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generator bed and main locomotive frame, to re- duce transmission of vibration and noise to the locomotive. The engine hood is narrow, insuring excellent visability for the operator, and is so designed that all parts of the Diesel engine are readily acces- sible for inspection and maintenance. Doors are provided in the hood and sliding hatches on the roof, and both hood and roof are so designed that each can be removed in two sections. The radiator compartment is located at the front end of the locomotive. The radiator cores are mounted vertically in one row on each side of the compartment, with the two fans mounted on the roof of the compartment between the cores. This arrangement provides a shorl air path through the radiators, resulting in a uniform dis- tribution of air through the cores, and eliminating blanking which occurs when the cores are at the extreme end of the locomotive and facing a box car. Sufficient cooling area is provided to permit the operation of the engine at full power without exceeding specified maximum temperatures, and under the highest atmospheric temperatures that will be encountered in service. Adjustable speeds are provided for the radiator fans, allowing the engineman to operate the engine at the proper temperature under all conditions of atmospheric temperature and engine loading. |
The cab is placed at the opposite end from the radiators. It is rugged in construction, and is cork- lined for the comfort of the operator, and the cab fittings and control equipment are conveniently arranged. These locomotives are fitted with Westinghouse electrical equipment, including four Type 367-E traction motors. The control is arranged to absorb the nominal horsepower of the Diesel engine over the operating range of the locomotive, and at the same time prevent the possibility of overloading the engine. Special features of the control system include full-speed operation of the compressor set at all speeds of the Diesel engine, including idling speed; and also battery charging at both idling and operating engine speeds. A feature of interest is a buzzer at each control station, to warn the operator in case a pair of wheels should start slipping. This device is oper- ative when the locomotives are used in multiple, so that, should a pair of wheels under the second locomotive start slipping, the engineman on the first locomotive is at once advised of the fact. The buzzer indicates wheel slippage before the wheels actually spin; and if the operator reduces the power immediately the slipping will ordi- narily stop, thus avoiding the necessity of entirely shutting off the power and perhaps stalling the train. |
 switchers. This engine has a12 1/2 in. bore and a 15 1/2 in. stroke and is of the 4 cycle type. |