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21

The test results on every locomotive had to be recorded on a large printed form--high potential tests (known as hipot), insulation resistance, contactor sequence, relay operation, all resistances, and so on. At the end of the form there were a number of questions which had to be answered, most of them on a yes-or-no basis, to assure that nothing had been missed. On most locomotives, there was a main knife switch for disconnecting the apparatus from the power source like the trolley, pantograph or third-rail shoes and in the old days, this switch sometimes was equipped with an arc chute and blowout coil which would allow it to open a loaded circuit without damage. So the question on the test result sheet said: "Has main switch been opened under load?" An extremely conscientious testman had tested his first locomotive and was filling out the test report. He came to this question and said to his helper (known as "wop"), "Look here. 'Has main switch been opened under load?' We didn't do that." The wop pointed out that the main switch wasn't designed to be opened under load on this locomotive so the answer would be "no." But his superior insisted the question must have been put there for a purpose and it must be done. No amount of argument by the wop would dissuade him so the wop finally subsided. They set the brakes on the locomotive and then notched out the controller until they had a heavy current flowing through the main switch, which was operated by a handle projecting through the bulkhead into the operating cab, but was merely a big, bare knife switch with no arc-breaking features. The boss testman grabbed the switch handle and gave it a powerful yank. There was a blinding arc beyond the bulkhead accompanied by a deafening and sickening rumble. The testman instinctively lunged against the handle and shoved the switch closed again. When things had cooled off so the damage could be inspected, they found the main switch had been reduced to a huge blob of congealed copper and there was a big hole melted out of the side of the apparatus cab adjacent to the switch. Apparently they didn't change the test form because it was still the same when I was there in 1926.

When I was testing one of my New York Central T3 locomotives, we were checking setting of the main circuit breaker by setting the brakes and notching out the controller and letting current flow through the motors to the rail. I noticed also that at the same time, Kjolseth was taking some readings on the amount of lateral restraint in the leading truck by using a steel cable which was attached to one of the steel building columns next to the locomotive. And suddenly, to my utter amazement, I noticed that tiny red-hot steel threads were curling off the cable to melt and drop onto the floor! The cable was providing a better ground than the wheels and our current was leaving the locomotive via the cable instead!