New York 
 
 and 
 
 WestingliQiisc^ 
 
 AIR BR^kis 
 
 Ey CBAS. KcSHANE 
 
Book__^.t4A:L_. 
 Copyright !J° 
 
 COPYRIGIIT DEPOSIT. 
 
New York and Westinghouse 
 Air Brakes 
 
 By CHAS. McSHANE, 
 
 CAuthor of "One Thousand Pointers for Machinists and 
 Kng-ineers," "The Locomotive Up to Date," etc J 
 
 EXAMINED AND APPROVED BY 
 
 J. B. ROACH, D. H. BREES, 
 
 Air Brake Instructor, G. B. &Q. Ry. Co. Gen. Air Brake Instructor, U. P. Ry. Co. 
 
 JOHN DICKSON, FRANK P. WILLSON, 
 
 Ex-Air Brake Instructor, G. N. Ry. Co. Air Brake Instructor, D. & R. G. Ry. Co. 
 
 W. T. HAMER, ^ B. C. GESNER, 
 
 Air Brake Instructor, So. Ry. Co. Ex-M. M., Intercolonial Ry* Co, 
 
 JOHN T. DAVIS 
 
 S. S. El. R. R. 
 
 EDITED BY 
 
 JOHN T. HOAR, 
 
 Pennsylvania Ry. Co. 
 
 PRICE. - - - S1.50 
 
 1905. 
 
 GRIFFIN & WINTERS, 
 
 New York Life Bldg-., 
 
 Chicago, IlL 
 
Copyright, i905, 
 
 BY 
 
 John R. McShane. 
 
 Chicago, III. 
 
 .--V 
 
 
 LIBRARY of CONGRESS 
 Two Copjea rtec«v«ju 
 
 MAK 3 1906 
 
 OUiSS ^ XXc Not 
 
 COPY a. 
 
 ^\ <\ 
 
T^rtfnct. 
 
 This is a new book on the subject of air brakes. The 
 publishers' aim has been to give a clear exposition of 
 both the New York and Westinghouse systems, without 
 prejudice to either brake, in a concise and compact form 
 for use at home and on the road. The work has been 
 thoroughly examined and approved by a number of prac- 
 tical men as shown by the title page and, we believe, a 
 careful study of the same will enable the reader to suc- 
 cessfully handle either brake. The publication of this 
 book was delayed by the death of the author, Mr. Chas. 
 McShane, and it is now edited by Mr. John T. Hoar of 
 the Pennsylvania Railway Company. A carefully pre- 
 pared index will be found at the end of the book. 
 
 THE PUBLISHERS. 
 Chicago, 111., January 25, 1906, 
 
TABLE OF CONTENTS. 
 
 Automatic Quick Action Compressed Air 
 
 Brakes 
 Essential Parts of Air Brakes 
 Names of Different Pressures . 
 Arrangement of Apparatus 
 Air Pumps 
 
 The Engineer's Brake Valve . 
 Plain Triple Valves 
 Eight Inch Pump 
 Nine and One-Half Inch Pump 
 New York Duplex Pump 
 Air Pumps in General . 
 The Engineer's Brake Valve 
 
 Description of the Passage of Air through 
 D-8 Valve in Different Positions 
 
 Nev\^ York Engineer's Brake Valve 
 
 Old Style Feed Valve . 
 
 Slide Valve Feed Valve 
 
 Pump Governors 
 
 Triple Valves 
 
 Defects of the Westinghouse Triple 
 
 Defects of the New York Triple 
 
 The Combined Freight Car Cylinder 
 Reservoir and Triple Valve 
 
 Pressure Retaining Valve 
 
 The High Speed Brake 
 
 The High Speed Brake Automatic Reducing 
 Valve . . . 
 
 Safety Valve 
 
 High Pressure Control . 
 
 The Automatic Slack Adjuster 
 
 Foundation Brakes and Table 
 
 Handling Trains 
 
 The Train Air Signal System 
 
 Air Signal System Detail 
 
 Page 
 
 5 
 
 6-8 
 9 
 9-10 
 10-13 
 13-15 
 15-26 
 29-33 
 34-39 
 40-42 
 43-48 
 
 48-59 
 
 62-74 
 
 74-79 
 
 79-85 
 
 83-98 
 
 104-121 
 
 121-124 
 
 125-135 
 
 133-135 
 136-140 
 140-141 
 
 141-144 
 145-146 
 146-148 
 148-156 
 156-164 
 164-181 
 181-185 
 185-196 
 
NEW YORK AND WESTINGHOUSE 
 AIR BRAKES 
 
 AUTOMATIC QUICK ACTION" COMPRESSED 
 AIR BRAKES. 
 
 So general has become the use of automatic 
 air brakes on both passenger and freight trains 
 for the purpose of bringing them from high 
 speeds to a state of rest, or while on descending 
 grades, to control their speed, that there is no 
 railway employee whose duties require him to 
 assist in the movement of trains but m<ust pos- 
 sess a general knowledge of this most efficient 
 stopping device in order to discharge those duties 
 satisfactorily. The purpose of this work on the 
 air brake is, therefore, to treat in a general way 
 those points of air brake practice which are es- 
 sential in the every day safe movement of trains. 
 
 Although, numberless forms of compressed air 
 brakes have been invented and tried, but two 
 types have survived the ordeal of the exacting re- 
 quirements of modern railway service, and these 
 types are the Westinghouse and the New York, 
 now both well known to all railroad men because 
 of their almost universal adoption as the control- 
 ling power for fast and heavy trains. 
 
 S 
 
6 
 
 ESSENTIAL PARTS OF THE AIR BRAKE. 
 
 The automatic quick-action compressed air 
 brake consists essentially of an air pump, or co7n- 
 pressor, whose duty is to pump the air from the 
 surrounding atmosphere, and to compress it into 
 the reservoirs and the pipes, to the required pres- 
 sure. 
 
 A main reservoir which is generally located 
 on the engine behind the cylinder saddles, but 
 which may be located elsewhere about the engine 
 or tender, if the space behind the cylinder sad- 
 dles be not available, and which is made as large 
 as the space in which it is located will permit ; 
 
 An engineer's brake and equalizing discharge 
 valve with which the engineer controls the opera- 
 tion of the brakes, located in the cab of the loco- 
 motive so as to be within easy reach ; 
 
 A triple valve of which there are two types, 
 the plain and the quick-action; 
 
 An auxiliary reservoir to hold the supply of 
 air to be used in applying the brakes ; 
 
 A brake cylinder, with a piston and rod in it, 
 in which the braking-pressure is utilized; and 
 the necessary pipes, which connect the air pump 
 to the main reservoir, the main reservoir to the 
 engineer's brake valve, the engineer's brake valve 
 to the triple valve, the triple valve to the auxil- 
 iary reservoir, and to the brake cylinder. 
 
 In addition to the above there is supplied a 
 pump governor to control the pump automat- 
 ically, and prevent too high accumulation of air- 
 
pressure in the main reservoir and the train 
 pipes ; an air gauge, generally of the duplex pat- 
 tern, for registering the main reservoir and the 
 train-pipe pressures ; a conductor's valve placed 
 in all passenger equipment, and nowadays being 
 extensively applied to the caboose cars of freight 
 trains, for the purpose of placing the control 
 of the brakes in the hands of the train crew as 
 well as in the hands of the engineer; flexible 
 hose and air tight couplings for uniting the train 
 pipes of adjoining cars, and for making them 
 continuous throughout the train; angle cocks, 
 one of which is placed in each end of the train 
 pipe, for the purpose of closing the ends of this 
 pipe when necessary, as in uncoupling or parting 
 cars. Cut out cocks which are placed in that 
 portion of the train pipe, called the branch, or 
 cross-over pipe, and in the train pipe just be-, 
 neath the engineer's brake valve, for the purpose 
 of cutting out individual defective brakes with- 
 out interfering with the operation of the other 
 brakes on the same train, and, in cases of double 
 heading, to cut out the brake valve on one en- 
 gine; a release valve, placed in the auxiliary 
 reservoir for the purpose of releasing individual 
 brakes whenever, from any cause, the brake does 
 not release in the usual manner ; and the pressure- 
 retaining valve, which is applied to all freight 
 cars, and in a great many instances to passenger 
 cars, for the purpose of assisting the brakes to 
 make safe descents on long, heavy grades. 
 
8 
 
 Of the foregoing parts, constituting the air 
 brake apparatus, those of the New York type 
 which differ in form or construction from those 
 of the Westinghouse, that perform similar du- 
 ties, are the air pump, the pump governor, the 
 engineer's brake valve, and the plain and the 
 quick-action triple valves and the pipe strainer 
 and drain cup. All other parts are alike in form 
 and construction, and all corresponding parts of 
 both types perform the same duties. 
 
 The pipe which connects the air pump to the 
 main reservoir is generally called the discharge 
 pipe; that which connects the main reservoir to 
 the engineer's brake valve, the return pipe ; while 
 the pipes which connect the brake valve tO' the 
 triple valve are called the train pipe and the 
 branch pipe, the branch pipe connecting the train 
 pipe to the triple valve. 
 
 The pressure used to operate the brake is, of 
 course, that of compressed air, but in order to 
 discharge the air-pressure contained in one part 
 of the apparatus from that contained in another, 
 and to describe with ease and certainty the func- 
 tion of the air-pressure in its passage through 
 the air brake system, certain divisions are made, 
 and names used to designate them. 
 
 NAMES OF DIFFERENT PRESSURES. 
 
 Referring to Plates i and 2, the pressure 
 contained in that portion of the air brake 
 apparatus between the final discharge valve of 
 
the air pump and the excess-pressure valve in 
 the engineer's brake valve, comprising the dis- 
 charge pipe, the main reservoir and the return 
 pipe, is called main-reservoir pressure; that be- 
 tween the excess pressure and feed valves, and 
 the triple-piston valve, in the triple-valve body, 
 is called the tram-pipe pressure ; that contained in 
 the auxiliary reservoir and the triple-exhaust 
 valve, or slide valve chamber, is called the aux- 
 iliary reservoir pressure ; and that between the 
 face of the exhaust valve and the brake cylinder 
 piston is called the brake cylinder pressure. 
 
 The excess-pressure is the amount of pressure 
 contained in the main reservoir over that con- 
 tained in the train pipe. 
 
 There is also frequently used, in discussing 
 air brake matters, the terms atmospheric-pres- 
 sure and the vacuum. 
 
 Atmospheric-pressure is the ordinary pressure 
 of free air, so called, at the level of the sea, and 
 it is equal to 14.7 pounds per square inch. 
 
 A vacuum is present in a cylinder or any closed 
 vessel which can be made air-tight, when there is 
 no pressure whatever in it, or when the pressure 
 is zero or nothing. Mr. Gesner says: ''A still 
 better definition of the word vacuum is 'space de- 
 void of all matter.' '' 
 
 AREANGEMENT OF APPARATUS. 
 
 Reference to Plates i and 2 shows that the 
 general arrangement of the several parts of both 
 
the Westiiighouse and the New York apparatus 
 is the same. The air pump, main reservoir, en- 
 gineer's brake valve, plain triple valve, pump gov- 
 ernor, air gauge, and cut-out cock for the engi- 
 neer's brake valve are the parts that belong 
 especially to the engine equipment. The quick- 
 action triple valve is used on the cars, while the 
 auxiliary reservoir, brake cylinder and all the 
 other parts of the equipment, not named above 
 as being applied specially to the engine, are ap- 
 plied to all engines, tenders and cars. 
 
 AIR PUMPS. 
 
 The air pumps, or . compressors, are of two 
 types, as may be seen from the plates. The 
 Westinghouse pump has a single steam cylinder 
 and a single air cylinder arranged so that the 
 air cylinder is below the steam cylinder when 
 the pump is in its position on the boiler of the 
 locomotive. 
 
 The New York air pump is of the duplex type ; 
 that is, it consists of two combined steam cylin- 
 ders and two combined air cylinders, having one 
 air cylinder that has double the cubical capacity 
 of any one of the other three cylinders; and 
 when the pump is in position on the boiler of a 
 locomotive, the air cylinders are above the steam 
 cylinders. The air pumps of both types are so 
 constructed that when steam is admitted to the 
 steam head of the pump it is distributed to the 
 upper and low^er sides of the steam pistons by 
 
II 
 
 f 
 
 means of suitably constructed reversing valve 
 gear to provide for the up and the dov^u strokes 
 of the pistons. The pistons are combined steam 
 and air pisions; that is, there is a steam piston 
 head on one end of the piston rod and an air 
 piston head on the other, so that when the steam 
 piston makes a stroke the air piston also makes a 
 stroke. 
 
 In the air cylinders of the pumps are suitably 
 arranged air valves for the admission of air from 
 the atmosphere to the air cylinder, as the air 
 piston moves in one direction, and the discharge 
 of this air intO' the main reservoir, as it is com- 
 pressed by the air piston when moving in the 
 opposite direction. 
 
 In the Westinghouse pump there are four air 
 valves, two receiving and two discharge ; in the 
 New York pump there are six air valves, two 
 receiving, two combined intermediate receiving 
 and discharge, and two final discharge valves. 
 
 At each stroke made by the Westinghouse 
 pump, the air received on the previous stroke is 
 discharged direct into the discharge pipe and the 
 main reservoir, while the New York pump dis- 
 charges all the air, received in the large air cylin- 
 der, into the small air cylinder, and the latter then 
 discharges into the main reservoir all the air 
 received from the large air cylinder and from the 
 atmosphere direct. 
 
 The reversing valve gear for the Westinghouse 
 9j^-inch pump consists of a slide valve, held 
 
12 
 
 between pistons of unequal diameter ; a reversing 
 slide valve, a tappet rod, working in a hollow 
 piston rod and a reversing tappet rod plate 
 bolted to the steam piston head. 
 
 As the steam piston approaches the end of its 
 stroke it alternately pulls and pushes the tappet 
 rod and reversing slide valve up and down, thus 
 alternately admitting steam through suitably ar- 
 ranged ports in the reversing valve seat to and 
 exhausting it from, one side of the large differ- 
 ential piston head, and in this way provides for 
 the movement of the main slide valve, which al- 
 ternately opens and closes the steam and exhaust 
 ports to the upper and lower ends of the steam 
 cylinder. 
 
 The reversing valve gear for the New York 
 pump consists of two ordinary D slide valves, 
 two tappet rods, and two reversing tappet rod 
 plates, bolted to the steam piston heads. Each 
 piston rod is made hollow on its steam end, and 
 the tappet rods work in the hollow portion of 
 each piston rod, and each tappet rod has one D 
 slide valve attached to its lower end which is 
 moved up and down together with the tappet 
 rods and in so moving opens and closes the steam 
 and exhaust ports in their bushings leading to 
 the upper and the lower ends of the steam cylin- 
 ders. 
 
 From the figure of the duplex pump it will be 
 noticed that the steam ports are crossed; that is, 
 that the steam ports in the pump head directly 
 
13 
 
 under one steam cylinder lead to the other steam 
 cylinder, and from this it will be learned that the 
 steam piston, tappet rod, etc., of one steam 
 cylinder move the slide valve under it so as to 
 admit steam to and exhaust it from the other 
 steam cylinder, and that when one piston has 
 made a stroke, it must wait until the other 
 makes a stroke before it can make its return 
 stroke. On account of one of the air cylinders be- 
 ing made so as to have twice the cubical capac- 
 ity of the other, the duplex pump will economize 
 in the use of steam-, as three measures of air are 
 compressed for each two measures of steam used. 
 The main reservoir is intended to hold in stor- 
 age a large volume of compressed air for releas- 
 ing the brakes, and recharging the auxiliary res- 
 ervoirs and the train pipe. It also acts as a catch 
 basin or trap for all moisture and dirt that may 
 be contained in the air as it leaves the pump. Mr. 
 Gesner adds : ''It should always be placed below 
 the pump in the air brake system and the larger 
 it can be made the better it will fulfill its proper 
 functions.'' 
 
 THE ENGINEER'S BRAKE VALVE. 
 
 The Engineer's Brake and Equalizing Dis- 
 charge valves of the Westinghouse and the New 
 York types differ largely in their construction 
 and appearance, but perform- the same functions 
 in nearly the same manner. 
 
 The principal valve in the Westinghouse en- 
 
14 
 
 gineer's brake valve is called the rotary, because 
 of its rotary motion when in operation. There 
 is a secondary valve called the equalizing dis- 
 charge valve, which has a piston, attached to one 
 end of its stem. 
 
 The equalizing discharge piston under normal 
 conditions is balanced between the train-pipe 
 pressure, bearing upwards from beneath, and the 
 equalizing reservoir pressure bearing downward 
 on the top. 
 
 The equalizing feature of the brake valves 
 operate in all service- applications, but not in 
 emergency applications. 
 
 In the New York engineer's brake valve the 
 principal valve is a slide valve^ as is also the sec- 
 ondary or graduating valve. 
 
 The graduating valve is moved by means of 
 an air tight piston, acted upon by pressure in 
 the supplementary reservoir, and a lever connect- 
 ing the equalizing discharge piston and graduat- 
 ing valve. 
 
 The equalizing discharge piston is exposed to 
 train pipe pressure in front of it, and supple- 
 mentary reservoir pressure behind it. 
 
 The difference in operation of the two types 
 of brake valves consists in the way in which the 
 train pipe reduction is made and gradually closed 
 off in the service application. In the Westing- 
 house the required service reduction in train- 
 pipe pressure is accomplished by moving the 
 handle of the brake valve to the service position, 
 
15 
 
 and reducing the equalling reservoir pressure the 
 required amount, and then returning the handle 
 to the lap position. 
 
 The pressure in the train pipe (the moment it 
 is greater than in the equalizing reservoir) will 
 raise the equalizing discharge piston and valve, 
 and permit the train pipe-pressure to escape to 
 the atmosphere, gradually moving back to its 
 seat as the pressure in the train pipe falls to an 
 amount equal to that remaining in the equalizing 
 reservoir. The service reduction in train pipe 
 pressure is made with the New York brake valve 
 by placing the handle in one of the service grad- 
 uating notches and allowing it to remain there un- 
 til the train pipe exhaust closes. 
 
 As the train pipe pressure reduces in front of 
 the equalizing discharge piston, the pressure in 
 the supplementary reservoir pushes the equaliz- 
 ing piston forward until the graduating valve 
 covers the service port in the main sHde valve. 
 
 By referring to the cuts, a view of the exter- 
 nal appearance and of the interior constructio-n 
 of the respective brake valves may be obtained, 
 and from them it will be seen that the handle of 
 one is moved in a horizontal plane, and the handle 
 of the other in a vertical plane, to apply and to 
 release the brakes. 
 
 PLAIN TRIPLE VALVES. 
 
 The plain triple valves are shown in Figs. 
 I, 2 and 3. They consist of a triple piston; 
 
i6 
 
 a slide (or exhaust) valve; and a graduating 
 valve, enclosed in suitable cylinders and bushings 
 that are securely pressed into the cast iron body. 
 
 The Westinghouse triple piston has a varying 
 stroke, depending on whether it is a slow and 
 graduating application of the brake that is re- 
 quired, as in making ordinary station stops, or 
 quick application, such as is required in emergen- 
 cies ; while the New York triple piston valve Fig. 
 2, has the same stroke in both the service and the 
 emergency applications. 
 
 The essential parts of the plain triple valve in 
 either type are, first, a triple piston ; second, a 
 slide valve; and third, a graduating valve. 
 
 These parts are enclosed in the body of the 
 triple, that portion in which the triple piston oper- 
 ates being of cylindrical form, with a short 
 groove, called the feed groove, cut in the upper 
 forward extremity ; and that portion in which the 
 slide and graduating valves move being formed 
 so as to provide an air tight seat for those 
 valves. 
 
 As the air pressure flows into the train pipe 
 from the engineer's brake valve it presses against 
 one side of the triple piston and moves it along, 
 with the slide and the graduating valve, to the re- 
 lease position, as shown in the cuts, and when in 
 this position the small feed groove, spoken of 
 above, in the triple cylinder is uncovered, and the 
 air flows through it to the auxiliary reservoir, 
 
17 
 
 WESTINGHOUSE PLAIN TRIPLE VALVE. 
 
 ^TIPE TAP 
 O AUXIUARY RESERVOIR 
 
 Triple valve body. 
 
 Cylinder cap. 
 
 Cap nut. 
 
 Piston. 
 
 Slide valve. 
 . Graduating valve. 
 8 Graduating stem. 
 
 m 
 
 Fig. I. 
 PLAIN TRIPLE VALVE. 
 
 9 
 
 10 
 
 14 
 l8 
 
 Graduating-stem spring. 
 
 Graduating-stem nut. 
 
 Cylinder gasket. 
 
 Packing ring. 
 
 Bolt. 
 
 Slide valve spring. 
 
i8 
 
 NEW YORK PLAIN TRIPLE VALVE. 
 
 Fig. 2. 
 
 PLAIN TRIPLE VALVE. 
 
 ?; 
 
 Piston ring. 
 
 26 
 
 
 
 Slide valve spring. 
 
 27 
 
 II 
 
 Cap. 
 
 29 
 
 12 
 
 Gasket. 
 
 38 
 
 M 
 
 Drain plug. 
 
 4° 
 
 14 
 
 Bracket. 
 
 48 
 
 i6 
 
 N ipple. 
 
 49 
 
 Cap bolt. 
 
 Triple valve body. 
 
 Plug. 
 
 Slide valve. 
 
 Piston. 
 
 Graduating valve. 
 
 Graduating valve spring. 
 
19 
 
 charging the latter to the same pressure as is con- 
 tained in the train pipe. 
 
 When, therefore, a reduction, either graduated 
 or quick, is made from any cause in the train pipe 
 pressure, the greater pressure which then remains 
 in the auxihary reservoir will move the triple 
 valve (the triple piston, the triple slide, and the 
 graduating valves combined) in the direction of 
 the weaker (train pipe) pressure, the triple pis- 
 ton first moving a sufficient distance to close the 
 communication, through the feed groove, between 
 the train pipe and the auxiliary reservoir, then 
 moving the slide valve to a position closing the 
 communication, called the exhaust port, between 
 the brake cylinder and the atmosphere, and the 
 graduating valve to a position uncovering the 
 service port in its seat, leading from the auxiliary 
 reservoir to the brake cylinder. Through the 
 service port, when open, the auxiliary reservoir 
 pressure will expand into the brake cylinder, and 
 force the brake cylinder piston out, and thus by 
 means of the connected foundation brake rigging, 
 apply the brakes. 
 
 It will be seen from the foregoing and from a 
 careful study of the figures that after once the 
 auxiliary reservoirs are charged up equal to the 
 train pipe, that any ordinary reduction of four or 
 more pounds in train pipe pressure, from any 
 source, will operate the triple valves, and apply 
 the brakes. Mr. Roach adds : "U the reduction 
 be large enough. For this reason the triple valve 
 
20 
 
 is considered the most important part of the air 
 brake apparatus, and it is due to its peculiar con- 
 struction that the air brake is automatic or self- 
 acting. The new style New York triple valve is 
 shown by Fig. 3 The operations of this valve 
 are the same as those previously described. This 
 is a special driver brake triple and is used only 
 with 12-inch, 14-inch and 16-inch driver brake 
 cylinders. 
 
 The quick action triple valve differs from the 
 plain triple in that it has a set of additional valves 
 which are so arranged in the body of the triple 
 that they lie inactive during a gradual reduction 
 in train pipe pressure, but wdienever a quick 
 reduction is made in the train pipe pressure they 
 go into action instantly, and in so doing vent the 
 train pipe air locally into the brake cylinder or 
 into the atmosphere — into the brake cylinder if 
 it is a Westinghouse triple and into the atmos- 
 phere, if it is a New York triple. 
 
 The reason for venting the train pipe air lo- 
 cally either to the brake cylinder or to the at- 
 mosphere, is to hasten the reduction in the train 
 pipe pressure throughout the whole lengtli of 
 the train pipe on long trains that all the brakes 
 may be applied almost instantly, and thus in 
 emergencies bring the train to a stop in the short- 
 est time and distance, and also to avoid the shock 
 to the rear end of the train that would be had if 
 any considerable time should elapse between the 
 application of the brakes on the front and on the 
 
21 
 
 NEW STYLE PLAIN TRIPLE. 
 
 TO AUXILIARY 
 RESERVOIR 
 
22 
 
 rear of the train, owing to the slack in the train 
 allowing the rear cars to run in against the heav- 
 ily braked cars in front. 
 
 The quick action mechanism of the Westing- 
 house triple valves consists of an emergency pis- 
 ton, an emergency valve, a non-return check 
 valve, and an emergency port in the seat of the 
 triple slide valve. 
 
 The quick action feature of the New York 
 triple consists of a vent valve, a vent piston, an 
 emergency piston, an emergency valve, and a 
 brake cylinder check valve. 
 
 When the triple valve of the Westinghouse 
 type makes its full stroke the slide valve will un- 
 cover the emergency port in its seat and permit 
 the auxiliary reservoir pressure to flow to the top 
 of the emergency piston, forcing the latter down- 
 ward which in turn by reason of its stem bearing 
 against the emergency valve forces this valve 
 away from its seat, when train pipe pressure, 
 which is always directly underneath the emer- 
 gency valve, can flow to the brake cylinder. The 
 non-return check valve prevents the air in the 
 brake cylinder from flowing back into the train 
 pipe, should the pressure in the train pipe be re- 
 duced below that in the brake cylinder. 
 
 The quick action mechanism of the New York 
 triple valve is put into action by a sudden reduc- 
 tion in train pipe pressure. Between the main 
 triple piston and the vent valve piston there is a 
 chamber charged with air to the same pressure 
 
23 
 
 as that in the auxiHary and in the train pipe, 
 which, when a gradual reduction is made in the 
 train pipe pressure, can reduce at the same rate 
 along with it and thus allow the triple valve to 
 move without disturbing the vent valve. But 
 when a quick reduction in train pipe pressure is 
 made, causing a quick movement of the triple 
 valves, the triple piston of the latter cushions on 
 the air in the vent-piston chamber and forces the 
 vent piston along in the same direction. The 
 stem- of the vent piston strikes against the lever 
 arm of the vent valve, forcing the latter away 
 from its seat and it thus permits the train pipe 
 pressure, which is behind it to escape to the vent 
 passage, formed in the triple around through the 
 body leading to the emergency piston. 
 
 As the air thus vented into the emergency pas- 
 sage, rushes toward the outlet, it is directed 
 against the emergency piston forcing it over 
 against the emergency valve, forcing the latter 
 away from its seat, and then it escapes to the 
 atmosphere through the vent ports at the side 
 of the triple body under the emergency cap. 
 
 Behind the emergency valve we have auxiliary 
 reservoir pressure, and as this valve is forced 
 back from, its seat the auxiliary pressure flows 
 into the brake cylinder, through the passage lead- 
 ing thereto through the body of the triple, forcing 
 from its seat, as it does so, the brake cylinder 
 check valve, which seats after the auxiliary reser- 
 voir pressure has entered the brake cylinder. 
 
24 
 
 The brake cylinders are constructed in the or- 
 dinary way of cast iron, and are bored out so as 
 to have a perfectly cylindrical and smooth in- 
 terior surface. The brake cylinder piston is 
 made so as to- fit the brake cylinder air tight, the 
 air tight joint being formed by a packing leather 
 which is held securely on the piston rod by a fol- 
 lower plate and four bolts. Mr. Gesner adds : 
 ''and an expanding ring." 
 
 All brake cylinders, auxiliary reservoirs, angle 
 cocks, cut-out cocks, conductor's valves, release 
 valves, and pressure retaining valves are so near 
 alike in both types of brakes, and so plainly 
 shown by the illustrations as to need no descrip- 
 tion. 
 
 The pump governors of both types of brakes, 
 while somewhat different in construction, in oper- 
 ation they are similar. 
 
 They consist essentially of a regulating spring, 
 a regulating screw and nut, an air valve, a gov- 
 ernor piston, a steam valve and stem, and a suit- 
 able casing and body to enclose those parts, and 
 to form a seat for the steam valve and a steam, 
 passage through which the steam can pass to the 
 pump. 
 
