. The pull at the instant the paper can be j. Renew the copper and alloy contact tips when worn
moved is the contact tip pressure. (fig. 20). half-way through. Replace the silver-faced contacts of the
17CM12L2 contactor when the silver facing has worn
h. Check the tip gap and wipe of the contact periodically. through. The braided copper shunt, which carries the cur-
The gap is the distance between tips when the contactor is rent from the moving contact to the contactor terminal,
fully open. The wipe, which is measured at the line of fi- should be inspected periodically and renewed before it
nal tip contact, is a measure of the armature movement becomes badly worn of broken.
after tree tips touch. it It is the the that the movable tip

15. Contact Data

Symbol on
Ampere Tip gap Wipe or
locomotive Initial Final
Contactor Cont. or wear Catalog No..
wiring dia- pressure pressure
capacity break allowance
gram
17CM12BE2 S1 350 13/32 to 11/,32 to 21/2 to 10 to 2738575
16/32 in. 13/32 in. 4 lbs. 13 lbs.
17CM12L2 Ml 275 13/12 to 11/32 to 2 ½ to 10 to 2738575
16.32 in. 13/32 in. 4 lbs. 13 lbs.

17CM12J15 GS1 275 13/32 to 11/32 to 7 to 18 to 2738770

16/32 in. 13/32 in. 10 lbs. 22 lbs.

7CM15CC29 GF1, 18 1/2 to 7/32 to 11/2 to 3 to 2738750

GF2 21/32 in. 9/32 in. 2 lbs. 4 lbs.

16. Operating Coil Data b. This interlock consists essentially of a contact bar
attached to the contactor armature through insula-
Ohms Approximate Catalog No. tion and contact fingers which are attached to the
resistance pickup blowout
at 25°C. amperes coil
contactor frame through insulation. Contact pres-
38.6 0.45 sure, contact wipe, and tip gap or break should be
38.6 0.45 checked periodically. It should seldom be neces-
6.4 2.0
7 3. .25 4739111 sary to check the exact pressure except when the
contact is suspected of being faulty. Wipe, pres-
17. Interlocks on 17CM Contactors sure, and break are given in the interlock data. (d,
below).
a. The engine starting contactor is provided with an
electrical interlock c. Both the stationary and moving contacts

36
attention. If it becomes necessary to clean the contacts gers making in the de-energized position of the re-
preferably use a clean lintless cloth wet with carbon tetra- lay. By the term "wipe" is meant the distance the
chloride or use a fine file. Do not use sandpaper or emery moving tip would travel after it touches the station-
cloth as these will leave harmful grains in the contact sur- ary contact if the stationary contact were not there.
face. If a file is used, take care not to remove too much With proper operating adjustment the tip gaps
material. Replace contacts when the silver facing has worn should always be equal to or greater than the mini-
through. mum value specified.

d. Interlock data. (1) Wipe-i/1 6 inch minimum

Contactors used on Symbol Wipe Tip gap Pressure (2) Break-1/ 6 inch minimum
Type Type or break
17AF14H1 17CM12J15 GS1 3/32 to 6/32 to 8 oz
5/32 in. 9/32 in. 119. 17LS8A2 Control Relay (CR)
17AF14H1 17CM12L2 M1 3/32 to 6/32 to 8 oz
5/32 in. 9/32 in. a. The 17LS8A2 control relay is used to prevent the op-
eration of the locomotive in the field shunting con-
nection when the locomotive exceeds a speed speci-
118. DB-1687-C4 Relay (VI) fied on the locomotive connection diagram, figure
34.
a. This relay is of the magnetic type, having a hinged
armature. The armature carries the contact making b. The relay is of the series type and operates on the cur-
finger. The finger is spring mounted and all contacts rent passing through the armature. It is calibrated to
have silver facing. drop out at the current value specified on the dia-
gram, (fig. 34) which corresponds to the current
b. The "pickup" voltage can be adjusted (over a limited flowing through the traction motor circuits when the
range) by changing the deenergized position of the locomotive has reached tile speed specified in figure
armature, thus varying the air gap. This adjustment 34, with the field shunting contactors closed. Higher
is obtained by moving the lower stationary contact locomotive speeds will give less current so this ef-
stud up or down. Increasing the air gap increases the fect is utilized to cause the traction motor to drop
pickup voltage. back to its full field connection and thus prevent
shunt field operation at high speeds.
c. The "dropout" voltage can also be adjusted by chang-
ing the tension of the spring which is attached to the c. The relay is made up of a heavy series coil designed
armature, decreasing the tension to- lower the drop- to carry the traction motor current. This is mounted
out voltage and increasing it to raise the dropout upon magnetic structure which operates an armature
voltage. Always recheck the pickup setting after any carrying a single normally open contact, the whole
change is made in the dropout setting as it may also being mounted upon a wooden base.
be affected.
d. Inspect the relay to see that the armature is free to op-
d. The contacts being silver-faced should seldom require erate. Occasionally check the calibration to see that
attention. If it becomes necessary to clean the con- the relay drops out at the speed of the locomotive
tacts preferably use a clean lintless cloth wet with specified in figure 34. This check must be made
carbon tetrachloride or use a fine file. Do not use with the throttle handle in the "full" throttle posi-
sandpaper or emery cloth as these will leave harmful tion.
grains in the contact surface. If a file is used, take
care not to remove too much material. Replace con- e. The contacts are silver-faced and should require little
tacts when the silver facing has worn through. attention. If it becomes necessary to clean the con-
tacts, preferably use a clean lintless cloth wet with
e. Check the contact tip gaps and wipes periodically. carbon tetrachloride or use a fine file. Do not use
The wipe of the contact can be adjusted by screwing sandpaper or emery cloth as these will leave harmful
the stationary contact stud in or out. The tension of grains in the contact surface. If a file is used, take
the armature balancing spring must always be suffi- care not to remove too much material. Replace con-
cient to obtain full wiping action of the contact fin- tacts when the silver facing has worn through.

