AGEIR Production Diesel-Electric Demonstrator Locomotive #9681
GE Class B-B-120/120-0-4HN840G
Builders View from #2 End, "B" side, July 1925
The construction of AGEIR Diesel-electric locomotives began with ALCO issuing a Stock Order for the manufacture of one or more units of the same type. The "S" in AGEIR Order Numbers indicated that the mechanical portions were scheduled to be fabricated at ALCO's Schenectady New York Plant. Each completed assembly was then given an ALCO Builders Number and shipped to General Electric's Erie Pennsylvania Works where the Ingersoll-Rand Diesel engines were being received. General Electric also issued a Builders Number for each of the units they were completing and Builders Plates were ordered for each locomotive and inscribed with both of the Builders Numbers as well as the names of each company of this consortium... and general construction dates. The first production Diesel-electric locomotive completed was a 60 ton 300 horsepower Box Cab unit built on ALCO Order # S1484 and was assigned ALCO Builders #65979 and GE Builders #9681. In keeping with General Electric's practice their Builders #9681 was assigned to this unit while it was used in demonstrations at the Ingersoll-Rand plant in Phillipsburg New Jersey. #9681 was completed and operating on the East Erie Test Track in the spring of 1925. It was delivered to Ingersoll-Rand under its own power during July 1925 where it replaced prototype #8835 as an in-house demonstrator. #8835 was retained for a short while as an interplant switch engine...
Original overall length measured inside the knuckles... Specified as 32 feet - 8 inches...
(Note: Some reports indicate 32 feet - 6 inches over the knuckles. Chicago & North Western Ry indicates 33 feet 2-1/4 inches over the knuckles for all three of their 300 horsepower units. These differences might reflect different designs in draft gear, buffers, and knuckle coupler designs employed)...
Length over the end sills... 29 feet - 3 inches...
Car body (cab) length... 28 feet - 0 inches...
Overall height on the first eight 60 ton units measured from top of track to top of radiator center section cap... 13 feet - 10-7/8 inches... (when 38 inch diameter wheels were used)...
Car body (cab) width... 9 feet - 4 inches...
Overall width of locomotive... 10 feet - 0 inches...
Trucks: Fabricated 7 foot - 2 inch Wheelbase. 2 axel swivel type with drop side equalizers designated B-B as all axels were powered...
Initial specifications for the first 60 ton units indicates 38 inch diameter wheels, but 36 inch diameter wheels are indicated in subsequent railroad reports and builders records...
Gearing: 14 tooth pinion, 82 tooth gear (82:14)...
Top speed: Ingersoll-Rand records suggest 30 miles per hour (30 mph)...Note: Ingersoll-Rand also marketed these locomotives for "Road Service" use where the only difference would be a change in the gear ratio used and suggesting a top speed of 55 mph could be achieved...
DIESEL ENGINE Ingersoll-Rand 4 cycle vertical 6 cylinder Diesel power plant with a 10" bore and a 12" stroke. Rated at 600 rpm (550?) and 300 horsepower. Fuel was direct injected using a rotating distributing valve (something that Ingersoll-Rand was very proud of as the parts were machined to such close tolerances that they had to be lubricted prior to assembly). Lubrication was force-fed with the pressure pump and filter located in the crank case (an external distribution valve with dirt collector and fuel oil filter was also employed) . The engine was of a water jacket design, including the head, and the water was cooled on the first eight 60 ton units by two roof mounted fin tube convection type radiators with a total of 1200 square foot surface. The temperature was controlled by a thermostat and by-pass...
GENERATOR The generator for the three 60 ton units built on ALCO Order # S1484 was a General Electric 200 kilowatt model TD-502 rated at 600 volts and direct connected to the engine. In turn a 6 kilowatt 60 volt auxilliary generator (exciter) was direct connected. The shunt windings were seperately excited and the series winding was differential compound. Voltage variation was rated at 200 to 750 volts...
Beginning with ALCO Order # S1532 an improved General Electric model T-D-6-6-200 Generator rated at 600 volts was employed...
TRACTION MOTORS 4 General Electric model HM-840 traction motors were installed (until ALCO Order #S1543 when model GE292H models were employed). They had a nominal rating of 95 horsepower each at 600 volts with 2 connected in parallel on each truck with series and parallel groupings...
DIESEL POWER PLANT STARTING SYSTEMS & CONTROLS & OTHER APARATUS Control of the early 300 horsepower locomotives was done by model 2-C-173-A (Lemp system) controllers with electro-magnetic contactors and a reverser (one "motorman" setof controls located at each end of these AGEIR Box Cab units). A Type CP-26-600-volt or Model CP-24-A12-600 compressor supplied 90 - 140 pounds per square inch of pressure for the air brakes. One mechanically driven and/or one gasoline powered Mianus compressor furnished air for starting the Diesel oil engine (Until Ingersoll-Rand locomotive #90 - ALCO Builders #66752 - GE Builders #10132. At this time recharged storage batteries in conjunction with additional windings on the main generator cranked the power plant for starting)...
The author of this AGEIR study was John Campbell, who developed the web pages, and who died in 2005. These pages are dedicated to his memory and to his tireless research. Comments and questions on this AGEIR material should be directed to the C&NWHS, which has assumed the responsibility for this information.
