I il •YfifrirrA'^'nTim Copyright N^- COPYRIGHT DEPOSIT. NOTICE This Book Has Been Brought Up-to- Date by the Addition of an Appendix Which Describes Fully the Improved Westinghouse equipment Developed for Use on Locomotives and Freight Cars. (See Pages 301 to 373 ) THE NORMAN W. HENLEY PUBLISHING COMPANY 132 Nassau Street, New York, U. S. A. UP-TO-DATE AIR BRAKE CATECHISM A PRACTICAL AND COMPLETE WORK, TREAT- ING ON THE EQUIPMENT MANUFACTURED BY THE WESTINGHOUSE AIR BRAKE COMPANY, INCLUDING THE No. 5 AND No. 6 ET LOCOMO- TIVE BRAKE EQUIPMENTS; THE K (QUICK-SER- VICE) TRIPLE VALVE FOR FREIGHT SERVICE; AND THE CROSS COMPOUND PUMP. THE OPERA- TION OF ALL PARTS OF THE APPARATUS IS EXPLAINED IN DETAIL, AND A PRACTICAL WAY OF FINDING THEIR PECULIARITIES AND DE- FECTS WITH A PROPER REMEDY IS GIVEN. Contains Over 2,000 Questions With Their Answers INTENDED AS EXAMINATION QUESTIONS FOR ENGINEERS AND FIRE- MEN. AND ALL OTHER RAILROAD MEN. PREPARING TO PASS AN EXAMINATION ON THE SUBJECT OF AIR BRAKES. ENDORSED AND USED BY AIR BRAKE INSTRUCTORS AND EXAMINERS ON NEARLY EVERY RAILROAD IN THE UNITED STATES. By ROBERT H. BLACKALL Fully illustrated by detail engravings and folding plates TWENTY-THIRD EDITION Revised and Enlarged NEW YORK : THE NORMAN W. HENLEY PUBLISHING COMPANY 132 Nassau Street 1908 UBKARY of CON»5iKES3 J* wo Copies rteccsrjc MAY 13 1908 3LAS$ 4^ XXc. Mo "S-*^ -^^V^ Copyrighted, 1S98 BY NORMAN W. HENI^EY & CO. Copyrighted, 1900 BY NORMAN W. HENIyEY & CO Copyrighted, 1903 BY NORMAN W. HENI,EY & CO. Copyrighted, 1907 BY THE NORMAN W. HENI^EY PUBUSHING CO. ' ' Copyrighted, 1908 BY THE NORMAN W. HENLEY PUBI^TSHING CO. SDctsicaticn. THIS BOOK IS RE--PUCTFIUXY Dl-DICATED TO R. C. BEACKAIX. SUPERINTENDENT OK INIACHINEKY, D. & H. CO. AS A TOKEN OF APPRECIATION OF HIS executive abiuty and inteli.igent service durin:^ a long period of PRACTICAIy RAII^ROADING. Preface to Twenty-third Edition. The issuing of the present edition of this book, Up-to- date Air-Brake Catechism with an appendix, shows that the book is fining the want it was designed to meet. The changed conditions of service which now prevail, and which consist in longer trains, cars of heavier capacity and locomotives with a power and weight commensurate with their increased duties, has made imperative some radi- cal changes in the air brake art. The original brake was designed with the idea in mind that the maximum length of train would be fifty cars, and the capacity of these cars 60,000 pounds. The usual capacity is now 100,000 pounds, the number of cars in a train is often over 100, and the hauling power of the locomotive has kept pace. The result of these changes has been that the apparatus which has been in use for so many years is not adequate to handle, with the desired efficiency, the long and heavy trains of to-day. To meet these conditions the Westinghouse Air Brake Company has developed an engine and car equipment by the use of which even better results are obtained with the long and heavy trains than could be obtained with the older equipment and the shorter trains. The appendix to this book has been written with a view of explaining the operation of this new equipment with which it will be Accessary for railroad employees to become familiar to avail themselves of the many advan- tages which it makes possible. The author wishes to take this opportunity to again thank the railroad public for their continued support which has been very gratifying to him, April, 1908. Robert H. Blackall. PREFACE TO TWELFTH EDITION. The success of previous editions of this book has led the author to add several new chapters to the present edition, and at the same time the work has been revised and corrected to date. I desire to now express thanks for the many favorable letters received from students of the Air Brake. ROBERT H. BLACKALIv. PREFACE. There is a law compelling railroad companies to have , a sufficient number of cars to control trains equipped with air brakes by January i, 1900. In view of this, there is a vast army of railroad employees, especially engine and train crews and air-brake machinists, whose work demands a practical and thorough understanding of that subject. There is no book published which gives a complete study of the air-brake equipment, including the latest devices and inventions used. It is to meet the demand for such a book that the present work is designed. The book includes a complete discussion of all parts of the air-brake equipment, the troubles and peculiarities encountered, and a practical way to find and remedy them. It is written in the familiar style of the class-room, the method of question and answer being adopted, as in that way each point to be enforced may be more definitely and clearly brought out. Train and engine crews will find special and practical as- sistance to their work under the subjects Train Hand- 1.ING and Train Inspection. The aim of the author has been to make the subject matter of such a character as will be readily understood by beginners, and by progression under each topic, to cover also the more intricate work, which will make the book valu- able to those advanced in the subject. ROBERT H. BLACKALL, Air-Brake Inspector, D. & H. C. Co. TABLE OF CONTENTS. Preface. Beginnings of the Air Brake . . . ' . Westinghouse Automatic Brake .... Triple Valve ..... Plain Triple Valve . . . . Function of the Triple Valve Quick- Action Triple Valve . . Peculiarities and Troubles of the Triple Valve Freight Equipment . . , . Piston Travel ...... American Brake-Slack Adjuster .... Westinghouse Retaining Valves — Operation, Troubles Benefits ..... Main Reservoir ...... Westinghouse Engineer's Brake Valves G 6 Brake Valve . . . . . . Slide- Valve Feed Valve .... Feed Valve or Trainline Governor (Old Style) Engineer's Equalizing Reservoir or *' Little Drum Peculiarities and Troubles .... Westinghouse D 8 Engineer's Brake Valve . Operation and Description .... Peculiarities and Troubles Comparison of G 6 and D 8 Engineer's Brake Valve Westinghouse Air Pumps .... Nine and One-Half-Inch Pump Peculiarities and Care .... Eight-Inch Pump . . . . . Nine and One-Half-Inch Pump, Right and I^eft Hand Eleven-Inch Pump ..... Westinghouse Pump Governors — Operation, Peculiarities and Care , , PAGE 17-20 21 22-48 22-34 27-34 35-48 40-48 49-53 54-65 66-73 74-83 84-88 89-131 91-117 101-104 105-109 110-113 114-117 I 18-129 I 18-125 126-129 130-131 132-153 132-144 137-144 145-149 149-150 151-153 154-160 TABm OF CONTENTS. The Sweeney Compressor The Water Brake For Simple Engines . For Compound Engines Westinghouse Signal System Operation and Description Peculiarities and Troubles High-Speed Brake Schedule U or High-Pressure Control * Combined Automatic and Straight Air Duplex Main Reservoir Regulation Appliances and Methods of Testing Triple Valves Lubricants . , Air Brake Recording Gages Train Inspection Train Handling . . , ^ Brake Tests . Piping , , ^ Cam Brake , , ^ Braking Power and Ivcverage Cylinders to be Used on Different Vehicles American Brake Leverage Air Hose and Specifications Rules and Formulae for Air-Brake Inspectors No. 5 E T LOCOMOTIVE BRAKE EQUIPMEN Brake Valves (automatic and independent) Distributing Valve .... Safety Valve • . . . Feed Valves B-4 and B-3 SF (excess-pressure) Pump Governor . Defects of ET Equipment . K Type (quick-service) Triple Valve . 8>^-Inch Cross-Compound Pump . • [No. 6 E T Locomotive Brake Equipment 161 . 162-169 163-165 . 165-169 170-184 . 170-178 179-184 . 185-196 197-200 , 201-213 214-216 217-227 228 229-233 234-242 243-261 261-267 268-269 270 271-286 287 288-290 291-294 295-299 307-349 314-326 327-336 337-338 339-341 342-345 346-349 350-357 358-367 368-373 List of Illustrations of Westinghouse Air Brake and Signal Equipment. PAOE Plate IV. Showing Different Positions and Parts of the Plain Triple Valve, including : Plain Triple Valve — Release Position Plain Triple Valve— Service Position Plain Triple Valve — Lap Position Plain Triple Valve — Emergency Position Showing Different Positions and Parts of the Quick- Action Triple Valve, including : Quick- Action Triple Valve — Release Position. Quick-Action Triple Valve — Service Position . Quick- Action Triple Valve — Lap position Quick-Action Triple Valve — Emergency Posi- tion Quick- Action Triple Valve Slide- Valve Bushing Quick-Action Triple Valve Slide- Valve . Freight Equipment 50 Showing Application of American Brake- Slack Adjuster to a Passenger Car .... 67 Sectional View of American Brake-Slack Adjuster 76 Showing Proper Method of Drilling Brake Cyl- inders when used with The American Brake- Slack Adjuster .. ..... 72 Fig. I. Fig. 2. Fig. 3. Fig. 4. Plate V. ( Fig. 5. Fig. 6. Fig. 7. Fig. 8. Fig. 9. Fig. 10. Fig. II. Fig. 12. I'ig. 13- Fig. 14. List of Ii.i.ustrations. Fig. 15. Sectional View of Pressure Retaining Valve Fig. 16. Retaining Valve used with 12, 14 and 16-inch Brake Cylinders ...... Fig. 17. ** Pullman " Retaining Valve, used on Vestibule Cars Fig. 18. Standard Retaining Valve used with 6, 8 and lo-inch Brake Cylinders Fig. 19. Driver Brake Retaining Valve .... Fig. 20. D8 Engineer's Brake Valve — Release Position . Plate VI. Showing Sectional Views of the G 6 Engineer's Brake Valve and Slide Valve Feed Valve, in- cluding : Fig. 21. G 6 Engineer's Brake Valve — Release Position Fig. 22. G 6 Engineer's Brake Valve — Running Position Fig 23. G 6 Engineer's Brake Valve — Plan View . Fig. 24. Slide Valve Feed Valve, Section Through Sup- ply Valve Piston Fig. 25. Slide Valve Feed Valve, Section Through Re- gulating Part ...... Fig. 26. Rotary Valve of G 6 Engineer's Brake Valve (top view) Fig. 27. Rotary Valve of G 6 Engineer's Brake Valve (bottom view) F'eed Valve or Train I^ine Governor (old style) . Feed Valve Gasket Engineer's Equalizing Reservoir or ^'Little Drum'* ........ D 8 Engineer's Brake Valve — Release Position . D 8 Engineer's Brake Valve — Release Position . D 8 Engineer's Brake Valve — Plan View of Rotary Seat Fig. 34. Rotary Valve of D 8 Engineers Brake Valve (bottom view) Plate VII. Nine and One-Half Inch Pump. Fig. 35. Nine and One-Half-Inch Pump, Front Section Fig. 36. Nine and One-Half-Inch Pump, Side Section . Fig. 37. Nine and One-Half-Inch Pump, Main Valve Bush Fig. 38. Eight-Inch Pump in Section .... F'ig. 39. Right and Left Nine and One-Half-Inch Pump Fig. 28. Fig. 29. Fig. 30- Fig. 31. Fig. 32. Fig. 33. PAGE 75 82 82 82 82 93 106 107 no 118 122 123 124 146 150 List of Illustrations. Plate VIII. Fig. 40 Fig. 41 Fig. 42. Fig. 43. Fig. 44. Fig. 45. Fig. 46. Fig. 47- Fig. 48. Fig. 49. Fig. 50. Fig. 51. Fig. 52. Fig. 53. Fig. 54. Plate IX. Fig. 55. Fig. 56. Fig. 57. Fig. 58. Fig. 59- Fig. 60. Plate X Fig. 61. Fig. 62 Fig. 63 Fig. 64. Fig. 65. Fig. 66. Fig. 67. Engines Engines Kleven-Inch Pump. . Eleven-inch Pump, Front Section . Eleven-inch Pump, Side Section Improved Pump Governor Old Style Pump Governor Water Brake on Simple Engine . Baldwin Water Brake for Compound Side View Baldwin Water Brake for Compound Front View Signal Equipment on Engine Signal Equipment on Passenger Car Air Signal Strainer Car Discharge Valve Signal Valve Improved Signal Reducing Valve Signal Whistle . . . . Old Style Reducing Valve . High-Speed Brake Equipment. High-Speed Automatic Reducing Valv Section of High-Speed Reducing Valve Showing Position of Ports in Eniergency Stop Section of High-Speed Reducing Valve Showing Position of Ports with Cylinder Pressure Slightly Exceeding 60 Pounds Section of High-Speed Reducing Valve Showing Position of Ports in Release Position High-Speed Reducing Valve Shown Attached to Car Showing Comparative Efficiency of Westing- house Brakes . . . . . Schedule U or High-Pressure Control Apparatus. Safety Valve Diagrammatic Representation of CombinedAuto- matic and Straight- Air Brake .... Double Check Valve Straight-Air Brake Valve Straight-Air Brake Valve Straight-Air Brake Valve Straight- Air Brake Valve 155 158 164 166 168 170 172 173 174 176 177 178 179 187 189 189 191 193 199 202 204 208 208 209 209 List of Illustrations. Section Through Straight-Air Brake Valve Duplex Main Reservoir Regulation, Method of Piping ...... Method of Drilling Brake Valve for Duplex Main Reservoir Regulation Method of Drilling Brake Valve for Duplex Main Reservoir Regulation Controlling Valve, End Section . Controlling Valve, Side Section . Portable Yard Testing Plant, Side View Portable Yard Testing Plant, End View Cleaner's Test for Triple Valves, including : Cleaner's Test, Side View .... Cleaner's Test, Top View .... Cleaner's Test, End View .... Shop Repair Test for Triple Valves, including : Shop Repair Test, Side View Shop Repair Test, Top View Shop Repair Test, End View Air Brake Recording Gauge, Revolving Type Air Brake Recording Guage, Horizontal Type Lever of First Class ..... Lever of First Class, Applied to Car Wheel Lever of Second Class Lever of Second Class, Applied to Car Wheel Lever of Third Class ..... Lever of Third Class, Applied to Car AVheel Hodge System of Leverage . . . Steven's System of Leverage Hodge System of Leverage .... Leverage System for Tenders American Driver-Brake Leverage Showing Markings on Air Hose . Method of Testing Hose . . . Plate XIII. This shows exterior and sections of valves included in Schedule ET. bers of the cuts are from Figure inclusive. Plate XIV. K (quick-service) Triple Valve, Figs. 128, inclusive. Figs. 129 to 131, inclusive : The S>^-inch Cross-Compound Pump. Fig. 68. Fig. 69. Fig. 70. Fig. 71. Fig. 72. Fig. 73. Fig. 74. Fig. 75. Plate XL Fig. 76. Fig. 77. Fig. 78. Plate XII. Fig. 7c Fig. 8c Fig. 81 Fig. 82. Fig. 83. Fig. 84. Fig. 85. Fig. 86. Fig. 87. Fig. 88. ■ Fig. 89 ] Fig. 90. ] Fig. 91. ^ Fig. 92. Fig. 93. Fig. 94. . Fig. 95. ^ Fig. 96. : all of the The num- 97 to 118, 121 to BEGINNINGS OF THE AIR BRAKE Q, What is an air brake ? A. A brake worked by compressed air. Q, What was the first form of air brake used f A. The straight air brake. Q. By whom and when was it invented ? A. By George Westinghouse, Jr., in 1869. Q, What forms of brake did it supplant ? A. The hand and the spring brakes. Q. What parts were necessary to operate the straight air brake ? A. An air pump, main reservoir, a valve called the three-way cock used to control the application and release of the brakes, a train pipe, and brake cylinders. Q. What parts were on the engine ? A. A main reservoir, pump, and engineer's valve. Q, What parts were 07i the car ? A. The train pipe and cylinder. Q, Where was the braking power stored with this system ? A. In the main reservoir on the engine. i8 Air-Brake Catechism. Q, How were the brakes applied? A. By changing the position of the three-way cock on the engine so as to allow the main reservoir pressure to flow into the train line. The train line, connected directly with the brake cylinder, allowed air to pass into the cylinder, forcing thepistonout and applying the brake. Q, Why was this brake tmsatisfactory ? A. For several reasons. First, the tendency of the brake was to apply soonest at the head end of the train. If they were applied suddenly the slack running ahead would cause severe shocks and damage. Second, if a hose burst in the train, the brakes could not be set with air, as it would pass out the burst hose to the atmosphere. Third, on a long train the main reservoir pressure would equalize with that in the train line and brake cylinders at a low pressure on account of the large space to be filled; before the brakes were full set the engineer would have to allow the pump to compress air into the train line and brake cylinders, and before maximum braking power was obtained the train would be stopped. Fourth, the effect of friction on the flow of air from main reservoir through a long train made this brake slower. Q, What was the next forvi after the straight air brake ? A. The automatic. Q, By whom and when was it invented ? A. By George Westinghouse, Jr., in 1873. Q, What gains over the hand brake are made with the air brake ? A. With a train of fifty modern equipped air-bralce cars, a full and harder set brake is obtained on the entire train more quickly than a hand brake can be set on one car. Since trains handled on heavy grades have to be Beginnings of Thk Air Brake. 19 slowed down for the purpose of recharging, by this means the wheels are given a chance to cool. With the hand brakes used on heav>^ grades, the shoes grind against the wheels down nearly, or quite all of the grade so that often the train is wrecked because the wheels are heated to so high a temperature that they break. Air brakes give us an increased speed of trains with greater safety. Q, What brake followed the plain-automatic brake ? A. The quick-action brake, which almost imme- diately superseded the plain-automatic brake in passenger service, and did very quickly in freight service. With this improved apparatus the brake on the last of a fifty-car train could, if so desired, be applied in two and one-half seconds from the movement of the brake valve handle on the engine. Q. Is the quick-actio7i brake still in nse f A. Yes ; all passenger and freight cars are now equipped with this brake, but at present a modified form is coming into general use in passenger, mail and ex- press service. The modified form is known as the high- speed brake, the operation of which is described in another part of this book. Plate I shows the parts em- ployed and general arrangement of same on an engine, tender and passenger car. Q. Have any modifications in the general equip- 7ne7it of the quick-action brake been 7nade in freight service ? A. Not in the car equipment itself aside from the addition of the retaining valve. The engine equipment, though having been gradually developed, still remains the same in general, excepting some modifications that have been made to meet special conditions. These special modifications include the high pressure control apparatus commonly known as schedule U, the duplex 20 Air-Brake Catechism. method of main reservoir regulation and the combined automatic and straight-air brake, all of which are illustrated and described in detail in other parts of this book. The general arrangement of the brake equipment on a freight engine, freight-engine tender and freight car is shown on Plate II. Q, What else has been developed along with the air-brake apparatus used i^i passenger sei^vice f A. The air whistle signal system, a general plan of which is shown on the passenger equipment in Plate I: THE WESTINGHOUSE AUTOMATIC BRAKE. Q. Where was the difference in the equipment between the straight air and automatic brake made ? A. Besides the train line and brake cylinder, a plain triple and an auxiliary reservoir were added to the car. Q, With the cars equipped with the automatic brake, what gain was m^ade over the straight air brake ? A. (i) The necessary braking power, regardless of the length of the train , was stored in the auxiliary under each car for that car, so that the brakes could be full set very quickly compared to the action of the straight air brake. (2) If the train broke in two or a hose burst, the triples would automatically apply the brakes, while with the straight air the brakes could not be applied. Q. What was the essential feature of the auto- matic brake ? A. The triple valve known as the "plain triple, Q. Where was it located ? A. On the car, at the junction of the train line, auxiliary, and brake cylinder. Q, Did the pump and three-way cock remain on the engine ? A. Yes ; this was left for later developmento PLAIN TRIPLE. Q, In the study of the triple valve what is the main thing to be borne in mind in order to tinder- stand its operation and its probable action under the many and varied conditions which are encountered in actual service f A. In the study of the triple valve, as well as almost any other part of the air-brake or air-signal apparatus, a clearer understanding will result if one starts at a problem by first asking himself the question. Which is the greater or controlling pressure acting on the part under consideration ? With this point thoroughly under- stood the resultant action of the parts in question can be readily traced ; for instance, if a brake is applied, and there is a leak in the auxiliary reservoir, we know that this will have the effect of lowering the pressure on one side of the triple piston. We then know that the tendency will be for the piston to move away from the greater or trainpipe pressure, and, as will be explained later, this defect will cause the release of the brake in question, Q. Name the different parts of the plain triple valve ^ Plate IV. A. 13 and 15 are the cut-out cock and the handle ; 8^ the graduating post; 9, the graduating spring; m and Plain Triplk. 