37
120. Resistors care not to remove too much material. Replace contacts
when the silver facing has worn through.
a. Various types of resistors are used for different circuits.
For connections refer to figures 21, 22, and 34. 123. Type DO Instruments

b. Type 17EW resistors are furnished for the traction mo- a. These instruments operate on the D'Arsonval principle,
tor field shunting circuits. Inspect these resistors periodi- using a permanent magnet for the field and a coil on the
cally to insure that the tie rods holding units in place are moving element for the armature.
tight and that all connections are tight. The insulation be-
tween units should be kept clean at all times by blowing b. Inspect these instruments periodically to insure that the
out with dry compressed air, taking care that the pressure terminals are tight, that the pointers are on zero, and that
is not too high. the pointers do not stick.

c. Adjustable type resistors are furnished on type 17FR c. The pointer may be set on zero by turning the small
panels. These resistor panels, when provided, are for the screw which is located on the front ox the cover. This
generator field circuits. Inspect these resistors periodically screw, by means of a small cam changes the position of
to insure that the tie rods and all clips and terminals are the metal piece to which the coil spring is attached, thus
tight. Inspect the resistor windings to see that they are not changing the tension on the spring and moving the zero
broken or nicked, or have any short circuited turns. Re- position of the pointer accordingly.
place cracked or broken porcelain tubes.
d. The pointer may be tested for sticking by electrically
d. Vitreous enameled resistor tubes are also provided for obtaining maximum deflection and then noting results
generator field, light, and heater circuits, these being when the circuit is broker.. If the pointer does not readily
mounted on type 17FR panels. Examine resistors periodi- return to zero. remove the instrument for cleaning and
cally to insure that the terminals are tight and the tubes calibration.
have not been broken or damaged.
e. Make no attempt to adjust or remove the instrument
121. Type 17HE8C1 Control Switch (TC) from the circuit unless it is certain that the current is off,
as the terminals and the elements of the instrument are
This is a cam-operated switch having three normally alive.
open contacts, operated from the throttle operating shaft
through a suitable linkage so that the position of the f. Where external shunts are used with ammeters, the am-
switch corresponds to the position of the throttle handle. meter must be calibrated with a shunt of the same current
.In this manner, the switch is used as a controller to con- and millivolt rating as the shunt with which it is to be
trol the operation of the tractions motor contactors and the used. The shunt leads must be of approximately the same
generator teaser field contactors. resistance as that of the leads with which the ammeter is to
be used.
22. Inspection and Maintenance
g. Install shunts so that metallic dirt or dust cannot get on
a. Inspect all terminals and contacts to make sure that they the resistance strip and short circuit the shunt. Keep termi-
are tight. nal screws tight at all times. Do not allow leads to become
wet and thus short circuited. Although artificial ventilation
b. Turn the cam shaft through its operating :'tinge to make is not required, the temperature rise may be from 40° C. to
sure that it turns freely and that Y good contact is made 50° C. (72° F. to 90° F.) above the ambient. There should
between the movable fingers and the stationary contacts. be enough natural ventilation to take care of this rise.

c. Both stationary and movable contacts have sliver con- h. Where voltmeters are provided with external resistors,
tact surfaces and should require little attention 1f it be- care must be taken that the voltmeter is calibrated and
comes necessary to clean the preferably use a clean lint- used with its external resistor.
less cloth wet. with carbon tetrachloride or use a fine file.
Do not use sandpaper or emery cloth as these will leave i. Whenever cleaning or calibration becomes necessary,
harmful grains in the contact surface. If a file is used, take the voltmeters should be returned to the manufacturer.

