Throttle-The throttle controls the speed and power of the
locomotive pneumatically, as shown on page 43 for
standard D-1 control equipment. Piping is somewhat different
for the CE-100 controller . However, in both types
the throttle is advanced smoothly through an infinite number
of positions. There is a definite engine speed and
power output at each position, which enables the operator
to handle the train more smoothly, and reduces the likelihood
of wheels slipping from stepped-up applications of
power. No transition is necessary. The CE-100 controller
is used largely with dynamic braking installations because
of the increased number of electrical connections involved.
The electrical and pneumatic action is automatic in
normal operation of both types of controller

L Preliminary :
A. Check the following supplies :
1. Fuel oil.
2. Engine crankcase oil.
3. Air compressor crankcase oil.
4. Engine governor oil.
5. Engine cooling water.
6. Sand.
B. Check for any leaks in fuel, water and lubricating oil
piping. Leaks are more probable on a warm engine
under normal pressure, and any leaks observed under
such conditions should be reported.
C. Turn on lights, if necessary. On most locomotives, no
lights but the cab lights will burn until the battery
switch in the equipment cabinet is closed.
D. Inspect the engine, generator and other machinery
for rags, tools, etc., that may have been accidentally
left near moving parts.

A. Close the battery switch in the cabinet. While cabinet
doors are open, check that circuit breakers ore closed
(Auxiliary Generator, Fan, and Control-Lighting
Breakers), check that Traction Motor Cut-out Switch,
Ground Relay Cut-out Switch, etc ., are set properly.
.ultiple unit operation, the Engine
hould be on, and the multiple unit
switch should be in single unit position "S" when
operating alone, or in lead.
C. Insert reverse lever. Leave it in the "off" position.
D. Check that throttle is off.
PAGE 17
E. Close the control switch on control stand. The fuel
supply pump should start, and a pressure of 25 lbs.
minimum should be indicated on the fuel oil pressure
gauges. If pump runs and no pressure is indicated,
check fuel supply or emergency fuel cut-off valve at
the fuel tank and reset if necessary. On multiple unit
locomotives alarm bell rings until start button is
pressed. The control switch is not closed in trailing
units.
F. Press No. 1 "engine start" button. If necessary to
crank faster, press No. 2 "engine start" button, keeping
No. 1 button in. Press firmly until the engine fires
and a lubricating oil pressure of 19 lb. shows on the
gauge. Releasing the start button before the required
pressure is indicated, permits the engine shut-down
device to stop the engine. If engine does not fire, do
not hold button in for prolonged periods because
continued cranking will run down the battery. If the
engine does not rotate, release button immediately.
G. Close the auxiliary generator field switch at engineer's
position to establish normal field excitation and
charge the battery .
H. Let the engine idle until the water temperature
reaches 120° F.

III. Pumping Air.
A. As the engine runs, the car compressor will pump
air into the main reservoirs. Check the main reservoir
air pressure to be sure the compressor stops
pumping when the governor cut-out setting of 140
lb. is reached.
PAGE 1 8
B. Air may be pumped at a higher rate with the locomotive
at standstill (initially charging the line), or
while coasting downgrade with a train. Bring the
engine speed above idling as follows :
1 . Leave the reverse lever in the "off" position .
2. Increase the throttle setting, speeding up the
engine and the compressor, until the pumping
rate desired is reached.
3. Return the throttle to the "off" position when air
pressure gauge registers required pressure.
C. Be sure the air compressor resumes pumping when
the main reservoir pressure drops to the lower governor
setting of 125 lb.
D. Check the control air pressure gauge. It should read
70 lb.

V. Sanding:
Do Not Apply Sand While the Wheels are Slipping.
Sand is a preventive, not a corrective, measure.
Always use sand sparingly. The even starting torque
of the diesel-electric locomotive makes use of sand
seldom necessary. If sand is necessary, it may be
applied as follows :
1 . On locomotives equipped with hand sanding,
moving the sanding lever to the forward position
will apply sand in front of both trucks ; and
moving the lever to the reverse position will
apply sand to the rear of both trucks .
2. On locomotives equipped with electric sanding,
turning the sander valve will sand either the
front or the rear of both trucks, depending on the
position of the reverser .

A. Check gauges frequently. Investigate and report any
great deviation from normal.
1. Lube oil pressure, engine-Normal 50 lb. to 55 lb.
when engine is operating at full speed and
normal operating temperatures have been
reached.
2. Lube oil pressure, turbocharger-Normal 22 lb.
to 25 lb. at full engine speed.
3. Fuel oil pressure-Normal 20 to 25 lb.
4. Water temperature-about 150° to 190° F. If
engine is too hot, check that manual shutter control
handle is not partially closed, or try manual
operation described on page 41, or stop engine.
5. Control air pressure-Normal 70 lb.

For Humping Operation:
Set the rheostat so that proper resistance is added to
the field circuit. This varies with different operations,
and is best determined by experience. It is desirable
to obtain the maximum possible tractive effort without
causing the wheels to slip.
With the reverse lever in the position for the desired
direction of travel, advance the throttle to full engine
speed
Leave the throttle wide open, and regulate power with
the rheostat.
To resume regular service, place the rheostat in its
"offp"osition.