23 n are feed ports ; 5 is the triple piston ; 6, the slide valve } 7 is the graduating valve which works inside the slide valve; 12, a piston-packing ring; 18, slide- valve spring ; F, the port leading to the auxiliary ; X leads to brake cylinder; fF leads to train-line pressure. Q. For what are valve ij and handle 75 used? A. They permit the triple to be used as straight air, automatic or cut out entirely, as illustrated by the cut (Fig. I, Plate IV). Q. What three positions has the handle 75 A. As shown in the cut, by the different positions of the handle : so that the triple would be cut in, as it is with the handle 15 at right angles to the triple ; point- ing straight down, in which case, air coming in at W from the train line would go through port e of the plug- cock 13 and out into the brake cylinder through X; or the handle could stand at an angle of 45^, in which position ports f^ a and d would all be blanked. In the first position the triple is cut in as automatic, in the second for straight air. and in the third the triple is cut out entirely, Q, Can the modern plain triple now sent out be cut into straight air f A. No. Q, Why not? A. Because, as shown in Figs. 2, 3 and 4, Plate IV, the handle 15 and plug 13 are no longer used. The cut-out cock is now placed in the crossover pipe (Plate I). Q, Why was it 7iecessary to have it so arranged that it could be cut in as straight air f A, When the brakes were gradually being changed 24 Air-Brake Catechism. from straight air to automatic, it sometimes happened that only a few cars in the train had the triple applied. In this case the handle 15 was turned so as to cut the car into straight air to be used with the other straight air cars. Q, Of what use are 8 and g {Fig* /) ? A. In applying the brakes, when piston 5 moves out and touches the stem 8, held by the graduating spring 9 (Fig. i), the piston is stopped, if a gradual reduction is being made on the train line, when the piston has drawn the slide valve down far enough to make a port connection between the auxiliary and cylinder. Q. If a quick reduction is being 7nade on the train line, will the spring g stop the triple piston ? A. No; a quick reduction causes the triple piston 5 to move out quickly, and the sudden impact compresses the spring 9, allowing the piston 5 to move out until it strikes gasket 11, to what is known as emergency position. Q, 5 {Fig, /) is called the triple piston. How is it actuated? A. Train-line pressure is on the lower side of the piston and auxiliary pressure on the upper or slide- valve side. It is by changing these pressures that the piston is moved. Q. What are the duties of the piston as it moves ? A. To open and close the feed ports m and n (Fig. i ) through which the train-line pressure flows into the auxil- iary, to move the graduating valve 7 and the slide valve 6. Q, What is the duty of the graduating valve 7 {Fig. I)? A. It is the small valve inside the slide valve, and its duty as it is moved backward and forward by the triple piston is to open and close the port p through which, in Plain Triplb-. 25 the service application, auxiliary pressure flows to the brake cylinder. Q, Does the graduating valve move every time the triple piston moves? A. Yes, because it is fastened to the stem of the piston by a pin which passes through both the gradu- ating valve and the stem of the triple piston. The pin is represented by the dotted lines running through the lower end of the graduating valve at right angles to it. Q. Could we get along without the graduating valve f A. Yes, but the sensitiveness of the triple would be destroyed. Q, How does the graduating valve make the triple sensitive? A. A reduction of train-line pressure causes the triple to assume service position, and after the auxiliary pressure has expanded to a trifle below that in the train line, piston 5 (Fig. 3) moves back and closes the graduating valve on its seat. Train-line pressure had simply to overcome the friction on the triple piston-packing ring to do this, but had we no graduating valve the train- line pressure would have had to be strong enough to overcome the additional friction of the slide valve to move it back far enough to close portp. When wishing to apply brakes harder, a heavier reduction would be necessary to again move the slide valve to service position. With the graduating valve, the slide valve is moved to service position with the first reduction, where it remains until the brake is released or in case the emergency is used. » Q. What are the duties of the slide valve ? A. In the plain triple, when moved by the triple piston, it serves to make a connection between the 26 Air-Brake Catechism. auxiliary and the brake cylinder or between the brake cylinder and the atmosphere. Q. Does the slide valve titove every time the piston moves ? A. No ; the slide valve will not move when the piston starts down until it has moved far enough for the lug just above i8 (Fig. i) to strike the valve. The same, if the piston is down full stroke; when it starts back the slide valve will not move until the piston has gone back far enough to seat the graduating valve. Q. Of what use is the spring i8^ Fig. i ? A. Its duty is to hold the slide valve on its seat and to prevent dirt from collecting there when there is no auxiliary pressure to hold the valve on its seat, as when the car is ''dry." Q. What is the difference in the four triple valves shown on Plate IV? A. They are all plain triple valves, but the one showing release position is the older type which could be cut into straight air. The other three represent the modern valve w^hicli is cut out or in by means of a cut- out cock placed in the cross-over pipe between the drain cup and triple valve. FUNCTIONS OP THE TRIPLE IN THE OPERATION OF THE BRAKE. Q^ Why is this valve called the triple valve ? A. Because it automatically does three things : charges the auxiliary, applies the brake and releases it. Q, If an engine cc^uples to a car that is 7iot charged, how does the triple charge the auxiliary an the car when the hose is coupled and the angle cocks turned so as to allow the compressed air to fiow into the train line on this ccir from the engine? A. A cross-over pipe from the main train line couples to the triple at IF (Fig. i). The pressure from the train line passes into the triple at W, through port c as indicated by the arrow into cavity B; thence through the feed ports m and n into the chamber where the slide valve moves and out into the auxiliary at F. Q, How long does the air continue to flow into the auxiliary ? A. Just as long as the train-line pressure is greater than that in the auxiliary, that is, until the pressures are equal on the two sides of the triple piston 5. Q, How are the two sides of the piston referred to? A. The lower side, having train-line pressure on it, is called the train-line side of the piston, and the upper side, having auxiliary pressure on it, the auxiliary or slide-valve side. zS Air-Brake Catechism. Q What is necessary to cause piston 5 (Fig* i) to move from release position ? A. Any reduction of train-line pressure ; a break in the hose ; the use of his valve by the engineer to make a train-line reduction. Q. If a reduction of train-line pressure is madcy how does the triple respond ? A. Auxiliary pressure now being greater forces the triple piston down. Q. What two things does the piston do when it starts to move down ? A. It closes the feed grooves m and n and moves the graduating valve from its seat. Q, Does the slide valve move as soon as the piston ? A. No, not until the lug above 18 (Fig. i) is drawn down far enough to rest against the slide valve. Q, What does the slide valve do as soon as the lug strikes and moves it down ? A. It first closes the exhaust port g which in release position connected the brake cylinder with the atmos- phere through X, rf, e, /, g^ h and h Q. How far down does the triple piston travel ? A. Until the projecting stem of the piston strikes the stem 8 held by the graduating spring 9 (Fig. 2). Q. When these stems touch, how does the slide valve stand ? A. Port p of the slide valve is in front of port /, and, as the graduating valve was pulled from its seat when the piston first moved, the auxiliary pressure is now free to pass into the slide valve through port Z, Functions of the T^ripi^k. 29 called the service or graduating port, which leads into port p. The air passes through ports l-^P^P^f f^ and out through Xto the brake cylinder. Q, How long does the graduating valve remain off its seat so as to allow auxiliary pressure to flow to the brake cylinder ? A. We reduced the train-line pressure to allow the greater auxiliary pressure to move the piston down and open the service or graduating port j) between the auxil- iary and cylinder. Just as long as the auxiliary pressure is greater, the piston will stay down and the graduating valve remain unseated. As the auxiliary pressure ex- pands into the brake cylinder it gradually becomes less until, when the train-line pressure becomes enough greater than that in the auxiliary to overcome the fric- tion on the packing ring 12 (Fig. 3), the piston auto- matically moves back and seats the graduating valve. Q. Does the slide valve move ? A. No, not now. a Why not ? A, The train-line pressure was just strong enough to overcome the friction on the packing ring 12, move the piston back, and close the graduating valve. With the ports all closed the piston would also have to com- press the air in the auxiliary to go back any farther. Then, too, the pressure left in the auxiliary acting to force the slide valve on its seat produces a friction, if the valve were moved, that the train-line pressure as it stands is not sufficiently strong to overcome. Q, How do the atixiliary and train-line press- ures now stand ? A. Practically equal, although the auxiliary pressure had to be a trifle less to allow the triple piston to be moved back sufficiently to seat the graduating valve. 30 Air-Brakk Catechism. Q. The brake is now partially applied and the triple is on what is termed lap position ; what must be done to apply the brake harder f A. Another reduction of train-line pressure must be made. Q, How does this set the brake tighter ? A. The auxiliary pressure once more being stronger than that on the train line forces the triple piston down until it is again stopped by the graduating post. This movement is just sufficient to unseat the graduating valve, the slide valve remaining where it was with its service port p (Fig. 2) in front of the brake cylindero About the same amount of air pressure passes from the auxiliary to the cylinder that was taken from the train line, and the piston once more having a trifle more pressure on the train line than on the auxiliary side moves back sufficiently to seat the graduating valve. Q. Hozv long can these train-line reductions con- tifiue to be made and cause the brake to set harder f A. Until the pressures have finally equalized be- tween the auxiliary and the brake cylinder. Q, After the aitxiliary and brake-cylinder press- ures were equal, would the brake set any harder if all train-line pressure were thrown to the atmos- phere ? A. No; when the brakes are full set the auxiliar)'' and brake-cylinder pressures are equal, and a further re- duction of train-line pressure would only be a waste of air that the pump would have to replace in order to re- lease the brakes. Q. If a further train-line reduction were made after the brake , was full set, would piston 5 {Fig^ i) Functions oi^ the Triple . 