38
 Section IX. AUXILIARY GENERATOR

124. Characteristics 126. Commutator

a. The LEECE-NEVILLE auxiliary generator and con- If the commutator is rough, burned or eccentric it must be
trol unit is used for charging a 16 cell lead acid type resurfaced in a lathe. Turn off only enough copper to leave
battery and providing current for lighting and con- a uniformly true surface. The minimum diameter to which
trol equipment. The generator, rated at 700 watts or the commutator can be turned is 219/,32 inch. The new
20 to 21 amperes, 32 to 40 volts at 900 r. p. m., is a diameter is 231 inch. Do not turn off any copper from the
direct current, four-brush shunt-wound en- commutator risers (42, fig. 28). After the commutator is
gine-driven unit. Looking at the commutator end, it turned, carefully undercut the mica insulation between the
is designed for clockwise rotation for the type copper segments to a depth of 0.030 inch. Remove the
2023-G generator, and counterclockwise for the sharp edges of the bars with a hand scraper or knife.
type 2022-G. For internal connection diagrams see Smooth and polish the commutator surface with fine
figure 29. For operation of generators in parallel see sandpaper. Test armature for short circuits.
figure 34.
a. Disassembly (fig. 28) .
b. The generator is connected to a TYPE 2022 R16
LEECE-NEVILLE, voltage control unit. The appa-
(1) Make adjacent center punch marks on housings
ratus and internal connections in the control unit are
(10) and (22) and field ring (20) so that these
shown in figures 3 and 4.
marks can be lined up in assembly to locate the
125. Inspection parts in their original position.

Apparatus should be inspected often enough to prevent (2) Remove brush opening band (40).
failure in service. Inspection should include (3) Lift up levers (13) to relieve spring pressure,
a. Cleaning. The apparatus must be kept clean at all taking care not to snap them down which will
times. At least once a month, blow dirt or brush dust damage the brushes.
out of the commutator-end housing (10) , and brush (4) Now brushes (12) may be removed from brush-
rigging (11, fig. 28) , with dry compressed air. holders (14) . Do not pull "pigtails" out of
b. Commutator. Inspect for roughness or eccentricity. If brushes.
using No. 00 sandpaper does not correct this, or if (5) Remove screws (1), bearing retainer (2), bearing
the mica projects, or is about to project above the retainer nut (5), and nut lockwasher (6). Do not
copper segment surface, the commutator must be re- remove flat head screws (46).
surfaced as described in paragraph 96.
(6) Remove driven-end housing screws (33).
c. Brushes and Brushholders. Check periodically for
wear, proper spring pressure and to see that brushes (7) With a brass rod held against exposed commuta-
are free in the brushholders. When brushes are worn tor-end of armature shaft at (4), drive the shaft
down to 11/16 inch length, it is advisable to use the out of roller bearing (3).
second notch of the levers. Replace brushes when
they are worn down to 9/16 inch length. Refer to (8) The armature (38) with driven-end housing
paragraph 95, for spring pressures. Also check for assembly (22) will now be free.
loose, shorted, or grounded connections.
(9) Place armature (38) in a bench vise and re-
d. Lubrication. Lubricate generator bearings (3 and 34, move screws (31), bearing retainer (26), bear-
fig. 28) as directed in LO 55-1268. Do not lubricate ing retainer nut (29) , nut lockwasher (28) ,
excessively as oil mad- enter the generator and and spacing collar (30) . Do not remove flat
cause failures. head screws (37).

