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38
( Cont. from P37 )

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Since the units could accelerate quickly it was necessary to add weight transfer compensation, operated by a foot pedal and accomplished by field-shunting the motor on the leading axle of each truck. The short hood housed the cooling system, and the units were equipped with steam lines through which they could be heated by a yard steam supply or a steam locomotive while on standby. The trucks, frame, and superstructure were entirely welded. The deck slab was a single piece of 1 1/2-inch plate 117 inches wide and 37 feet 7 inches long. Although the IR engine wasn't a real lightweight, even in the 8-cylinder version, it turned out to be 7000 pounds lighter than the C-B GN-8. This was equalized by mounting the IR engine on a chunk of 2 3/4-inch plate that made up most of the difference.

[[image: photograph of New Haven diesel engine captioned:  "NEW HAVEN'S 0906-0910 (type H6-1) were built to rigid specs. They could swap their engines for the Coopers in the 0901-0905 group, but it is doubtful this ever occurred. Gearing was for 25 mph.]]
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In my notebooks, I have the names of over 60 New Haven employees with whom I had contacts at one time or another. However, for this job in its design and manufacturing stages, I don't think I'll have to refer to more than a half-dozen. The men with whom we did 99% of this particular work wre P. H. Hatch, Supervisor Automotive Equipment located at New Haven, Ken Cartwright, Mechanical Engineer, also from New Haven, and E. J. Kelly, Chief Inspector, Van Nest Shops, New York City. These were three characters worthy of review, and all men with whom I developed very close and cordial relations over the following many years. Phil Hatch and Ed Kelly were very high grade individuals in all respects while Ken Cartwright, although a charming guy in many ways and a lot of fun to be with, was really of lower caliber as a man than either of the other two. But they were a triumvirate I thoroughly enjoyed working with.