 The function of the governor is to control the 
 pump in such a manner as to prevent it from ac- 
 cumulating in the main reservoir and the train 
 pipes more than the fixed standard air pressure 
 which it is desired to carry. Mr. Dickson says: 
 ''The function of the governor is not to- control 
 
25 
 
 the speed of the pump, but to start and stop it. 
 The pump throttle regulates its speed." 
 
 The main reservoir pressure operates the 
 pump governor, with the Westinghouse brake 
 valve except when the old style D 8 valve is used. 
 With the D 8 brake valve the train pipe pressure 
 operates the governor. With the New York 
 brake valve the train pipe pressure operates the 
 governor. Therefore, in one the tension of the 
 regulating spring is adjusted to withstand a pres- 
 sure of ninety pounds which is the main reservoir 
 pressure generally carried; and in the other the 
 tension of the regulating spring is adjusted to 
 withstand a pressure of seventy pounds, the 
 standard train pipe pressure. 
 
 With either governor, when the air pressure 
 for which it is adjusted is attained, the regulating 
 spring is compressed, and a diaphragm w^hich 
 forms an air tight separation between the regu- 
 lating spring casing and the air chamber beneath 
 it, is raised from its seat, or as in the case of the 
 Westinghouse governor, it and the pin valve 
 along with it, is raised, opening a communica- 
 tion with the chamber above the governor 
 piston through which air can flow to the top 
 of the latter and force it together with the 
 steam valve and stem, downward, until the steam 
 valve seats and shuts off the steam to the pump, 
 thus slowing the latter down to a very slow rate 
 of speed. 
 
 As soon as the air pressure falls below that for 
 
26 
 
 which the governor is adjusted, the diaphragm, 
 if the New York, or the diaphragm and pin valve, 
 if it is in the Westinghouse, will seat and close 
 the passage leading down to the governor piston. 
 Then the air on top of the governor piston will 
 quickly escape to the atmosphere and allow the 
 pressure on the top of the governor piston to fall 
 to zero, after which the steam pressure under the 
 steam valve will raise the latter, together with the 
 governor piston, and thus steam will again be ad- 
 mitted to the pump and the latter will start up 
 promptly. 
 
 In the construction of these pump governors, 
 the aim has been to make them* as sensitive to 
 slight variations in the air pressure as it was 
 possible to make them ; this in order that the 
 pumps may be allowed to run slowly but a very 
 short time at each operation of the governor. 
 
 In Figs. 23 and 24, pages 84 and 86 the 
 internal construction of the governors are 
 shown and all parts numbered and named for 
 easy reference. 
 
 The air gauges for either type of brake are of 
 the duplex pattern ; that is, there are two gauges 
 in one case, one gauge to indicate the train pipe 
 pressure, and one to indicate main-reservoir 
 pressure. 
 
 The black hand on the air gauge indicates 
 train pipe pressure, and the red hand, main- 
 reservoir pressure. 
 
27 
 
 WESTINGHOUSE EIGHT-INCH AIR PUMP. 
 
 fROM BOILERr- 
 
 \}\\\S:-26 
 
 Fig. 4. 
 
28 
 
 EIGHT INCH AIR PUMP. 
 
 2 Top head. 33 
 
 3 Steam cylinder. 34 
 
 4 Center piece (forms lower 35 
 
 steam head and upper 
 
 air head). 36 
 
 5 Air cylinder. 
 
 6 Air cylinder head. 37 
 
 7 Main valve. 
 
 8 Upper main valve pack- 38 
 
 ing ring. 
 
 9 Lower main valve pack- 39 
 
 ing ring. 
 
 10 Steam piston and rod. 40 
 
 11 Air piston. 41 
 
 12 Steam piston packing ring. 42 
 
 13 Air piston packing ring. 43 
 
 15 One-inch exhaust pipe 44 
 
 union nut. 45 
 
 16 Reversing valve. 46 
 
 17 Reversing valve stem. 47 
 
 18 Reversing valve plate. 
 
 19 Reversing valve bush. 48 
 
 20 Reversing valve chamber 
 
 cap. 49 
 
 21 Reversing cylinder cap. 
 
 22 Reversing cylinder 50 
 
 23 Reversing piston. 51 
 
 24 Reversing piston packing 
 
 ring. 52 
 
 25 Upper main valve bush. 53 
 
 26 Lower main valve bush. 
 
 27 Packing nut. 54 
 
 28 Packing gland. 55 
 
 29 Upper valve chamber cap. 56 
 
 30 Upper discharge valve. 57 
 31. Upper receiving vaive. 58 
 32 Lower discharge valve. 59 
 
 Lower receiving valve. 
 
 Lower valve chamber cap. 
 
 Three-fourths-inch reser- 
 voir-union nut. 
 
 Upper steam cylinder gas- 
 ket. 
 
 Lower steam cylinder gas- 
 ket. 
 
 Upper air cylinder gas- 
 ket. 
 
 Lower air cylinder gas- 
 ket. 
 
 Air cylinder oil cup. 
 
 Drain cock. 
 
 Cylinder head bolt. 
 
 Valve chamber bush. 
 
 Discharge valve stop. 
 
 \'^alve stop set screw. 
 
 Chamber bush set screw. 
 
 Three-fourths inch reser- 
 voir union stud. 
 
 One-inch exhaust pipe 
 union stud. 
 
 Three-fourths inch steam 
 pipe union stud. 
 
 Main valve stop. 
 
 Reversing valve plate 
 bolt. 
 
 Pump head bolt. 
 
 Three-fourth inch union 
 swivel. 
 
 Governor union nut. 
 
 Governor union stud. 
 
 Piston stuffing box. 
 
 One-inch union swivel. 
 
 Piston rod nut. 
 
 Cylinder head plug. 
 
29 
 
 EIGHT-INCH PUMP. 
 
 O. In which end of the eight-inch pump is 
 the power used to run it ? 
 ^ A. In the upper or steam cyHnder end. 
 
 Q. What functions are performed by the 
 lower end? 
 
 A. The lower end compresses the air, taken 
 into the air cylinder from the atmosphere, and 
 discharges it into the main reservoir. 
 
 Q. Where does the steam first enter the 
 pump? 
 
 A. At the steam connection made at the side 
 of the pump, and it fills the steam chamber be- 
 tween the ends of the m-ain steam valve 7. 
 
 Q. What duties does the main steam valve 
 perform ? 
 
 A. The same duties as a sHde valve in the 
 steam chest of an engine; it alternately admits 
 steam to the upper, and to the lower end of the 
 steam cylinder; and after this steam has done its 
 work in moving the steam piston, it provides 
 for its escape, or exhaust, to the atmosphere. 
 
 O. When the steam piston is ready to com- 
 mence its down stroke how is the upper steam 
 port uncovered? 
 
 A. The upper piston head of the main steam 
 valve is much larger than the lower, and for this 
 reason the total steam pressure upon it is great- 
 er, and forces it upward until the steam port in 
 the upper end of the valve chamber is opened; 
 
30 
 
 admitting steam to the top of the steam- piston 
 at the same time that the upper steam port is 
 opened to admit steam to the pump, the lower 
 exhaust ports are open to the atmosphere, per- 
 mitting the steam used on the up-stroke to ex- 
 haust to the atmosphere. 
 
 Q. When the down-stroke is completed how 
 is the movement of the piston reversed ? 
 
 A. xA.s the upper piston of the main valve has 
 a greater area than the lower, and an additional 
 pressure is required to assist the lower piston to 
 move the main valve downward, in order to open 
 the lower steam port, this additional pressure is 
 supplied by piston 23, called the reversing 
 piston, which bears down upon the large piston 
 of the main valve whenever steam is admitted 
 upon top of it. To admit steam to the top of the 
 reversing piston, the reversing slide valve 16 is 
 moved to its lower position by the reversing rod 
 17, where the small steam port, leading from its 
 chamber to the top of the reversing piston, is un- 
 covered, and steam is admitted to the reversing 
 cylinder. The pressure thus had on the top of 
 the reversing piston acts downward upon the 
 main steam valve, moves the latter down to a 
 position uncovering the steam port to the lower 
 end of the steam- cylinder, and at the same time 
 opens the exhaust port at the upper end, permit- 
 ting the steam to escape to the atmosphere from 
 the upper side of the steam piston 10. 
 
31 
 
 Q. The steam supplied to the reversing cyUn- 
 der is obtained from where? 
 
 A. The steam, supplied to the reversing cylin- 
 der is admitted to the reversing slide valve cham- 
 ber through a small port leading from the main 
 valve chamber and located between the ends of 
 the main steam valve. This cylinder is, there- 
 fore, filled with steam at the same pressure as the 
 main valve chamber. 
 
 • Q. When the piston reaches the end of the 
 up-stroke, how is its motion reversed ? 
 
 A. As the steam piston approaches the end 
 of its up-stroke the reversing valve rod plate 
 engages the reversing valve rod, moving the lat- 
 ter, together with the reversing slide valve, up- 
 ward. When the reversing slide valve is moved 
 to the upper end of its travel it closes the steam 
 port leading to the reversing valve cylinder and 
 opens the exhaust port leading from the same 
 chamber, allowing the steam on top of the revers- 
 ing piston to escape to the atmosphere. When 
 the pressure is removed from the top of the 
 reversing piston, and from the top of the larger 
 piston of the main steam valve, the upward 
 pressure on the larger area of this piston will 
 overcome the pressure exerted in the opposite 
 direction on the smaller or lower piston of the 
 same valve, and, in consequence the main valve 
 will move upw^ard, uncovering the steam port 
 leading to the upper end of the steam cylinder, 
 and will open the exhaust port in the lower end 
 
32 
 
 of the same cylinder, permitting the steam to 
 escape, and thus the movement of the steam 
 piston will be reversed. 
 
 Q. When the steam piston is making the up 
 and the down strokes, what action is taking 
 place in the air cylinder of the pump? 
 
 A. As the air piston and the steam piston 
 head are attached to the same rod, one at one 
 end and one at the other, it follows that whenever 
 the steam piston makes a stroke the air piston will 
 make a stroke also. As the air piston moves up- 
 ward, the lower air receiving valve 33 is raised 
 by atmospheric pressure, and air enters the air 
 cylinder behind the upward moving air piston. 
 At the same time the air contained in the air cyl- 
 inder, above the air piston, is being compressed 
 and driven out through the upper discharge 
 valve to the main reservoir. On the downward 
 stroke the lower receiving valve closes, and the 
 confined air is compressed and driven out 
 through the lower air discharge valve 32 to the 
 main reservoir, while at the same time the upper 
 discharge valve to the main reservoir is closed, 
 and the upper receiving valve is opened by at- 
 mospheric pressure, and air enters the upper end 
 of the air cylinder filling all space in the air cylin- 
 der behind the downward moving piston. 
 
 Q. What are the duties of the nine and one- 
 half inch pump ? 
 
 A. They are the same as those of the eight 
 inch pump and are performed in nearly the same 
 manner. 
 
33 
 
 NINE AND ONE-HALF INCH AIR PUMP. 
 
 Air valve seat. 
 
 Air valve cage. 
 
 Air valve chamber cap. 
 
 One and one-fourth inch 
 union stud. 
 
 One and one-fourth inch 
 union nut. 
 
 One and one-fourth inch 
 union swivel. 
 
 One inch steam pipe 
 stud. 
 
 Governor union nut. 
 
 Stuffing box. 
 
 Stuffing box nut. 
 
 Stuffing box gland. 
 
 Air cylinder oil cup. 
 
 Short cap screw. 
 
 Long cap screw. 
 
 Upper steam cylinder 
 gasket. 
 
 Lower steam cylinder 
 gasket. 
 
 Upper air cylinder gas- 
 ket. 
 
 Lower air cylinder gas- 
 ket. 
 
 Drain cock. 
 
 Air strainer. 
 
 One-inch steam pipe 
 sleeve. 
 
 Left main valve head 
 gasket. • 
 
 Right main valve head 
 gasket. 
 
 Main valve head bolt. 
 
 Cap screw. 
 
 Cylinder head plug. 
 
 60 
 
 Top head. 
 
 87 
 
 61 
 
 Steam cylinder. 
 
 88 
 
 62 
 
 Center piece 1 forms low- 
 
 89 
 
 
 er steam head and up- 
 
 90 
 
 
 per air head. 
 
 
 63 
 
 Air cylinder. 
 
 91 
 
 64 
 
 Lower head. 
 
 
 65 
 
 Steam piston and rod. 
 
 92 
 
 66 
 
 Air piston. 
 
 
 67 
 
 Piston packing ring. 
 
 93 
 
 68 
 
 Piston rod nut. 
 
 
 69 
 
 Reversing valve plate. 
 
 94 
 
 70 
 
 Reversing valve plate bolt. 
 
 95 
 
 71 
 
 Reversing valve rod. 
 
 96 
 
 72 
 
 Reversing valve. 
 
 97 
 
 1Z 
 
 Reversing valve chamber 
 
 98 
 
 
 bush. 
 
 99 
 
 74 
 
 Reversing valve chamber 
 
 100 
 
 
 cap. 
 
 lOI 
 
 75 
 
 Main valve bush. 
 
 
 76 
 
 Main piston valve. 
 
 102 
 
 77 
 
 Large main valve piston 
 
 
 
 head. 
 
 103 
 
 78 
 
 Large main valve piston 
 
 
 
 packing ring. 
 
 104 
 
 79 
 
 Small main valve piston 
 
 
 
 head. 
 
 105 
 
 80 
 
 Small main valve piston 
 
 106 
 
 
 packing ring. 
 
 107 
 
 81 
 
 Main valve stem. 
 
 
 82 
 
 Main valve stem nut. 
 
 108 
 
 83 
 
 Main slide valve. 
 
 
 84 
 
 Right main valve cylin- 
 der head. 
 
 109 
 
 85 
 
 Left main valve cylin- 
 
 1 10 
 
 
 der head. 
 
 III 
 
 86 
 
 Air valve. 
 
 112 
 
34 
 
 Q. What is the principal difference in con- 
 struction between the eight inch and the nine 
 and one-half inch pump ? 
 
 A. The principal difference in construction of 
 the two pumps lies in the reversing valve gear. 
 
 Q. Has the nine and one-half inch pump a 
 m^ain valve the same as the eight inch pump ? 
 
 A. It has a main valve, of the slide valve pat- 
 tern, operated by a differential piston. The slide 
 valve is held between the heads of the differential 
 pistons, yy and 79. The main valve of the eight- 
 inch is a combined differential piston and re- 
 versing valve. 
 
 Q. Where does the steam first enter the nine 
 and one-half inch pump? 
 
 A. At the side as indicated on Figure 5 the 
 same as in the eight-inch pump, except that in the 
 nine and one-half inch pump the steam must pass 
 up through a suitably arranged passage in the 
 wall of the steam cylinder to the top head before 
 it can enter the steam chamber where it is admit- 
 ted between the ends of the differential piston, 
 the same as between the ends of the main steam 
 valve in the eight-inch pump. 
 
 Q. How does steam pass from the steam 
 chamber in the top head to the cylinder of the 
 pump? 
 
 A. The two pistons comprising the differ- 
 ential piston being of unequal area the total pres- 
 sure of the larger piston is greater than that on 
 the smaller piston, and consequently the whole 
 
10b 
 
 82^f 
 
 WESTINGHOUSE NINE AND ONE HALF INCH PUMP 
 
 ^fe=^ 
 
35 
 
 differential piston together with the main slide 
 valve, which is caught between the ends, moves 
 to the right, and in so doing the main slide valve 
 uncovers the steam port on the seat which leads 
 to the lower end of the cylinder and at the same 
 time, connects the steam port leading to the top 
 of the cylinder with the exhaust passage to the 
 atmosphere. Mr. Dickson adds : ''through a cav- 
 ity in centre of the main slide valve." 
 
 Q. When the upward stroke is completed how 
 is the motion reversed? 
 
 A. As the main steam piston 65 approaches 
 the upper end of its stroke, the reversing plate 
 70 engages the reversing valve rod 71 and carries 
 it together with the reversing slide valve up to 
 the end of the latter's travel. The reversing slide 
 valve when in its extreme upper position, oj>ens 
 a steam port leading to the outer face of the large 
 differential piston yj. The pressure admitted to 
 the outer face of this piston combined with the 
 pressure acting upon the inside face of the small- 
 er piston moves the differential piston and along 
 with it, the main slide valve 76 in the opposite 
 direction or to the left, and in doing so the steam 
 port leading to the upper end of the steam cylin- 
 der is uncovered so as to admit steam to this end, 
 while the lower steam port is connected with the 
 exhaust passage leading to the atmosphere, 
 through main slide valve cavity. 
 
 Q. When the downward stroke is made how 
 is the action of the piston reversed? 
 
36 
 
 A. When the main piston approaches close to 
 the lower end of its stroke, the reversing valve 
 plate engages the button head, formed on the 
 lower end of the reversing valve rod, and moves 
 it, together with the reversing slide valve, 
 downward until the latter (^h. Dickson says:) 
 ^'covers steam port leading to outer face 
 of differential piston and opens a port from 
 same to the atmosphere." The steam act- 
 ing on the inside face moves differential piston 
 and main slide valve to the right which uncov- 
 ers the steam port leading to the lower end of the 
 steam cylinder, and at the same time connects 
 the steam port to the upper end of the cylinder 
 v^ith the atmosphere. 
 
 O. How is the reversing slide valve supplied 
 with steam ? 
 
 A. It is supplied through a suitable port, lo- 
 cated between the ends of the differential piston, 
 which leads to the reversing slide valve chamber. 
 
 O. Describe the operation of the air end of 
 the pump? 
 
 A. It is the same as that of the eight-inch 
 pump. When the air piston is descending in the 
 air cylinder, the air underneath it is being com- 
 pressed and driven out through the lower dis- 
 charge valve to the main reservoir, while at the 
 same time the upper receiving valve is open, and 
 air from the atmosphere is entering the air cylin- 
 der filling the space behind the piston. On the 
 upward stroke, as the air piston is ascending, the 
 
YORK DUPLEX PUMP. 
 
37 
 
 air in front of it is compressed and driven out 
 through the upper discharge valve, while at the 
 same time the lower receiving valve is open and 
 air is entering the cylinder filling the space be- 
 hind the air piston. In the operation of all air 
 compressors the air pistons are double acting. 
 
 Q. What is meant by double acting air 
 pumps ? 
 
 A. It is meant that they have two sets of air 
 valves — two receiving and two discharge valves 
 — and that at each stroke of the air piston air is 
 both taken into and discharged from the cylinder. 
 
 Q. How many cylinders has the New York 
 Duplex pump ? 
 
 A. It has two combined steam and two com- 
 bined air cylinders, making four in all. 
 
 Q. How do the cyUnders compare in size? 
 
 A. Both steam cylinders and one air cylin- 
 der are the same in diameter, and the other air 
 cylinder is of such a diameter as to give double 
 the cubical capacity of any one of the other cyl- 
 inders. 
 
 Q. How is steam admitted to the steam cyl- 
 inder ? 
 
 A. Steam is admitted to the steam cylinders 
 through ports controlled by ordinary D slide 
 valves. 
 
 O. How m-any slide valves and reversing 
 valve rods are required? 
 
 A. Two of each. One slide valve and one 
 tappet rod for each cylinder. Mr. Dickson says 
 
38 
 
 DUPLEX AIR PUMP. 
 
 -2 Steam cylinders. 
 -4 Air cylinders. 
 -6 Slide valves. 
 -8 Valve stems. 
 -10 Receiving air valves. 
 -12 Intermediate receiving 
 and discharge air 
 
 valves. 
 14 Discharging air valves. 
 
 Steam chest caps. 
 17 Steam chest bushings. 
 Piston rods. 
 Upper steam head. 
 Tappet plates. 
 22 Steam pistons. 
 Low pressure air piston. 
 High pressure air piston 
 
 rings. 
 Low pressure air piston 
 
 rings. 
 Center piece (forms up- 
 per steam cylinder head 
 and lower air cylinder 
 heads). 
 Stuffing boxes. 
 Stuffing box nuts. 
 Stuffing box glands. 
 Lower receiving valve 
 
 chamber. 
 Lower intermediate valve 
 
 seat. 
 Upper receiving valve 
 seat. 
 
 42 Upper intermediate valve 
 
 seat. 
 
 43 Upper intermediate valve 
 
 chamber. 
 
 44 Upper discharging valve 
 
 cap. 
 
 45 Upper discharging valve 
 
 seat. 
 
 46 Lower discharging valve 
 
 seat. 
 
 47 Top air cylinder head. 
 
 48 Upper air cylinder gas- 
 
 ket. 
 
 49 Lower air cylinder gas- 
 ket. 
 
 tSO Upper steam cylinder 
 gasket. 
 
 51 Lower steam cylinder 
 
 gasket. 
 
 52 Cylinder head bolts. 
 
 53 Air cylinder oil cups. 
 
 54 Drain cock. 
 
 55 Tappet plate bolt. 
 
 56 Governor union stud. 
 
 57 Governor union nut. 
 
 58 Exhaust union stud. 
 
 59 Exhaust union nut. 
 
 60 Exhaust union swivel. 
 
 63 Air union stud. 
 
 64 Air union nut. 
 
 65 
 
 74 
 
 Air union swivel. 
 Piston rod nut. 
 
 87 Jacket screws. 
 
39 
 
 they should be called tappet rods instead of re- 
 versing valve rods. 
 
 Q. How are reversing slide valves operated? 
 
 A. They are moved by means of the tappet 
 rods, and tappet plates and the main pistons. 
 
 Q. Does each steam piston operate the slide 
 valve that controls the admission to and the ex- 
 haust of steam from its own cylinder? 
 
 A. No; each steam piston moves the slide 
 valve that controls the steam distribution in the 
 other steam' cylinder. 
 
 Q. How is it that the slide valve under one 
 steam cylinder can control the admission and the 
 exhaust of steam to and from the other steam 
 cylinder ? 
 
 A. It is because the steam ports are crossed — 
 that is, the steam ports controlled by one of the 
 slide valves cross over and lead to the other 
 cylinder. 
 
 O. Describe the reversing sHde valves and 
 their seats. 
 
 A. They are ordinary D slide valves, very 
 much like those used in locomotives, and in their 
 seats there are three ports, two steam and one — 
 the middle one — an exhaust port. 
 
 Q. What moves the reversing slide valves ? 
 
 A. The tappet rods which are fitted into 
 holes drilled into the steam ends of the piston 
 rod, and in turn these rods are moved by tappet 
 rod plates bolted to the piston head. 
 
40 
 
 Q. How are the steam ports arranged in the 
 steam chest of the duplex pump ? 
 
 A. The upper port in the left chest leads to 
 the lower end of the right steam cylinder, and 
 the upper port of the right steam chest leads to 
 the upper end of the left steam cylinder. The 
 lower port in the right steam chest leads to the 
 lower end of the left steam cylinder and the lower 
 left steam port leads to the upper end of the 
 right steam cylinder. 
 
 O. Do both pistons of the duplex pump move 
 in the same or opposite directions at the same 
 time? 
 
 A. Both pistons of the duplex pump do not 
 move in any direction at the same time. But one 
 piston moves at a time, and after it has com- 
 pleted its stroke it waits until the other piston 
 makes a stroke before commencing its return 
 stroke. 
 
 Q. In starting the pump, which piston makes 
 the first stroke? 
 
 A. The right hand piston, or the one below 
 the larger air cylinder, commonly called the low- 
 pressure piston. 
 
 O. How do the pistons move, upon starting 
 the pump? 
 
 A. Both pistons and both slide valves being 
 at their lower extremities, upon turning on steam 
 to the pump, the right hand piston moves to the 
 upper end of its stroke, moving its slide valve 
 to the upper extremity of its travel, just before 
 
41 
 
 reaching the end of its stroke ; it then waits until 
 the other piston makes its upstroke and changes 
 its sHde valve, so as to admit steam to the upper 
 end of the right piston and to exhaust steam from 
 the lov^^er side of the right piston, thus providing 
 for the latter's dow^n stroke. As it approaches 
 the end of its down stroke, it again moves its 
 slide valve in the downward direction, and so 
 provides for the down stroke of the left piston. 
 
 Q. How many air valves has the New York 
 duplex pump? 
 
 A. Six. 
 
 Q. What are they called? 
 
 A. TwO' are called the air inlet valves; two, 
 the intermediate airlet and discharge valves; 
 and two, the final discharge valves. 
 
 Q. How is air taken into the air end of the 
 pump, compressed and discharged to the main 
 reservoir ? 
 
 A. The large or low pressure piston moves 
 up first, creating a vacuum in its cylinder behind 
 it, which is filled with air from the atmosphere, 
 drawn into the cylinder through the lower air 
 inlet valve lo; when the small or high pressure 
 air piston moves up, creating a vacuum in its 
 cylinder behind it, which is filled with air from 
 the atmosphere, drawn into the air cylinder 
 through the lower air-inlet and the lower inter- 
 mediate air-inlet and discharge valves lo and 12. 
 After the high pressure piston has completed its 
 up-stroke, both air cylinders are filled with free 
 
42 
 
 air at atmospheric pressure, and the low-pressure 
 piston commences to move downward and to 
 compress the air in front of it previously received 
 on the up stroke, and to discharge it into the 
 high pressure air cylinder through the lower in- 
 termediate air-let and discharge valve 12. After 
 the low pressure piston has completed its down 
 stroke and has forced the contents of the large 
 air cylinder into the small air cylinder, the high 
 pressure -air piston makes its down stroke and 
 forces air the air in the high pressure air cylinder 
 in front of it into the main reservoir through the 
 lower final discharge valve 14. On the down 
 stroke of both pistons air from the atmosphere 
 is taken into the air cylinders in precisely the 
 same manner as that explained for the up stroke 
 and the operation of compression and final dis- 
 charge of air to the main reservoir is the same 
 for the up stroke as for the down stroke. 
 
 Q. At about what pressure does the low 
 pressure piston work against? 
 
 A. About forty pounds, after the pressure has 
 been accumulated in the main reservoir. 
 
 Q. How much pressure does the high pres- 
 sure piston work against? 
 
 A. A trifle higher than main reservoir pres- 
 sure, which is generally ninety pounds. 
 
43 
 
 AIR PUMPS IN GENERAL. 
 
 Q. How should an air pump be started ? 
 
 A. The air pump, no matter of what make, 
 should be started slowly at first and should not 
 be speeded up until a pressure of forty pounds 
 has accumulated in the main reservoir. 
 
 Q. Why should an air pump be run slowly 
 until considerable pressure has accumulated in 
 the main reservoir? 
 
 A. Because all air compressors, used to fur- 
 nish air pressure for the automatic air brake, de- 
 pend, to a considerable extent, upon the pressure 
 in the main reservoir for a cushion for the air 
 pistons, so as to prevent them from striking the 
 cylinder head. 
 
 Q. How fast should an air pump be run? 
 
 A. Just fast enough to keep up the required 
 train-pipe pressure and no faster. 
 
 Q. What will be the result if the rod packing 
 blows out? 
 
 A. It will blow the oil from the swab on the 
 piston rods and if the blow comes from the air 
 end of the pump it will greatly reduce its effi- 
 ciency. 
 
 Q. What are the most common causes of 
 knocks or pounds in air pumps? 
 
 A. The lack of air cushions to stop the pis- 
 tons at the completion of their stroke, loose nuts 
 on the ends of the air pistons, leaky air valves 
 or loose pistons, due tO' pounding on cylinder 
 
44 
 
 heads. Mr. Gesner adds: 'Too much Hft in 
 discharge valves or pump being loose on its 
 brackets.'' Mr. Dickson gives the following an- 
 swer to the above question: ''On Westinghouse 
 pumps, wear of reversing plate or between shoul- 
 ders of reversing rod, stuck air valves or air 
 valves with too much lift, loose nuts on pistons. 
 On the New York pump, loss of cushion by leaky 
 oil cups, receiving valves, packing rings of air 
 pistons, piston rod packing of air end or cylinder 
 head gaskets. On either kind of pump, loose on 
 brackets or running fast against too low a pres- 
 sure." 
 