39
 (10) Press armature (38) out of driven end ball (10) Use new tabbed lockwashers under all square
bearing (34). and hex head screws and new spring lock-
washers under all tabbed lockwashers except
(11) Disconnect all internal connections from
bearing lockwashers.
brush rigging (11) .
(11) Pack bearings (3) and (34) with New York
(12) Remove screws (39) and take away commuta-
and New Jersey Lubricant No. S-58 non-fluid
tor-end housing (10) .
oil (grease) or equal.
(13) Removal of two square head screws through
(12) Attach inner bearing retainer (8) to commuta-
two arc-shaped slots in outer face of commu-
tor-end housing (10) with flat head screws
tator-end housing (10) will release brush rig-
(46) . Attach brush rigging (11) with two
ging (11).
square head screws and their tabbed lock-
(14) Removal of flat head screws (37) and (16) washers. Do not install brushes at this time.
will release the inner bearing retainers at the
(13) Start straight and press in roller bearing (3)
driven-end and commutator-end.
then hold bearing in place with a temporary
(15) Do not disassemble pole pieces (17 ) and field steel outer retainer made 1/8 inch thick with
coils (19) from field ring (20) unless the field its outside diameter 27/8 inches. A hole 11/8
coils have to be replaced. inch in diameter is to be punched in the center
and four holes drilled with No. 15 drill (.180)
b. Inspection and Reassembly. spaced equidistantly from each other on the
(1) Clean all parts before reassembly. circumference of a circle whose radius is
17/32 inch..
(2) Carefully inspect to determine if any repairs
or replacements are necessary. (14) Fasten this commutator-end housing assembly
on the field ring assembly (20) with screws
(3) Test armature and field coils for round with (39) and bolt spring and tabbed lockwashers.
test lamp using alternating current.
(15) Attach inner bearing retainers (23 ) and (24)
(4) Field coils are connected in series and have a and oil saturated felt washer (36) to
resistance of 21.5 ohms ± 0.5 aim. At 32 volts driven-end housing (22) with flat head screws
the current will be from 1.45 to 1.5 amperes. (37).
Replace armature or field coils if necessary.
(16) Start straight and press ball bearing (34) in
(5) Discard brushes (12) when worn down to 9/16 place. Put fan key (35) in place and press fan
inch length for full diameter commutator or (21) to stop shoulder on armature shaft. Press
5/8 inch length or minimum commutator di- armature (38) into bearing in driven end as-
ameter. New brushes are 13/16 inch long. sembly using a tubular drift against the inner
race to prevent damaging the bearing.
(6 ) The brush spring pressure range is 3 to 3 1/4
pounds up to the fourth notch of the brush (17) Slide the armature and driven-end housing as-
lever. sembly into the field ring and commutator-
end housing assembly. Drive the armature
(7) For reassembly, reverse the procedure out-
shaft in the roller bearing with a lead hammer
lined in disassembly, but note following in-
hitting alternately on the shaft and around the
structions.
edge of the housing. Make certain the pilot di-
(8) Make certain that the pilot diameters, match- ameter of driven end housing (22) enters the
ing diameters, and facings on housings and field ring (20). Fasten housing (22) to field
field rings are not nicked or burred to insure ring (20) with screws (33) and both spring and
proper alinement. tabbed lockwasher.

(9) Use new felt washers (45) and saturate them (18) Remove temporary steel outer retainer and
in No. 6 Keystone condensed oil medium or proceed with the rest of the assembly.
equal.

40
 Section X. CONTROL UNIT

127. Voltage Control Unit

b. Due to operating conditions on the locomotive it is
The voltage control unit (fig. 30), consists of not always practical to make adjustments to the
regulator while installed on the locomotive. Conse-
a. A cutout relay which connects the generator to the quently in some instances, it will be necessary to
battery when the proper speed and voltage for bat- remove the charging generator and control equip-
tery charging is obtained. Below this voltage the re- ment to a test stand or provide a small variable
lay contacts are open, disconnecting the generator speed engine or motor drive the generator.
from the battery.
c. The units should be connected according to the dia-
b. The voltage regulator automatically limits the gen- gram shown in figure 32, when the equipment is ad-
erator voltage in order to agree with the battery justed in the locomotive. Any adjustments made on
throughout the charging cycle. It will permit a com- a test bench connection should be made as shown in
paratively high charging current when the battery is figure 30.
low, but prevents too high a current from damaging
the battery when in a charged condition. d. When equipment is adjusted on the locomotive care
must be taken that the engine idling speed is ad-
c. The load limitor controls the ampere output of the justed to 550 r. p. m. for the Cummins HBI engine,
generator. When properly adjusted it will allow and 500 r. p. m. for the HBIS engine. Due to the fact
maximum safe output of the generator. Above this the engines are governed at 1,800 r. p. m. and dif-
output the armature of the limitor will vibrate and ferent generator to engine speed ratios are used on
when its contacts open, a controlling resistance is the standard and supercharged engines, care must be
introduced to give proper ampere output. It is im- taken to obtain the generator speed shown in the ad-
portant that control of ampere output up to the gen- justment specifications.
erator capacity should be attempted only by adjust-
ment of the load limitor. Do not try to vary ampere 129. Cutout Relay
output by resetting cutout relay, voltage regulators
or trip relay. a. Gap adjustments
Gap Inches Adjustments
d. The trip relay will prevent a reverse current from C7 0.070 to 0.075 Bend armature stop C5.
damaging the unit if the cutout relay should acciden- C8 0.035 to 0.038 Bend thin carrier C6.
tally become closed when the generator is below C3 Approximately 0.005 Loosen screws C1
charging speed. The trip relay will form a shunted and move bracket.
circuit around the cutout relay series winding and C9 0.022 to 0.025 Adjust C3 to obtain.
cause the latter to open.
b. Disconnect battery wire from terminal B-.
e. Resistance units R6 and R7 are for control in the
c. Contacts C7 and C8 should close when voltage
voltage regulator circuit, and rectifier R8 prevents
measured across terminals G- and G+ is from 29 to
destructive arcing of the voltage regulator.
30. Turn adjusting nut C2 clockwise to increase and
128. Adjustment and Tests counterclockwise to decrease voltage to obtain ad-
justment.
a. It is advisable to check adjustments frequently at
first, then regular periods of inspection may be es-
tablished as conditions dictate.
41
 d. Connect the battery wire from terminal B- and b. With battery connected, run the generator at 2,000
from a generator speed where the contacts C7 and C8 are r. p. m. Using a lamp or resistance load of 20 amperes on
closed, decrease generator speed to complete stop. The the generator, the ammeter in the line from the generator
contacts should open when the current in the line is from 0 to B-should read between 20 and 21 amperes. If lower
to 4 amperes. If necessary readjust nut C2 to obtain this than 20 amperes or higher than 21 amperes, bend bracket
and recheck contact closing voltage. end L6 to increase or decrease spring pressure.