31 move any farther than until the piston and graduating post touched? A. Yes ; the spring 9 could not withstand the auxil- iary pressure, as it is so much in excess of the reduced train-line pressure, and the piston would move down until it seated on gasket 11. In this position there would be a direct connection across the end of the slide valve between the auxiliary and brake cylinder, but the brake would not set any tighter, as the auxiliary and brake- cylinder pressures were already equal. Q. The brake is now full set. What is neces- sary to release it ? Ac It is necessary to get the pressure on the train- line side of the triple piston greater than that on its auxiliary side. Q. How is this done ? A. By moving the handle of the engineer's valve so as to connect the pressure of ninety pounds, stored in the large main reservoir on the engine, with the train line. Air flowing from the main reservoir into the train line causes the pressure on the train-line side of the triple piston to be sufficiently strong to overcome auxiliary pressure and force the triple piston to release position. Q. When the triple is forced to release position the slide and graduating valves are carried with it. What two port openings are made in this position ? A. One between the train line and auxiliary through the feed ports m and n (Fig. i) ; and one from the brake cylinder to the atmosphere through ports d^ e^ J^ g^ h and k. The triple is in release as shown in the cut. Q. We notice that the feed grooves m and^n {Fig. i) are very small How long would it take to charge an auxiliary from zero to seventy pounds with a 32 Air- Brake Catechism. constant pressure of seventy pounds on the t^ain line, using the triple now sent out ? A. About seventy seconds ; and occasionally a little longer. Q, Will it xharge more quickly than this with a greater pressure than seventy pounds on the train line ? A. Yes. Q. Had we a train of fifteen cars, could we charge the fifteen auxiliaries as fast as zve could one ? A. No, because we now have fifteen feed grooves in the triples drawing air from the train line, and the pump cannot compress air fast enough to keep the train-line pressure at seventy pounds. Q. Why not make these feed grooves larger so as to charge the auxiliaries more quickly ? A. The purpose is to make the grooves sufficiently small that on a long train the auxiliaries will charge alike. On a long train there is a tendency for the head' auxiliaries to charge faster than the rear ones, if the triple feed grooves are larger than those now used. Q, What is likely to happen if some auxiliaries charge faster than others ? A. As the air is fed from the main reservoir back into the train line until those pressures are equal, and as the pump will not, on a long train, supply air as fast as the triple feed grooves take it from the train line, it follows that the auxiliaries which charge the slower will continue to feed frorrN the train line and cause a reduction that will set some of the head brakes. Q, So far we have spoken of the action of the plain triple only in the service application. What Functions of the Triple. 33 is the difference between the service and the emer- gency ? A. In service the brakes set gradually, while in emergency they go on very suddenly. Q. A gradual reduction sets the brakes in ser- vice. What kind of a reduction is necessary to set the brakes in emergency ? A. A sudden reduction. Q. Describe the e7nergency action of the plain triple. A. The suddenness of the train-line reduction causes piston 5 (Fig. 4) to move down suddenly, striking the stem 8 a quick, sharp blow which the graduating spring 9 is not stiff enough to withstand. The piston travels down full stroke and bottoms on gasket 1 1 . This is emer- gency position, and the slide valve has been drawn down so that air coming through Y from the auxiliary passes across the end of the slide valve directly into the large port / leading to the brake cylinder without first going through the small service port p in the slide valve, as it did in the service position. Q. Why does the brake set more quickly ? A. Because the air goes direct to the cylinder through a larger port than is used in service. Q. Do we gain any more pressure with the plain triple in emergency than in full service ? A. No ; in both cases the auxiliary pressure equal- izes with that in the brake cylinder, but in emergency these pressures equalize more quickly because of the air reaching the brake cylinder through a larger port. Q. Are plain triples still used? 34 Air-Brake CatechisMc A. Yes, but they are used almost entirely on engines and tenders. Their use on cars is confined principally to those equipments put on before the quick-action triple was introduced. Q Is a plain triple valve always used on tenders? A. No ; the present practice is to use a plain triple valve on the tenders of freight and switch engines ; on the tenders of passenger engines a quick-action triple valve is being used. Q, What has led to the use of a quick-action valve on passenger-eiigine tenders? A. The general introduction of the high-speed brake in passenger, mail, and express service is responsible for this practice having become general, although some roads have been using quick-action triples on their tenders in both freight and passenger service for some time. PLATE IV.— PLAIN TRIPLE VALVE SHOWN IN RELEASE, SERVICE, LAP, AND EMERGENCY POSITIONS. i-^J »1 :j V llllllllllll I l\ 1 1 R \ki ^ ^^ Fi<:. I. Oi.D Srvi.K Plain Triple Valve, Release Position. Fig. 2.-New Style Plain Triple Valve, Service Position. Fig. 3.-NEW Style Plain Triple Valve, Lap Position. Fig. 4.-NEW Style Plain Triple Valve, Emergency Position. irJrJ Ell Hi, r m:- THE WESTINGHOUSE QUICK-ACTION TRIPLEo Q. When and by whom was the quick-action triple invented? A. In 1887, by George Westinghonse, Jr. Q, We already had the plain triple. Why was the qitick-action triple fiecessary ? A. The plain triple was satisfactory so long as only the service application was used, but not so with the emergency application on a long train. In this latter case the head brakes were full set so much sooner than those on the rear, that the slack of the train ran ahead and often did great damage. Q, What two important advantages are gained by the quick-action triple ? A. We are enabled to set the brakes throughout the train before the slack has a chance to run ahead and do damage, and not only does the brake set more quickly in emergency, but it is also set harder, thus permitting a quicker stop and a higher safe speed for trains. Q. In the use of the service application, what is the difference between the action of the plain and the quick-action triples ? A. None whatever ; their action and the parts em- ployed are identical, excepting the additional ports placed in the slide valve of the quick-action triple, which are used only in emergency. 36 Air-Brake Catechism Q, Will these two kinds of triples scattered through a traift work together properly in service f A. Perfectly - Q. Name the different parts of the quick-action triple not found in tJie plain triple, A, The strainer 16 (Fig. 5). The additional port s in the slide valve and the removed corner of the slide valve shown in Fig. 10. 8 is the emergency piston. 10 is the emergency or, as it is more commonly called, the rubber- seated valve. 15 is called the train-line check, also the emergency check. Q, Of zuhat use is the strainer 16^ Plate Vf A. Strainer 16 is to keep dirt from getting into the triple in such a way as to close the small feed ports i and k, Q. Of zuhat use is piston 8 ? A. If the triple is moved so as to allow auxiliary pressure to get into port i on top of piston 8, this piston will be forced down, thereby forcing the emergency valve 10 from its seat. Q, What is done when the rubber-seated or emerge7icy valve 10 {Fig. 8) is forced from its seat? A. All air escapes from cavity Y and allows train- line pressure to force the train-line check 15 from its seat. Q, Of what use is the check valve 75 ? A. If a hose breaks in the train line, the brakes would go full set on the whole train and, with no air in the « train line, were it not for the check valve 15, brake- cylinder pressure coming in at c would force valve 10 from its seat and pass direct to the train line through cavity Fand out of the broken or parted hose. In such a case the brakes would not stay set. The Westinghousk Quick- Action Tripi^e. 37 Q, Explain the action of the quick-action triple in emergency, A. A quick train-line reduction causes the auxiliary pressure to force the triple piston out the full length of chamber h (Figc g)^ the graduating spring 22 being com- pressed on account of its inability to withstand the sudden blow from the triple piston. With the triple piston in the extreme position to the left, or that of emergency, port s of the slide valve is in front of port r, thus establishing a connection be- tween the auxiliary and brake cylinder. At the same time the removed corner of the slide valve, shown in Fig. 10, is in front of port i leading to the top of the emer- gency piston 8. The auxiliary pressure forcing piston 8 down unseats the emergency valve 10. This valve being unseated allows all pressure to escape from cavity Y. With no pressure in cavity F to hold the train-line check to its seat, the train-line pressure under the check raises it and passes into cavity Y over seat of valve 10 to cavity J^ and out at c into the brake cylinder ; at the same time the auxiliary pressure is entering the cylinder through port r. As soon as the pressures equalize, piston 8, valve 10, and check 15 go to their normal positions. Q. Of what use are Figs, g and 10 ? A. Fig. 10 gives a better idea of the location of the ports in the slide valve ; Fig. 9 , the location of the ports in the bushing inside of which the slide valve works. Q, Name the parts. A. 26 (Fig. 5) is the drain plug; 16, the train-line strainer; 20, the graduating nut ; 2 1 , the graduating stem or post ; 22, the graduating spring ; 4, the triple piston ; /, the piston stem ; i and ^, the feed ports ; 6, the slide- valve spring; 3, Vhe slide valve; 7, the graduating valve ; w^ the service or graduating port ; n, the exhaust 38 Air-Brake Catechism. port ; s^ the emergency port ; ^, a continuation of the service port w/ 15, the train-line or emergency check; 12, the train-line check spring; 10, the emergency or rubber-seated valve ; 8, the emergency piston. The exhaust port p leads around outside the brass bushing to the atmosphere as shown in Fig. 9 by the dotted lines. Q. What views do Plate V represent f A. The triple valve in its four positions ; release, service, lap, and emergency positions. Q. We have seen that with the quick-action triple the brakes are set harder in emergency. Are brakes set in emergency a^iy harder to release ? A. They are with quick-action triples only. Q. Why ? A. With the quick-action triples air from the train line helps set the brakes in emergency, and the press- ures equalize higher ; therefore the train-line pressure must be made higher to overcome the auxiliary pressure and force the triple piston to release position. With the plain triple the pressures equalize at the same pressure as in service. Q, In Fig, 5 a packing ring ji is shown in the emergency piston. Is this ri7ig found in all quick- action triple valves f A. It is in all modern passenger triples but not in freight valves. The small port in piston 8 is also found in passenger valves only. Q, After a partial service application has been made^ can we get the quick-action ? A. This depends on the amount of reduction that has been made in service and upon the piston travel. In no case can w^e gain as much after making even a small service reduction as we could if the sudden The Westinghouse Quick-Action Triple. 