 Q. What should be done at about the same 
 time that the steam throttle to the air pump is 
 opened ? 
 
 A. The lubricator should be started and it 
 should be allowed to feed freely at first, and 
 afterward, w4ien the pump is free from all water 
 or condensation and thoroughly warmed up, the 
 feed should be adjusted to meet the work the 
 pump has to do. 
 
 Q. When should the air cylinders of air 
 pumps be oiled? 
 
 A. The air cylinder of any air pump, required 
 to do heavy duty, should receive a small quantity 
 of good oil that will stand a high degree of heat, 
 before it is started, and should be oiled as often 
 during the trip as circumstances and the work 
 it is doing indicate it should be oiled. The air 
 cylinders of air pumps require oil more often 
 
45 
 
 nowadays than they did formerly when air brake 
 trains w^ere shorter. 
 
 Q. What kind of oil is good for the air cylin- 
 ders? 
 
 A. Valve oil gives best results. 
 
 Q. How should oil be introduced to the air 
 cylinders ? 
 
 A. Through the oil cups provided for that 
 purpose. 
 
 Q. Should oil ever be introduced through the 
 air-inlet valve? 
 
 A. No; oil, if introduced through the air- 
 inlet valve, will gum up the air valves and air 
 passages, and thus tend to make the pump run 
 hot. 
 
 Q. How tight should the piston rods be 
 packed ? 
 
 A. Just tight enough to prevent leakage of 
 steam or of air. 
 
 O. How should the air pump be run while 
 descending grades? 
 
 A. With the pump throttle well open, and 
 fast enough to provide an ample supply of air. 
 
 Q. While ascending grades or going over 
 level road, how should the air pump be run? 
 
 A. Fast enough to maintain the required 
 pressure in the train pipe and auxiliaries — that 
 is, fast enough to do the work required. 
 
 O. With the New York pump, if the ex- 
 hausts are not spaced properly, what could be the 
 trouble ? 
 
46 
 
 A. Leakage of air from the main reservoir 
 back into the high pressure air cyHnder, unequal 
 Hft of air valve, back leakage between high and 
 low pressure cylinders, or some one of the air 
 valves stuck open or held fast to its seat. 
 
 Q. If an intermediate valve or a cylinder 
 head gasket is leaking between the air cylinders, 
 how could it be detected? 
 
 A. Two of the steam exhausts will sound 
 well apart, and two will sound close together. 
 
 Q. How is it that leaks of the above descrip- 
 tion cause the exhausts to sound irregular? 
 
 A. Because air leaking from the high pres- 
 sure cylinder back into the low pressure cyHn- 
 der creates an air pressure in the latter that tends 
 to force the low pressure piston in the same di- 
 rection that the steam pressure is, and therefore, 
 it makes a very quick stroke. 
 
 O. ' When three strokes of the duplex pump 
 are irregular, but the fourth is made very slowly, 
 what is the trouble? 
 
 A. An intermediate discharge valve possibly 
 may be broken, but the trouble is more likely to 
 be air cylinder gasket leaking betvveen the final 
 discharge valve cavity and the high pressure 
 cylinder, or the lower intermediate valve seat is 
 loose, and has unscrewed, raising the intermedi- 
 ate valve against its stop post. 
 
 Q. What will be the effect if the upper inter- 
 mediate valve seat works loose? 
 
 A. The upper intermediate valve seat forms 
 
47 
 
 the lift stop for the upper receiving valve, and if 
 it gets loose it will work clown and prevent the 
 opening of the receiving valve. 
 
 Q. Which air cylinder of the duplex pump 
 requires more oil than the other? 
 
 A. The high-pressure air cylinder will re- 
 quire more oil than the low pressure, owing to 
 the compression in the cylinder being higher. 
 
 Q. What should be done when an air pump 
 stops of its own accord? 
 
 A. About the first place to look is at the small 
 escape port in the neck of the governor or in the 
 top of governor piston cylinder. If there is a 
 constant flow of pressure at this small hole (Mr. 
 Gesner says:) ''while the brakes are ap- 
 plied with the New York and releasing with the 
 Westinghouse equipment," it indicates that the 
 diaphragm valve, or pin valve, as the case may 
 be, is leaking. If there is not a flow of air at 
 this port, push a pin into it and make sure it is 
 not blocked up, after which, if the pump does 
 not start, close the pump throttle, open the waste 
 cock to the steam head of pump, allowing all 
 pressure to escape, then close the waste cock and 
 open the throttle quickly. 
 
 Q. If, after the throttle test is made, the low 
 pressure piston moves up to and stops at the 
 upper end of its stroke, and the high pressure 
 piston refuses to move, where should one look 
 for the trouble? 
 
 A. In the steam head of the pump under the 
 
48 
 
 low pressure piston. Either the low pressure 
 tappet rod is broken or its reversing valve plate 
 is worn through. 
 
 O. After the throttle test, suppose the low 
 pressure piston makes the up stroke, then the 
 high pressure piston makes its up stroke, but the 
 low pressure piston refuses to make its down 
 stroke, where would the trouble be? 
 
 A. In the steam cylinder or head of the high 
 pressure cylinder. Probably the tappet rod is 
 broken or its tappet plate is worn through. Mr. 
 Dickson asks and answers the following ques- 
 tion : 
 
 O. What is the cause of the air pump run- 
 ning hot? 
 
 A. Air piston packing rings leaking; dis- 
 charge valves leaking; too small an amount of 
 lift of discharge valve, discharge valves stuck, or 
 discharge pipe or ports plugged; racing the 
 pump, or continual compression against too 
 high main reservoir pressure. 
 
 THE ENGINEER'S BRAKE VALVE. 
 
 DESCRIPTION OF THE PASSAGE OF AIR 
 THROUGH D 8 VALVE IN DIFFERENT 
 POSITIONS. 
 
 Full Release Position. 
 \Mth the handle of the valve in full release 
 position (Fig. 9) air coming from the main 
 reservoir enters the brake valve at X passes to 
 
49 
 
 WESTINGHOUSE D-8 ENGINEER'S BRAKE 
 VALVE. 
 
 24 -—To Smau. ReacnvoM 
 
 Fig. 8. 
 
.so 
 
 D-8 BRAKE VALVE. 
 
 C 
 
 noi 
 
 MM-'' 
 
 
51 
 
 top of the rotary, through port a of the rotary 
 13, port b of the rotary seat and into cavity c 
 of the rotary, thence through port / into the train 
 line at Y. Port g in the rotary seat (Fig. 8) 
 leads to chamber D and is exposed tO' cavity c 
 of the rotary with the valve in this position so 
 that air passing from the main " reservoir into 
 train line through cavity c is also free to go to 
 the little drum through port g. In this position 
 port y in the rotary is open to port e in the rotary 
 seat and main reservoir pressure passes directly 
 to the little drum through these ports. 
 
 RUNNING POSITION. 
 
 In this position port / in the rotary is moved 
 around so that it communicates with port / in the 
 rotary seat. Main reservoir pressure coming 
 from the top of the rotary feeds through ports 
 y and / and strikes the excess pressure valve 
 which is held to its seat by the excess pressure 
 spring. This spring has a tension of 20 pounds 
 so that when main reservoir pressure is 20 
 pounds greater than that back of the valve, or 
 train line pressure, the valve is forced from its 
 seat and main reservoir air passes through port 
 / (Fig, 8) into port / and into the train line at 
 Y (Fig. 9). While the air feeds into the train 
 line through port / it feeds up under the rotary 
 into cavity c which is exposed to port / as in full 
 release, port g in rotary seat (Fig. 8) is still 
 exposed to cavity c and the air passing into the 
 
52 
 
 train line also passes up into cavity c and through 
 port g into cavity D or the Httle drum (Figs. 8 
 and 9). In lap position all ports are blanked. 
 
 In service position the slot p on the under 
 side of the rotary connects port e which leads 
 through the rotary seat to the little drum with 
 port h in the rotary seat leading to the atmos- 
 phere. 
 
 The emergency position of this valve is tlie 
 same as the D5, F6 or G6 valves. 
 
 Q. What is the engineer's brake valve? 
 
 A. It is the valve with which the engineer 
 controls the operation of the brakes on the train. 
 
 Q. How many positions are there for the 
 handle of this valve? 
 
 A. Five. 
 
 O. What are they called? 
 
 A. Full release, running, lap, service and 
 emergency, and commencing with full release po- 
 sition they are arranged in the order named. 
 
 O. Is the old Westinghouse D 8 valve still 
 in use ? 
 
 A. Yes ; quite extensively. 
 
 O. How does this valve compare with the 
 G 6 and other brake valves of the Westinghouse 
 type? 
 
 A. Though the valves are constructed differ- 
 ently, the results obtained are the same. 
 
 O. In full release position how many ports 
 lead to little drum? 
 
 A. Two ; the same as with the F 6 or G 6. 
 
53 
 
 Q. What gives us the excess pressure in the 
 main reservoir? 
 
 A. The excess pressure spring which has a 
 tension of 20 pounds. 
 
 Q. Is air drawn from cavity D, or little drum 
 in service position? 
 
 A. Yes. 
 
 Q. How does the reduction of Httle drum 
 pressure afifect the equahzing piston 17? 
 
 A. Same as with F 6 or G 6 valves. 
 
 O. Is there any noticeable difference between 
 the service positions of the Westinghouse and of 
 the New York brake valves? 
 
 A. Yes ; the service position on the New 
 York brake valve is subdivided into five service- 
 graduating notches, while the service position on 
 the Westinghouse valve is not. 
 
 Q. Why is the service position on the New 
 York brake valve subdivided? 
 
 A. Because in this position the valve auto- 
 matically measures the amount of train pipe re- 
 duction, and laps itself. 
 
 Q. In what position of the brake valve is 
 there a direct opening from the main reservoir 
 to the train pipe? 
 
 A. In full release position. 
 
 Q. Are the train pipe and the main reservoir 
 pressures equal in this position? 
 
 A. They are. 
 
 O. Why are they equal in full release posi- 
 tion? 
 
54 
 
 A. Because there is a large, direct communi- 
 cation between the main reservoir and the tram 
 pipe through the brake valve, when the handle 
 is in this position. 
 
 Q. When the handle is in the running posi- 
 tion, how does the air pass from the main reser- 
 voir into the train pipe? 
 
 A. In the Westinghouse brake valve D 5, F6 
 and G 6 it passes through the feed valve attach- 
 ment, and in the New York brake valve it passes 
 through the excess pressure valve, into the train 
 pipe. 
 
 O. With the D 8 valve how does air pass 
 from' main reservoir into train pipe? 
 
 A. Through the excess pressure valve. 
 
 O. What are the duties of the feed valve at- 
 tachment ? 
 
 A. To feed air into the train pipe as fast as it 
 may be needed to keep up the pressure therein, 
 and to close the communication between the main 
 reservoir, and the train pipe when the pressure in 
 the latter has reached the limit for which the 
 feed valve is adjusted. 
 
 Q. What are the duties of the excess pres- 
 sure valve? 
 
 A. To permit air to feed into the train pipe 
 from the main reservoir, and to maintain an ex- 
 cess pressure in the latter of about twenty 
 pounds. ' 
 
 0. How does the Westinghouse G6 brake 
 valve obtain its excess pressure? 
 
55 
 
 A. By means of the pump governor which 
 is adjusted to stop the pump when the desired 
 main reservoir pressure has been obtained, which 
 is usually twenty pounds in excess of what is 
 carried in the train pipe. 
 
 Q. When the handle is placed in lap position, 
 how does it govern the air passages and ports in 
 the brake valve? 
 
 A. It prevents the passage of air through the 
 brake valve in any direction, and closes all ports. 
 
 Q. When is the lap position used? 
 
 A. When coupling onto- a train that is to be 
 charged with air; when the train has parted or 
 the conductor has opened the conductor's valve, 
 when, with the Westinghouse valve, it is desired 
 to hold the brakes applied after a service appli- 
 cation has been made. Mr. Roach adds: ''Also 
 when backing a train to permit conductor to 
 make stops.'' 
 
 O. What is the service stop position used 
 for? 
 
 A. The handle of the brake valve is operated 
 in the service stop position when making all or- 
 dinary stops. 
 
 O. In order to apply the brakes, what is 
 necessary to do? 
 
 A. It is necessary to reduce the train pipe 
 pressure below that contained in the auxiliary 
 reservoir. 
 
 Q. In making an ordinary or service appli- 
 
56 
 
 G-6 ENGINEER'S BRAKE VALVE. 
 
 is \to Cauoe >e4 
 
 — BLACK HAND — 
 
 Train Pipe Pressure 
 
 Fig. lo. 
 
57 
 
 G-6 ENGINEER'S BRAKE VALVE. 
 
 (. B smfc' ; -E'^'g)' m 
 
 Fig. II. 
 
58 
 
 cation, does the engineer reduce the pressure di- 
 rectly from the train pipe? 
 
 A. With the Westinghouse brake valve, no; 
 he reduces it from the small equalizing reservoir ; 
 with the New York brake valve, yes ; he takes it 
 out of the train pipe direct. 
 
 O. With the Westinghouse brake valve, how 
 is it that reducing the pressure from the small 
 equalizing reservoir wall cause the train pipe 
 pressure to reduce? 
 
 A. In either the full release or the running 
 position, the equalizing reservoir is charged with 
 pressure equal to that in the train pipe, and the 
 equalizing discharge piston forms the line of 
 separation between the two pressures. When 
 the handle of the brake valve is placed in the 
 service stop position, the pressure in the equal- 
 izing reservoir begins to reduce, leaving the train 
 pipe pressure greater, which on this account will 
 raise the equalizing discharge piston and valve, 
 and so permit train pipe pressure to escape to the 
 atmosphere. 
 
 O. Why is train pipe pressure reduced in this 
 manner in making service applications? 
 
 A. In order that all brakes may be applied 
 gently throughout the whole train, and so that on 
 long trains the reduction of train-pipe pressure 
 being closed ofif gradually, there will be no 
 trouble experienced from the front brakes releas- 
 ing 
 
 Q. Why would the front brakes on long 
 
59 
 
 trains release if the train-pipe exhaust or air be 
 suddenly closed off? 
 
 A. The friction of the air in the pipe causes 
 the pressure in the front end to fall much more 
 rapidly than it does in the rear end, of the train 
 pipe, so that if the exhaust were closed off 
 abruptly there would be a surge of air from the 
 rear to the front end of the train which would 
 raise the pressure in the front end sufficiently to 
 release some of the brakes. 
 
 O. If six pounds of pressure be reduced from 
 the equalizing reservoir, how much will be re- 
 duced from the train pipe? 
 
 A. The same amount, practically, six pounds. 
 
 Q. How does the New York brake valve pro- 
 vide for the gradual closing up of the train pipe 
 reduction in service applications? 
 
 A. By means of the automatic cut-off valve 
 and cut-in piston. 
 
 Q. Where is the pressure stored that operates 
 the automatic cut-off valve? 
 
 A. It is stored in the small supplementary 
 reservoir. 
 
 Q. When the handle of the New York brake 
 valve is in the running position, how does the 
 pressure compare on either side of the equaliz- 
 ing discharge piston? 
 
 A. The train pipe pressure on one side and 
 the supplementary reservoir pressure on the 
 other side are equal. 
 
6o 
 
 NEW YORK ENGINEER'S BRAKE VALVE. 
 
 il / / 
 
 
 Fig. 12. 
 
6i 
 
 NEW YORK ENGINEER'S BRAKE VALVE. 
 
 Fig. 13. 
 NEW YORK ENGINEER'S BRAKE VALVE. 
 
 3 Piston ring. 
 
 60 Small union nut. 
 
 61 Union swivel. 
 
 62 Gauge and governor 
 
 union stud. 
 
 69 Handle spring. 
 
 77 Handle set screw. 
 
 90 Feed valve spring. 
 
 95 Lever shaft spring. 
 
 96 Oil plugs. 
 
 97 Feed valve. 
 
 98 Feed valve cap. 
 
 101 Valve body. 
 
 102 Back cup. 
 
 103 End plug. 
 
 104 Piston. 
 
 105 Follower. 
 
 106 Piston nut. 
 
 107 Packing leather. 
 
 108 Expander. 
 
 no Graduating valve. 
 
 111 Graduating valve spring. 
 
 112 Graduating valve lever. 
 
 113 Fulcrum pin. 
 
 114 Main slide valve. 
 
 115 Valve cover. 
 
 116 Links. 
 
 117 Link pins. 
 
 118 Slide valve lever. 
 
 120 Lever shaft. 
 
 121 Lever shaft packing. 
 
 123 Handle. 
 
 124 Quadrant. 
 
 125 One inch union nut. 
 
 126 One inch union swivel. 
 
 127 One inch union gasket, 
 
 128 Small union stud. 
 
 129 Cover and head screws. 
 
 130 Quadrant screws. 
 
 155 Supplementary reservoir. 
 
 156 Reservoir plug. 
 158 Union swivel. 
 167 Cap gasket. 
 
 172 Quadrant latch. 
 
 173 Latch pin. 
 
62 
 
 Q. How does the automatic cnt-ofif feature of 
 the New York brake valve operate? 
 
 A. As train pipe pressure reduces in front of 
 the piston, supplementary reservoir pressure be- 
 hind it is stronger and moves the piston together 
 with the cut-ofif valve until the latter covers the 
 r.ervice exhaust port in the main slide valve. 
 
 Q. Then the principle of the operation of 
 this automatic cut-off feature must be the same 
 as that of the plain triple valve? 
 
 A. It is just the same. 
 
 Q. In making a service application, does the 
 IdIow or exhaust of air from the train pipe vary 
 with the number of air-braked cars in the train 
 for any given number of pounds' reduction? 
 
 A. Yes ; to make a reduction in train pipe 
 pressure of a specified number of pounds will 
 require a longer time if the train be long than if 
 the train be short. This is on account of the 
 greater volume of air contained in the longer 
 train pipe, and because it had nearly the same 
 sized opening to escape through in both cases. 
 
 O. What is the last position of the brake 
 called ? 
 
 A. The emergency ; it should be used when- 
 ever there is danger of accident. 
 
 Q. In case there is danger of accident and 
 the handle of the brake valve is placed in the 
 emergency position, should it be allowed to re- 
 main there until the train stops? 
 
 A. Yes, always ; unless the danger is parsed 
 
63 
 
 before the train stops and the train is short. 
 After an emergency appHcation on a freight train 
 the brakes should never be released until after 
 the train has stopped. 
 
 Q. Does the equalizing feature of the brake 
 valve operate in the emergency position? 
 
 A. No; in the emergency the port opening 
 through the brake valve to the atmosphere is 
 large and direct. 
 
 Q. What is the operative difference between 
 the feed valve attachment on the Westinghouse 
 brake valve and the excess pressure valve in the 
 New York brake valve? 
 
 A. With the feed valve attachment there is 
 always communication between the main reser- 
 voir and the train pipe with the handle of the 
 valve in the running position, until standard 
 train pipe pressure is obtained; with the excess 
 pressure valve when the handle is in running 
 position the communication between the main 
 reservoir and the train pipe is closed until the 
 main reservoir pressure is twenty pounds greater 
 than it is in the train pipe. 
 
 Q. Do^ the feed-valve attachment and excess- 
 pressure valves operate in the full release posi- 
 tion? 
 
 A. No ; in this position the opening through 
 the brake valve for the passage of air from the 
 main reservoir into the train pipe is large and 
 direct. 
 
 Q. Why is the opening between the main 
 
64 
 
 reservoir and the train pipe made large when 
 the handle is in the full release position? 
 
 A. So that the main reservoir pressure can 
 flow into the train pipe in large volume, and 
 thus insure the prompt release of all brakes. 
 
 Q. Why is the warning port necessary in 
 the Westinghouse brake valve? 
 
 A. Because, if the handle of the Westing- 
 house brake valve is left in the full release posi- 
 tion for any length of time it will charge the 
 train pipe above standard pressure. 
 
 Q. What is likely to happen if the train 
 pipe pressure be allowed to get too high? 
 
 A. In emergency applications there would 
 be danger of sliding the wheels. 
 
 Q. Of what form is the principal valve in 
 the New York engineer's brake valve? 
 
 A. It is the slide-valve form. 
 
 Q. What is the form of the principal valve in 
 the Westinghouse brake valve? 
 
 A. It is a rotary valve. 
 
 Q. Where is the main-reservoir pressure 
 usually found in the engineer's brake valve? 
 
 A. On top of the principal valve, that is, 
 the main slide valve and the rotary valve. 
 
 Q. Where is the train pipe pressure found 
 in the New York brake valve? 
 
 A. Underneath the main slide valve in front 
 of the equalizing discharge piston and in the 
 train pipe air gauge air pipe. 
 
65 
 
 PACE OF SLIDE VALVE. 
 
 :::; j^Eui ; 
 
 M}}} 
 
 .;>F 
 
 
 M 
 N 
 M 
 
 Fig. 14. 
 
 SLIDE VALVE SEAT. 
 
 TO 
 GOVERNOR 
 
 @ @ \ r© . \ 
 1 y^vii v:-^ 
 
 © © © * *0 ©. © 
 
 © © 
 
 jr ■ ' 
 
 B © 
 
 © © 
 
 fl IT 
 
 Fig. 15. 
 
66 
 
 NEW YORK ENGINEER'S BRAKE VALVE. 
 
 TO GAUGE 
 
 -BLACK HAND 
 TRAIN PIPE 
 Pi^ESSURE 
 
 to 
 
 TO 
 
 TRAIN 
 
 MAIN 
 
 I PIPE 
 
 BESERVOIR 
 
 JO GAUGE 
 RED HAND- 
 MAIN" 
 RESERVOIR 
 PRESSURE 
 
 Fig. i6. End Section. 
 
67 
 
 ENGINEER'S BRAKE VALVE. 
 
 Fig. 17. End Section. 
 
68 
 
 Q. Is not train pipe pressure also present 
 in the governor pipe? 
 
 A. Yes; regardless of the position of the 
 brake valve handle; and it always operates the 
 pump governor. 
 
 Mr. Dickson says: '*Yes in full pressure 
 and in running position, but when the train 
 pipe pressure is reduced to apply brakes gov- 
 ernor pipe pressure does not reduce with it." 
 
 Q. Where is the supplementary reservoir 
 pressure found in the New York brake valve? 
 
 A. It is found immediately behind the equal- 
 izing piston and in the supplementary reservoir. 
 
 Q. With the New York brake valve what 
 occurs when the handle is placed in full release 
 position? 
 
 A. In addition to admitting main-reservoir 
 pressure to the train pipe for the purpose of 
 releasing the brakes, it permits the air in the 
 supplementary reservoir to escape to the at- 
 mosphere. 
 
 Q. Why is it necessary to discharge the air 
 from the supplementary reservoir when releas- 
 ing brakes? 
 
 A. So that the equalizing discharge piston 
 may return to its normal position, where it 
 should be when a service application of the 
 brake is begun. 
 
 Q. In what position must the handle of the 
 brake valve be, in order to charge up the supple- 
 mentarv reservoir ? 
 
69 
 
 A. In the running position. 
 
 Q. If all the service graduating notches are 
 used how much will the train pipe pressure re- 
 duce? 
 
 A. About twenty-three pounds when the in- 
 itial train pipe pressure is greater or less than 
 seventy pounds, then the amount reduced after 
 using all the service notches, will be greater for 
 the greater pressure and less for the lesser pres- 
 sure. 
 
 Q. What is the slide valve feed valve at- 
 tachment? 
 
 A. It is an attachment used in connection 
 with th^ Westinghouse brake valve. 
 
 Q. What are its duties? 
 
 A. When the handle of the brake valve is in 
 the running position it automatically supplies 
 the leakage in the train pipe and also acts as a 
 governor limiting the pressure carried in the 
 train pipe. 
 
 Q. How is the slide valve feed valve adjust- 
 ed to regulate the amount of pressure carried 
 in the train pipe. 
 
 A. By means of the heavy spring and nut, 
 compressing the spring when it is desired to 
 increase the pressure to be carried by screwing 
 up the nut behind it. 
 
 Q. With the New York valve how is the 
 amount of excess pressure carried, regulated with 
 the excess pressure valve? 
 
70 
 
 G-6 ENGINEER'S BRAKE VALVE. 
 
 Fig. i8. 
 
71 
 
 ENGINEER'S BRAKE VALVE. 
 
 2 
 
 Valve body. 
 
 
 25 
 
 Holding nut. 
 
 3 
 
 Rotary-valve seat. 
 
 
 26 
 
 Gauge-pipe fitting. 
 
 4 
 
 Bottom case. 
 
 
 27 
 
 Feed-valve-case gasket. 
 
 5 
 
 Bottom cap. 
 
 
 28 
 
 Half-inch nut. 
 
 6 
 
 Jam nut. 
 Top nut. 
 
 
 29 
 
 Half-inch bolt. 
 
 7 
 
 
 30 
 
 Feed-valve stud. 
 
 8 
 
 Handle. 
 
 
 31 
 
 Upper gasket. 
 
 9 
 
 Handle bolt. 
 
 
 32 
 
 Lower gasket. 
 
 10 
 
 Handle bolt spring. 
 
 
 51 
 
 Feed-valve body. 
 
 II 
 
 Handle bolt screw. 
 
 
 52 
 
 Flush nut. 
 
 12 
 
 Rotary-valve key. 
 
 
 53 
 
 Cap nut. 
 
 13 
 
 Washer. 
 
 
 54 
 
 Supply valve piston. 
 
 14 
 
 Rotary valve. 
 
 
 55 
 
 Supply valve. 
 
 15 
 
 Gauge-pipe tee. 
 
 
 56 
 
 Supply valve spring. 
 
 i6 
 
 One-fourth inch 
 
 union 
 
 57 
 
 Diaphragm. 
 
 
 nut. 
 
 
 58 
 
 Supply valve piston 
 
 17 
 
 One-fourth inch 
 
 union 
 
 
 spring. 
 
 
 swivel. 
 
 
 59 
 
 Reeulating valve. 
 
 i8 
 
 Piston valve. 
 
 
 60 
 
 Regulating valve spring. 
 
 19 
 
 Piston ring. 
 
 
 61 
 
 Regulating valve cap nut. 
 
 20 
 
 Three-eighths inch 
 
 union 
 
 62 
 
 Spring box. ^ 
 
 
 nut. 
 
 
 63 
 
 Diaphragm ring. 
 
 21 
 
 Three-eighths inch 
 
 union 
 
 64 
 
 Diaphragm spindle. 
 
 
 swivel. 
 
 
 65 
 
 Regulating nut. 
 
 22 
 
 Exhaust-pipe fitting. 
 
 
 66 
 
 Check nut. 
 
 23 
 
 One inch union -nut 
 
 
 67 
 
 Regulating spring. 
 
 24 
 
 One inch union swivel. 
 
 
 
72 
 
 A. By increasing the tension of the excess 
 pressure valve spring. 
 
 Q. How is the tension of the spring in- 
 creased? 
 
 A. By placing washers in the cap nut above 
 it. Generally, however, a spring having suf- 
 ficient tension to maintain the desired excess 
 pressure is used, and when this shows signs of 
 weakening a new spring is substituted. 
 
 Q. A leak m the equalizing reservoir or any 
 of its connections, with the Westinghouse brake 
 valve, will produce what effect? 
 
 A. It will cause the train pipe exhaust to 
 remain open after the handle of the brake valve 
 has been returned to lap, in all service applica- 
 tions, and will cause the brakes to apply with 
 full force. 
 
 Q. What would be the efifect of a leak in 
 the supplementary reservoir or any of its con- 
 nections on the New York brake valve? 
 
 A. It would cause a failure of the valve to 
 close off train pipe exhaust automatically in all 
 service applications. 
 
 Q. Should the rotary valve leak badly what 
 would be the efifect? 
 
 A. When the rotary valve leaks main res- 
 ervoir pressure is feeding into the train pipe 
 at all times regardless of the position of the 
 handle, and this will cause the brakes if appHed 
 to release while the handle is on lap; or while 
 the handle is in the running position it will 
 
73 
 
 prevent the accumulation of excess pressure 
 in the main reservoir. 
 