130. Voltage Regulator a. Gap adjustments c. Recheck and readjust voltage regulator if adjust-
ment has changed.
Gap Inches Adjustments
R5 0.045 to 0.051 Hold contact open and
adjust with screw R4 132. Trip Relay
R10 0.060 to 0.065 Thickness of R9. File if
necessary. a. Gap adjustments

b. Disconnect battery from terminal B-. Gap Inches Adjustments

T1 9/64 Bend armature stop T5
c. With generator running in proper direction at a
speed of 2,500 r. p. m., the voltage across B- and B+ Core gap between armature T2 and coil core should be
should be from 38.0 to 38.5 volts. If it is not, turn adjust- from 0.032 to 0.038 inches, when contacts T1 are closed.
ing nut R1 until this is obtained. Make a final check by This is adjusted by loosening spring bracket screws and
increasing generator speed from 0 to 2,500 r. p. m. moving the bracket up or down.
131. Load Limitor b. With battery connected and generator running,
momentarily hold contacts R5 and L1 closed. The load
a. Gap adjustments
from battery to B- should be 35 amperes when trip relay
Gap Inches Adjustments contacts T1 close. If below 35 amperes, increase spring
L1 0.025 to 0.030 Hold contact open tension by turning nut T4 slightly clockwise, and if the
and adjust with screw L2. load is higher than 35 amperes decrease spring tension by
L7 0.023 to 0.028 Thickness of L8, file if turning counterclockwise. After each adjustment, momen-
necessary. tarily hold contacts R5 and L1 closed and check adjust-
L4- Approximately Loosen screw L5 and ment.
move 0.005 bracket.

Section XI. INSTRUCTIONS FOR TYPE LX-G EXIDE BATTERIES IN

DIESEL-ELECTRIC LOCOMOTIVES

133. Charging-Regulator Settings adjust with the regulator on open circuit and with its coil
hot.
a. Keep the voltage regulator in adjustment in order to
maintain battery fully charged as shown by a hydrometer d. Decrease the voltage setting if the battery specific grav-
reading. ity is found at the full charge value and with the electro-
lyte temperature more than 15° F. above the outside air, or
b. The voltage regulator setting to use depends somewhat if the amount of water required is more than that specified
upon the number of hours per day that the locomotive is in in paragraph 135.
service. However, for 8 to 12 hours' daily service, set
regulator at 38 volts open circuit for the 16-cell battery as e. Increase the voltage setting if the battery specific grav-
a trial start. ity drops off from day to day.
c. The regulator may have to be changed for local condi- 134. Readings and Records
tions. Make any adjustments in small steps, one-half volt
a. Daily.
at a time. Use an accurate voltmeter. Follow the instruc-
tions furnished with the locomotive in making adjustments (1) Take hydrometer reading, electrolyte temperature,
and 42 and level of pilot cell at end of working period.