39 reduction were made when the auxiliaries were fully charged and the brakes released. After a light reduction a gain over the pressure obtained in full service can be made by going to emergency position if the piston travel is a fair length, but not with short travel. By using the emergency after a partial service application, even we made no gain of pressure, we would get the full service more quickly » Q, How quick must a reduction be made on the train line to throw a triple into quick action ? A. Faster than the auxiliary pressure can get to the brake cylinder through the service port in the slide valve. In this case the graduating spring will not hold the triple piston from traveling full stroke. Q, When a triple is thrown into quick action, which pressure^ auxiliary or train line, reaches the brake cylinder first? A. Just a flash of auxiliary pressure reaches the cylinder as the service port in the slide valve passes the port leading to the cylinder, but the air from the train line reaches the cylinder first in any considerable volume, as the corner cut off from the slide valve allows the auxiliary pressure to strike piston 8 and force the rubber-seated valve 10 from its seat before port s comes in front of port r. Q. Why is port s {Figs. 8 a7id 16)^ used in emer- gency, made smaller than port z, used in service, to let auxiliary pressure into the brake cylinder ? A. So as to hold the auxiliary pressure back in emergency and allow as much air as possible to enter the brake cylinder from the train line. PECULIARITIES AND TROUBLES OF THE TRIPLE. From what follows it may seem that a triple will get out of order under any slightest provocation. This how- ever is not true ; it is a constant source of wonder to see the fine action of triple valves w^iich have little or poor care. A triple needs no more care than any other piece of mechanism to keep it doing first-class work. The aim of what follo^^'3 is to bring out its possibilities. Q. What cotild wholly or partially stop the charging of an auxiliary ? A. The strainer in the train line where the cross- over pipe leading to the triple joins the main train-line, or the strainer i6 in the triple (Fig. 5) being filled with dirt, scale, cinders or oil. Port i or k might be plugged, the triple might be cut out, or there might be a leak in the auxiliary which let the air out as fast as it came in. Q, If all auxiliaries did not charge equally fast ^ what would be the effect f A. If we wish to apply the brakes very soon, the ones with the auxiliaries not fully charged would not re- spond to the first reduction. Q, Occasionally after coupling up the hose in a train it is fou7id that the brake on a car will not ap- ply in response to a reduction of train-line pressure. What might be the trouble other than those just de- scribed? A. It sometimes happens that the switch crew is re- sponsible for such an occurrence. Sometimes when an Peculiarities and Troubles of the Triple. 41 air train is brought into a yard and the yard crew is in a hurry to " drill " the train with an engine not equipped with air, they do not always bleed the train in the proper manner. Instead of opening an angle cock and then bleeding all the reservoirs by hand, they put a piece of coal or wood under an arm of the release valve to do the work of holding the valve from its seat. In this way they save time for themselves but are a source of considerable bother to the ones who inspect the train. On account of the air escaping through a com- paratively large port, the leakage is not always de- tected without a careful examination. Q. Will any other trouble result from the strainers being corroded or dirty ? A. Yes ; we might not be able to make a sufficiently quick reduction on the triple piston to get quick action. Q. One triple going into quick action makes a sudden train4ine reduction which starts the next triple^ and that one the next^ and so on throughout the train. If five or six cars together in the train were cut out^ or had plain triples^ or very dirty strainers^ would the triples back of these go i^zto quick action when the engineer made a sudden re- duction ? A. No, on account of the action or friction in the passage of the sudden reduction through the six car lengths of pipe. The friction gradually destroys the suddenness of the reduction, and there is only a slight and gradual reduction on the train-line back of the cars cut out. Q. What bad effect would follow if the engineer did not continue making a 7^eduction f A. The air coming ahead from the back of the train would kick off the head brakes. 42 Air- Brake Catechism. Q, Could these brakes in the back of the train be applied? A. Yes, in service but not in emergency. Q. Water sometimes collects m cavity ij {Fig, 5) of the triple. Where does it come from? A. It works back from the pump. Q. What bad effect will water have in this place ? A. It is likely to freeze in winter and block the flow of air through the triple. Q, What should be done in such a case ? A. Apply burning waste and when thawed remove the drain plug 26 to remove the water or the trouble will recur. Q, What would be the effect of a weak or broken graduating spring? A. We would have nothing to stop the triple piston when it reached service position, and it would move on to emergency position. Q. If one triple goes into quick action, will the rest go ? A. Yes, as a sudden reduction is made on the train line through the emergency ports of the triple in this case. This sudden reduction starts the next and that the next and so on. Q, Will a weak or broken graduating spring always throw the triples into quick action ? A. No, only on a short train. Q, Why not on a long train ? A. On a short train, with a gradual train-line reduc- tion, air is drawn from the train line faster than the Peculiarities and Troubles of the Triple. 43 auxiliary pressure can get to the brake cylinder through the service port of the slide valve. When the auxiliary pressure is enough greater than that in the train line, it forces the triple piston to emergency position, as there is no graduating spring to stop it. On a long train, it takes longer to make a correspond- ing reduction on account of the larger volume of air in the train line. This gives the auxiliary pressure longer to pass into the cylinder, and as a result the train-line and auxiliary pressures keep about equal and the triple piston will not move to emergency position unless a sudden re- duction is made. Q. How 77tany air cars ^niist there be in a train so that a broken or weak gr activating spring will not affect the service application ? A. Usually not less than six or seven; with more than this number, if otherwise the triples work properly, the graduating springs could be removed from all triples and no bad effect be noticed. Q. What two things zuill cause the triples to go iitto quick action regardless of the length of the train ? A. A sticky triple or a broken graduating pin. (The one which fastens the graduating valve to the piston stem as shown by the dotted lines. Fig. 5 .) Q, Why will a sticky triple throw the brakes into emergency ? A. Because the triple does not respond to a light re- duction. When it does move, it jumps, and the sudden blow compresses the graduating spring and the triple is in the quick-action position. This car starts the rest as before explained. Q, Why will a broken graduating pin throw the brakes into emergency ? 44 Air-Brake Catechism. A- Because with this pin broken there is nothing to move the graduating valve from its seat when the triple piston moves and the auxiliary pressure is acting to hold it on its seat. When a train-line reduction is made and the triple assumes service position, no air can leave the auxiliary and pass through the graduating or service port of the slide valve, as the graduating valve is on its seat. When sufficient train-line reduction has been made so that the graduating spring cannot withstand the auxiliary pressure acting on the piston, the triple goes to the quick-action position, and we get the quick action on this car and consequently on the rest as before explained. Q, Which of these three troubles — weak gradu- ating spring, broken graduating pin or sticky triple — will usually be found to exist if the brakes go into emergency with a service reduction ? A. A sticky triple, and this usually means that the triple causing the trouble has had poor care. Q, Shall we get the same result regardless of the locatio7i of the faulty triple in the train ? A. Yes ; if one starts, all do. Q, What is the probable trouble with a brake which, zuhcn set in service, will sometimes remain set and sometimes release ? A. A dirty slide valve which sometimes seats prop- erly and at others not ; in the latter case auxiliary press- ure escapes to the atmosphere through the exhaust port and allows train- line pressure to force this triple to re- lease position. Q. Hozi) may this defect be remedied ? A. Remove the triple piston and attached parts, clean carefully, loosen the packing ring without remov- ing and rub a little oil on the slide valve with the finger. Peculiarities and I^roubles oi^ the I^riple. 45 Q. Why not pour on the oil? Ac Too much oil is bad, as it collects dust^ which with the oil forms gum. This causes a triple to stickc Q. What effect will a leak in the train line have if the brakes are not set ? A. It will simply cause the pump to work to sup- ply it. Q, What effect if the brakes are set ? A. It will cause them to leak on harder. Q. Will the leak cause only the brake on that car to leak on, or all? Ao All, as the train line is continuous through the train. Q, What effect will a leak in an auxiliary have if a brake is released? A. It will keep the pump at work the same as a train-line leak. Q. What effect if the brakes are applied? Ac It will leak the brake off on the car where the leak is and then, drawing air from the train line through the feed ports, it will gradually set the other brakes tighter. Q, There are a number of leaks in the triple which will cause a blow at its exhaust port. Name the two most likely to prodtice this effect. A. A leaky slide valve or a leaky rubber-seated valve (Fig. 5 ). Q. How can we tell which of these is causing the tro2ible ? A. As the exhaust port on the slide valve is always in communication with the atmosphere, whether the 46 Air-Brakb Catechism o brakes are applied or released, a leak on the face of the slide valve will cause a constant blowc Q. How else can we tell if it is the slide valve that causes the tro2ible ? Ac Apply the brake, and if auxiliary pressure is leaking away across the slide valve, the brake will generally releasee Q. How ca7i we tell if the trouble is with the rubber-seated valve ? A. The rubber-seated valve will cause a blow at the exhaust only when the brake is released. Q. Why? A. The rubber-seated valve 10 (Fig. 5) leaking will allow the pressure to leave cavity F. The train-line pressure then raises check 15 and passes through cavity F across the rubber-seated valve, through cavity x, ports c and r, into the exhaust cavity n of the slide valve and out to the atmosphere through port/). When the brake is applied, port n in the slide valve is closed to port r, consequently the blow stops. Q. Where does the air which is leaking across the rubber-seated valve go after the brake is ap- plied? A. Direct to the brake cylinder through r, and this brake continues to set harder. Q. Why is a leaky rubber-seated valve more likely to slide the wheels on a car in a long train than in a short one ? A. After the brakes are applied, this leak allows the train-line and brake-cylinder pressures to equalize. With a long train line there is a much greater volume of air, and these pressures will equalize higher. PKCUtlAHll'lES AND l^ROUBLfiS OF THU ^RIPLE^. 