 Q. If the main shde valve in the New 
 York engineer's brake valve should leak what 
 w^ould be the efifect? 
 
 A. A leak through the main slide valve 
 generally results in preventing the brake valve 
 from maintaining excess pressure in the main 
 reservoir while the handle is in the running po- 
 sition, and w^hen the service application is being 
 made it generally prevents the cut ofif valve from 
 entirely closing the service exhaust port in the 
 face of the main slide valve. 
 
 Q. How should the feed valves and excess 
 pressure valves be cleaned of dirt and gum? 
 
 A. These valves should first be warmed up 
 in order to soften the gum, and then should be 
 wiped clean with a cloth or some waste saturat- 
 ed with kerosene. When replacing use a little 
 Hght oil to lubricate the slide valve and piston 
 of the slide valve feed valve. No oil is ever re- 
 quired on the excess pressure valve; it should 
 be replaced clean and dry. Mr. Dickson asks 
 and answers the following question: 
 
 Q. What is the cause of a continuous blow 
 from exhaust port of the New York brake 
 valve while the handle is in full release posi- 
 tion? 
 
 A. Usually a leak from train pipe into sup- 
 plementary reservoir caused by equalizing 
 
74 
 
 piston not making a tight joint against cylinder 
 head gasket. 
 
 OLD-STYLE FEED VALVE. 
 
 Q. What is the feed valve used for? 
 
 A. To maintain a predetermined train pipe 
 pressure while the brake valve handle is in run- 
 ning position. 
 
 Q. Is it known by any other name? 
 
 A. Yes, it is frequently called the train line 
 governor. 
 
 Q. What brake valves is this style of feed 
 valve used with? 
 
 A. The D 5, E 6 and F 6 brake valves. 
 
 Q. Where is the feed valve located? 
 
 A. It is attached to the engineer's brake 
 valve. 
 
 O. What parts are thereby placed in com- 
 munication? 
 
 A. When attached to the brake valve, pas- 
 sage f^ (Fig. 2o) registers with passage / of 
 the brake valve (Fig. 19) and passage i registers 
 with passage i of the brake valve, which passage 
 is connected with the train pipe. 
 
 O. Does the feed valve operate when the 
 handle of the engineer's brake valve is in any 
 other than running position? 
 
 A. No. 
 
 Q. Explain how it operates when the brake 
 valve handle is in running position. 
 
 A. The spring 39 (Fig. 20) supports piston 
 45 which in turn holds supply valve 34 from its 
 
73 
 
 To Pump Governor a Caucc 
 
 55 -RED HANO- 
 
 Main Reservoir Pressure 
 
 *4 
 
 U 
 PI 
 
 > 
 
 M 
 > 
 
 Caucc 
 -BLACK hand- 
 Train Pipe Pressure 
 
 en 
 
 I 
 
 i 
 
76 
 
 OLD-STYLE FEED VALVE, 
 
 Fisr. 20. 
 
77 
 
 seat. So long as the air pressure above piston 
 45 is less than the tension of spring 39, valve 34 
 will be held from its seat and main reservoir 
 pressure coming in through port f^ feeds into 
 port i as indicated by the arrow and on into 
 the train line. When the pressure above the 
 piston overcomes the tension of spring 39 the 
 piston is forced down, permitting supply valve 
 34 to seat, thereby cutting of¥ main reservoir 
 pressure. When the train line pressure has 
 been reduced, by leakage or otherwise, below 
 seventy pounds the tension of spring 39 will 
 again raise piston 45 and at the same time un- 
 seat supply valve 34 permitting main reservoir 
 air to again flow into the train pipe. 
 
 Q. Is the train pipe pressure always regulat- 
 ed to seventy pounds? 
 
 A. No; on mountainous roads a greater 
 train line pressure is carried. 
 
 Q. How can the feed valve be regulated to 
 carry different pressures? 
 
 A. By adjusting nut 41 which increases or 
 diminishes the tension of spring 39. 
 
 Q. Of what use is the packing ring 38 and 
 the rubber gasket 43? 
 
 A. They prevent train line pressure leak- 
 ing by piston 45 and escaping to the atmos- 
 phere. 
 
 Q. Full main reservoir pressure sometimes 
 gets into the train pipe. How does it get 
 through the feed valve? 
 
78 
 
 A. There may be dirt or scale on the seat of 
 supply valve 34 or spring 39 may be screwed up 
 too tight, or there may be a leak between the 
 holes of the gasket used between the feed valve 
 and the engineer's valve. 
 
 Q. How should valve 34 be cleaned? 
 
 A. With oil. The seat should not be scraped 
 to remove any gum as the seat is lead and a 
 scratch would ruin it. 
 
 Q. How can this valve be removed when the 
 engine is coupled to a train? 
 
 A. By turning the cut out cock in the train 
 pipe beneath the engineer's valve, then place 
 the brake valve handle in service position; to 
 remove the train line pressure between the 
 brake valve and the cut out cock remove cap 
 nut 36 and the valve 34. 
 
 Q. What precaution should be taken before 
 replacing valve 34? 
 
 A. The brake valve handle should be moved 
 to running position in order to blow out any 
 loose dirt or scale. 
 
 O. Providing piston 45 stuck, how could 
 you remove it? 
 
 A. First remove valve 34 as previously ex- 
 plained, then replace the cap nut 36; then re- 
 move the lower body 40; hold stem 37 with one 
 hand and with the other hand move the brake 
 valve handle to running position. The main 
 reservoir pressure coming in will blow out the 
 piston, then lap the valve. Do not drive the 
 
79 
 
 piston out with a punch unless the punch is at 
 least as large as the stem. 
 
 Q. How should the piston be replaced? 
 
 A. Very carefully, or you may break some- 
 thing. Enter the packing ring of the piston 
 into the brass bushing, prCvSS it upwards, but 
 do not pound it. 
 
 Q. Can the feed valve be entirely removed 
 without losing main reservoir pressure? 
 
 A. Yes; by placing the engineer's brake 
 valve handle on lap, which blanks all ports. 
 
 SLIDE-VALVE FEED VALVK 
 
 Figs. 21 and 22 illustrate the device known 
 as the Slide- Valve Feed Valve, which may be 
 used with either the "D-5," "F-6" or "G-6" 
 Brake Valve, to maintain a predetermined train 
 pipe pressure while the brake-valve handle is in 
 Running Position. 
 
 Fig. 21 is a central section through the sup- 
 ply-valve case and governing device, and Fig. 22 
 is a central section through the regulating valve 
 and spring box and a transverse section through 
 the supply-valve case. 
 
 Ports / and i register with ports in the Brake 
 Valve, designated by similar letters on Fig. 10, 
 and, in Running Position, main-reservoir pres- 
 sure constantly has free access, through pas- 
 sages / and /, to chamber F. Chamber E, which 
 is separated from chamber F by supply-valve 
 piston 54, is connected with passage i, and thus 
 
8o 
 
 SLIDE VALVE FEED VALVE. 
 
 5S o4 
 
 Fig. 21. 
 
8i 
 
 SLroE VALVE FEED VALVE. 
 
 Fig. 22. 
 
82 
 
 with the train pipe, through passage c, c, port a 
 (controlled by regulating valve 59) and cham- 
 ber G, under diaphragm 57. Regulating valve 
 59 is nomally held open by diaphragm 57 and 
 regulating spring 67, the tension of which is 
 adjusted by regulating nut 65. When so open, 
 chamber E is in communication with the train 
 pipe and is subject to train pipe pressure. 
 
 When the handle of the Engineer's Brake 
 Valve is placed in Running Position, air pres- 
 sure from the main reservoir in chamber F 
 forces supply-valve piston 54 forward, com- 
 pressing its spring 58, carrying supply valve 55 
 with it and uncovering port h^ and thereby 
 gains entrance directly into the train pipe 
 through passages /, /. The resulting increase of 
 pressure in the train pipe (and so in chamber 
 G under diaphragm 57) continues until it be- 
 comes sufficient to overcome the tension of reg- 
 ulating spring 67, previously adjusted to yield 
 at 70 pounds. Diaphragm 57 then yields and 
 allows regulating valve 59 to be seated by 
 spring 60, closing port a and cutting off all 
 communication between chamber E and the 
 train pipe. The pressures in chambers F and 
 E then become equalized, through leakage past 
 supply-valve piston 54, and supply-valve-piston 
 spring 58, previously compressed by the rela- 
 tively high pressure in chamber F, now reacts 
 and forces supply valve 55 to its normal posi- 
 tion, closing port h and cutting off communi- 
 
83 
 
 cation between the main reservoir and the train 
 pipe. A subsequent reduction of train pipe 
 pressure reduces the pressure in chamber G 
 and permits regulating spring 67 to force reg- 
 ulating valve 59 from its seat thereby causing 
 the accumulated pressure in chamber E to dis- 
 charge into the train pipe. The equilibrium of 
 pressure upon the opposite faces of supply- 
 valve piston 54 being thus destroyed the higher 
 main-reservoir pressure in chamber F again 
 forces it with supply valve 55, forward and re- 
 charges the train pipe through port b, as be- 
 fore. 
 
 PUMP GOVERNORS. 
 
 Q. What are the duties of the pump gover- 
 nor? 
 
 A. To automatically shut off the steam from 
 the air pump when the desired air-pressure has 
 been accumulated in the main reservoir or train 
 line pipe, stopping it and again admitting 
 steam to the pump to start it when the air 
 pressure falls a trifle below the amount which 
 should be carried. 
 
 Q. How does the pump governor shut off 
 the steam from the air pump? 
 
 A. By means of a steam valve operated by 
 the governor piston, which is located in the 
 steam passage leading to the pump. 
 
 Q. When the proper amount of pressure has 
 been obtained, how does the governor operate 
 to stop the pump? 
 
84 
 
 NEW YORK PUMP GOVERNOR. 
 
 Fig. 23. 
 
85 
 
 PUMP GOVERNOR. 
 
 1 Steam valve body. 
 
 2 Air^ valve chamber. 
 
 3 Spring casing. 
 
 4 Piston. 
 
 5 Steam valve. 
 
 6 Steam valve guide. 
 
 7 Cap. 
 
 8 Adjusting screw. 
 
 9 Jam nut. 
 
 10 Regulating spring. 
 
 11 Upper spring washer. 
 
 12 Diaphragm button. 
 
 13 Diaphragm. 
 
 14 Air valve seat. 
 
 16 Air union stud. 
 
 17 Air union nut. 
 
 18 Air union swivel. 
 
 19 Steam union nut. 
 
 20 Steam union swivel. 
 
 21 Screw. 
 
 22 Drain plug. 
 
 2Z Steam union gasket. 
 
 24 Piston ring. 
 
 25 Steam union swivel. 
 
 26 Key. 
 
86 
 
 WESTINGHOUSE ONE-INCH PUMP 
 GOVERNOR. 
 
 ^PtPBTAP 
 
 34r 
 
 To BOILER 
 MPETAP 
 
 TO PUMP 
 
 Fig. 24. 
 
87 
 
 ONE-INCH PUMP GOVERNOR. 
 
 25 
 
 Steam valve body. 
 
 36 
 
 Waste pipe union nut. 
 
 26 
 
 Steam valve. 
 
 37 
 
 Diaphragm body. 
 
 27 
 
 Cylinder cap. 
 
 38 
 
 Spring box. 
 
 28 
 
 Governor piston. 
 
 39 
 
 Check nut. 
 
 29 
 
 Piston packing ring. 
 
 40 
 
 Regulating nut. 
 
 30 
 
 Governor piston nut. 
 
 41 
 
 Regulating spring. 
 
 31 
 
 Governor piston spring. 
 
 42 
 
 Diaphragm. 
 
 32 
 
 Steam valve cylinder. 
 
 43 
 
 Diaphragm ring. 
 
 33 
 
 One inch union nut. 
 
 44 
 
 Union nut. 
 
 34 
 
 One inch union swivel. 
 
 45 
 
 Union swivel. 
 
 35 
 
 Waste pipe stud. 
 
 
 
88 
 
 A. Air pressure is admitted to the chamber 
 above the governor piston forcing the latter, 
 together with the steam valve, downward un- 
 til the steam valve closes the steam port lead- 
 ing to the air pump. 
 
 Q. How is the amount of air pressure, car- 
 ried in the air brake system, regulated? 
 
 A. By the regulating screw in the top of the 
 governor by means of which the tension of the 
 spring above the diaphragm and air valve is 
 increased or decreased. 
 
 Q. How does this regulating spring regu- 
 late the amount of air pressure carried? 
 
 A. Air pressure must be admitted to the 
 chamber above the governor piston in order that 
 the latter may operate upon the steam valve 
 and close it. Before any air can enter the gov- 
 ernor air-chamber the diaphragm and air valve 
 must be forced upward, and this can be done 
 only when the air pressure in the valve cham- 
 ber of the governor is sufficient to overcome 
 the resistance of the regulating spring bearing 
 downward against the diaphragm. 
 
 Q. When the air pressure falls below that 
 at which the governor is set, how does the lat- 
 ter permit the pump to start again? 
 
 A. As soon as the air pressure falls a little 
 below that at which the regulating spring in 
 the governor is adjusted, the diaphragm and air 
 valves are forced to their normal position clos- 
 ing the air passage between the diaphragm 
 
89 
 
 chamber and the air chamber above the gover- 
 nor piston; after the supply of air is cut off by 
 the air valve from the governor piston the air 
 that remains in this chamber is allowed to es- 
 cape to the atmosphere through a small vent 
 in the governor body thus relieving the pres- 
 sure on top of the governor piston, and the 
 steam pressure bearing upward against the 
 valve raises the latter, and opens the steam pas- 
 sage to the pump. 
 
 Q. To which air pressure should the pump 
 governor be connected? 
 
 A. With the New York engineer's brake 
 valve and Westinghouse D 8 valve it should be 
 connected to train pipe pressure. With Westing- 
 house D 5, E 6, F 6 and G 6 brake valves to 
 main reservoir pressure. Mr. Dickson answers 
 the above question as follows: ''With the New 
 York engineer's brake valve to the chamber 
 which receives pressure from the main reservou' 
 through the excess pressure valve except in 
 full release when it is then in direct connection 
 with the main reservoir." 
 
 Q. When connected to the train pipe pres- 
 sure or to New York valve how should it be 
 adjusted? 
 
 A. When connected to the train pipe pres- 
 sure it should be adjusted to stop the pump 
 when the correct pressure has been obtained 
 in the train pipe, generally at seventy pounds. 
 
90 
 
 Mr. Dickson adds: ''The same when coimect- 
 ed to the New York valve." 
 
 Q. When connected to the main reservoir 
 pressure how should it be adjusted? 
 
 A. It should then be adjusted to stop the 
 pump when full maiu reservotir pressure has 
 been obtained which is generally twenty pounds 
 greater than the train pipe pressure. 
 
 Q. What regulates the train pipe pressure 
 with the D 5 and G 6, or latest Westinghouse, 
 brake valve? 
 
 A. With the D 5 valve, the feed valve or train 
 line governor; with the G6, the slide feed valve 
 attachment. 
 
 Q. Why should the governor be adjusted 
 ordinarily to permit no more than seventy 
 pounds pressure to accumulate in the train 
 pipe? 
 
 A. Because the foundation brake gear of all 
 cars and engines is adjusted to develop the 
 proper braking force from a pressure of seventy 
 pounds in the train pipe and auxiliaries; if 
 more than this were carried there would be a 
 strong likelihood of sliding wheels, and if less 
 the full braking force could not be obtained. 
 
 Q. What would be the effect on the opera- 
 tion of the New York governor if gum were to 
 accumulate on the air valve seat? 
 
 A. It would have a tendency to decrease the 
 lift of the air valve, and less air could go 
 through to the governor piston, and on this 
 
91 
 
 account the governor would permit the pump 
 to accumulate more pressure than it was in- 
 tended to carry in the train pipe. 
 
 Q. What is usually defective about pump 
 governors when they stop the pump and then 
 do not permit it to go to work until after the 
 air pressure has considerably reduced? 
 
 A. The air valves leak, and permit pressure 
 to flov/ continuously into the governor piston 
 chamber and prevent it from rising, or the vent is 
 stopped up. 
 
 Q. If a good working pump having a New 
 York governor decreases in speed daily at a 
 gradual rate where would you look for the 
 trouble? 
 
 A. This peculiar trouble could be caused by 
 an accumulation of sediment around the stem 
 of the steam valve. 
 
 Q. What is generally the cause of pump 
 governors failing to stop the pump when 
 standard pressure has been accumulated in the 
 main reservoir and the train pipe? 
 
 A. Most likely the waste port in the gov- 
 ernor body, intended to relieve all pressure 
 that might accumulate under the governor 
 piston, is stopped up. This is not likely to 
 happen except in cold weather. Mr. Gesner 
 adds : 'Tf a pipe is attached to the nipple.'' Or 
 it may be that the air pipe connected to the gov- 
 ernor is stopped up so that air cannot get to the 
 governor. Very often small passage below the 
 
92 
 
 WESTINGHOUSE DUPLEX PUMP 
 GOVERNOR. 
 
 34 -h 
 
 TOB0ILER,^_ 
 
 ' TAP 
 
 TO PUMP 
 
 Fig. 25. 
 
93 
 
 DUPLEX PUMP GOVERNOR. 
 
 25 Steam valve body. 36 
 
 26 Steam valve. ^i^y 
 
 27 Cylinder cap. 38 
 
 28 Governor piston. 39 
 
 29 Piston packing ring. 40 
 
 30 Governor piston nut. 41 
 
 31 Governor piston spring. 42 
 Z2 Stearn valve cylinder. 43 
 ZZ One inch union nut. 44 
 
 34 One inch union swivel. 45 
 
 35 Waste pipe stud. 46 
 
 Waste pipe union nut. 
 Diaphragm body. 
 Spring box. 
 Cap nut. 
 Regulating nut. 
 Regulating spring. 
 Diaphragm. 
 Diaphragm ring. 
 Union nut. 
 Union swivel. 
 Siamese fitting. 
 
94 
 
 NEW YORK DUPLEX GOVERNOR. 
 
 Fig. 26. 
 
95 
 
 DUPLEX PUMP GOVERNOR. 
 
 7 
 8 
 9 
 
 lO 
 
 II 
 
 12 
 
 13 
 14 
 
 Steam valve body. 
 
 Spring casing. 
 
 Piston. 
 
 Steam valve. 
 
 Steam valve guide. 
 
 Cap. 
 
 Adjusting screw. 
 
 Jam nut. 
 
 Regulating spring. 
 
 Upper spring washer. 
 
 Diaphragm button. 
 
 Diaphragm. 
 
 Air valve seat. 
 
 17 Air union nut. 
 
 18 Air union swivel. 
 
 19 Steam union nut. 
 
 20 Steam union swivel. 
 
 21 Screw. 
 
 22 Drain plug. 
 
 23 Steam union gasket. 
 
 24 Piston ring. 
 
 25 Steam union swivel. 
 
 26 Key. 
 
 27 Diaphragm body. 
 
 28 Siamese fitting. 
 
 29 Cylinder cap. 
 
96 V 
 
 air valve gums up and air cannot get to the pis- 
 ton. 
 
 Q. What causes gum to accumulate around 
 the air valve seats of pump governors? 
 
 A. Whenever there is leakage past these 
 seats there is considerable expansion of the air, 
 v^hich causes it to cool rapidly, and this rapid 
 cooling of the air causes the moisture and oil 
 vapor that it contains to precipitate and lodge 
 on the air valve seat and in the air passage to 
 the governor piston. 
 
 Q. What is the duplex pump governor? 
 
 A. It is the form of governor used with 
 high pressure-control and with high-speed 
 brakes, and is now the standard form of gov- 
 ernor used with the New York engineer's brake 
 valve, whether for the ordinary standard pres- 
 sure brake, or high pressure control. 
 
 0. Why is it called the duplex governor? 
 
 A. Because it has two pressure tops that 
 are connected to a single governor piston body 
 by what is usually termed a siamese coupling or 
 fitting. 
 
 Q. How are these pressure tops adjusted? 
 
 A. In the same manner as the single top 
 governor; that is, by simply increasing or de- 
 creasing the tension of the regulating springs 
 by screwing down or screwing up the adjusting 
 screw. 
 
 Q. What pressures do the duplex pump 
 governor control? 
 
97 
 
 A. When only standard pressure is used to 
 operate the brakes, one governor top is piped 
 to the train pipe pressure and controls it; the 
 other governor top is piped to the main reser- 
 voir pressure and controls it. 
 
 Q. When the duplex governor is used in 
 this way at what pressures are the tops ad- 
 justed to act? 
 
 A. The top piped to the train pipe pressure 
 is adjusted to seventy pounds and the top piped 
 to the main reservoir pressure is adjusted to 
 one hundred or one hundred and ten pounds, 
 depending something on the size of the main 
 reservoir. 
 
 Q. Is the excess pressure valve operative in 
 the brake valve that is supplied with the duplex 
 governor? 
 
 A. Yes, when the brake is appHed the pump 
 is allowed to pump up pressure in the main 
 reservoir until the main reservoir governor top 
 acts to shut off steam from the pump and stop 
 it, when the brake is released the excess pres- 
 sure valve operates in the usual way, when the 
 handle of the brake valve is in the running 
 position, then the train pipe governor top acts 
 when seventy pounds pressure has been ob- 
 tained in the train pipe, and stops the pump. 
 
 Q. How are the governor tops adjusted for 
 the high pressure control system? 
 
 A. Usually, with the Westinghouse equip- 
 
98 
 
 ment, one governor top is adjusted to stop the 
 pump when one hundred and ten pounds pres- 
 sure has been obtained in the main reservoir 
 and one top is adjusted to stop it when ninety 
 pounds pressure has accumulated in the main 
 reservoir. With the New York equipment one 
 governor top is adjusted to operate when ninety 
 pounds pressure have been obtained in the train 
 pipe, and one is adjusted to operate when sev- 
 enty pounds are obtained in the train pipe. 
 
 Q. Then both governor tops of the duplex 
 governor are piped to the same pressure, when 
 used with the high pressure control system? 
 
 A. Yes; and the high pressure or standard 
 pressure may be had at will by simply closing 
 or opening a stop cock in the pipe leading to 
 the standard pressure governor top. 
 
 Q. Are duplex governors likely to render 
 better service when used with the standard pres- 
 sure than the single top governor? 
 
 A. Yes; on account of the ability to obtain 
 any pressure desired in the main reservoir while 
 the brakes are applied, while only the ordinary 
 ninety pounds pressure is carried, when the 
 brakes are released and the handle of the brake 
 valve is in the running position. Mr. Dickson 
 says: ''No matter what position the handle of 
 the brake valve is in." 
 
99 
 
 WESTINGHOUSE QUICK ACTION PASSEN- 
 GER TRIPLE VALVE. 
 
 LbiQ. 
 
lOO 
 
 WESTINGHOUSE QUICK ACTION PASSEN- 
 GER TRIPLE VALVE. 
 
 BRAKE 
 
 A 
 
 TO THAJN PIPE 
 
 Service Application, 
 Fig. 28. 
 
lOI 
 
 WESTINGHOUSE QUICK ACTION PASSEN- 
 GER TRIPLE VALVE. 
 
 ro Aijpa 
 rcsr! 
 
 Lap Position. 
 Fig. 29. 
 
I02 
 
 WESTINGHOUSE QUICK ACTION PASSEN- 
 GER TRIPLE VALVE. 
 
 TO AUX 
 
 RfSR 
 
 'Emergency Application. 
 Fig. 30. 
 
I03 
 
 QUICK ACTION PASSENGER TRIPLE VAIVE. 
 
 Union nut. 
 Union swivel. 
 Cylinder cap. 
 Graduating stem nut. 
 Graduating stem. 
 Graduating spring. 
 Cylinder cap gasket. 
 Bolt and nut. 
 Half inch cap screw. 
 Half inch plug. 
 Union gasket. 
 Emergency valve nut. 
 Cotter pin. 
 
 Emergency valve piston 
 packing ring. 
 
 2 
 
 Triple valve body. 
 
 17 
 
 3 
 
 Slide valve. 
 
 i8 
 
 4 
 
 Piston. 
 
 19 
 
 5 
 
 Packing ring. 
 
 20 
 
 6 
 
 Slid^ valve spring. 
 
 21 
 
 7 
 
 Graduating valve. 
 
 22 
 
 8 
 
 Emergency valve piston. 
 
 23 
 
 9 
 
 Emergency valve seat. 
 
 24 
 
 10 
 
 Emergency valve. 
 
 -5 
 
 II 
 
 Rubber seat. 
 
 2t) 
 
 12 
 
 Check valve spring. 
 
 27 
 
 13 
 
 Check valve case. 
 
 28 
 
 14 
 
 Check valve case gasket. 
 
 29 
 
 15 
 
 Check valve. 
 
 30 
 
 i6 
 
 Strainer. 
 
 
I04 
 
 TRIPLE VALVES. 
 
 Q. To what is the train pipe connected under 
 each car? 
 
 A. To the triple valve. 
 
 Q. What else besides the train pipe is con- 
 nected to the triple valve? 
 
 A. The auxiliary reservoir and the brake 
 cylinder. 
 
 . Q. How many forms of triple valves are 
 there in use? 
 
 A. Two; the plain and the quick action. 
 
 Q. Which is the simpler form of the triple 
 valve? 
 
 A. The plain triple. 
 
 Q. What are the working- parts of the plain 
 triple valve? 
 
 A. A piston valve, a slide or exhaust valve 
 and a graduating valve. 
 
 Q. What are the duties of the triple-piston? 
 
 A. To cover and to uncover the feed groove 
 of the triple cylinder, which affords the means 
 of charging the auxiliary reservoir with air 
 from the train pipe, and to move the slide and 
 the graduating valves. 
 
 Q. How does the air from the train pipe get 
 into the auxiliary reservoir? 
 
 A. It passes through the charging groove, 
 cut on the upper extreme forward portion of 
 the triple cylinder, w^hen the triple piston valve 
 is in the release position. 
 
I05 
 
 Q. What are the duties of the sHde or ex- 
 haust valve? 
 
 A. To open and close the service port lead- 
 ing from the auxiliary reservoir to the brake 
 cylinder. 
 
 Q. How is the triple-piston operated? i 
 
 A. It is operated by means of the difference 
 between the train-pipe and auxiliary reservoir 
 pressure, acting upon the other side, and it al- 
 ways moves in the direction of, or toward, the 
 weaker pressure. 
 
 Q. When the train pipe and the auxiliary 
 reservoir are charged up to normal pressure, 
 how do the pressures compare on either side 
 of the triple piston valve? 
 
 A. They are equal. 
 
 Q. In which direction must the triple piston 
 valve move in order to apply the brakes? 
 
 A. It must move in the direction toward the 
 train pipe pressure. 
 
 Q. How is it made to move in this direc- 
 tion? 
 
 A. By reducing the train pipe pressure be- 
 low the pressure in the auxiliary reservoir. As 
 soon as the train pipe pressure falls below the 
 auxiliary reservoir pressure, the latter being 
 stronger will force the triple piston in the direc- 
 tion of the reduced train pipe pressure, and in 
 moving in this direction the triple-piston valve 
 first closes the feed-groove in the triple cylinder 
 cutting off communication between the train 
 
io6 
 
 pipe and the auxiliary, and then moves the ex- 
 haust sHde valve to the position which closes 
 the exhaust port leading from the brake cylinder 
 to the atmosphere, and the graduating valve to 
 the position which opens the service port, allow- 
 ing the auxiliary reservoir pressure to expand 
 into the brake cylinder and so, by means of the 
 piston in the latter and the foundation brake 
 gear, apply the brake. 
 
 O. If the train-pipe pressure should be re- 
 duced five pounds below auxiliary reservoir 
 pressure, how much w^ould the latter pressure 
 reduce by expansion into the brake cylinder ? 
 
 A. About the same amount — five pounds. 
 
 Q. Why would not the auxiliary reservoir 
 pressure continue to reduce? 
 
 A. Because as soon as the auxiliary pressure 
 falls a trifle below the train pipe pressure, the 
 latter then being a trifle stronger will force the 
 triple-piston valve in the other direction, that 
 is, toward the auxiliary reservoir pressure, un- 
 til the graduating valve closes the service port, 
 thus lapping the valve and leaving the pressures 
 bearing against the triple piston valve about 
 equal. 
 