42
 Every month use a different cell as a pilot. corrosion. If cell covers are damp with electrolyte, wash
them with bicarbonate of soda solution (1 lb. soda to 1 gal.
(2) Daily readings are desirable when the equipment is of water), rinse off with water and blow moisture off cell
new, or after repairs, or after changes are made in covers and out of compartment with moderate air pres-
the voltage regulator setting. When five daily sure.
readings show no adjustment needed, the pilot cell
reading may be taken weekly. c. Keep connections clean and tight.
b. Monthly. 137. Specific Gravity-Hydrometer Readings
(1) Record hydrometer reading of every cell. Compare a. The specific gravity or hydrometer reading of the
these with previous readings to detect any irregu- battery is indication of the state of charge. The specific
lar readings. gravity reaches a maximum when the battery is fully
charged, but this maximum value varies somewhat with
(2) Check and record setting of voltage regulator. the temperature and height of the electrolyte.
(3) Record amount of water added from time to time. b. With the electrolyte level one-sixteenth of an inch
(4) Keep the records in a log book for reference by the below bottom of filling tube, the full charge specific grav-
supervisor. ity at different temperatures is as follows
(1) 77° F. - 1.270 - 1.285
135. Adding Water
(2) 107° F. - 1.260 - 1.275
a. Add approved or distilled water to each cell. The (3) 47° F. - 1.280 - 1.295
high point is 1/16 inch below bottom of filling tube (or 9/16 (4) 17° F. - 1.290 - 1.305
in. above top of separators). Add before level lowers to
c. With the electrolyte level at a lower point, the spe-
top of separators.
cific gravity for each temperature would be a few points
b. Sufficient watering space has been provided so that higher.
with normal conditions water is required only once a
d. A specific gravity about 75 points below values
month. However, check level each week.
given above (1.200 at 77° F.) would in indicate a battery
c. All cells should take the same amount of water. If approximately one-half charged.
one takes more than the others, examine it for leakage.
138. Important Points
d. If more than the maximum amount of water is re-
quired, unnecessary overcharging is indicated and the a. Do not work on battery or in battery compartment
voltage regulator setting should be checked. If the mini- without first opening the main battery switch.
mum is not used for a battery in average service, under-
b. Keep all flames away from the battery.
charging is expected.
c. Do not lay any tools on top of cells.
Water additions per month
Minimum Maximum d. Low electrolyte temperatures temporarily reduce
16 cells-LX-19G 1 ½ qts. 2 ½ qts. the battery capacity. Restoration of normal temperatures
16 cells-Lx-21G 1 ¾ qts 3 qts. restores the usual capacity.
136. Keeping Battery Clean e. Continued and frequent temperatures above 115° F.
shorten the life of the battery. Provide full ventilation in
a. Keep vent plugs tight and in place at all times. Once warm weather.
a month blow dirt off cell covers, trays and out of com-
partment with moderate air pressure. f. With proper operation, the battery temperature
should not be more than 15° F. higher than the tempera-
b. An accumulation of acid-soaked dirt on top of the ture outside air.
cells and in the compartment causes grounds, shorts, and

43
 Section XII. Air Compressor Instructions

139. Location length in the various strands need cause no concern as

belts will equalize on tight side under load. No belt dress-
The compressor should be installed in a clean, well lighted ing of any sort is required. Never attempt to run new belts
place, with plenty of space all around it, so that it is acces- with part of the old belts. The new belts will carry all the
sible from all sides. Do not place compressor too near load and probably fail before they have stretched to the
other machinery or too close to the wall. Compressor length of the old belts. Always install a complete set of
should be set on a firm foundation and securely bolted new belts.
down.
143. Before Starting
140. Piping
a. Fill the crankcase with lubricating oil to the high
a. Air discharge pipe must be full size of discharge mark on the bayonet type oil gage. Go over all bolts and
opening on air cylinder. The discharge pipe should be as nuts to see that they are tight. When starting for the first
short and direct as possible, eliminating short bends and time run the compressor with the receiver outlet valves
fittings and avoiding pockets. If for any reason it is neces- wide open for about 10 minutes, so that oil will be distrib-
sary to install a gate or glove valve between compressor uted over all wearing surfaces. When sure that the unit is
and receiver, it is imperative that a pop safety valve be operating satisfactorily, partly close the receiver valves
placed in the line between compressor and the valve. and gradually bring up the pressure to the normal working
pressure.
b. As the air cools in being carried through the dis-
tributing lines to the point at which it is to be used, it de- b. The compressor must be run in the direction indi-
posits moisture mixed with a small amount of oil. This cated on drawing, so that fan will blow air over compres-
moisture is objectionable in pneumatic tools, sand blast- sor. The motor leads must be connected to give the re-
ing, paint spray work and similar operations. Much of the quired direction of rotation.
trouble with water in the air lines can be overcome if
small receivers are put in the lines at frequent intervals to 144. Lubrication
act as collecting tanks, otherwise, suitable moisture traps
should be used. Oil level in the crankcase must be maintained between
high and low level marks on the gage. Use a good grade of
141. Air Receiver air compressor oil as recommended on the plate attached
to the compressor. Add oil as required to maintain the cor-
When possible locate the air receiver outside the building rect level and change oil after each 200 hours of operation.
where it has an opportunity to radiate most of the heat. The quantity of oil required for the compressor is 3 pints.
Drain cock should be located at the lowest point in the In cold weather see that oil is of proper viscosity to flow
receiver for drawing off the accumulated oil and water at freely at temperatures encountered.
least once a day. Where there is danger of freezing, safety
valve should be located on the inside wall, preferably with 145. Bearing Adjustment
the compressor control equipment. The safety valve
should be tested frequently by hand, to be sure that it does a. Main bearings are Timken Tapered Roller type and
not stick. seldom require adjustment. They are correctly adjusted at
the factory by means of thin shims No. 4227 under the No.
142. "V" Belt Drive 5-A bearing end plate. Should adjustment become neces-
sary both bearings are adjusted simultaneously by remov-
"V" belt drive consists of a number of rubber fabric com- ing the required number of shims from beneath the No. 5-
position ropes or belts operating in grooved pulleys. Ad- A end plate. This adjustment must be made with care so
justable motor base is provided to take up stretch of belts. that bearing will not be too tight.
Belts should be run only fairly tight. Slight inequalities of