47 Q. How else can we tell if the rubber-seated valve leaks ? A. Turn the cut-out cock in the cross-over pipe from the train line to the triple after everything is charged : if the rubber-seated valve leaks, it will draw air from the train line ; with the cut-out cock closed, this leak is not being supplied, and the reduction will cause the brake on this car to apply. Q, Give another symptom which indicates a leaky rubber-seated valve, A. The leak above the check 15 caused the check to rise to supply it, and when the cavity is again charged the check closes. It sometimes rises and closes so fast as to make a loud buzzing sound. Q. What is tisually the catise of leaking in a rubber-seated valve ? A. Dirt on the seat, a poor seat caused by wear, the use of oil on the quick-action part of the triple, or using too much oil in the brake cylinder, which will work into the triple and cause the rubber to decay. Q, If dirt is the source of the trouble y how may it be removed without taking the triple apart? A. Set the brake by opening the angle cock after closing the cock at the other end of the car. If there is dirt on the valve, it may be blown off in this way. Q. What besides the slide and rubber-seated valves will cause a blow at the exhaust port of the triple? A. Gasket 14 (Fig. 5) leaking between e and cavity X, or the gasket leaking between the brake cylinder and auxiliary where the triple is bolted to the cylinder. On freight equipments there is a pipe which runs inside the auxiliary to the brake cylinder ; this pipe leaking will also cause a blowo 48 Air-Brake Catechism. Q. Are these leaks common ? A. On the contrary they are very uncommon. The blow is ahnost invariably due to a leaky slide or emer- gency valve. Q. What ejject would the leaking of graduating valve 7 {Fig* 5) have ? A. The action produced by such a leak is uncertain and depends greatly on the conditions connected with it. When the brake is applied, the triple assumes lap posi- tion after the auxiliary pressure is a trifle less than that in the train line. If the graduating valve leaks, the auxiliary pressure gradually reduces, and the train-line pressure forces the triple piston and slide valve back until the blank on the face of the slide valve between ports z and n is in front of port r. If the graduating valve does leak, no more air can leave port z in this posi- tion, and the slide valve stops. This blank space is only a trifle wider than port r, so if the valve is in good con- dition and works smoothly, the brake should not release ; but if it works hard, it is likely to jump a little when it moves, and open the exhaust port. Q. Give a rule by which to tell how a leaky graduatiiig valve will act. A. If the triple is in proper condition, a leaky grad- uating valve should not release a brake. If the triple is a trifle sticky, a brake is likely to be released. A leaky slide valve or a slight auxiliary leak in combination with a leaking graduating valve will release a brake. The action also depends upon the condition of the triple- piston packing ring which if comparatively loose will permit train-line pressure to feed into the auxiliary reservoir as fast as its pressure escapes. If train-line and auxiliary pressures remain equal, the triple-piston is not affected, and the leakage by the graduating valve would not release the brake. c ill PLATE v.— QUICK-ACTION TRIPLE VALVE SHOWN IN RELEASE, SERVICE, LAP, AND EMERGENCY POSITIONS. Uliil =|n'"^ '41 1 ^^ki^ ^e^ '" 1-11. 9— Slidc Vaivc Bush Fig. 10. — Slide Valve. Fig. 5.— Quick-Action Tkii^le Valve, Release Position. Fig. 6.— Quick-Action Triple Valve, Service Position. Fig. ;.— Quick-Action Triple Valve, Lap Position. Fig. 8.— Quick-Action Triple Valve, Emergency Position. WESTINGHOUSE FREIGHT EQUIPMENTo Q, Name the different parts of the equipment. A. 3 (Fig. 1 1 ) is the piston sleeve and head , 9 the release spring, 4 the front cylinder head, 2 the cylinder body, A the leakage groove, 7 the packing leather, 8 the expander ring, 6 the follower plate which holds the packing leather 7 to its place, B the pipe connecting the triple valve and brake cylinder, and 15 the gasket which makes a tight joint between the auxiliary, triple, and pipe B leading to the brake cylinder. Q. Explain the tcse of the release spring g {Fig. 11). A. When the brake is applied, air is put into the cylinder 2 through pipe £, and the piston 3 is forced to the left, compressing the release spring. When the air is released from the brake cylinder, the duty of the release spring is to force the piston to release position as shown in the illustration. Q, What enters the sleeve j {Fig 11^? A. The push rod through which the braking power is transmitted to the brake rigging. Q. Of what tcse is the expander ririg 8 ? A. To keep the flange of the packing leather 7 against the avails of the cylinder. The expander ring is a round spring. Q. Of what use is the packing leather 7 f Westinghouse Freight Equipment. 51 Ao As air enters the brake cylinder, the flange of the packing leather is forced against the walls of the cylin- der, thus making a tight joint to prevent the passage of the air by the piston and out to the atmosphere through the open end of the cylinder at the left. If the leather leaks, the brake will leak off. Q. Of what use is the leakage groove A {Fig.ii)f A. The piston as shown in the cut is in release position. If on a long train there should be any leak on the train line that would draw a triple piston out far enough to close the exhaust port in the slide valve, and there were a leak into the brake cylinder, the pressure would gradually accumulate and force the piston out, causing the shoes to drag on the wheels were it not for the leakage groove. This will allow any small leakage into the brake cylinder to pass through the groove and out of the other end of the cylinder to the atmosphere. If the brake connections are taken up so short that the piston will not travel by the leakage groove when the brake is set, the air will blow past the piston through the groove and release the brake on this car. In this case, were it not for the groove, the wheels would be slid. Q, What is the duty of the pipe B ? A. When the brake is applied, air passes from the auxiliary through the triple and pipe jP to the cylinder. When the brake is released, air passes from the cylin- der through pipe 5, the triple exhaust port and out to the atmosphere, or, if a retainer is used, it passes from the triple into the retainer pipe, which is screwed into the triple exhaust, and out of the retainer according to the position of its handle. Q, Of what use is the auxiliary 10 {F^ig.ii^ ? A. This is where the supply of air is stored with which to apply the brake on this one care 52 Air-Brakk Catechism. Q, What is the valve on top of the auxiliary ? A. It is called the release valve. By lifting on the handle of this valve the pressure in the auxiliary lo may be released. If this valve leaks, after the brake is applied, the reduction of auxiliary pressure thus made will release the brake. Q, What use has the plug ii ? A. To drain off any accumulation of water in the auxiliary. Q. What harm will ensue if gasket i^ leaks ? A. The leak may be from the auxiliary to the atmosphere or from the auxiliary into pipe B leading to the. brake cylinder. After the brake was applied, the reduction of auxiliary pressure caused by this leak would allow the train-line pressure to force this triple to release position and release this brake. The leak would then draw air from the train line through the triple feed ports, making a train-line reduction that with any other leaks on the train would help to creep on the other brakes. Q. Is the freight-car equipment different from the air-brake equipment on the passenger car? A. It is smaller, but the principle of operation is the same. In a passenger equipment the pipe B does not run through the auxiliary, and the auxiliary and brake cylinder are not fastened together. The appearance is different, but, aside from size, they are alike. Q. Why has the oil plug been removed from the brake cylinder ? A. So that it will be necessary to take the cylinder apart to clean it. Pouring oil into the oil hole is respon- sible for the ruination of rubber seats in emergency valve*. Westinghouse Freight Equipment. 53 Q. How many kinds of freight equipments are there and with what weights of cars are they used ? A. 6, 8 and lo-inch equipment ; 6-incli is used on freight cars the light weights of which are less than 15,000 pounds ; 8-inch between 15,000 and 40,000 pounds ; and lo-inch when the light weight exceeds 40,000 pounds. Q, Fig. II shows a standard equipment for freight cars ; are they ever furnished in any other form f A. Yes ; the space limitation on some cars forbids the use of the combined equipment illustrated in Fig. II. In such cases, what is known as the detached equipment is used, and the brake cylinder and auxiliary reservoir are connected by a suitable pipe. In very exceptional cases two cylinders are used in connection with one reservoir and one triple valve, but the principle of operation remains the same. The usual piston stroke is twelve inches, but this is reduced to eight inches where twin cylinders are used, and in "Some special combined and detached equipments. PISTON TRAVEL. Q, What determmes the amoitnt of travel a piston will have ? Ac The slack in the brake rigging and any lost mo- tion in the car brought out by the application of the brake. Q, How is the pis 1 071 travel usually adjusted? A. By changing the position of the dead truck leverSo Q. Which is called the dead lever of a truck ? A. The one held stationary at the top with a pin. Q. What is the other lever ou the truck called? A. The live leven Q. What is the lever fastened to the piston usually called ? Ac The piston lever. Q. What is the corresponding lever at the other end of the cylinder in a passenger equipme^it called? A. The cylinder lever. O. Are these levers ever spoken of differently ? x\. Yes, sometimes both are referred to as cylinder levers. Q, In passenger equipment there is sometimes a lever between the cylinder levers and truck levers, one end of which is connected to the hand brake and Piston Travel. 