 Q. When the triple piston moves toward the 
 release position far enough to move the gradu- 
 ating valve to lap position, does it also move the 
 exhaust slide valve? 
 
 A. No; after the first movement to applica- 
 tion position, the exhaust slide valve does not 
 
I07 
 
 move again until the triple valve goes to release 
 position. 
 
 O. If more pressure is required in the brake 
 cylinder than was obtained from the first train 
 pipe reduction of four pounds what must be 
 done? 
 
 A. The train pipe pressure must be further 
 reduced. 
 
 Q. When a second reduction is made what 
 parts of the triple valve operate? 
 
 A. The triple piston valve and the graduat- 
 ing valve; they move to the application return- 
 ing to lap position again as soon as the aux- 
 iliary pressure has reduced an amount practi- 
 cally equal to the reduction made in the train 
 pipe pressure. 
 
 Q. When the brake is applied with full force 
 how does the pressure in the brake cylinder 
 and that in the auxiliary reservoir compare? 
 
 A. They are equal. 
 
 Q. How much must the train-pipe pressure 
 be reduced to apply the brake with full force? 
 
 A. About twenty-three pounds. Mr. Ges- 
 ner says: 'With standard piston travel." Mr. 
 Roach says: ''According to piston travel.'' 
 
 Q. Why will not a greater reduction than 
 this apply the brake with increased force? 
 
 A. Because the size of the auxiUary reser- 
 voir and the size of the brake cylinder are so 
 proportioned to each other that when a wide 
 open communication exists between them, the 
 
io8 
 
 auxiliary reservoir pressure can only reduce 
 about twenty pounds by expanding into the 
 brake cylinder; that is, the pressure in each will 
 equalize at about fifty pounds from an initial 
 pressure of seventy pounds and a piston travel 
 of eight inches. Mr. Roach adds: ''depending 
 on the travel of the piston." 
 
 Q. How is the brake released? 
 
 A. By making the train pipe pressure 
 greater than the auxiliary reservoir pressure. 
 This is done either by moving the handle of 
 the brake valve to the full release position, and 
 admitting main reservoir pressure to the train 
 pipe, or by opening the release valve on the 
 auxiliary reservoir, and allowing the pressure in 
 the latter to escape to the atmosphere. 
 
 Q. How is it that increasing the train pipe 
 pressure over the auxiliary pressure will cause 
 the brake to release? 
 
 A. When the train pipe pressure is greater 
 than the auxiliary reservoir pressure the triple 
 piston will be forced over to the release posi- 
 tion carrying with it the slide and the graduat- 
 ing valves. In the release position, the slide 
 valve uncovers the exhaust port, and permits 
 the bl*ake-cylinder pressure to escape to the 
 atmosphere, thus releasing the brakes. 
 
 Q. How is the auxiUary reservoir pressure 
 re-charged? 
 
 A. When the triple-piston valve is in the 
 release position, the charging groove is uncov- 
 
I09 
 
 ered, and air from the train pipe can pass into 
 the auxiUary reservoir until the pressure in the 
 latter is equal to that in the train pipe. 
 
 Q. Is it possible to operate the plain and the 
 quick-action triple valves together in the same 
 train and have them work satisfactorily? 
 
 A. Yes. 
 
 Q. How must the brakes be applied to have 
 them do this? 
 
 A. They must be applied gradually. 
 
 Mr. Davis says : This w^ould hardly do on ele- 
 vated roads where stops are frequent as it would 
 consume too much time. 
 
 Q. Will these two types of triples do the 
 same work in gradual applications? 
 
 A. Yes; for the same parts in each operate 
 in an ordinary application of the brake. 
 
 Q. What are these parts? 
 
 A. They are the triple piston valve, the 
 slide or exhaust valve, and the graduating 
 valve. It is the combination of these three 
 valves that constitute the triple valve. 
 
 Q. In what way is the quick-action triple 
 valve different from the plain triple? 
 
 A. In that it has an additional, or supple- 
 mentary set of valves which are used for the 
 purpose of venting the train pipe air and ad- 
 mitting air quickly to the brake cylinder in 
 emergency applications. 
 
 Q. Why is it desirable to have the triple 
 
no 
 
 valve vent the train-pipe air locally in emer- 
 gency applications? 
 
 A. In order to hasten the operation of all 
 the triple valves throughout the whole train, 
 and make a quicker application of all the 
 brakes. 
 
 Q. How are the quick-action valves put in 
 operation? 
 
 A. By a quick reduction in train pipe pres- 
 sure. 
 
 O. Does it require a heavy reduction in 
 train-pipe pressure to cause the quick-action 
 parts of the triple to go into action? 
 
 A. No; not exactly; the essential thing to 
 cause quick-action is a quick reduction in train- 
 pipe pressure. 
 
 Q. Aside from the fact that quick-action 
 triple valves apply the brakes quicker in emer- 
 gencies, what other reason is there for their 
 use? 
 
 A. In making emergency applications quick- 
 action of the triple cause the brakes on the 
 rear cars to apply so soon after the head brakes 
 apply that they prevent the rear of the train 
 from running up hard against the front, on 
 which the brakes apply first, and so prevent 
 serious shock to the rear end. ]\Ir. Gesner adds: 
 "And with the Westinghouse apparatus the 
 brakes are applied with greater force." 
 
 Q. If several triples in succession were lo- 
 cated close to the front end of the train, and 
 
Ill 
 
 NEW YORK QUICK ACTION TRIPLE 
 VALVE. 
 
 Train 
 Pipe 
 
 Belease Position. 
 Fig. 31- 
 
112 
 
 NEW YORK QUICK ACTION TRIPLE 
 VALVE. 
 
 Train 
 Pipe 
 
 Lap Position. 
 Fig. 32. 
 
113 
 
 NEW YORK QUICK ACTION TRIPLE 
 VALVE. 
 
 Trainij 
 Pipe 
 
 Service Position. 
 Fig. 33. 
 
114 
 
 NEW YORK QUICK ACTION TRIPLE 
 VALVE. 
 
 'Emergency Position. 
 Fig. 34- 
 
IIS 
 
 QUICK ACTION TRIPLE VALVE. 
 
 3 
 
 Main piston ring. 
 
 126 
 
 Front cap. 
 
 9 
 
 Slide valve spring. 
 
 127 
 
 Side cap. 
 
 20 
 
 Rubber valve seat. 
 
 128 
 
 Main piston. 
 
 28 
 
 Strainer. 
 
 129 
 
 Vent valve piston. 
 
 29 
 
 Union nut. 
 
 130 
 
 Vent valve seat. 
 
 30 
 
 Union swivel. 
 
 132 
 
 Vent valve spring. 
 
 31 
 
 Union gasket. 
 
 133 
 
 Main cylinder gasket. 
 
 32 
 
 Drain plug. 
 
 134 
 
 Front cap gasket. 
 
 38 
 
 Slide valve. 
 
 135 
 
 Front cap bolt. 
 
 45 
 
 Vent valve piston ring. 
 
 136 
 
 Side cap bolt. 
 
 48 
 
 Graduating valve. 
 
 137 
 
 Quick-action valve piston. 
 
 49 
 
 Graduating valve spring. 
 
 138, 
 
 139, 20 Quick-action 
 
 53 
 
 Exhaust hole plug. 
 
 
 valve. 
 
 71, 
 
 131, 20 Vent valve. 
 
 140 
 
 Quick-action valve spring. 
 
 117 
 
 Check valve. 
 
 141 
 
 Quick-action valve cap. 
 
 118 
 
 Check valve spring. 
 
 142 
 
 Piston stop. 
 
 119 
 
 Check valve cap. 
 
 143 
 
 Piston stop screw. 
 
 125 
 
 Triple valve body. 
 
 
 
ii6 
 
 were cut out, could the quick-action mech- 
 anism of those triples behind them be made to 
 operate in an emergency application? 
 
 A. It is doubtful; on account of each suc- 
 ceeding triple depending upon the one in front 
 of it for the quick-reduction in train-pipe pres- 
 sure to throw its quick-action into operation, 
 it is likely that the reduction, by the time it 
 reached the first active triple valve behind the 
 four inactive, or cut out triples, would be so 
 weakened as to fail to start the quick action in 
 this triple, and so quick-action would fail on 
 all cars behind those with the cut out triples. 
 
 Q. What other causes besides a number of 
 triple valves in succession cut out can cause 
 failure of quick-action to result in emergency 
 applications? 
 
 A. Very crooked piping, especially if it con- 
 tains numerous short elbows, or several plain 
 triple valves placed in succession near the front 
 of the train would cause quick action to fail. 
 Mr. Gesner adds: "If the brakes were applied 
 from the head end of the train." 
 
 Q. Should a partial service application of 
 the brakes be made and then the handle of the 
 brake valve were placed in the emergency posi- 
 tion could quick-action be obtained? 
 
 A. It is very doubtful. After the service 
 application has begun the New York triples do 
 not usually go into quick-action, and the West- 
 inghouse triples go into quick-action or not, 
 
117 
 
 depending on the amount of pressure already in 
 the brake cyHnder, and the length of the train 
 pipe. 
 
 Q. It has been claimed, that to recharge the 
 auxiliary reservoir it is necessary for the triple 
 valve to be in the release position. Is there any 
 way that the auxiliary can be recharged and not 
 release the brake? 
 
 Q, Yes; with the assistance of the pres- 
 sure-retaining valve, an auxiliary may be re- 
 charged without entirely releasing the brakes. 
 Mr. Roach adds: "but the triple must be in 
 release position, unless the piston packing ring 
 leaks very badly." 
 
 Q. What is the principal difference between 
 the Westinghouse and the New York plain 
 triple valves? 
 
 A. The Westinghouse plain triple has a 
 graduating valve of the poppet type, while the 
 New York plain triple has a graduating valve 
 of the slide valve type. The Westinghouse 
 triple has a longer stroke in the emergency 
 application than in the service, and has a gradu- 
 ating spring to assist the piston in making the 
 proper stroke in the service application. The 
 New York triple has the same stroke in the 
 emergency application as in the service, and 
 does not require a graduating spring. 
 
 Q. What additional parts are necessary in 
 the Westinghouse type to produce quick- 
 action? 
 
ii8 
 
 A. A non-return brake cylinder check valve; 
 an emergency valve, an emergency piston, and a 
 suitable casing to contain them. 
 
 Q. What additional parts are necessary in 
 the New York triples to produce quick-action? 
 
 A. A vent piston, a vent valve, an emergency 
 valve, an emergency piston and a brake cylin- 
 der check valve. 
 
 Q. How does a sudden rcductio-n in train- 
 pipe pressure cause the New York triple to 
 operate in quick-action? 
 
 A. Between the triple piston and the vent 
 valve piston there is a chamber formed which 
 is filled with air at the same pressure as that 
 in the train pipe. The air in this chamber can 
 escape only through the small port F in the 
 vent-piston, and in the service appHcation the 
 pressure in this chamber can reduce along with 
 the train pipe pressure at about the same rate, 
 so that no part of the quick-action portion of 
 the triple is put in operation. When a sudden 
 reduction is made in train pipe-pressure, the 
 pressure in the chamber between the triple 
 piston and the vent-valve piston can not reduce 
 through the small port so rapidly as train pipe 
 pressure reduces, and so the triple piston cush- 
 ions on the air in the vent piston chamber with 
 the result that the vent piston is forced out in 
 the same direction as the triple piston. When 
 the vent piston is forced forward in the manner 
 described above its stem strikes against the 
 
119 
 
 vent-valve lever arm, forcing the vent valve 
 from its seat, and thus allows train pipe air to 
 escape to the atmosphere. 
 
 Q. What effect does the venting of train 
 pipe air in this way have on the other quick- 
 action triples that are next to the venting triple 
 in the train? 
 
 A. It produces a quick reduction in train 
 pipe pressure near those triples that causes 
 them to operate in quick-action. Each quick- 
 action triple in the train is dependent upon 
 those in front of it for the sudden reduction 
 in train-pipe pressure to throw its quick-action 
 valves into operation. 
 
 Q. After the vent-valve has been thrown 
 open by the action of the vent-valve piston, 
 what duty does the escaping air have to per- 
 form while on its way to the atmosphere? 
 
 A. It must strike against the emergency 
 piston, and force it over until its stem bears 
 against the emergency valve and forces the lat- 
 ter from its seat. 
 
 Q. When the emergency valve is forced 
 away from its seat what occurs? 
 
 A. The auxiliary pressure, which is always 
 behind the emergency valve, is admitted 
 through a large passage in the triple body to 
 the brake cylmder, and equalizes with the brake 
 cylinder pressure almost constantly. 
 
 Q. What is required to throw the quick- 
 
I20 
 
 action valves in the Westinghouse triple into 
 operation? 
 
 A. A quick reduction in train pipe pressure. 
 
 Q. How does a quick reduction in train pipe 
 pressure accomplish this? 
 
 A. A quick reduction in train pipe pressure 
 causes the triple piston to move its full stroke, 
 bringing the slide valve into a position where 
 it uncovers the emergency port in its seat. 
 When the emergency port is uncovered the 
 auxiliary reservoir pressure rushes through it 
 mto the top of the emergency piston, forcing 
 the latter down, which in turn, by means of its 
 stem, forces the emergency valve away from 
 its seat, after which the train pipe pressure 
 raises the non-return check valve and vents 
 directly into the brake cyHnder. 
 
 O. Then in emergency applications there is 
 some gain in pressure in the brake cylinder, 
 when a Westinghouse triple operates in quick- 
 action? 
 
 A. Yes. 
 
 Q. About how much pressure is gained 
 from the air that is vented from the train pipe 
 into the brake cylinder? 
 
 A. The amount of gain in pressure depends 
 on the size of the brake cyhnder and the travel 
 of the brake cylinder piston. The larger the 
 brake cylinder and the longer the piston travel 
 the less the gain. 
 
 Q. Then the larger the brake cylinder, the 
 
121 
 
 less gained in pressure in emergencies from the 
 train pipe air? 
 
 A. Yes; the volume of the train pipe being 
 always about the same, it follows that the pres- 
 sure obtained in the brake cylinder must be less 
 as the brake cylinder gets larger. Mr. Gesner 
 says : ''but it can be largely increased by short- 
 ening the piston travel." Mr. Roach says that 
 a good answer would be: ''About twenty per 
 cent in emergency.'' 
 
 DEFECTS OF THE WESTINGHOUSE TRIPLE. 
 
 Q. Should the graduating valve leak how 
 could it be determined? 
 
 A. When the triple valve is on lap position, 
 after a partial service application has been 
 made, it is likely to manifest its leaky condition 
 by releasing the brakes. Mr. Dickson adds: 
 "The slide valve is leaking also." 
 
 Q. Will a leaky graduating valve in either 
 the Westinghouse or the New York triple al- 
 ways cause the brakes to release after a partial 
 service application has been made? 
 
 A. Not always; if the triple piston packing 
 rings leak at the same time it is likely that the 
 brake will remain applied. 
 
 Q. If the slide valve leaks, how can it be 
 known? 
 
 A. If the slide or exhaust valve leaks it will 
 be known by a blow at the exhaust port in the 
 
122 
 
 body of the triple, both when the brake is ap- 
 pHed and when it is released. 
 
 Q. What effect does a leaky slide valve have 
 on the brake? 
 
 A. It will allow the brake to let off gradu- 
 ally and the triple valve to move to the release 
 position, after which if the brakes be applied 
 partially in service it will cause the other brakes 
 in the train to apply with increased force. 
 
 Q. What is the effect of a leaky triple piston 
 packing ring? 
 
 A. A leaky triple piston packing ring is 
 likely to cause the brake to fail to release, 
 especially if the engineer fails to make the re- 
 lease with the handle of the brake valve in the 
 full release position, and the train consists of 
 many cars. ]\lr. Gesner says: ''And the defec- 
 tive ring should be near the rear end." 
 
 Q. What is the effect of a triple piston ring 
 that is too tight? 
 
 A. It makes the triple valve slow to respond 
 to Hght reductions in train pipe pressure, and 
 sometimes to go to emergency position after a 
 sufficient reduction has been made to move it, 
 and immediately of its own accord, return to 
 release position. 
 
 Q. What effect does a dirty charging groove 
 have on charging the auxiliary reservoir? 
 
 A. It retards the recharging of the auxiliary, 
 and sometimes prevents the brake from apply- 
 
123 
 
 ing along with the others when the test appHca- 
 tion is made. 
 
 Q. Will dirty strainers in the union of the 
 triple body and the train pipe cause this same 
 trouble? 
 
 A. They will, and in addition will cause the 
 
 application of the brakes to be very sluggish 
 
 and sometimes prevents its application entirely. 
 
 Q. What is the effect of a dirty, gummy 
 
 triple valve? 
 
 A. It will often work in quick-action when it 
 is intended to have it operate in service. 
 
 Q. Suppose the rubber seated emergency 
 valve is leaking, how can it be known ? 
 
 A. If the rubber seat of the emergency 
 valve is leaking it will cause a blow at the 
 exhaust port or through the retaining' valve 
 while the triple is in the release position, that 
 will cease the moment the brake is applied. 
 
 Q. Would not a leak in the check valve case 
 gasket between the train pipe chamber and 
 emergency valve chamber produce the same 
 kind of blow^? 
 
 A. Yes; it would have the same efifect. Mr. 
 Roach says : "The check valve would not, as 
 the rubber seated valve would be on its seat, 
 but it would release the brake after emergency 
 application." 
 
 Q. What are the serious efifects of leaky 
 emergency valves and check valve case gaskets? 
 
124 
 
 A. They allow train pipe pressure to flow 
 into the brake cylinder and raise the pressure 
 so high in the latter, in all light service applica- 
 tions, as to cause the wheels to shde in many 
 instances. 
 
 Q. What other bad effects do these leaks 
 have? 
 
 A. They have a tendency to cause the brakes- 
 to fail to release, especially on light service 
 applications. 
 
 Q. What effect do leaky non-return brake 
 cylinder check valves have on the operation of 
 the brakes? 
 
 A. When the piston travel is irregular on the 
 different cars in the train; varying between the 
 extreme long and the extreme short travel, 
 there is a likelihood of back leakage from the 
 brake cylinder of the short piston raising the 
 pressure in the train pipe sufficiently to release 
 the brakes having long piston travel. In 
 emergency applications leaky non-return check 
 valves will allow the brakes to weaken and to 
 leak off. 
 
 * Q. What effect does a weak or broken 
 graduating spring have on the operation of the 
 triple? 
 
 A. It will, on short trains, cause the triple to 
 work in quick-action, when a service applica- 
 tion is being made. 
 
125 
 
 DEFECTS OF THE NEW YORK TRIPLE. 
 
 Q. How can a leaky graduating valve in the 
 triple valve be detected? 
 
 A. If a graduating valve in the triple valve 
 is leaking, there will be a constant blow at the 
 exhaust port while the brake is released which 
 will cease as soon as the brake is applied. 
 
 O. How does a leaky slide valve manifest 
 itself? 
 
 A. By a constant blow at the exhaust port, 
 both when the brake is applied and when it is 
 released. 
 
 Q. What effect does a leaky graduating 
 valve have upon the operation of the triple? 
 
 A. It is likely, if the brake is applied in a 
 partial service application, to release it, although 
 whether it will release the brake or not depends 
 on the general condition of the triple, as a 
 whole, and the amount of leakage in the train 
 pipe. 
 
 Q. What effect will a leaky exhaust have 
 on the operation of the triple? 
 
 A. It will cause the brake to leak off. 
 
 O. If a blow v/as heard issuing from the 
 two square vent ports in the triple valve body 
 under the emergency cap, could you determine 
 which valve in the triple was leaking? 
 
 A. Yes. 
 
 Q. How could you do this? 
 
 A. First, I would know that all leaks of the 
 
126 
 
 exhaust and the graduating valves as well as 
 some of those of the gaskets between the auxil- 
 iary and the triple body, or the brake cylinder 
 head and triple body as the case might be, go 
 into the passage leading to the brake cylinder, 
 and make their escape to the atmosphere 
 through the exhaust port to the triple valve 
 body; second, that all leaks of the valves com- 
 prising the quick-action feature are manifested 
 at the vent ports at the side of the triple body 
 under the emergency cap ; third, that if the 
 brake were applied a leak from the brake 
 cylinder past the brake cylinder check valve 
 would also be manifested at the two square 
 holes under the emergency cap. Therefore, I 
 would know that if a blow was coming from 
 the tw^o square holes under the emergency cap 
 while the brake was released, it was the emer- 
 gency valve which was leaking, while if a blow 
 was beard from these same holes while the 
 brake was applied, that ceased as soon as the 
 brake was released, I would know that it was 
 the brake cylinder check valve that was leak- 
 ing. 
 
 O. Suppose it is the vent valve that is leaking, 
 how would you distinguish this leak from that 
 of the emergency valve or the brake cylinder 
 check valve? 
 
 A. If the vent valve is leaking it can always 
 be readily and quickly ascertained by placing 
 the finger over the small port just back of the 
 
127 
 
 two exhaust ports, at the side of the triple 
 valve body. 
 
 Q. What effect w^ill a leaky emergency valve 
 have on the operation of the brakes? 
 
 A. A leaky emergency valve will permit the 
 auxiliary reservoir pressure to escape to the 
 atmosphere, and this^ while the brake is re- 
 leased, will have the same effect as any other 
 leak in any other part of the air brake system; 
 namely, it will be a waste of air, and it will 
 make the pump work harder to supply the re- 
 quired pressure; and while the brake is applied 
 it. will produce the same effect as a leaky re- 
 lease valve, namely, it is likely to release the 
 brake on the particular car on which it is lo- 
 cated, and to cause the brakes on all the other 
 cars, if not already fully applied, to apply with 
 full force. 
 
 Q. What effect will a leaky brake cylinder 
 check valve have on the operation of the brake? 
 
 A. It will cause the brake to leak off slowly. 
 
 Q. What effect does a leaky vent valve have 
 on the operation of the triple? 
 
 A. As the vent valve has train pipe pressure 
 behind it, any leak past this valve, will, while the 
 brakes are applied, cause a reduction in train- 
 pipe pressure, and will, unless they are already 
 fully applied, cause them to set with full force; 
 while brakes are released, it will be a simple leak 
 from the train pipe which will make it neces- 
 
128 
 
 sary for the pump to work a little harder to 
 keep up the standard pressure. 
 
 Q. What is the object of having a large 
 spring behind the vent valve? 
 
 A. The vent spring is placed behind the vent 
 valve to assist the train pipe pressure to force 
 it to its seat, and also, by means of the lever 
 arm of the vent valve, to move the vent valve 
 piston back to its normal position, after quick- 
 action has taken place. 
 
 Q. Suppose the vent valve spring should 
 break, what would be the probable effect? 
 
 A. It is probable that after the emergency 
 action of the triple had taken place, as in an 
 emergency application, the vent valve would 
 not close so promptly as it otherwise would if 
 the vent valve spring were all right, and pos- 
 sibly in a service application quick-action might 
 result w^hen only a service application was de- 
 sired. 
 
 Q. What kind of facings are used on the 
 emergency and the vent valves? 
 
 A. They are made of rubber. 
 
 Q. In case an emergency valve becomes de- 
 fective, how can it be removed for cleaning and 
 repairs? 
 
 A. By unscrewing the upper cap nut at the 
 side of the triple body. 
 
 Q. What precaution should be taken before 
 this cap nut is removed? 
 
 A. The defective triple should be cut out 
 
129 
 
 from the rest of the train by closing the cut-out 
 cock hi the cross-over pipe and all the air 
 should be "bled" from the auxiliary reservoir. 
 
 Q. Should this same precaution be taken 
 before attempting to remove any of the other 
 parts of the triple valve for cleaning or for re- 
 pairs? 
 
 A. Yes; for all except the brake cylinder 
 check valve. 
 
 Q. If the brake cylinder check valve should 
 require attention, how could it be removed? 
 
 A. If the brake cylinder check valve leaks, 
 it can do so only while the brake is applied; 
 therefore, when the brake is released, there is 
 no air pressure against it, and the lower cap nut 
 can be unscrewed, without the necessity for 
 cutting out the brake, and the check valve may 
 be removed for inspection and for repairs. 
 
 Q. If it is necessary to remove the vent 
 valve for cleaning, or for any purpose, how can 
 this be done? 
 
 A. First, cut the brake out as directed above 
 for the emergency valve and relieve the auxil- 
 iary of all pressure; then unscrew the three cap 
 nuts and remove the triple cap, in which will be 
 found the vent valve and the vent-valve spring. 
 
 Q. When removing the triple cap for the 
 purpose of cleaning the triple valve or examin- 
 ing the vent valve care should be taken to avoid 
 what? 
 
 A. Care should be taken in removing the 
 
I30 
 
 triple cap not to bend or spring the vent valve 
 piston stem and not to hammer the middle 
 flange, called the vent valve seat, in separating 
 it from the triple cap. 
 
 Q. How should the quick-action triple valve 
 be cleaned and oiled? 
 
 A. The cross-over pipe should be discon- 
 nected from the triple valve, and the conical 
 strainer, which is placed in the union, should 
 be thoroughly cleaned of all accumulation of 
 dirt and foreign matter; then the triple cap 
 being carefully removed, the triple piston, the 
 exhaust valve and the graduating valve should 
 be placed in a vat of kerosene or some other 
 light oil that will cut away the dirt and gum. 
 Care should be taken to work this in around the 
 packing rings and to work the packing rings in 
 their grooves in order that all gum and dirt 
 may be thoroughly worked out, after which all 
 parts should be wiped perfectly dry and a little 
 vaseline rubbed on the wearing surfaces of the 
 slide and graduating valves and around the 
 triple piston and vent valve piston cyHnders. 
 
 Q. Should the valves having rubber facings 
 ever be oiled? 
 
 A. No, never; all they need is cleaning, but 
 never oil. 
 
 Q. What is the objection to putting oil on 
 valves which have rubber facings, or on any 
 kind of rubber for that matter? 
 
 A. Because oil, if put on any kind of rub- 
 
131 
 
 ber, will rot it out, and, therefore, oil if placed 
 on the emergency or the vent valve would have 
 the same effect, namely, it would rot them and 
 cause them to leak. 
 
 O. Should the packing rings ever be re- 
 moved from the triple piston or from the vent- 
 valve piston for the purpose of cleaning? 
 
 A. They should never be removed from 
 their grooves for this purpose, as there is every 
 likelihood of bending, distorting or breaking 
 them in the operation of removing and replac- 
 ing. Besides, it is not necessary for the pur- 
 pose of cleaning, to remove the packing rings^ 
 as all the cleaning they require can be accom- 
 plished with the packing ring in its groove. 
 
 Q. Should all parts of the triple valve be 
 carefully inspected after cleaning and before 
 replacing in the valve body? 
 
 A. . They should, in order to be certain that 
 all parts are in perfect condition. 
 
 Q. What parts should receive particular at- 
 tention during the replacing in the valve body? 
 
 A. It should be observed that the exhaust 
 valve is replaced properly on the piston stem 
 and that it has not been turned wrong end to; 
 that the packing rings work freely in their 
 grooves and that the ends come closely to- 
 gether making a good fit ; that the pistons work 
 freely in their cyHnders and that none of the 
 parts a^e sprung or twisted out of shape; and 
 that all gaskets are in good condition. 
 
132 
 
 (J. How should the feed-groove be cleaned? 
 
 A. It should be cleaned out with a sharp 
 pointed tool, preferably of wood, and care 
 should be taken never to enlarge this groove or 
 in any way alter its shape or size. 
 
 Q. Is it necessary to disconnect any of the 
 pipe unions in order to get to any particular 
 valve of the triple for the purpose of making 
 repairs to it? 
 
 A. No; all valves in the triple valve body 
 may be removed for inspection and for repairs 
 without disturbing any part of the piping. 
 
 Q. Can the strainer in the New York drain 
 cup be removed for cleaning without discon- 
 necting any of the piping? 
 
 A. Yes. By simply unscrewing the remov- 
 able spider, on w^hich the strainer is mounted, 
 from the top of the drain cup, it may be reached 
 without the necessity of disturbing any part of 
 the piping. 
 