44
 b. To tighten connecting rod remove hand hole plate, b. If it is necessary to take a valve apart, note the man-
cotter pins, and nuts from connecting rod, connecting rod ner in which the various parts are assembled and see that
cap, and shims. Peel off one shim and replace shims and proper relation of parts is maintained in reassembling it. Be
cap making sure they are in the same position as before re- absolutely sure that plate valves are not pinched between
moval. They are marked to match rod. Tighten nuts and test seat and bumper so that they cannot lift. Test the valve ac-
for fit by turning crankshaft by hand. Insert new cotter pins tion by inserting a screwdriver through the air ports. Each
and replace hand hole plate. plate valve must lift and close freely. When replacing a
valve see that seat gasket No. 4218 is in good shape. If the
145. Valves gasket is damaged install a new one.

a. The valves are the vital parts of the compressor and c. Be sure to return each valve to its proper compart-
should not be tampered with. An occasional inspection, ment. When replacing valve cover plates be sure that the
about one every 2 months, to see that there is no excessive adjusting screws are backed out sufficiently so that they
accumulation of carbon nor any broken parts, is all that is will not engage when tightening cover plates on gaskets.
necessary. An occasional examination of suction unloader After cover plate is down tight on the gasket, adjusting
diaphragm 315-B or plunger 467 is also recommended. screws should be pulled down on clamp piece and locked in
position by lock nut.

45
 APPENDIX

REFERENCES

1. Miscellaneous port-Motive Power Other Than Steam. Part I-Registry,

Assignment, and Service Record.
a. Department of the Army Supply Manual TC 7, 8, & 9
L-13 & L-48 for Organizational Field and Depot Mainte- b. DD Form 438-5, Railway Equipment Report Part II-
nance Allowances and List of All Service Parts. Semi-Annual Service and Maintenance.

b. TM 55-270, Operation of Railroads, General Instruc- c. DA Form 55-115, Daily Assignment Worksheet for Lo-
tions for the Inspection and Maintenance of Locomotives comotives and Locomotive Cranes.
and Locomotive Cranes.
d. DA Form 55-225, Weekly Shop Report of Railroad
c. TM 55-271, Operation of Railroads, Diesel Electric Lo- Equipment.
comotives.
e. DA Form 55-226, Daily Inspection Report Locomotives
d. TM 55-405, Preventive Maintenance of Electric Motors and Locomotive Cranes.
and Generators.
f. DA Form 55-230, Monthly Inspection and Repair Re-
e. TM 55-1001, Engine, Marine, Diesel, Cummins Model port of Locomotives and Locomotive Cranes other than
"H" Series. Steam.

f. TM 55-2022, Brake Equipment Air, Railway Locomo- g. DA Form 55-235, Locomotive Inspection, Cleaning and
tive, NYABCO Model 14EL, Instruction Pamphlet No. Test Record.
41, Sup. 1.
h. DA Form 55-236, Locomotive Specification card.
1
g. LO 55-1268, Locomotive, Diesel-Electric, 56 /2 in.
gage, 23 Ton and 25 Ton 0-4-0, 150 HP, General Electric. i. DA Form 5-83, Motor or Generator Record Card.

h. LO 55-1001, Engine, Diesel, Cummins HSC-600. j. DA Form 5-89, Worksheet for Motors or Generators and
Preventive Maintenance Service.
2. Standard Forms and Records
k. DD Form 110, Vehicle and Equipment Operational Re-
a. DD Form 438-1, Railway Equipment Re cord.

46
 ASSEMBLY-SIDE AND END-WW 6799312
TCSCO 10101

Figure 1. Assembly side and end.

47
 Figure 2. Packing locomotive journal boxes.

48
 Figure 3. Test meters and equipment for water-box tests.

Figure 4. Throttle handle and quadrant.

49
 Figure 5. Throttle operating mechanism 17MK7A or D.

50
 Figure 6. Sanding and obtaining brush pressure.

51
 Figure 7. Generator outline GT-1503-X.

52
 Figure 8. Connection diagram GT-1508-S.

Figure 9. Bearing assembly, generator GT-1501. TAGO 4484A

53
 Figure 10. Armature insulation, generator GT-1503.

54
 Figure 11. Brush holder location diagram GT-1501-P.

55
 Figure 12. Pinion-Advance Gage, traction motor, Type GE-783.

56
 Figure 13. Railway gear reduction unit GA-33-C, outline.
56A
 ARMATURE EXCITING FIELD & COMMUTATING FIELD &
MOTOR TURNS
COIL POLE POLE
CAT.
GE-733 1 CAT. 4748332G1 CAT. 4748337G1
4748334G1

GE-733 1 CAT. 4748334G1 CAT. 4748332 G3 CAT. 4748337 G3

Figure 14. Connection diagram, motor GE-733.