55 the other to the live truck lever. What is this lever usually called? Ac The Hodge, or floating, lever ; the latter name is the one more commonly used. Q. We have seen in studying the triple valve that a five-pound train-line reduction caused the triple to put five pounds from the auxiliary into the brake cylinder. How much pressure does this give us in the brake cylinder ? A. It depends upon the piston travel. It may be more or less than five pounds ; it might be five pounds. Q, Explain this answer. A. We notice that the auxiliary is much larger than the brake cylinder, and five pounds taken from the larger space and forced into a smaller will give a greater press- ure than that put in ; but it must be remembered that a small part of the air put into the cylinder goes through the leakage groove before the piston gets by and closes it. There is still another point. If no air were put into the brake cylinder and the piston were pulled out when the exhaust port was closed, a vacuum would be formed. When the air enters the cylinder it must first fill this space to atmospheric pressure before a gauge placed on the cylinder would begin to show any pressure. The longer the travel j the more air it would take to fill the space and the less pressure there would be for the five pounds put into it. Q, Which would give a higher pressure for a given reduction, long or short piston travel? A. Short travel, Q, Why ? A. Because with a short travel the same amount of air would be expanded into a smaller space. 56 Air-Brake Catechism. Q. With the freight equipment how much brake- cylinder pressure do we get for a seven-pound train4i7ie reduction with a 6 and a g-inch travel? A. Referring to the table we see that we get seventeen and one-half pounds with the 6 inch, and eight pounds with the g-inch travel. PISTON TRAVEL AND RESULTANT CYLINDER PRESSURE * TRAIN PIPE REDUCTION. 4 5 6 7 8 9 10 II j PISTON NOT 7 25 23 i7i 13 lOj 8 ( ENTIRELY OUT. lO 49 43 34 29 23i i9i 17 14 13 57 56 44 37i 33 29 24 20 i6 • . 54 Mk 4ii 35 29 24 19 • • . 51 47 40 36* 32 22 • • • • • 50 472 44 39 25 • • • • • • . . • • 47 45 ♦Air Brake Men's 1896 Proceediugs. The above table is the result of tests made with a freight equip- ment. Each result is the average of several tests, and the brake was in good condition. There are two spaces where it says ** Piston not entirely out," where no brake-cylinder pressure is given for a seven- pound train-line reduction. This does not mean there was no press- ure there, as there must have been or the piston could not have gone out and compressed the cylinder release spring. The ordinary air gauge does not register any pressure less than five pounds, and with a seven-pound train-line reduction the pressure gotten in a ten- or eleven-inch piston travel is less than five pounds. Seventy pounds train-line pressure w^as used in making these tests. Q, With a sixteen-pound reduction ? . A. Fifty-four pounds with the 6 inch, and thirty • five pounds with the 9 inch. Q. With a twenty 'two-pound reduction ? Piston Travel. 57 A. After the sixteen-pound reduction, the brake did not set any harder on the 6-inch travel because the auxiliary and brake-cylinder pressures equalized at that point, and this brake was full set. With the 9-inch travel the air from the auxiliary had 4 inches more space into which to expand, and the brake was not full set until a twenty- two-pound reduction had been made, giving forty-seven and one-half pounds brake-cylinder pressure. Q. What does this show ? A. That a brake with a short piston travel is more powerful than one with a long travel ; that a brake with the auxiliary and brake-cylinder pressures equalized can- not be applied any harder by a further reduction of train- line pressure, and that if piston travel varied in a long train, between 4 and 11 inches, there would be no uni- formity in the braking power applied in the diflferent parts of a train. Q, What would be the pressure, with the travel as given in the table^ were the brakes set in emer- gency ? A. 4 in., 5 in., 6 in., 7 in. piston travel. 62 61 59J 58J emergency pressure. 8 in., 9 in., 10 in., 11 in. piston travel. 57i ^ 56J 552 55 emergency pressure. Q. Why do the brakes set harder with the quick- action triple in emergency than in service ? A. Because in the emergency application the quick- action triples put air from both the auxiliary and train line into the brake cylinder. Q, Can full emergency pressure be obtained after having made a light train-line reductio7i in service application ? A. NOe 58 ' Air-Brake Catechism. Q. Can any gain be made ? A. Yes, if the reduction has not been too great. By referring to the table we see that a thirteen-pound reduc- tion sets a 4-inch travel brake in full. If emergency were now used this brake would not set any harder, while we might gain a little on the long travel. With a given train-line reduction, we would gain most on the car with the long travel, but on neither would we get full emer- gency pressure. Q, Can a train be handled smoothly with uneven travel throughont the train ? A. Not as smoothly as when the travel is more uni- form. Q, What will be the effect with short travel at the head of the train and long at the rear ? A. Having more braking power at the head would cause the slack to run ahead, causing a jar. Q, What if the short travel were at the rear of the train ? A. The tendency would be for the slack to run back and break the train in two, especially if the train were on a knoll. Q, How else would the piston travel affect the smoothness of the braking? A. In releasing the brakes. Q. Suppose we had a train half of which had 4- inch travel and the other half g inch, which brakes would start releasing frst if the engineer had made a ten-pound train-line redicction and then, wishing to release the brakes, increased the train-line press- ure? A. They should all start about the same time, but Piston Travel. 59 the tendency is always for head brakes to start releasing first if the travel is about alike, as the air enters the train line from the main reservoir at the front of the train, and the pressure is naturally a little higher here when recharging. Q. Is the same true after a thirtee7i'poitiid reduction ? A. Yes. Q. After a twenty-tivo-potind reduction ? A. No ; the long travel brakes will start releasing first. Q, Why ? A. Referring to the table we see that the 4-inch travel was not applied any harder after a thirteen-pound reduction had been made ; but the 9-inch travel con- tinued applying harder until a twenty-two-pound reduc- tion of train-line pressure had been made. With the brakes full set we have fifty-seven pounds pressure in the auxiliary and cylinder of the 4-inch travel car and forty-seven and one-half on the long. Train-line press- ure has to overcome auxiliary pressure to force the triple pistons to release position, and it is easier to over- come forty-seven and one-half than fifty-seven pounds ; hence the triple piston on the long travel car will go to release position with less of an increase of train-line pressure than will the triple on the short travel car. Q, State the general rule in regard to this ques^ tion. A. If reductions have not been continued after cars with the short piston travel have been full set, all brakes should start releasing about the same time ; but if the reductions of train-line pressure are continued after the short travel brakes are full set, an increase of train-line pressure will start the long travel brakes releasing first. 6o Air-Brake Catechism. Qo If a long and a short travel brake are started releasing at the same ti7ne, which will get off first and why ? A. The short travel, because the piston has a shorter distance to go and there is a less volume of air to be gotten rid of through the exhaust port of the triple. Q, We have two cars with the same piston travel What is the trouble if both are started releasing at the sa7ne tiine and one gets off quicker than the other ? A. The release spring in one cylinder is weaker oi the cylinder corroded, Q. What harm wonld it do to take a piston travel tip to 2 inches ? A. The piston could not get by the leakage groove, and the brake would not stay set. Q, What harm would it, do to let the travel out to I J inches ? A. The piston would strike the head, and we would have no brake on that car. Q. Does having very long piston travel in a train require any 7nore work of a pump iri desce^id- ing grades ? A. Yes; the air has to be used more expansively, and the pump will have to supply more air' in recharging. Q, If we try the piston travel on a car when standing, will we find it to be the same as when run- ning? A. No. Q. Why not ? Piston Travei.. 6i A. Fof several reasons: the shoes pull down farther on the wh^^ls when running ; the king bolts being loose allow the ftucks to be pulled together ; spring in brake beams loc^se boxes in jaws, loose brasses on journals, the give iri^ old cars, and any lost motion that will throw slack into the brake rigging ; all these will cause the piston traLvel while running to be greater than that while standing. Q^ Jf the piston travel is adjusted when a car is loaded, u)^^^ ^'^ remain the same when the car is light? A. It will, if the brakes are hung from the sand plank, but' most brakes are hung from the truck bolster or the sill of the can When the car is loaded, the truck springs ar^ compressed and the shoes set low^er on the wheels. When the car is unloaded, the truck springs raise the bolster and car body, thus raising the shoes so that there is less clearance between the brake shoes and wheels, ^his shortens the piston travel, as the piston does not have to travel so far to bring the shoes up to the wheel?" Q. How could you tell the piston travel on a car if it had no air in it ? A. This can be told on freight cars where the hand brake and air brake move the push rod in the cylinder in the same (iirection when applying the brake. To tell the traveh shove the push rod into the cylinder until it bottoms. Make a mark on the push rod and set the hand bral^^- 'T^he distance the mark on the push rod has movecl will be, approximately, the piston travel when using air. Q, iJow much variation is permissible? A. Tl^^ smaller the amount of variation the better, but in road service it is the aim to keep piston travel between 5 and 8 inches. 62 Air-Brake Catechism. Q, Is the7'e any device which' will keep a constant piston travel on a car without any outside aid ? A. Yes, a slack adjuster. Q. What slack adjuster is in most general use ? A. The American slack adjuster. Q. Is this better than a hand adjustment ? A. Yes, because it does its work when the car is in motion, and true travel is had because all lost motion is brought out when the car is in motion. Q, What is the 7nost satisfactory travel for general use ? A. Between 6 and 7 inches. Q. Where would a moderately long travel be considered better than a short one ? A. In a practically level country where, wath short travel and a large number of air cars in a train, the train might be slowed up or stopped with a light train- line reduction, thus causing too frequent releases. Q. What hann zuould a too short travel do? A. The piston might not get by the leakage groove, and the shorter the travel the more danger of sliding the wheels on account of the greater braking power de- veloped. A too short travel does not give sufficient shoe clearance, and causes a train to pull hard if the brake shoes drag. Q. On most passenger cars piston travel ca7i be taken up by winding up the Jiand brake a little^ as the two brakes work in opposition to each other. Is this a good practice ? A. No ; it is the act of a lazy workman, and is dangerous. Piston TRAVEt. 