 Q. Why is the strainer in the New York 
 drain cup placed above the line of the main 
 train pipe? 
 
 A. So that all dirt, missiles and foreign mat- 
 ter that may be rushing to and fro in the pipe 
 along with the currents of air may pass the 
 strainer without striking or injuring it, and to 
 lessen the amount of dirt that will find its way 
 to the triple valve. 
 
 Q. Has the combined pipe strainer and car 
 drain cup of the standard New York type 
 
133 
 
 proved efficient in preventing dirt from reach- 
 ing the triple valve? 
 
 A. Yes; it has proved very efficient; and 
 also proved superior to any other similar device 
 used for the same purpose. 
 
 THE COMBINED FREIGHT-CAR CYLINDER, 
 RESERVOIR AND TRIPLE VALVE. 
 
 The Combined Freight-Car Cylinder and 
 Reservoir (Fig. 35) is the usual form of equip- 
 ment applied to a freight car. Upon some cars 
 the cyUnder and auxiliary reservoir are sepa- 
 rated, but the triple valve, auxiliary reservoir, 
 and brake cylinder are the same in both cases. 
 
 Auxiliary reservoir 10 is simply a hollov^ shell 
 for the purpose of storing air for use in the 
 brake cylinder upon the same car. 
 
 Pipe b provides communication between the 
 triple valve and the brake cylinder. Upon pas- 
 senger cars, this pipe does not pass through the 
 auxiliary reservoir, but the operation of the 
 brake is the same; it is simply a different 
 arrangement of the same parts. 
 
 2 is the brake cyHnder; 3 is the sleeve in 
 which the push rod, connected with the system 
 of brake levers, is inserted; 4 is the non-pres- 
 sure cylinder head; 9 is a release spring which 
 forces piston 3 to the release position when the 
 air pressure is released from the pressure end 
 of the cylinder; 7 is a packing leather which is 
 pressed against the cylinder wall to prevent air 
 from escaping past the piston; 8 is a round 
 
$ 
 
 n 
 
 o 
 
 n 
 
 !2! 
 o 
 
 I 
 
 H 
 
 w 
 
 i 
 
 P 
 
 o 
 
 in 
 
 CO 
 
 bi) 
 
135 
 
 spring packing expander which serves to hold 
 the flange of the packing leather against the 
 walls of the cylinder; 6 is the follower plate, 
 which, by means of studs and nuts 5, clamps 
 the packing leather to the piston ; and a is a 
 small groove (indicated by dotted lines) in the 
 wall of the cylinder, called the leakage groove. 
 If the exhaust port of the slide valve of the 
 triple valve should, in any manner, become ob- 
 structed when it is not desired to have the 
 brakes applied, a slight flow of air into the 
 cylinder from any cause will, instead of forcing 
 the piston out, escape through leakage groove 
 a to the atmosphere at the non-pressure end 
 of the cylinder. Valve 17, usually placed above 
 the auxiliary reservoir, is known as the release 
 valve. A rod extends from the arms of this 
 valve to each side of the car, and pulling either 
 rod unseats the valve and discharges air from 
 the reservoir for the purpose of releasing the 
 brake. 
 
 RELEASE VALVE. 
 
 ■^ .TAP 
 
 Fig. 36. 
 
 23 Release valve cylinder. 
 
 24 Release valve stud. 
 
 25 Vent valve. 
 
 26 Release valve spring. 
 
 27 Release valve handle. 
 
 28 Release valve pin. 
 
136 
 
 ' PEESSURE SETAINING VALVE. 
 
 Q. What is the pressure retaining valve 
 used for? 
 
 A. It is used to retain a certain portion of 
 the brake cyhnder pressure in the cyUnders to 
 retard the acceleration of the train while de- 
 scending grades while the auxiliary reservoirs 
 are recharging, and they should always be used 
 on heavy grades. 
 
 Q. Are there many of these valves in use? 
 
 A. Yes, they are used extensively on freight 
 cars where heavy grades are encountered and 
 some are in use upon passenger trains in moun- 
 tainous parts of the country. 
 
 O. How much pressure does this valve re- 
 tain in the cylinder? 
 
 A. That is determined by the weight of 
 valve 4 shown in Fig. ;^y. Usually fifteen 
 pounds per square inch. 
 
 O. Explain the operation of this valve. 
 
 A. A pipe is screwed into the triple valve 
 exhaust port which connects with the pressure 
 retaining valve at X in Fig. 37. If the 
 handle 5 be turned down the valve will be 
 inoperative, the air passing through ports B, A 
 and C to the atmosphere, but when the handle 
 is turned horizontally, as shown, then the air will 
 pass from the brake cylinder through tlie triple 
 valve, retaining valve pipe and ports B, A, b and 
 D, and it must therefore raise valve 4 from 
 
m 
 
 PRESSURE RETAINING VALVE. 
 
 Fig- 37- 
 
138 
 
 its seat to pass to the atmosphere through the 
 small port D, where it will continue to escape 
 until the pressure has been reduced to fifteen 
 pounds, then the weighted valve will close and 
 no more air can escape to port D, the remain- 
 ing fifteen pounds pressure will be retained in 
 the brake cylinder until the handle 5 is turned 
 down. 
 
 Q. What is the size of port D? 
 
 A. One-sixteenth of an inch in diameter. 
 The old style retaining valve had two one- 
 quarter inch ports, but it would let the air escape 
 too rapidly. With a one-sixteenth inch port 
 it will take about twenty seconds for the 
 cylinder pressure to reduce to fifteen pounds, 
 which is about the length of time required to 
 recharge the auxiliaries. 
 
 Q. Has the pressure retaining valve any- 
 thing to do with applying the brake or admit- 
 ting air into the cylinder? 
 
 A. No. It simply locks in the brake 
 cyHnder fifteen pounds of pressure. 
 
 Q. What difference is there between the 
 improved pressure retaining valve shown by 
 Fig. 37 and the old style retaining valve? 
 
 A. The old style pressure retaining valve 
 had a slot extending through the key which 
 frequently became inoperative. The new valve 
 has a peripheral cavity extending more than 
 half way around the key. 
 
139 
 
 Q. What should be the position of the re- 
 taining valve? 
 
 A. It should always stand perpendicular as 
 shown by Fig. 37. Both the valve and 
 the pipe should be well secured and a good 
 rubber placed on the union. A little flexibility 
 should be provided in the pipe connecting this 
 valve with the triple valve. 
 
 Q. Where should it be located? 
 
 A. It should be free of access while the 
 train is in motion and with no obstruction to 
 the removal of the cap. It is usually placed at 
 the end of the car. On passenger coaches about 
 level with the edge of the hood and on freight 
 cars close to the brake standard. 
 
 Q. Why is it sometimes placed beneath the 
 car? 
 
 A. To prevent the train crew from tamper- 
 ing w^ith it if they think the engineer is descend- 
 ing a grade too slowly. 
 
 O. Is a retainer used for other purposes 
 than to steady a train while recharging? 
 
 A. Yes, a few are sometimes used when 
 brakes have been applied too hard to keep the 
 slack bunched after releasing wdien drifting 
 along preparatory to making a stop. 
 
 Q. Should the retaining valve be oiled? 
 
 A. No, but it should be cleaned every time 
 the other parts are cleaned. 
 
 Q. What will cause the retaining valve to 
 be inoperative when it is cut in for service? 
 
I40 
 
 A. A leak in its pipe connections — frequently 
 the union — ports plugged up, or a leak in the 
 brake cylinder or in the retaining valve, but 
 seldom the latter. Air. Brees says: "If brakes 
 stick frequently trouble will be found in the 
 port holes; dirt will collect or sometimes in- 
 sects will make nests in them, which w^e have 
 found to be the case.'' 
 
 Q. Is it important that the train crew should 
 be familiar with the operation of this device? 
 
 A. Yes, it is very important, especially on 
 mountain roads. It is a very simple device and 
 easily kept in good working order. The train 
 crew should examine the union in the pipe 
 leading to it, frequently, for a very small leak 
 will render it worthless. 
 
 THE HIGH-SPEED BRAKE. 
 
 Q. What is the high speed brake? 
 
 A. It is the ordinary air brake w^ith the addi- 
 tion of a duplex governor, duplex feed valve 
 attachments for the brake valve, the automatic 
 pressure reducing valve for the brake cylinder, 
 and it is operated by a much higher pressure 
 than is ordinarily carried. 
 
 Q. On what class of trains is it used? 
 
 A. On fast passenger trains that are sched- 
 uled at about sixty miles per hour. 
 
 Q. When is the high pressure used in apply- 
 ing the brake? 
 
 A. In all emergencies. 
 
DIAGRAMMATIC 
 
 OF THEiWESTINQHOUSE STANDARD HIGH-SPEED BRAKE. 
 
141 
 
 Q. Is there no danger of sliding wheels when 
 using this type of brake in emergencies? 
 
 A. Not at high speeds. 
 
 O. Why can this brake be used in emer- 
 gencies, at. high speeds, without sliding wheels? 
 
 A. Because the pressure developed in the 
 air brake cylinder is automatically reduced as 
 the speed of the train reduces. And at high 
 speeds the friction is not so great between the 
 brake shoe and wheel as at low speed. 
 
 O. How is the automatic reduction of pres- 
 sure in the brake cylinder accomplished? 
 
 A. By means of the automatic pressure re- 
 ducing valve. 
 
 HIGH-SPEED BRAKE AUTOMATIC REDUCING 
 VALVE. 
 
 Q. Describe the hig-Ji pressure automatic 
 reducing valve? 
 
 A. It is a slide valve having a triangular 
 port in its face (the seat having a slot shaped 
 port) and has a piston and adjusting spring, 
 generally adjusted to resist a pressure of sixty 
 pounds per square inch, and a body casting to 
 enclose these parts. 
 
 Q. How does the pressure reducing valve 
 operate? 
 
 A. When the brakes are applied with an 
 emergency application, the pressure obtained in 
 the brake cylinder being much higher than 
 sixty pounds, forces the piston downward com- 
 
142 
 
 HIGH-SPEED BRAKE AUTOMATIC 
 REDUCING VALVE. 
 
 iPIP£ 
 TAP 
 
 TOBRAKECrUMmBi, 
 
 Fig. 38. 
 
143 
 
 HIGH-SPEED BRAXE AUTOMATIC REDUCING 
 VALVE. 
 
 2 Valve body. 
 
 3 Spring box. 
 
 4 Valve piston. 
 
 5 Packing ring. 
 
 6 Piston stem. 
 
 7 Piston stem nut. 
 
 8 Slide valve. 
 
 9 Slide valve spring. 
 
 10 Cap nut. 
 
 11 Regulating spring. 
 
 12 Regulating nut. 
 
 13 
 
 Check nut. 
 
 14 
 
 Union stud. 
 
 15 
 
 Union swivel. 
 
 i6 
 
 Union nut. 
 
 17 
 
 Union strainer. 
 
 i8 
 
 Union gasket. 
 
 19 
 
 Bolt and nut. 
 
 20 
 
 Leather washer. 
 
 21 
 
 Piston disc. 
 
 22 
 
 Spring abutment. 
 
 23 
 
 Cotter pin. 
 
144 
 
 pressing the spring under it and moving the 
 slide valve to a position where it will just un- 
 cover the apex or small port of the triangular 
 port in its seat. As the pressure in the brake 
 cylinder reduces, the compressed spring forces 
 the piston and slide valve upward opening the 
 triangular port wider and wider until the pres- 
 sure reduces to sixty pounds, when the slide 
 valve will have returned to its normal position 
 and have closed the port, thus holding the 
 pressure in the brake cylinder at sixty pounds. 
 
 Q. When the automatic pressure reducing 
 valve opens where does the air escape to from 
 the brake cylinder? 
 
 A. To the atmosphere. 
 
 Q. How is the high-pressure obtained in the 
 brake system? 
 
 A. By simply turning a stop cock in the air 
 pipe leading to the low pressure top of the 
 pump governor. And by cutting out the low 
 pressure feed valve, and cutting in the high 
 pressure feed valve, on the brake valve. 
 
 Q. In the event of a car, not equipped with 
 an automatic pressure reducing valve, being 
 taken into a train that had the high speed ap- 
 paratus in operation, what provision should be 
 made to prevent the danger of sliding wheels? 
 
 A. It should have an ordinary pressure re- 
 ducing valve, to retain sixty pounds pressure 
 adjusted, screwed into its brake cylinder. Mr. 
 Brees says the above answers should read as 
 
145 
 
 SAFETY VALVE. 
 
 .^"PlPt 
 
 'i- TAP 
 
 Fig- 39- 
 
146 
 
 follows: ''A safety valve screwed into brake 
 cylinder adjusted to retain a pressure of fifty 
 pounds." 
 
 HIGH PRESSURE CONTROL. 
 
 O. What is meant by high pressure control? 
 
 A. It is meant that a higher pressure is used 
 than that ordinarily employed in operating air 
 brakes. 
 
 Q. What change is necessary in the ordi- 
 nary air brake apparatus in order to operate the 
 brakes with high pressure? 
 
 A. There should be employed a duplex gov- 
 ernor for the air pump and safety valves such 
 as shown in Fig. 39 for the driver and the 
 tender brake cylinders should be provided. 
 
 Q. What are the conditions in train service 
 that make the use of the high pressure control 
 necessary? 
 
 A. High pressure control is necessary on 
 all freight trains where the cars are loaded to 
 their full capacity, especially when the loaded 
 weight of the cars is much greater than the 
 empty weight, and on heavy down grades w^here 
 a sufficient and reliable controlling force is ab- 
 solutely necessary. 
 
 Q. In what kind of service is the high pres- 
 sure control used? 
 
 A. For coal, iron and mineral carrying 
 roads, when the cars are all loaded going one 
 way and are empty going the opposite way, and 
 
147 
 
 on roads having steep inclines where the de- 
 cending trains are loaded. 
 
 Q. Of what does the high-pressure consist? 
 
 A. As used with the VVestinghouse equip- 
 ment it consists of a duplex governor, a duplex 
 feed valve attachment same as is used by the 
 high speed equipment and safety valves shown 
 in Fig. 39 for the driver and the tender brakes ; 
 as used with the New York air brake equipment 
 it consists of a duplex governor, and the safety 
 valves for the engine and tender brake cyl- 
 inders. 
 
 Q. When it is desired to use the high-pres- 
 sure control how is it cut in? 
 
 A. By simply turning a stop cock in the air 
 pipe leading to the low pressure governor top. 
 Turning the governor top cock back again 
 cuts out the high-pressure control, and cuts in 
 the ordinary pressure brakes. 
 
 Q. What pressures are used with the high 
 pressure control brake? 
 
 A. Usually one hundred and ten pounds in 
 the main reservoir and ninety pounds in the 
 train pipe. 
 
 Q. What should the main reservoir capacity 
 be for passenger engines? For freight? 
 
 A. Not less than forty thousand cubic inch- 
 es for passenger and not less than fifty thousand 
 cubic inches for freight engines. 
 
 Q. What are the proper sizes of auxiliary 
 
148 
 
 reservoirs for use with the various brake cyl- 
 inders? 
 
 A. A i6 X 33-inch reservoir should go with 
 a 14-inch brake cylinder; a 14 x 33-inch res- 
 ervoir should go with a 12-inch brake cylinder; 
 a 12 X 33-inch reservoir should go with a 10- 
 inch brake cylinder, and a 10 x 25-inch reser- 
 voir should go with an 8-inch brake cylinder. 
 Mr. Gesner says: "A 10 x 24-inch reservoir 
 should go with an 8-inch brake cylinder." 
 
 Q. Give the weights of the cars for which 
 the different sizes of brake cylinders are suit- 
 able? 
 
 A. A 14-inch brake cylinder should be used 
 on a passenger car weighing 70,000 pounds or 
 more; a 12-inch brake cylinder should be used 
 on a car weighing from 50,000 pounds up to 
 70,000 pounds, a lo-inch brake cylinder should 
 be used on cars weighing 30,000 pounds up to 
 50,000 pounds. Mr. Gesner says: ''The above 
 should read from 35,000 pounds up to 50,000 
 pounds and that tenders up to 35,000 pounds in 
 weight require 8-inch brake cylinders and over 
 35,000 pounds weight require lo-inch cylinders." 
 
 THE AUTOMATIC SLACK ADJUSTER. 
 
 Q. What is the automatic slack adjuster 
 used for? 
 
 A. It is used to take up the slack in the 
 brake rigging while the train is running. 
 
149 
 
 H 
 
 •-» 
 
 n 
 
 ui 
 o 
 <l 
 
 02 
 O 
 
 K-l 
 
 H 
 
 O 
 H 
 
 <! 
 
ISO 
 
151 
 
 Q. Why is it better to take up the slack 
 while the train is in motion? 
 
 A. Because this is the time the brakes do 
 their work and it gives the correct piston travel. 
 If the slack is taken up w^hile the car is stand- 
 ing and the pjston travel is adjusted it will not 
 be the same when running. 
 
 Q. Why not? 
 
 A. There are many reasons. Under stress 
 the brake shoes will pull down farther on the 
 wheels, spring in the brake beams, boxes loose 
 in the jaws, loose brasses on the journals, stress 
 of the car bodies, or loose king bolts allowing the 
 trucks to be drawn closer together; any or all 
 of these causes effect the piston travel. 
 
 Q. How about loaded and empty cars. If 
 the piston travel is adjusted when the car is 
 loaded will it be the same when the car is 
 light? 
 
 A, That depends entirely upon how the 
 brakes are hung. If hung from the sand plank 
 it will be the same, but if hung from the car 
 body, as most brakes are, the piston travel will 
 not be the same. 
 
 O. Explain why. 
 
 A. The truck springs are compressed when 
 the car is loaded and therefore the brake shoes 
 hang lower on the wheel, when the car is un- 
 loaded the tension of the truck springs raises 
 the car body brake beams and all the brake 
 
152 
 
 shoes will then stand higher and there will be 
 less clearance between them and the wheels. 
 
 O. What effect has this? 
 
 A. It shortens the piston travel, as the pis- 
 ton will not have to travel so far to bring the 
 shoes up tight against the wheels. 
 
 Q. What is claimed for the automatic slack 
 adjuster? 
 
 A. That a predetermined piston travel can 
 be constantly maintained, compelling the 
 brakes of each car to do their full quota of 
 work— no more and no less — thus securing 
 from the brakes their highest efficiency without 
 the flat wheels which are likely to accompany a 
 wide range of piston travel. 
 
 Q. Explain how the automatic slack ad- 
 juster operates? 
 
 A. A fair knowledge of the device may be 
 had by studying Figs. 40 and 41. The brake 
 cylinder piston controls the admission and re- 
 lease of air to the slack adjuster. A hole is 
 drilled into the cylinder at the point A as shown 
 by Fig. 40 and is so located that the brake 
 cylinder piston uncovers it when the desired 
 piston travel is exceeded, admitting cylinder 
 pressure into pipe B and thence to the slack 
 adjuster cylinder 2 where the small piston 19 
 in Fig. 41 is forced outward compressing spring 
 21. Attached to piston stem 2;^ is a pawl ex- 
 tending into casing 24 which engages ratchet 
 
153 
 
 n 
 M 
 
 P4 
 H 
 
 I 
 
 H 
 
 O 
 
 o 
 o 
 
 Hi 
 
154 
 
 wheel 2y, mounted within casing 24 upon 
 screw 4. 
 
 When the brake is released and the brake 
 cylinder piston returns to its normal condition 
 the air pressure in cylinder 2 escapes to the at- 
 miosphere through pipe b, port A, and the non- 
 pressure head of the brake cylinder, thus per- 
 mitting spring 21 to force the small piston to 
 its normal position. In doing so the pawl turns 
 the ratchet wheel upon screw 4 and thereby 
 draws lever 5 slightly in the direction of the 
 slack adjuster cylinder, thus shortening the 
 brake cylinder piston travel and forcing the 
 brake shoes nearer the wheels. 
 
 Q. How much does this operation shorten 
 the piston travel? 
 
 A. One thirty second of an inch each time. 
 
 O. Can the piston travel be adjusted by hand 
 with a slack adjuster applied to the car? 
 
 A. Yes. When the pawl 22 is pulled back 
 it strikes the point A disengaging it from the 
 ratchet wheel. A wrench may therefore be used 
 at 1, Fig. 40, to adjust the screw 4. 
 
 Q. If the piston travel should become too 
 short what may be the cause? 
 
 A. Some of the slack has been taken up by 
 hand brakes where the two work together, or 
 the dead levers have been moved. 
 
 Q. If the piston travel is found to be too 
 long what may be the cause? 
 
 A. If the slack adjuster is found to be in 
 
155 
 
 METHOD OF DRILLING BRAKE 
 CYLINDER. 
 
 PORT, TO BE 8H FROM 
 
 PRESSURE HEAD 
 
 
 < >. ^■ 
 
 I 
 
 ^ ^ t § * 
 
156 
 
 good working order it is more than probable 
 that the slack has been taken up by an applica- 
 tion and only partial release of the hand brake 
 and subsequent full release after the brake 
 shoes had worn more or less. 
 
 Q. What is shown by Fig. 43. 
 
 A. It shows how port A should be drilled. 
 
 Q. What kind of pipe should be used be- 
 tween the brake cylinder and the slack adjust- 
 er? 
 
 A. Copper pipe will give the best results as 
 it is flexible and does not corrode. 
 
 Q. Should the slack adjuster be oiled, if 
 so, how often? 
 
 A. Yes, it should be cleaned and oiled every 
 time the brake cylinder is cleaned and oiled and 
 after it has been cleaned it should be tested 
 along with the brakes. 
 
 FOUNDATION BRAKES. 
 
 Q. What is meant by the term ^'Founda- 
 tion Brake Gear"? 
 
 A. The brake rigging under the car, which 
 comprises the brake beam, the brake levers, 
 the pull and connecting rods, and the brake 
 beam and shoes. 
 
 Q. How should a satisfactory foundation 
 brake gear be designed? 
 
 A. It should be designed with a view to de- 
 veloping the correct braking force, and should 
 
157 
 
 be made sufficiently strong to resist all strains 
 and shocks of service. 
 
 Q. How should the brake levers stand when 
 the brake is applied? 
 
 A. They should stand at right angles to the 
 line of force. 
 
 Q. How is the size of the brake cylinder 
 suitable to use on a car determined? 
 
 A. By the per cent of the weight of the car 
 which it is determined to use as braking force. 
 Mr. Gesner says: "By the weight of the car 
 when it is empty." 
 
 O. About where is the best location for the 
 brake cyHnder? 
 
 A. The brake cylinder should be attached 
 to the car body where it is accessible for re- 
 pairs. 
 
 O. How is it that such low pressure in the 
 brake cylinder delivers so much higher pres- 
 sure to the w^heels of the car? 
 
 A. Because it is multiplied by the brake 
 levers, which are mechanical devices for the ad- 
 vantageous application of the air. 
 
 Q. When we have a lever of which the pro- 
 portions of the arms are known, how can the 
 power that can be delivered at one end from a 
 given force, applied at the other end, be deter- 
 mined? 
 
 A. By multiplying the given force by its dis- 
 tance from the fulcrum point, the length of the 
 arm, and dividing the product by the distance 
 
158 
 
 of the power end from the fulcrum point — the 
 other arm. 
 
 Q. What is the fulcrum point of a lever? 
 
 A. It is the fixed point about which the leve»* 
 turns. 
 
 O. About how much braking force should 
 be used on a car? 
 
 A. The braking force on passenger cars 
 should be about ninety per cent of the weight, 
 and on freight cars, about seventy per cent of 
 their light weight. 
 
 Q. From what brake-cylinder pressure as a 
 base is the braking force for cars calculated? 
 
 A. From a brake-cylinder pressure of sixty 
 pounds per square inch. 
 
 O. It is stated that in emergency applica- 
 tions, the Westinghouse triples vent train-pipe 
 air into the brake cylinders. How much will 
 the vented tram-pipe air augment the brake 
 cylinder pressure ? 
 
 A. The following table shows what can be 
 gained in the brake cylinder, in emergency ap- 
 plications, from the vented train-pipe air, with 
 the various sized brake cylinders. 
 
 TABLE. 
 
 
 Service 
 
 Emergency 
 
 Per Cent. 
 
 14-inch Cylinder, 
 
 
 
 
 6-inch stroke, 
 
 53 lbs. 
 
 56 lbs.. 
 
 6 
 
 8-inch stroke. 
 
 51 lbs. 
 
 ■ 53 lbs. 
 
 5 
 
 i2-inch Cylinder, 
 
 
 
 
 6-inch stroke. 
 
 53 lbs. 
 
 58 lbs. 
 
 9 
 
 8-inch stroke. 
 
 52 lbs. 
 
 57 lbs. 
 
 10 
 
159 
 
 
 Service 
 
 Emergency 
 
 Pee Cent. 
 
 lo-inch Cylinder, 
 
 
 
 
 6-inch stroke, 
 
 53 lbs. 
 
 58 lbs. 
 
 9 
 
 8-inch stroke, 
 
 52 lbs. 
 
 57 lbs. 
 
 10 
 
 8-inch Cyhnder, 
 
 
 
 
 6-inch stroke, 
 
 53 lbs. 
 
 60 lbs. 
 
 15 
 
 8-inch stroke, 
 
 50 lbs. 
 
 58 lbs. 
 
 17 
 
 Q. Why is it that there is a falling off in 
 the percentage of increase in the brake cylin- 
 ders, as the cylinder becomes larger in size, in 
 emergency applications? 
 
 A. Because the volume of train pipe air re- 
 mains substantially the same regardless of the 
 size or weight of the car, and as a brake cylinder 
 increases in size, of course it can not fill it to the 
 same pressure that it would if the brake cyl- 
 inder was small. Mr. Gesner adds : "All de- 
 pends on the train pipe volume, it being greater 
 in long than on short trains." 
 
 Q. What would be the effect on the wheels 
 of a car if more braking force than that stated 
 above was applied? 
 
 A. It would cause the wheels to slide. 
 
 Q. What would the effect be if less braking 
 force than that stated above was used? 
 
 A. The brakes w^ould not be applied with all 
 the pressure they could stand, and then the stop 
 could not be made in so short a distance as if 
 the proper braking force was used. 
 
 O. Does a wheel that is sliding w^hile the 
 brakes are applied have as great a retaining ef- 
 fect upon the train as one that is revolving? 
 
i6o 
 
 A. No; a wheel that sHdes while the brake is 
 applied does not retard or hold so well as one 
 that revolves while the brake is applied. 
 
 Q. In making a road test of brakes when 
 taking on cars or changing engines what should 
 be done? 
 
 A. Before coupling to the train the engineer 
 should have full main-reservoir and train-pipe 
 pressure pumped up on the engine, so as to be 
 able to charge the train without unnecessary 
 loss of time. It is well when coupling the en- 
 gine to the train, if it is necessary to release 
 the brakes, to return the handle of the brake 
 valve to lap immediately after making the first 
 release just before coupling. (Mr. Dickson 
 says: ''With New York triple I advise you to re- 
 apply brakes to prevent any danger of emerg- 
 ency from carelessness of trainmen opening 
 angle cock, as New York triples will not go into 
 emergency if applied light." In addition to this 
 when the engine is coupled to the train ''blow 
 water out from tender train pipe and dirt from 
 the hose".) When the engine is coupled to the 
 train, the angle cock on the rear end of the 
 tender should be opened first so that the hose 
 connections may be charged up before the angle 
 cock on the car is opened. To charge the train 
 the engineer should leave the handle of the 
 New York brake valve in full release position, 
 and the handle of the Westinghouse brake valve 
 in the running position. 
 
i6i 
 
 Q. What is meant by charging the train? 
 
 A. When we speak of charging the train we 
 mean fiUing the train pipe and auxihary reser- 
 voir with air pressure. 
 
 Q. With the train-pipe pressure at seventy 
 pounds, how long should it take to charge an aux- 
 iliary reservoir? 
 
 A. About one minute; on account of the 
 size of the charging groove it cannot be done 
 in less time. 
 
 Q. About how long should it take to charge 
 a train from zero to seventy pounds? 
 
 A. The time required to charge a train de- 
 pends on the number of cars composing it, capa- 
 city of m.ain reservoir, size and efficiency of air 
 pump. 
 