57
 Figure 15. Armature insulation motor GE-733.

58
 Figure 16. Longitudinal section, motor GE-733-A.

59
 40 PIPE PLUG
39 COVER
38 AXLE CAP
37 COTTER PIN
36 NUT
35 CAPSCREW
34 CAPSCREW 33 GASKET
32 RETAINER RING
3/ RETAINER PLATE
30 CAPSCREW
29 LOCKWASHER
28 ROLLER BEARING
27 BEARING HOUSING
26 CAPSCREW
25 LOCKWASHER
24 SHIM
23 SHIM
22 SHIM
21 PINION LOW SPEED
20 INTERMEDIATE SHAFT
19 TIMKEN BEAR-
ING - CONE
18 TIMKEN BEARING - CUP
17 BEARING HOUSING
16 GEAR LOW SPEED
15 AXLE LINING
14 FLINGER
13 AXLE LINING
12 COLLAR
11 CAPSCREW
10 BEARING HOUSING
9 TIMKEN BEARING - CONE
8 TIMKEN BEARING - CUP
7 GEAR HIGH SPEED
6 CAPSCREW
5 WIRE
4 PINION HIGH SPEED
3 GEAR BOX
2 LOCKWASHER
1 CAPSCREW

Figure 17. Gear box assembly, -motor GE-733

61
 Figure 18. Method of dissembling, motor GE-733.

61
 Figure 20. Method of measuring final contact tip pressure.

62
 MISC. PARTS Box No.
CATALOG NO. Quantity
274399964 1
743999P4 2
2743999P5 2
2743339P6 2
2/D424G1 1
4703354 2

RESISTANCE VALUE
R1 - R2 = .0110 OHM ± 5% NOTE: Clips 4703534 To be assembled adjacent to resistor Unit
Supports as on P-2743556

BOX No. 1- 17EW101A2, OUTLINE 1f- 2765124

(Expect Clips 4 4703534 Permit Mounting With Supports UP & Terminals Down)
TCSCO 10121

Figure 21. Field shunting resistor, connection diagram.

APPROXIMATE RESISTANCE
R6 - R7 = 14.0 Ohms
R7 - R8 = 13.5 Ohms
R9 – RIO = 30.0 Ohms
R26- R07 = 14.0 Ohms
R27- R28 = 13.5 Ohms
R29 - R30 = 30.0 Ohms

NOTE
WHERE INTERNAL CONNECTIONS ARE MADE TO THE ADJUSTABLE SLIDER TERMINALS, THE CONNECT-
ING WIRES SHOULD SE MADE LONG ENOUGH SO THAT THE SLIDER MAY BE MOVED TO ANY POINT ON
THE TUBE TO WHICH IT IS ATTACHED, OR TO ANY POINT ON THE NEXT TUBE ON EITHER SIDE.

Figure 22. Resistor panel 17FR11A10, connection diagram.

63
 Figure 23. Speed-traction e f fort curve.

64
 Figure 24. Characteristic curves, GT-1503 generator.

65
 Figure 25. Characteristic curves, 250V, GE-733 motor.

66
 Figure 26. Air piping.
67
 Figure 27. Fuel oil piping.

68
 Figure 28. Longitudinal section of generator, type 2023-G or 2022-G.

69
 INTERNAL CONNECTION DIAGRAM
LOOKING AT COMMUTATOR END TCSCO 10120

Figure 29. Internal connection diagram, type 2022-G or 2023-G generator.

Figure 30. Control unit connections, type 2022-R16.

70
 Figure 31. Internal connections, type 2022-R16 control unit.

71
 Figure 32. Test connection diagram.

72
 Figure 33. Sectional views 3 x 3 1/2 ACD, 3 1/2 x 3 1/2 ACM.

73
[AG 453.3 (25 Feb 53)]

BY ORDER OF THE SECRETARY OF THE ARMY

M. B. RIDGWAY,
General, United States Army,
Chief of Staff.

OFFICIAL:
WM. E. BERGIN,
Major General, United States Army,
The Adjutant General.

DISTRIBUTION
Active Army:
Tech Svc Bd 55 (1) ; AFF (2) ; OS Maj Comd (1) ; Base Comd (1) ; MDW (1) ; Log
Comd (1) ; A (2) ; FT (1) ; Sch 55 (2) ; Dep 55 (2) ; POE (3) ; OS Sup Agencies (3) ;
Ars (1).

NG: None.
USAR: None.

For explanation of distribution formula, see SR 310-90-1.

U.S. GOVERNMENT PRINTING OFFICE : 1962 0-664423