TECHNICAL ASPECTS

The M1 was powered by a 1000 hp twelve cylinder, Vee type, turbo charged diesel engine which operated the 652 kilowatt main generator and a 35 kilowatt auxiliary generator. The main generator supplied power for the four 196 hp traction motors, and the auxiliary generator supplied electric current at a regulated constant voltage for exciting the main generator field, charging the batteries, and driving the radiator fan, exhausters, compressor, and other auxiliary equipment.

The power of the locomotive was controlled by varying the diesel engine speed by means of a controller in the driving cab. Automatic load regulation was provided through a torque control system that protected the diesel engine from overload and ensured that the full engine output could be used throughout the normal operating range.

The locomotive had a compressed air breaking system and provision was given for breaking the rolling stock equipped with vacuum brakes. The two systems were interconnected so that application of vacuum breaks to the train provided a proportional application of air brakes to the locomotive.

The majority of the controls was located in the driver's cab within easy reach of the driver and was duplicated in the driver's cab at the other end (No. 2 Cab). Certain switches for particular functions were mounted in a cubicle, which was the Control Cubicle.

Locomotive Cab

Various instruments and controls located in the locomotive cab are illustrated in figure 2. Controls on speed, power, forward & reverse, stop & start were located to the left of the driver's seated position. Air and vacuum break handles were arranged for right hand operation.

At floor level and in front of the driver's feet was the deadman's pedal which had to be pressed at 90 minutes interval, whilst the locomotive was in movement. A foot operated sander valve pedal was installed to the left foot of the driver. Immediately in front of the driver the warning horns were positioned. Figure 2 represents the General Structure of the locomotive. Figure 3 illustrates the arrangemant of the equipment in the Control Cubicle.

Locomotive Layout

The ends and the sides of the locomotive were numbered for easy recognition and as a reference to various components. The No. 1 end of the locomotive was the end towards where the radiators were located and the driving cab at the end was the No. 1 Cab. The opposite end was the No. 2 Cab.

An observer standing in the No. 1 cab and looking inwards towards the No. 2 end of the locomotive, had on his left-hand, the No. 1 side of the locomotive and on his right hand, the No. 2 side.

Traction motors were numbered from No. 1 end of the locomotive as follows: No. 1 end; traction motors No. 1, No. 2, No.3, and No.4 etc.

Control Cubicle

As shown in figure 3, most of the electrical equipment was housed in a cubicle situated in the generator compartment and against the cab partition at the No. 2 end of the locomotive. Access to the equipment could be obtained through a door provided from the No. 2 cab and in the generator compartment. It was necessary for the loco driver and his assistant not to open the door leading to the generator compartment while the locomotive is in operation and is energized at 750 volts.

View of the cubicle seen from the cab and from the generator department is shown in figure 3.

Locomotive Operation

There were several duties and responsibilities assigned to the driver and his assistant.

It was the assistant's duty to check the following. He was required to report to the shed 1 1/2 hours prior to the start of a journey. The assistant at first was to check the water, engine sump oil (rather oil levels), and fuel levels in the main and auxiliary tanks. Then he was to check whether the battery switch was ON and whether all fuses were in working order.

His other checks involved whether head lights, tail lights and cab lights were in working order. He had to blow off the air cocks to eliminate the condensed water collected in the air system. This was to be repeatedly done at station stoppages during a course of a journey.

Further checks for leaks in fuel, water, and lubricating oil pipes had to be made. He was required to inspect the engine room thoroughly to see whether any tools or any other equipment had been left behind the moving parts of the engine. Other checks and works included, looking for whether exhauster isolating switches were open and air plus vacuum brake hoses were connected to the dummy couplings at each end of the locomotive and whether the air pipe coupling cocks were closed.
It was the loco driver, who performed the engine start, built up the auxiliaries, re-examined whether gauges, controls and components were working correctly. He also checked the application of air and vacuum brakes in collaboration of the air brake proportionately.
He usually reported half an hour prior to the taking over the loco and taking out from the shed and he was required to double check the functions assigned to the assistant. He was then to verify whether every control, levels, and operations were functioning well. If satisfied, he was to move the locomotive out of the shed and wait for the signal to move out to the yard to pick-up the coaches.

Starting the Diesel Engine and moving the Locomotive.

Before starting the diesel engine, the loco driver had to see that the handbrake in the cab was ON and check all oil levels and radiator water etc. Thereafter, the loco driver had to place the air brake controls OFF and vacuum brakes placed at NEUTRAL, close the battery isolating switches, insert the master handle in controller in the leading cab and rotate clockwise to FORWARD position. He then had to start the compressor motor so that air could be pumped to the main reservoirs. He then checked for adequate build-up of compression and rotated the controller handle counter-clockwise to ENGINE START.

Then he was to press the NO. 1 engine start button and keep on holding to it until the engine is fired. When the engine was running, he checked the lubricating oil pressure as required by the reading measure and rotated the controller clockwise to ENGINE ONLY and was to advance the engine RPM for some time to warm up the engine. The he placed the controller handle clockwise to NEUTRAL, required to put the compressor, fuel transfer pump, and radiator fan and traction motor blowers into operation and thereafter check the relevant meter readings.

In order to move engine either FORWARD or REVERSE as required, the loco driver had to take over the driver's seat, release the handbrake and air brakes and depress the deadman's pedal while rotating the controller to FORWARD or REVERSE position. He then advanced the controller to the first notch position and then to the second and further to the required speed and hauling power. An increase in the current supply to the traction motors was necessary in order to increase the speed of the train.