 O. About hovv^ much pressure should be ob- 
 tained before testing the brakes? 
 
 A, About sixty pounds in order to ascertain 
 the piston travel, but maximum pressure is bet- 
 ter, and should be obtained before testing, if 
 time will permit. 
 
 O. How should brakes be applied for the 
 test? 
 
 A. They should be applied with a service ap- 
 plication of about twenty .pounds reduction. 
 
 O. By whom should the test application be 
 made? 
 
 A. By the engineer, if possible; whenever he 
 is unavoidably absent, as when called to the 
 telegraph office to sign orders, it may be made 
 
l62 
 
 by the fireman, who should be competent to 
 perform this service. Mr. Davis says: ''Al- 
 ways by the engineer who is held responsible." 
 
 Q. After the brakes are applied for the test 
 what should be done? 
 
 A. They should be carefully inspected to 
 see that all brake shoes are against the wheels 
 and that all brake pistons have the proper 
 travel. 
 
 Q. After inspecting the brakes what should 
 be done? 
 
 A. They should be released and again care- 
 fully inspected to see that all have released prop- 
 erly. After the second application, a report of 
 the number of air brakes working and their 
 general condition should be made to the engi- 
 neer. 
 
 Q. How should the slack in brake rigging 
 be adjusted? 
 
 A. By closing the cut out cock in the branch 
 pipe, bleeding the auxiliary reservoir, and then 
 adjusting the slack by means of the truck dead 
 lever. After the slack has been properly ad- 
 justed, the brake should be cut in. 
 
 Q. Why should the brake be cut out before 
 commencing to adjust slack or make any repairs 
 to it? 
 
 A. Because if it is not cut out, there is dan- 
 ger of it applying automatically, and the person 
 making the adjustment might, in consequence, 
 be injured. 
 
i63 
 
 Q. How should the brakes be released after 
 making a test application? 
 
 A. By placing the handle of the brake valve 
 in the full release position until all brakes have 
 had sufficient time to release, then returning it 
 to running position. 
 
 Q. How often should the brakes be tested? 
 
 A. The brakes should be tested every time 
 any change has been made in the make-up of the 
 train, and if the train has been required to take 
 the siding for any considerable length of time 
 it should be tested before again taking the main 
 track. 
 
 Q. When should a running test be made? 
 
 A. A running test of the brakes should be 
 made when approaching railroad crossings, and 
 meeting points on single track, a sufficient dis- 
 tance back from these points to insure that all 
 brakes are holding properly. Mr. Dickson adds: 
 ''Also for all drawbridges, deraiHng switches, 
 steep grades, etc." 
 
 Q. What is the proper adjustment for piston 
 travel? 
 
 A. On freight cars the piston travel should 
 never be less than five inches or more than sev- 
 en inches, and on passenger equipment it should 
 not be less than five and one-half inches or more 
 than .eight inches. On engines the driver brake 
 pistons should travel not more than four inches, 
 (Mr. Gesner says five inches) and the tender 
 brake piston -not more than seven inches. With 
 
i64 
 
 the exception of the driver brake piston, all 
 should be adjusted to as near six inches as it 
 is possible to get them. Mr. Dickson adds: 
 "Our standard is four to eight inches on freight 
 cars and tenders and seven to nine inches on 
 passenger. Most passenger brake piston travel 
 cannot be made less than six inches. Driver 
 brake pistons should travel not more than two- 
 thirds the diameter of the brake cylinder or less 
 than one-third its diameter.'' Mr. Brees says: 
 "It seems to me something should be said re- 
 garding piston travel on compound engines. 
 With these engines owing to the retarding force 
 of the large cylinders (low pressure) w^e never 
 shorten the travel here less than seven inches. 
 If less at low speeds you are very liable to slide 
 driving wheels. Shorter travel will do on sim- 
 ple engines." 
 
 Q. What effect does excessive piston travel 
 have on the pressure developed in the brake 
 cylinder? 
 
 A. It weakens it, and consequently makes 
 the brake less powerful. 
 
 HANDLING TRAINS. 
 
 Q. In making an ordinary stop, how much 
 pressure should be reduced from the train pipe 
 at the first reduction? 
 
 A. P>om four to eight pounds. Mr. Ges- 
 ner says: "Six to eight pounds, or five pounds 
 
i65 
 
 < 
 > 
 
 l-H 
 
 (A 
 Q 
 
 l-H 
 
 <! 
 
 O 
 
 o» 
 
 !zi 
 <I 
 o 
 
 Pi 
 
 <! 
 
 til 
 
i66 
 
 with thirty cars or less; if over thirty cars eight 
 pounds." 
 
 Q. Why should this amount be reduced at 
 the first reduction? 
 
 A. So that sufficient air may go through to 
 the brake cylinder from the auxiliary to force 
 the brake pistons beyond the brake cylinder 
 leakage grooves. 
 
 O. Why not make the initial train pipe re- 
 duction heavier than from four to eight pounds? 
 
 A. A heavier initial train pipe reduction than 
 that specified would cause too heavy an appli- 
 cation and might possibly cause shock to the 
 train, especially if the piston travel v^as not uni- 
 form. 
 
 Q. After the first four or eight pounds re- 
 duction, how much pressure should be reduced 
 from the train pipe at any one subsequent re- 
 duction? 
 
 A, The amount depends upon circumstances ; 
 but generally about four pounds will be found 
 satisfactory. 
 
 Q. How many applications should be used 
 for the ordinary station stop with a passenger 
 train? 
 
 A. Generally two; sometimes where the 
 track is level and the station platform long, the 
 stop may be made with one application. 
 
 Q. What is meant by an application of the 
 brake? 
 
 A. From the time the brakes are first ap- 
 
i67 
 
 plied until they are released; no matter how 
 many reductions in train pipe pressure may have 
 been made, is an application. 
 
 Q. Why should two applications of the 
 brakes generally be used in stopping passenger 
 trains? 
 
 A. It insures accuracy in making the stops, 
 prevents sliding the wheels and permits brakes 
 to remain applied until the train stops without 
 causing a disagreeable shock, due to the recoil 
 of the trucks. Mr. Roach says : ''The brakes 
 on passenger trains should be released in all 
 cases just before stopping to avoid the jar.'' 
 
 Q. Should the brakes be held apphed on a 
 passenger train while standing at a water tank 
 or coal chute? 
 
 A. It is considered a wise thing in passenger 
 service to leave the brakes applied while stand- 
 ing at a water tank or a coal chute. 
 
 Q. How should a two-application stop be 
 made with a passenger train? 
 
 A. The first application should be made a 
 sufficient distance from the stopping point and 
 with a sufficiently heavy reduction in train pipe 
 reduction to stop the train, if allowed to remain 
 appHed, some distance short of the stopping 
 point; then move all the triple valves to the re- 
 lease position, by placing the handle of the brake 
 valve in full release position, then returning the 
 handle immediately to the lap position, and when 
 the engine is within a few car lengths of the stop- 
 
i68 
 
 ping mark, make the second application when 
 necessary. The point to be observed is, that in 
 lapping the handle of the brake valve imme- 
 diately after the release of the first application, 
 the auxiliary and the train pipe pressure are 
 held equal, and are lower than at the first ap- 
 plication, and that you make the second appli- 
 cation a prompt and light one. 
 
 O. What is meant by overcharging the train 
 pipe? 
 
 A. It is meant that for a short space of time 
 after handle of the brake valve is placed in the 
 full release position, the volume of main-reser- 
 voir air, so suddenly thrown into the train pipe, 
 raises the pressure therein considerably above 
 that in the auxiliaries, and wdiile the train pipe 
 pressure is higher than the auxiliary, the train 
 pipe is said to be overcharged. 
 
 O. What is the effect of overcharging the 
 train pipe? 
 
 A. It hastens the recharging of the auxiUa- 
 ries, and retards the application of the brakes in 
 the service application, should such an appli- 
 cation be desired during the time that the train 
 pipe was overcharged.* 
 
 Q. When but one application of the brake is 
 made to stop a passenger train, w^hen should 
 the brakes be released? 
 
 A. Just before coming to a full stop, so as 
 to avoid the disagreeable shock generally ex- 
 
i69 
 
 periencecl when the train stops and the trucks 
 straighten up. 
 
 O. When approaching curves and while 
 rounding them, when should the brake be ap- 
 plied, wiien necessary on such curves to steady 
 the train? 
 
 A. It should be applied on the straight line 
 just before striking the curve. Mr. Gesner 
 adds: "And released before the curve is reached 
 if circumstances will at all permit of it." 
 
 O. In handhng a freight train that is wholly, 
 or only partly, equipped wuth air brakes, how 
 should the application for an ordinary stop be 
 made? 
 
 A. The initial reduction in train pipe pres- 
 sure should be made heavy enough to move all 
 brake pistons beyond the leakage grooves in 
 the brake cylinders. The amount of reduction 
 necessary to do this varies wdth the number of 
 air braked cars in the train, being greater, the 
 greater number of air brake cars. After the ef- 
 fect of the initial reduction is felt and the tram 
 has properly bunched, then the subsequent re- 
 ductions may be made as speed, weight of train, 
 holding power of brakes, grade etc., requires. 
 Mr. Gesner says: ''With trains of thirty cars 
 or less, five pounds will be found to give the best 
 results. Heavier reductions can be made cor- 
 responding to the number of cars over thirty." 
 
 Q. Should the brakes be released before the 
 
170 
 
 train stops, supposing it is seen that it will stop 
 before reaching the desired stopping place? 
 
 A. As a rule, no. Mr. Gesner says : ''And 
 never if the speed is less than eight miles per 
 hour." There are times and places when brakes 
 may be released on freight trains before they 
 come to a stop, but generally there is great 
 danger of breaking the train in two, and the 
 better practice is to stop the train, if the speed 
 is anything slower than eight miles per hour, 
 before releasing the brakes. Mr. Brees adds: 
 "Ten miles per hour is better before releasing 
 the brakes." 
 
 O. What precaution should be taken if 
 brakes are released when the train is moving 
 slowly.^ 
 
 A. Care and judgment should be used to al- 
 low suflicient time for all brakes, both front and 
 rear, to release before opening the engine 
 throttle, and when the throttle is opened is should 
 be only partly and carefully until the train is 
 stretched again. To open the throttle imme- 
 diately after placing the handle in full release 
 position will almost invariably cause the train to 
 part. Mr. Brees says : 'Tf an engine is equipped 
 with independent driver brakes they should be 
 applied before train brakes are released. This 
 will keep the slack bunched and prevent engine 
 surging ahead when train brakes are released. 
 After train brakes are released, release driver 
 brakes. This I have found good practice." 
 
171 
 
 Q. Why is it that it is recommended to hold 
 the brakes applied on freight trains until they 
 stop? 
 
 A. On account of the slack in the train; and 
 on account of its great length, all the brakes 
 cannot be released at the same instant. Mr. 
 Gesner adds: ''And because on freight trains 
 the piston travel is never uniform." 
 
 Q. In backing freight trains out of sidings, 
 the front cars of which have air brakes coupled 
 up and working, how should the brakes be ap- 
 plied? 
 
 A. A few hand brakes should be applied on 
 the rear, and as the engine passes the switch 
 the air brakes should be applied carefully so 
 as to prevent pulling the train apart when stop- 
 ping. 
 
 Q. Should the engineer find that some of 
 the wheels of the train are sliding, w^hat should 
 be the first thing to do? 
 
 A. If he can do so, he should release the 
 brakes and before again applying, he should 
 apply sand to the rail and keep the rail sanded 
 until the stop is made. If the rail is bad, sand 
 should be applied to the rail before the brakes 
 are applied for any stops, and should be kept 
 applied until the stop is made. 
 
 Q. If the wheels are sliding, will the applica- 
 tion of sand to the rail start them to revolve 
 again ? 
 
 A. When wheels commence sliding the appli- 
 
172 
 
 cation of sand to the rail will not cause them to 
 rotate again, but will cut large flat spots in 
 them. 
 
 Q. In case brakes are applied with suf- 
 ficient force to slide the wheels and an emer- 
 gency should arise, should sand be used? 
 
 A. Yes, in all cases of emergency sand 
 should be used. 
 
 Q. How can the cause of wheel sliding be 
 investigated and ascertained? 
 
 A. If the brakes release properly from the 
 engine, they should be applied to ascertain the 
 piston travel. If the piston travel is correct on 
 all cars then the leverage should be calculated to 
 ascertain if too much power is being developed 
 by it. 
 
 Q. How should the brakes be operated on 
 trains while descending long heavy grades? 
 
 A. As soon as the train has pitched over the 
 summit of the grade and commences to acquire 
 momentum, a light service application of the 
 brake should be made to maintain the speed at 
 the safe limit. When releasing the brake either 
 for the purpose of recharging the auxiliaries or 
 for allowing the speed of the train to increase, 
 advantage should be taken of all ''let-ups'\ 
 
 Q. Why should the brakes be applied 
 promptly after passing the summit of the hill 
 and when descending a grade? 
 
 A. So as not to allow the train to acquire 
 too great momentum. The secret of letting a 
 
173 
 
 train down a long steep grade safely, lies in 
 not allowing it to get too much start at the 
 top. 
 
 Q. While recharging auxiliaries on descend- 
 ing grades where should the handle of the brake 
 valve be carried? 
 
 A. In full release position, until ready to 
 reapply, unless full train pipe pressure has been 
 accumulated before necessary to reapply, when 
 it should be moved to the running position. 
 
 Q. In descending grades, is it desirable to 
 maintain a uniform rate of speed? 
 
 A. Yes, where practicable, but the most im- 
 portant consideration is safety, and this con- 
 sideration takes precedence over all others. 
 
 Q. Are there any specified rules for handling 
 trains on down grades? 
 
 A. Very few. The steepness of the grade 
 and the conditions existing must determine the 
 best method to be adopted. 
 
 Q. In the event of a train, partly equipped 
 with air brakes, parting betw^een the air brake 
 cars, what should be done by the engineer? 
 
 A. Close the throttle valve immediately, and 
 place the handle of the brake valve on lap posi- 
 tion. 
 
 Q. Is it good practice to attempt to pull the 
 head end away from the rear end to prevent the 
 separated parts of the train from coming to- 
 gether? 
 
 A. No. Attempting to keep the front part 
 
174 
 
 of the train away from the rear part would in- 
 crease the distance between the sections for a 
 moment only, then the brakes on the front por- 
 tion will slow it down^ so that the rear portion 
 will run into it; and the force of the collision 
 will be greater than if no attempt had been 
 made to keep it out of the w^ay of the rear end. 
 
 Q. When the train is recoupled after break- 
 ing in two, is it advisable to bleed ofif the rear 
 brakes in case they should refuse to release? 
 
 A. They should be released by the engineer 
 from the engine. However, if circumstances 
 are such that considerable delay would result to 
 other trains, it is better to release the rear 
 brakes by opening the release valves, and after 
 getting in motion make a running test to de- 
 termine the holding power of the brakes. 
 
 Q. When two or more engines are coupled 
 together, as in double-heading, w^hich engineer 
 should operate the brakes? 
 
 A. The engineer on the leading engine. 
 
 Q. What should the other engineers do? 
 
 A. They should close the cut-out cock un- 
 derneath their brake valves, and run their 
 pumps slowdy but retain maximum pressure of 
 seventy pounds. 
 
 Q. In case of an emergency where should 
 the brake valve handle be placed? 
 
 A. In the emergency position, and it should 
 be kept in that position until the train stops or 
 the danger is past. 
 
175 
 
 Q. If the engineer had the brakes appHed 
 with a light pressure, sucli as would be used in 
 going over ''slow-order" portions of the track 
 and then should be suddenly flagged, where 
 should the handle of the brake valve be placed? 
 
 A. Unless the engineer can plainly see ahead 
 a sufficient distance to understand the situation, 
 he should place the handle of the brake valve in 
 the emergency position. 
 
 Q. If the train is partly equipped with air 
 brakes, and is flagged in a manner to indicate 
 danger close ahead, should the engineer first 
 endeavor to bunch the train before applying the 
 brakes in emergency? 
 
 A. No; always in emergencies, — apply the 
 brake in emergency application without con- 
 sideration for the train. 
 
 Q. In case of emergency, should the engine 
 be equipped with a driver brake in good work- 
 ing order, be reversed? 
 
 A. No; a driver brake in fairly good work- 
 ing order will hold better, that is, will retard 
 the train more, than an engine reversed. Again 
 an engine reversed, even with a poorly holding 
 driving brake, will slide its wheels, and sliding 
 wheels do not hold so well as those that revolve 
 while brakes are applied. 
 
 O. In case the brakes are applied from the 
 rear by the conductor, using the conductor's 
 valve, or on account of a hose bursting, what 
 should be done with the brake valve handle? 
 
176 
 
 A. It should be placed on lap position until 
 a signal is received from the rear to release the 
 brakes. 
 
 Q. Why is it necessary to place the handle of 
 the brake valve on lap when the brakes apply 
 from the rear? 
 
 A. To prevent the escape of main reservoir 
 pressure and to provide for a prompt release of 
 the brakes when the signal is given. In the case 
 of the conductor applying the brakes, the handle 
 should be lapped to prevent the release of the- 
 brakes, when the conductor's valve closes, as 
 well as to save main reservoir pressure. 
 
 Q. How should the conductor's valve be 
 operated when it is necessary to use it? 
 
 A. If it is an emergency, that requires its 
 use, it should be opened wide and be kept open 
 until the train stops. If it is a case in which the 
 conductor cannot operate the train air signal 
 or cannot communicate with the engineer by 
 other means, and he wishes to stop the train, 
 he should do so by opening the conductor's 
 valve gradually, so as to make a service appli- 
 cation, and not an emergency. In both cases 
 be sure to close the conductor's valve before 
 leaving it. 
 
 O. Why is it necessary to hold the conduc- 
 tor's valve open until the train stops? 
 
 A. Because if it is closed before the train 
 stops, and the engineer has not lapped the 
 
177 
 
 handle of the brake valve, the brakes will re- 
 lease. 
 
 Q. What does the conductor's valve do when 
 it is opened ? 
 
 A. It simply allows the train pipe pressure 
 to reduce by escaping to the atmosphere, which 
 is the essential thing to do to apply the auto- 
 matic air brakes. 
 
 Q. Can the brakes be released by the con- 
 ductor's valve? 
 
 A. No; they must be released from the en- 
 gine by admitting main reservoir pressure to 
 the train pipe or by opening the release valves 
 on the auxiliary reservoirs. 
 
 Q. When brakes apply of their own account, 
 what is generally the cause? 
 
 A. The cause is generally either a hose 
 bursting or the train parting. 
 
 Q. In case hose bursts, and there are no 
 extra hose available, what can be done to make 
 the necessary repairs? 
 
 A. Remove the rear hose on the last car in 
 the tram, and put it in the place of the bursted 
 hose. 
 
 Q. If the cross-over pipe should break, would 
 it be necessary to shift the car to the rear of the 
 train? 
 
 A. No; if the break is at the union of the 
 cross-over with the train-pipe it may be plugged 
 with soft wood; if between the stop-cock and 
 
178 
 
 triple valve, all that is necessary to do is to 
 close the stop-cock. 
 
 Q. In passenger service is it necessary to 
 shift a car to the rear of the train, if the train 
 pipe bursts or is broken? 
 
 A. A car, v^ith a broken train pipe is gen- 
 erally placed on to the rear of the train, al- 
 though the break in the pipe might be tem- 
 porarily repaired by placing a piece of hose over 
 the broken or ruptured portion and winding it 
 up tightly. Mr. Brees says: ''I consider this 
 v^rong. Split pipe cannot be made tight and it 
 might cause emergency in a service applica- 
 tion.'^ 
 
 Q. When a car is placed on the rear of the 
 train, owing to a defective brake, how should it 
 be coupled up? 
 
 A. The air hose should be coupled, and the 
 angle cock on the car ahead of it opened so 
 as to permit the air to charge the hose, and the 
 front angle cock on the car with defective brake 
 should be closed. 
 
 Q. When it is necessary to assist the engi- 
 neer with hand brakes to hold the train, which 
 hand brakes should be applied? 
 
 A. Those next to the air brakes. 
 
 Q. Why not use the hand brakes on the rear 
 of the train? 
 
 A. Because if the rear hand brakes were ap- 
 plied there would be a likelihood of breaking 
 
179 
 
 the train in two, especially if the engineer 
 should release the air brakes. 
 
 Q. In setting out cars how should it be 
 done? 
 
 A. The angle cocks on the front and the 
 rear of the car, or the cars, to be set out should 
 be closed first, and then the hose be parted by 
 hand and properly hung up in the dummy 
 coupling. After the cars to be set out are placed 
 on the siding the air brake if applied, should be 
 released and the hand brakes applied before 
 leaving them. Many engineers claim this is 
 seldom done, as it is easier for the brakeman 
 to block the wheels. 
 
 Q. Why would it not be as well to set the 
 hand brakes before releasing the air brakes? 
 
 A. Possibly on some freight cars the brake 
 would be set too tight, and when the air brake 
 was released the chain on the hand brake would 
 be likely to break. On passenger cars, when the 
 air brake released, or leaked off, the hand brake 
 would also be off. 
 
 Q. Should the air brakes be depended upon 
 to hold cars or trains while left to stand for 
 any considerable length of time on a grade? 
 
 A. No; the air brakes should be released 
 and the hand brakes applied. There is danger 
 of the air brakes leaking off, and the train 
 starting in consequence. 
 
 Q. How should the release valve be operated 
 to release, or ''bleed off" a brake? 
 
i8o 
 
 A. The release valve should be held open 
 until the air is - heard to escape from the ex- 
 haust port of the triple, it should then be closed, 
 as, if it is not, there is a likelihood of the brakes 
 on the other cars applying. 
 
 Q. When cars are taken on at any station 
 that have the air brake cut out, should the 
 brakes be cut in and tried? 
 
 A. Yes; unless the brakes on them are easi- 
 ly seen to be out of order, cut them in and try 
 them together with the others. 
 
 Q. When should the brake on a car be cut 
 out? 
 
 A. When it is impossible to operate it satis- 
 factorily. 
 
 Q. Are small leaks of sufficient importance 
 to necessitate cutting out a brake? 
 
 A. No, it is only when leaks are so great 
 that the pump cannot supply them that the 
 brake should be cut out. Air. Brees says: 
 ''Crews should try to keep up leaks." 
 
 Q. If there are throughout the train numer- 
 ous leaks, varying in size, so that together 
 the pump is unable to supply them what should 
 be done? 
 
 A. The brakes having the largest leaks 
 should be cut out. If the leaks are all about the 
 same size, then the poorest brakes, care being 
 taken, how^ever, not to cut out more than three 
 brakes in succession. 
 
i8i 
 
 Q. Why should not more than three brakes 
 in succession be cut out? 
 
 A. On account of the Hkehhood of quick- 
 action not jumping the cut out brakes in the 
 event of an emergency appHcation, especially 
 if the three successive brakes are close to the 
 front end of the train. 
 
 Q. On coupling to a train that is already 
 charged with air, how should the angle cocks be 
 opened? 
 
 A. Always endeavor to form the habit of 
 opening the angle cock nearest to the engine 
 first after coupling the hose at any point in the 
 train, and so guard against the danger of caus- 
 ing a quick action application of the brakes, 
 which is very likely to result if the other angle 
 cock is opened first, and air from the train al- 
 lowed to rush into the empty hose to fill it. 
 
 THE TRAIN AIR SIGNAL SYSTEM. 
 
 Q. What is the train air signal used for? 
 
 A. To enable the conductor or train crew to 
 convey signals to the engineer from the interior 
 of any car in the train. 
 
 Q. Is the air signal system extensively used? 
 
 A. Yes; it is used upon passenger trains 
 upon all first-class railroads. 
 
 Q. What means had a conductor at his dis- 
 posal to signal the engineer before the air sig- 
 nal was invented? 
 
 A. A bell rope was used which was attach- 
 
l82 
 
 ed to a gong in the cab of the engine and it 
 extended to the rear end of the train. 
 
 Q. What objections to the bell rope were 
 there in passenger service? 
 
 A. Many; perhaps the most aggravating to 
 the train crew was that tramps would frequent- 
 ly cut the bell cord near the front end of the 
 train. 
 
 Q. Is the bell rope still in use? 
 
 A. Yes ; it is still in use in passenger service 
 on some small roads and it is extensively used 
 upon fast freight trains upon many good roads. 
 
 Q. How does the conductor signal the engi- 
 neer where the train air signal system is in 
 use? 
 
 A. Each car is equipped with a cord or rope 
 the length of the car, — one end of which is at- 
 tached to a car discharge valve, located at the 
 one end of the car which is connected to the 
 signal line by a branch pipe. In order to sig- 
 nal the engineer he pulls on this rope. Air is 
 thereby released from the signal line and the 
 signal whistle in the cab notifies the engineer. 
 
 Q. Do both the Westinghouse and the New 
 York air brake companies use an air signal 
 system in connection with their equipment? 
 
 A. Yes, but the two systems are so nearly 
 alike that it is unnecessary to describe both. 
 To understand one, implies a knowledge of the 
 other, the principal difference being in the sig- 
 nal valve. As there are more of the Westing- 
 
i83 
 
 house type in use we shall describe this system 
 only. 
 
 WESTINGHOUSE. 
 
 Q. From where does the signal pipe receive 
 its supply of air? 
 
 A. From the main reservoir. 
 
 Q. What does plate 4 represent ? 
 
 A. It is a diagrammatic illustration of the 
 general arrangement of the various parts of the 
 train air signal system. The location of the 
 parts may be changed if found convenient, so 
 long as the pipes are properly connected. 
 
 Q. Name the essential parts of the air signal 
 system. 
 
 A. A reducing valve — a signal valve, a whis- 
 tle, the car discharge valve and the signal line 
 and couplings similar to the train pipe. 
 
 Q. What is the reducing valve used for? 
 
 A. To prevent full main reservoir pressure 
 entering the signal hne. When the required 
 pressure has been admitted, the reducing valve 
 automatically closes communication with the 
 main reservoir and when the signal Hne pres- 
 sure has been reduced from any cause, the reduc- 
 ing valve will again admit air from the main 
 reservoir until the required pressure has been 
 obtained. 
 
 Q. What pressure is carried in the signal 
 line? 
 
 A. Usually forty pounds. 
 
i84 
 
 IMPROVED REDUCING VALVE. 
 
 Fig- 45- 
 
i85 
 
 Q. Explain the operation of the improved 
 reducing valve. 
 
 A. This valve is shown by Fig. 45. The num- 
 bers 7 and 10 are the reducing valve piston and 
 stem which are forced upward by the spring 13 
 w^hich is adjusted by the nut 14 to the pressure 
 desired to carry in the signal line. Supply 
 valve 4 is moved off its seat by the stem of 
 piston 7. Main reservoir pressure is admitted 
 at A and passes under valve 4 into chamber C, 
 thence out at B into the main signal pipe. When 
 the pressure in cavity C overcomes the tension 
 of spring 13, the piston 7 and stem 10 are 
 forced downward and the small spring 6 forces 
 valve 4 onto its seat, thereby cutting off main 
 reservoir pressure. The pressure in cavity C 
 and the signal line is always the same. There- 
 fore, when the pressure in cavity C is reduced 
 from any cause, such as a reduction at the car 
 discharge valve or from leaks or otherwise, the 
 spring 13 will force piston 7 upward and unseat 
 the supply valve 4 and recharge the signal line. 
 
 AIR SIGNAL SYSTEM DETAILS. 
 
 Q. If the reducing valve needed repairs how 
 could it be done without loosing main reservoir 
 pressure? 
 
 A. A stop-cock is usually placed between 
 the main reservoir and the reducing valve. 
 
 Q. What is the best location for the reduc- 
 ing valve? 
 
i86 
 
 A. Inside the cab, as it will prevent freez- 
 ing up in winter. 
 
 Q. What were the defects of the old style 
 reducing valve? 
 
 A. It would not feed leaks quick enough 
 and would frequently cause a continuous blow- 
 ing of the signal whistle. 
 
 Q. Are many of these valves still in use? 
 
 A. Yes, a great many. 
 
 Q. Describe the operation of the old style 
 reducing valve. 
 
 A. This form of valve is shown by Fig. 46. 
 Spring 9 is adjusted to the required whistle 
 train line pressure, its tension forcing down- 
 ward upon diaphragm 7, which in turn forces 
 the supply valve off its seat, permitting main 
 reservoir pressure to enter at Z, pass through 
 the chamber A and out at Y into the signal 
 line. When the pressure in cavity A is suf- 
 ficient to compress the spring 9, then spring 10 
 will force valve 5 onto its seat and thereby cut 
 off main reservoir pressure. When the whistle 
 signal line is reduced the tension of spring 9 
 will again unseat valve 5 and admit main reser- 
 voir pressure. 
 
 Q. How would you increase or decrease 
 signal line pressure with the improved reducer? 
 
 A. By adjusting nut 14 up or down — up to 
 increase and down to decrease it. 
 
 Q. How with the old style reducer? 
 
D 
 
 □ 
 
 Q 
 
 <@ 
 
 I SIGNAL EQUIPMENT. 
 
i87 
 
 OLD-STYLE REDUCING VALVE. 
 
 *l To Signal Pipe. 
 
 To Main Reservoir. 
 Fig. 46. 
 
i88 
 
 A. Apply a new spring or place a washer 
 under the old one. 
 
 Q. What are the duties of the signal valve? 
 
 A. The signal valve releases the air that 
 blows the signal whistle in the cab. 
 
 Q. Where is the signal valve located? 
 
 A. Usually under the foot board. It may 
 be located on either side of the engine, as con- 
 venience may suggest. 
 
 Q. Describe the operation of the signal 
 valve? 
 
 A. The signal valve is shown by Fig. 47. It 
 is divided into two compartments, A and B, 
 which are separated by diaphragm 12, to which 
 is attached the stem 10; the lower end of stem 
 10 forms an air tight seat on the bushing 7. 
 This stem 10 fits bushing 9 snugly for a short 
 distance below its upper end to. where a peri- 
 pheral groove is cut in the stem. This fit in 
 bushing 9 is not tight, but sufficiently so to 
 allow air to feed through it very slowly. Below 
 this groove the stem is three-sided. The signal 
 pipe air enters the signal valve at Y, passing 
 through the small port d into chamber A, 
 thence through port C and slowly into chamber 
 B until the pressure in both chambers A and 
 B are equalized. Any sudden reduction of 
 pressure in the signal line, such as the con- 
 ductor signahng the engineer, or a parted train, 
 reduces the pressure in chamber A, and the 
 unreduced pressure in chamber B forces the 
 
i89 
 
 SIGNAL VALVE. 
 
 — 7" 
 3 
 
 U> 14 
 
190 
 
 diaphragm and its stem upward, whicli uncovers 
 the port e, thereby permitting air to escape at 
 X, which sounds the whistle in the cab, but it 
 will blow for an instant only until the pressure 
 again equalizes in chambers A and B and the 
 end of stem 10 closes port e. 
 
 Q. How long does it take for chambers A 
 and B to equalize? 
 
 A. Ordinarily about two seconds, but it is 
 safer for the conductor to wait three seconds 
 before making a second reduction and even 
 more if a long train. 
 
 Q. What would occur if a second reduction 
 were made before chambers A and B had equal- 
 ized? 
 
 A. It would cause one continuous blast of 
 the air whistle. 
 
 Q. J\Iust the reduction in whistle train line 
 be sudden in order to operate the signal valve? 
 
 A. Yes; otherwise it w^ould leak between 
 bushing 9 and piston 10 so rapidly as to make 
 the signal valve inoperative. It is the sudden- 
 ness of the reduction that operates the signal 
 valve. 
 
 Q. How does a reduction in the signal 
 valve operate the reducing valve? 
 
 A. They are both connected with the signal 
 line by independent piping, so it is impossible 
 to cause a reduction m one without also causing 
 a reduction in the other. 
 
 Q. How does the car discharge valve oper- 
 ate? 
 
191 
 
 CAR DISCHARGE VALVE. 
 
 ToSignalPip* 
 
 Fig. 48. 
 
192 
 
 A. This valve is shown by Fig. 48. The 
 signal cord is attached to the end of lever 5 
 and each pull upon the cord forces valve 3 off 
 its seat and permits air to escape at port a, 
 which reduction, as has been previously ex- 
 plained, will cause a blast of the air whistle in 
 the cab. 
 
 Q. Where is the car discharge valve lo- 
 cated? 
 
 A. At one end of the car on line with the 
 bell cord. It should be outside the car, al- 
 though many are located in the saloon inside 
 of the car. 
 
 O. Why should it be placed outside of the 
 car? 
 
 A. So that the noise caused by the discharge 
 of air will not affect sick or nervous passengers. 
 
 Q. Where are the signal air strainers lo- 
 cated? 
 
 A. They should always be located upon the 
 car as shown by Plate 4, and sometimes be- 
 tween the main reservoir and the reducing 
 valve. 
 
 O. If there is a constant leak at the dis- 
 charge valve what is the trouble? 
 
 A. There is dirt on the seat of valve 3. 
 
 Q. If no air escapes from the discharge 
 valve after the cord has been pulled what is the 
 cause? 
 
 A. It is probable the cut-out cock in the 
 saloon is shut off. 
 
193 
 
 Q. After coupling an engine to a train it is 
 found that the signal line is not charged, where 
 would you look for the trouble? 
 
 A. First examine the angle cock between 
 engine and train and be sure it is open. Next 
 examine the plug cock between the main reser- 
 voir and reducing valve, and if the reducing 
 valve is outside and the weather is cold it may 
 be frozen, or it may be that the small taper port 
 in the reducer, Fig. 45, where main reservoir 
 pressure enters, may be closed with dirt or oil. 
 
 Q. Name the other defects that would make 
 the signal system inoperative. 
 
 A. In the signal valve too loose a fit be- 
 tween stem 10 and bushing 9 (Fig. 47), or a 
 baggy diaphragm or one with a hole in it or 
 the small port d being plugged up, dirty strain- 
 ers or an improperly adjusted whistle bell, and 
 too slow a reduction made in the signal line. 
 
 O. Why w^ould too loose a fit between bush- 
 ing 9 and stem 10 prevent the whistle sound- 
 ing? 
 
 A. Chambers A and B might equalize with- 
 out raising the diaphragm, especially if the re- 
 duction were made slowly. 
 
 Q. Why would the signal whistle not sound 
 with a baggy or worn-out diaphragm? 
 
 A. Because when a reduction was made in 
 chamber A the pressure in chamber B would 
 cause the diaphragm to bulge upward, but 
 would not raise stem 10 from its seat. 
 
194 
 
 Q. How would a hole in the diaphragm 12, 
 Fig. 47, prevent the whistle from souncUn.g.^ 
 
 A. Because air would flow^ from chamber B 
 directly into chamber A until the pressure 
 equalized and would not raise stem 10. 
 
 Q. If the small port d, Fig. 47, is plugged 
 up, how will it prevent the whistle from sound- 
 ing? 
 
 A. Because when a reduction is made in the 
 signal line no air can escape from chamber A. 
 
 O. What is the effect of dirty or plugged up 
 strainers? 
 
 A. When the conductor pulls the signal 
 cord no air will escape at the car discharge 
 valve. 
 
 Q. What will cause the whistle to sing con- 
 tinuously? 
 
 A. Dirt on the seat at the bottom of stem 
 10, Fig. 47. 
 
 O. What may cause the whistle to blow 
 intermittingly? 
 
 A. Jars. The diaphragm in the signal valve 
 sometimes becomes baked with oil and may jar 
 stem 10 from its seat. 
 
 Q. What effect has an improperly adjusted 
 signal whistle bell? 
 
 A. Whistle bells are usually adjusted to 
 such a height from the bowl as will furnish the 
 clearest and most distinct sound with a given 
 pressure. If improperly adjusted the whistle 
 mav shriek or not sound at all. 
 
195 
 
 AIR WHISTLE. 
 
 s 
 
 Fig. 49. 
 
196 
 
 Q. What effect has too slow a reduction? 
 
 A. The friction of the air passing through 
 the pipes tends to decrease the suddenness of 
 the reduction, especially if the train be a long 
 one, which allows too much time for the air to 
 pass by bushing 9 and piston 10, Fig. 47, thereby 
 permitting chambers A and B to equalize with- 
 out raising stem 10. 
 
 Q. If spring 13 of the reducing valve, Fig. 45, 
 be properly adjusted to forty pounds pressure, 
 how can full main reservoir pressure enter the 
 whistle signal line? 
 
 A. If there is dirt on the seat of valve 4, 
 Fig. 45, which prevents the valve from seating, 
 full main reser\^oir pressure will leak past valve 
 4 and back into the signal line. 
 
 Q. What effect will ninety pounds pressure 
 have upon the signal whistle in the event of a 
 reduction? 
 
 A. It will cause the whistle to screech. 
 
 Q. What other effect may this main reser- 
 voir pressure in the signal line have? 
 
 A. The signal whistle will blow when the 
 brakes are released, especially if the train is 
 short. 
 
 Q. What causes the whistle to blow in this 
 case? 
 
 A. In order to release the brakes main 
 reservoir pressure must be thrown into the train 
 line and as the main reservoir pressure is re- 
 duced the ninety pounds pressure in the signal 
 
197 
 
 line will flow under valve 4, Fig. 45, toward the 
 main reservoir and the reduction in signal line 
 pressure will cause the whistle to blow. 
 
 Q. Why is the whistle more likely to sound 
 on a light engine when the brakes are released? 
 
 A. Because if coupled to a train there would 
 be a greater volume in the signal line and the 
 reduction would not be so great. 
 
 Q. Sometimes the whistle will blow two or 
 three times with one reduction. What is the 
 cause? 
 
 A. The fit between bushing 9 and stem 10, 
 Fig. 47, is too loose and there is main reservoir 
 pressure on the signal Hne. When a reduction 
 is made it starts the signal valve tO' operate 
 and the reducer cannot feed air into the signal 
 line properly to cause the signal valve to close 
 until the pressure in the signal line is forfey 
 pounds or less. Meanwhile the pressure in 
 chambers A and B fluctuate, which causes the 
 diaphragm to raise and lower several times 
 which uncovers port e of the signal valve 
 permitting air to escape to the whistle. 
 
 Q. What may cause one long blast of the 
 whistle? 
 
 A. Reduction made too rapidly or too tight 
 a fit between bushing 9 and stem 10 in the sig- 
 nal valve. 
 
 Q. How may an engineer ascertain what 
 pressure he has in the signal line? 
 
 A. Have the fireman bleed the main reser- 
 
198 
 
 voir until the whistle blows and watch the red 
 hand which will register slightly less than signal 
 line pressure when the whistle blows. The 
 reason of this is that when main reservoir pres- 
 sure falls below signal line pressure the air will 
 flow toward the main reservoir and cause a re- 
 duction of pressure in the signal line which 
 will cause the whistle to blow. 
 
199 
 INDEX. 
 
 Air Brakes, Application of 19, 20, 55, 68, 105, 
 
 107, 109, 117, 157, 166, 169, 177 
 
 Applied 122, 161, 162, 171, 173 
 
 apparatus, Arrangement of 9, 10 
 
 Automatic 5 
 
 Bleeding 174, 179 
 
 Cut out 162, 180, 181 
 
 Essential parts of the 6, 7, 6 
 
 Inspection of 162 
 
 Leaky 180 
 
 Making tests of the 160, 161, 163 
 
 Pressure used in 8 
 
 Releasing 58, 59, 67, 
 
 108, 162, 163, 169, 170, 171, 179 
 
 used with hand brakes 171, 178, 179 
 
 Air Cylinders, 32, 36 
 
 Air Gauges, 7, 26 
 
 Air Pumps, Westinghouse Eight-inch 27 
 
 Parts of, 10,11,12,13 
 Description of the operation of the air 
 
 end of 36, 37 
 
 Difference between 8 and 9^ inch.... 34 
 
 Duties and functions of 29 
 
 of main valve 29 
 
 entrance of steam 34 
 
 movements of the pistons, 11, 12, 13, 
 
 29, 30, 31, 35 
 
 Names of the different parts of the 
 
 9H inch 33 
 
 New York 37 
 
 Arrangement of steam ports in steam 
 
 chests 12, 13, 40 
 
 in general, starting, speed, causes of 
 
 pounds, etc. 43, 44, 45 
 
 movements of pistons 40, 41 
 
 Parts of 12 
 
 running hot 45, 48 
 
 Steam used by 13 
 
 stopping 47, 48 
 
 swab 43 
 
 Air Signal System 193 
 
 Defects of ' 193 
 
 Essential parts of 183 
 
200 
 
 Air Whistle, 195 
 
 blowing 197, 198 
 
 intermittingly ^ 194 
 
 American Equalizing Brake, 165 
 
 Angle Cocks, 7 
 
 Automatic Slack Adjuster, 149, 150 
 
 Operation of the.. 152, 154 
 
 Auxiliary, Charging 13, 108, 109, 122, 173 
 
 reservoir. .19, 2;^, 104, 105, 106, 107, 108, 119 
 
 Size of the *. 148 
 
 B. 
 
 Brake Cylinders, Best location for 157 
 
 Construction of 24 
 
 Determining size of 157 
 
 Method of drilling 155 
 
 Table of 159 
 
 Weight of cars for various 
 
 sizes of 148 
 
 Brakes, Application of 55, 68, 105, 107, 109, 
 
 117, 166, 167, 169, 177 
 
 Applied 20, 161, 162, 171, 173 
 
 with conductor's valve. .. .175, 176, 177 
 
 Bleeding 174, 179 
 
 Cut out 162, 180, 181 
 
 High-Speed 140 
 
 when used 140 
 
 Inspection of 162 
 
 Leaky ' 180 
 
 Making tests of 160, 161, 163 
 
 Releasing 13, 58, 67, 108, 162, 
 
 163, 169, 170, 171, 179 
 
 Braking Power, Percentage used. . 158 
 
 Breaking in Two, 170, 173, 174, 178, 179 
 
 C. 
 
 Car Discharge Valve 191 
 
 Location of 192 
 
 Operation of 190, 192 
 
 Charging Train 161 
 
 Combined Freight Car, Cylinder, Reservoir and 
 
 Triple Valve, 133, 134, 135 
 
 Conductor's Valve, 7, 55, 175, 176, 177 
 
 Cut Out Cocks, 7 
 
 Cylinder, Construction of brake 24 
 
 piston 24 
 
 Large and small air 10, 11 
 
 of Duplex Pump 13, S7 
 
 Steam 10, il 
 
20I 
 
 D. 
 
 Defective Triple Valves, 121 
 
 New York 125 
 
 Westinghouse 121 
 
 Diaphragm 25, 26 
 
 Difference Between Quick Action and Plain 
 
 Triples, 20 
 
 Double Heading, i74 
 
 Drain Cups 132 
 
 E. 
 
 Emergency Piston 22, 23 
 
 position, New York 114 
 
 Westinghouse 102 
 
 Equalizing Discharge Piston 14, 59 
 
 reservoir 58, 59 
 
 Excess Pressure Spring 5i» 53, 7^ 
 
 Tension of 53 
 
 F. 
 
 Feed Groove 16, 132 
 
 Cleaning the 132 
 
 Foundation Brakes 156 
 
 Meaning of 156 
 
 G. 
 
 Graduating Spring, Broken, 124 
 
 H. 
 
 Handling Trains 164, 181 
 
 High Pressure Control 146 
 
 Meaning of 146 
 
 Necessity of 146 
 
 Service used in 1^6, 147 
 
 Hose Bursting 175, 176, 177 
 
 L. 
 
 Leaks in Air Pumps 46 
 
 Brake Cylinder 126 
 
 Car Discharge Valve 192 
 
 check valve case 123 
 
 emergency valve 127 
 
 equalizing reservoir 72 
 
 .xhaust valve 125 
 
 graduating valve 121, 125 
 
 main slide valve 73 
 
 non-return brake cylinder check valve 
 
 124, 126, 127 
 
 rotary valve 72 
 
 rubber seated valve 123 
 
202 
 Leaks— (Continued) 
 
 slide valve 121 
 
 supplementary reservoir ^^2 
 
 train pipe -j-^. 74 
 
 triple piston packing ring 122 
 
 vent valve 126, 127 
 
 Locomotive Truck Brake 153 
 
 Lubrication of automatic slack adjuster 156 
 
 pressure retaining valve 139 
 
 pumps 44, 45, 4(3 
 
 M. 
 
 Main Reservoir capacity 147 
 
 Location of 6 
 
 pressure 7, 9, 13, 25, 26, 
 
 • 53, 54, 89, 147, 160 
 
 on signal line 194, 197 
 
 The use of 13 
 
 N. 
 
 New York Duplex Pump Governor 94 
 
 Adjustment of. 97,98 
 Nine and One-Half Inch Pump, Westinghouse. . . .32 
 
 O. 
 
 Oil used in pumps 45 
 
 Operating Plain and Quick Action Triples. .. .108 
 Overcharging the Train Line 168 
 
 P. 
 
 Pipes, Branch 8 
 
 Discharge 8 
 
 Return 8 
 
 Piston 45, 78 
 
 Removing 79 
 
 Replacing 79 
 
 travel 151, 152, I54, 163, 164, 172 
 
 Irregular 124 
 
 Plain Triple Valve, Difference between New York 
 
 and Westinghouse, ...20, 117 
 
 Essential parts of 16 
 
 Operation of 16, 19 
 
 New York 18 
 
 New Style 21 
 
 Westinghouse 17 
 
203 
 
 Ports, Emergency 22 
 
 Exhaust 19, 39 
 
 Service 19 
 
 Steam 40 
 
 Vent 23 
 
 Pressure, Atmospheric 9, 16, 25, 39 
 
 Auxiliary reservoir .9, 15, 23, 105, 
 
 ...106, 107, 108, 119 
 
 Excess 9 
 
 Low 157 
 
 retained in brake cylinders 136 
 
 Signal line 183, 186 
 
 tops 96, 98 
 
 Pressures, Brake cylinder 9, 158 
 
 Names of different 8, 9 
 
 used with high pressure control 147 
 
 Pump Governors, Defects of 91, 96 
 
 New York 84 
 
 Operation and duties of 83, 88 
 
 Parts and functions of 24 
 
 Westinghouse 83, 86 
 
 Q. 
 
 Quick Action Triples 20, 99, 103 
 
 Forms in use 104 
 
 Mechanism of 22 
 
 New York ....22, iii, 113, 
 
 114, 115, 116 
 
 Parts necessary to produce 
 
 quick action 117, 118 
 
 Westinghouse passenger. .99, 103 
 
 R. 
 
 Recharging on Grades 173, 174 
 
 Regulating nut 24 
 
 screw 24 
 
 spring 24, 25 
 
 Reversing cylinder 31 
 
 valve gear 11, 12 
 
 Parts of 12 
 
 S. 
 
 Strainers 31^ 123, 132, 194 
 
 Supplementary Reservoir 14, 58, 59, 68 
 
204 
 
 T. 
 
 Train Pipe Pressure,. . . .9, 14, 15, 19, 26, 53, 54, 64, 
 
 . .68, 69, ']'], 89, 105, 108, 
 
 118, 120, 124, 147, 160 
 
 operating with New York 
 
 governor 25 
 
 Reduction of.. 14, 19, 22, 2}^, 
 
 55, 58, 59, 164, 166, 169 
 
 Venting of 20, 23 
 
 V. 
 
 Valve, Automatic cut off 59 
 
 Operation of 62 
 
 Brake 13, 49 
 
 cylinder check 23 
 
 Check 23 
 
 Cleaning feed 'JZ 
 
 excess pressure 12^ 
 
 D-8 ; •. • -^5, 48, 49, St'', 52, 54, 55 
 
 in different positions 48, 51, 55 
 
 Difference between New York and West- 
 house 53 
 
 Driver brake triple 20 
 
 Duties of excess pressure 54 
 
 main valve of 8-inch pump 29 
 
 Emergency. .22, 23, 52, 62, 63, no, 119, 174, 175 
 
 Excess pressure 54, 59 
 
 Cleaning TZ 
 
 Face of slide .65 
 
 Feed 69 
 
 cleaning -JZ 
 
 F-6 brake 75 
 
 G-6 brake 58 
 
 Graduating 14, 16, 19, 106 
 
 High Speed automatic reducing. .141,142,143,144 
 
 Improved reducing 184, 185 
 
 New Y'ork and Westinghouse 14, 15 
 
 brake 59, 60, 61, 63, 64, 66, 67 
 
 plain triple . 18 
 
 of 8-in pump 11 
 
 New Y'ork duplex 37, 39, 40, 41 
 
 Operation of automatic cut off 62 
 
 face of slide 65 
 
 New York brake 66, 67 
 
 safety 145 
 
 signal 188, 190 
 
205 
 Valve — (Continued) 
 
 slide valve seat 65 
 
 feed 69, 80, 81 
 
 Old Style Feed 74, 76, 11 
 
 Cleaning . .78 
 
 reducing 187 
 
 Operation of 186 
 
 Plain triple 15 
 
 New York 18, 21 
 
 New Style 21 
 
 Westinghouse 17 
 
 Pressure i37 
 
 Quick Action triple 99, 103 
 
 Forms in use 104 
 
 New York . .111, 113, 
 
 114, 115, 116 
 
 Westinghouse 99, 103 
 
 Reducing 186, 187 
 
 Improved 1S4 
 
 Old Style 186, 187 
 
 Release 7, I35 
 
 Retaining 7, 136, 138, i39, 140 
 
 Reversing slide Zl^ 39 
 
 Rotary 14 
 
 Seat of slide 65 
 
 Duties of 105 
 
 Slide valve feed 69 
 
 Adjustment of 12. 
 
 Description of 78, 81, 82, 83 
 
 Duties of 69 
 
 seat 65 
 
 Safety, Duties of 29, 145 
 
 Signal 189 
 
 Operation of 188, 190 
 
 Steam 24, 83, 88 
 
 Duties of 83 
 
 Supply 78 
 
 Cleaning and removal of 78 
 
 replacing of 78 
 
 Vent 128, 139 
 
 Westinghouse 17 
 
 duplex pump governor 92 
 
 plain triple 17 
 
 quick action triple 99, 103 
 
 emergency 22, 2^ 
 
 Water Tanks, Stops at 167, 168 
 
 Wheels, Sliding 64, 124, 141, 159, 160, 171, 172 
 
2o6 
 
 ILLUSTRATIONS 
 
 Fig: Page: 
 
 1 Westinghouse' Plain Triple Valve 17 
 
 2 New York Plain Triple Valve 18 
 
 3 New York Plain Triple Valve, New Style 21 
 
 4 Westinghouse Eight-inch Air Pump , 27 
 
 5 Westinghouse Nine and One-half Inch Pump a34 
 
 6 Westinghouse Nine and One-half Inch Pump b34 
 
 7 New York Duplex Pump a37 
 
 8 Westinghouse D-8 Engineer's Brake Valve 49 
 
 9 Westinghouse D-8 Edgineer's Brake Valve 50 
 
 1 Westinghouse G-6 Engineer's Brake Valve 56 
 
 11 Westinghouse G-6 Engineer's Brake Valve 57 
 
 1 2 New York Engineer's Brake Valve 60 
 
 1 3 New York Engineer's Brake Valve 61 
 
 14 Face of Slide Valve 65 
 
 15 Slide Valve Seat 65 
 
 1 6 New York Engineer's Brake Valve, End Section 66 
 
 1 7 New York Engineer's Brake Valve, End Section 67 
 
 18 G-6 Engineer's Brake Valve 70 
 
 19 F- 6 Brake Valve 75 
 
 20 Old-Style Feed Valve 76 
 
 21 Slide Valve Feed Valve 80 
 
 22 Slide Valve Feed Valve 81 
 
 23 New York Pump Governor 84 
 
 24 Westinghouse One-inch Pump Governor 86 
 
 25 Westinghouse Duplex Pump Governor -. 92 
 
 26 New York Duplex Governor 94 
 
 27 Westinghouse Quick Action Passenger Triple Valve 99 
 
 28 •• " " ** '^ 100 
 
 29 '^ '• " " • 101 
 
 30 '• " " " •• 102 
 
 3 1 New York Quick Action Triple Valve, Release Position — Ill 
 
 32 " " " " " Lap Position 112 
 
 33 " " " " " Service Position 113 
 
 34 " " '' " '* Emergency Position 114- 
 
 35 Combined Freight Gar Cylinder, Reservoir and Triple Valve 1 34 
 
 36 Release Valve 135 
 
 37 Pressure Retaining Valve .. 137 
 
 38 High-Speed Brake Automatic Reducing Valve 142 
 
 39 Safety Valve 145 
 
 40 The Automatic Slack Adjuster 1 49 
 
 4 1 Automatic Slack Adjuster 150 
 
 42 Locomotive-Truck Brake 153 
 
 43 Method of Drilling Brake Cylinders 155 
 
 44 American Equalizing Driver Brake . 165 
 
 45 Improved Reducing Valve 184 
 
 46 Old- Style Reducing Valve 187 
 
 47 Signal Valve 189 
 
 48 Car Discharge Valve 191 
 
 49 Air Whistle 195 
 
 Plates: Following Page: 
 
 1 Westinghouse, Passenger Car, Tender and Engine Equipment 7 
 
 2 New York, " ' " " 7 
 
 3 Westinghouse Standard High-Speed Brake 1 40 
 
 4 Air Signal Equipment 185 
 
...Just Published... 
 
 • • • • 1 ri Cr« • • • 
 
 Locomotive Up to Date 
 
 The greatest accummulation of new and practical matter ever pub- 
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 . Simple and Compound 
 
 By Chas. McShane 
 
 Author of "One Thousand Pointers for Machinists and Engineers." 
 
 Special Exhaustive Articles were prepared for this new book 
 
 ...by the... 
 
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 Cooke Loco, and Machine Co. 
 
 Richmond Loco, and Machine Co. 
 
 With contributions from more than one hundred prominent railway 
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 736 Pages, 6x9 Inches 380 illustrations 
 
 An Absolute Authority on all Subjects Relating to the Locomotive 
 
 BOUND IN FINE CLOTH, $2.50 
 
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 GRIFFIN & WINTERS, Publishers 
 
 New York Life BIdg., CHICAGO ILL. 
 
ONE THOUSAND POINTERS 
 
 . . . FOR . . . 
 
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 . . . BY . . . 
 
 CHAS. McSHANE 
 
 (practical machinist) 
 Assisted by 
 
 CLINTON B. CONGER J. P. HINE, J. G. A. MEYER. 
 
 Air Brake Expert. Mem. Div. 37, B. of L. E. Mechanical Engineer. 
 
 W. M. F. GROSS, JNO. C. WHITE. 
 
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 The Only Complete Work on the Locomotive 
 Combining Both Theory and Practice* 
 
 342 PAGES. 187 ILLUSTRATIONS. 
 
 Knowing that no one man can be an expert on many subjects psrtaining 
 to the locomotive, and realizing the need of a complete and authentic work 
 embracing only information that will be of real value for practical use and 
 at a price within the reach of all, we have secured articles from the best 
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 their class, and whose names are familiar to all mechanics and railroad 
 men, which is the most convincing testimonial possible of the true value of 
 this work, in the preparation of which no time, labor or expense has been 
 spared to make it complete. It embraces the most modern and approved 
 practice in the construction, care and economical management of the locomo- 
 tive. It is written in plain language and condensed form, no mathematical 
 demonstrations being given or required. Each and every subject is fully 
 illustrated by woodcuts, half tones and pen drawings. It is equally valuable 
 to Master Mechanics, Foremen, Draughtsmen, Firemen or Apprentices, and 
 no man who desires to keep up with the times can do without a copy of this 
 book. Every Division or Lodge should secure one for the benefit of its 
 members. 
 
 Bound in Fine Cloth $L50 
 
 The Only Book Ever indorsed by the International Association of Machinists. 
 
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 club rates. Will be sent prepaid to any address upon receipt of price. 
 
 GRIFFIN & WINTERS, Publishers, 
 
 IS^JETW YORK LIFE BLDG., 
 
 CHiCAeo, - - - Illinois. 
 
3 1905