63 Q, Hoiv is it dangerous f A. If the brake is set quickly, it is likely to snap the brake chain, and if a passenger had hold of a hand brake wheel when the brake was applied, if the dog were not caught, the wheel flying round might break his hand or arm. Q. If the hand brake on a car works with the air {Fig. go\ a?id the air brake zvas applied^ what would result if the hand brake zvere then applied? A. The braking power developed would be too much for the safety of the wheels, rods, etc., since the resultant braking power is equal to the sum of the power of both brakes. Q. If the air brake were then released what dif- ficulty would be experienced? A. Since the hand brake retains all of the power of both brakes it would be a very difficult matter for the brakeman to release the brake. Q. With this kind of a brake what would result ij the hand brake 'ivere first applied and then the ai7^? A. If the air brake were more powerful than the hand brake, slack would be thrown into the hand brake chain, and the gain in power would be the excess power of the air over that of the hand brake. If the air power w^ere not as strong as that of the hand no effect would be produced since the pull in the hand brake rod would be diminished an amount equal to the power of the air. Q. If the hand and air worked opposite^ that is^ they tended to move the push rod in opposite direc- tions to apply the brake {see Fig, gi\ what effect would be produced if the air brake was applied and then the hand brake ? 64 Air-Brakk Catechism. A. The air brake fully applied is usually stronger than the hand brake, hence the pull on the hand brake rod due to the air pressure would be greater than could be exerted by the brakeman, and the brake wheel could not be turned after the slack in the brake chain had been taken up. Under these conditions no braking power could be gained by using the hand brake. Q, If the hand brake were first applied and then the air what would be the result f A. Applying the hand brake took up all the slack in the brake rigging and forced the push rod and piston in as far as they could go. When air from the auxiliary passed through the triple valve to the brake cylinder it would pass through the leakage groove to the atmos- phere and simply the power of the hand brake would remain. The clearance in the cylinder being very small would result in a very high pressure when the air first entered, thus tending to strain the rods and brake- chain, but the air would quickly escape as explained. Q. Which is the better brake from the stand- point of danger to the brakeme^i? A. The one in which both w^ork together. If, where the brakes w^ork opposite, a man is using the hand brake at the same time the engineer uses the air, or an air hose bursts, the air powder will turn the brake- wheel in the opposite direction tending to throw the brakeman from the train. Q. If the cars of a train are equipped with air and hand brakes working together^ and the train was being controlled by air^ whal could be done ij the engineer lost control of the train f A. The engineer could call for brakes and without releasing the air, the crew could add the power of the hand brakes to that of the air. Piston Travel. 65 Q. What would have to be done in a case like this if the hand and air brakes worked opposite ? A. After calling for brakes it would be necessary for the engineer to make a release before the crew could apply the hand brakes, since if this were not done and the hand brakes were applied, any leakage of brake cylinder pressure would allow the piston to move in, thus throwing slack into the brake rigging and releas- ing the hand brake. Q, How about leaving cars on a grade if the air brake is applied? A. If the hand and air work together, the hand brake can be applied without first releasing the air and it will remain set after the air leaks off. If the brakes work opposite, it is necessary to bleed the car before applying the hand brake ; if this is not done, the re- lease of the air brake by leakage will also release the hand brake and the car will run away. To be on the safe side it is best, as a general rule, to always release the air on one car at a time and apply the hand brake, when leaving a car or train on a grade ; but this would not be necessary, from the standpoint of safety, if all brakes worked together. Q. Are most brakes designed to work together or opposite f A. A large majority of freight car brakes are de- signed to work together, while in passenger service the opposite is true ; but the importance of this question will result eventually in practically all brakes being de* signed to work together. THE AMERICAN BRAKE SLACK ADJUSTER AND PISTON TRAVEL REGULATOR. Q, Name the different pa7^ts of the American Brake Slack Adjuster shown in Fig. ij ? A. II is the cylinder; 19, the packing leather held in position by the expander ring and follower; 22, the pawl; 23, the pawl spring; 21, the piston spring; 24, the cylinder head and casing ; and 27, the ratchet nut. Q, Najne the parts show7i in Fig. 12 f A. I is the ratchet nut ; 2, the cylinder ; 3, the cylinder head and casing ; 4, the adjuster screw ; a^ the port which connects pipe b with the inside of the cylinder; and b^ a pipe connection from the slack ad- juster cylinder with port a of the main cylinder. Q. What is the object of the lug a {Fig. ij)? A. As illustrated in Fig. 13, its object is to lift the pawl out of the ratchet nut (27) when the adjuster piston is in release position. In the position shown the ratchet nut can be turned by hand to take up or let out slack when necessary, as when applying new brake shoes. Q. Explain the operatio7i of the adjuster? A, In Fig. 13 it is shown in the normal or release position. If there is sufficient slack in the brake rig- ging, so that the piston in the large cylinder (Fig. 12) uncovers port a when the brake is applied, cylinder pressure will pass through port a^ pipe ^, and into cylinder 11 (Fig. 13). The piston will be forced out, Slack Adjuster. 67 68 Air-Brake Catechism. compressing piston spring 21. The movement of the piston disengages pawl 22 from lug a^ and pawl spring 23 causes the pawl 22 to engage in the teeth of the rachet nut. When the brake is released and the piston in the brake cylinder is forced to release position by the re- lease spring, port a is connected with the non-pressure end of the cylinder, hence the air in the slack adjuster cylinder passes through pipe ^ (Fig. 12), port ^, and out to the atmosphere through the non-pressure head. When the air is released from the slack adjuster cylinder the piston spring 21 forces the piston back and it in turn, through the pawl, turns the rachet nut which draws the screw away from the cylinder. Lever 5 (Fig. 12) is fastened to a crosshead attached to the ad- juster screw, hence the lever is moved correspondingly, the effect of which is to draw all the brake shoes nearer to the wheels. Q. Hoiv does this shorten the pisto7i travel? A. The shoes being nearer the wheels it will require a less movement of the piston to bring the shoes in con- tact with the w^heels. Q, How many teeth does the pawl skip at each movement of the adjuster piston throiighoict its stroke^ and what m,ovement of the crosshead attached to lever ^ ^^^S- ^^) ^^^^^^^i? A. The pawl usually skips one tooth, engaging the second of the adjuster nut each time. One operation of the adjuster moves the crosshead, connected to the lever, -5^^ of an inch. Q. If the adjuster nut i {^Fig. 12) is moved one turn^ how far will the crosshead attached to the lever 5 be moved f A. One-quarter of an inch. Slack Adjuster. 69 Q What is the object in having the crosshead move but 1/^2 of an inch for each operation of the adjuster f A. When a car is in motion false travel is often produced owing to unevenness of the track and similar causes ; if the adjuster should take up all this extra slack the piston travel would frequently be found too short. Q. What is the controlling factor in the amount of piston travel to be permitted? A. The location of port a in the brake cylinder (Fig. 12). It is usually located to obtain an eight-inch " running " travel. Q, If the brake is applied when a car is at rest and the piston travel were but six or six and one- half inches^ would you decide that the adjuster was not working properly ? A. No. Q. Explain the last answer ? A. The slack adjuster adjusts the ''running'' travel at eight inches, and as the " running" is always greater than the "standing" travel, we would expect to find the piston travel shorter when the car was at rest. Q. Would the '^ standing ^^ travel be the same on all cars f A. No ; this depends upon the total leverage. Q, Woutd the '' running '' travel be the same on all cars f A. Yes. Q. To apply new shoes it ts necessary to increase the shoe clearance ; how is this done ? A. By turning the ratchet nut i (Fig. 12) to the left 70 Air-Brake Catechism. Slack Adjuster. . 71 Q. After the new shoes are applied how may the piston travel be shortened f K. By turning the adjuster nut to the right. Q, Hoiv should we proceed to apply a slack ad- juster to a car f A. Drill port a so that brake cylinder pressure can reach pipe b after the cylinder piston has travelled eight inches and erect the parts and piping as shown in Fig. 12, pipe b to be copper. The upright part of port a (Fig. 14) is drilled with a j^-inch drill and the upper portion plugged ; the part of the port into which pipe b con- nects is drilled and tapped for }^-inch pipe. After erecting, test joints with soap suds. Next put on a new set of brake shoes and adjust the piston travel by means of the dead levers, from six to six and one-half inches. The length of the different rods should be such that the dead and live levers will have an inclination so that when the shoes are w^orn out they will have a cor- responding inclination in the opposite direction. Q, What IS the standard length between centers of holes in the rod connecting the cylinder levers when using the slack adjuster f A. 42 inches. Q. What is invariably the cause of the piston travel being too short on a car equipped ivith an American Slack Adjuster? A. Either some of the slack has been taken up by the hand brake, or the position of the dead levers has been changed. Q. What may occasion the piston travel to be- come too long ? A. Pipe b may be obstructed, leaks may exist in pipe b^ or the slack adjuster cylinder, or the packing 72 Air-Brake Catechism. leather. The car may have been running some time with the slack partly taken up on the hand brake, a subsequent entire release of which would introduce an amount of slack that it would require some time for the adjuster to take up. Q, Is there ever a time wJien^ zutth the brake released^ the rachet nut can not be turned f A. Yes ; when the crosshead is at the end of its stroke. Q, Why can the rachet nut not be turned under these conditions f A. With the rachet nut at the end of its stroke, and PORTTOBEfeH FROM PRESSURE HEAD Fig. 14. — Showing Proper Method of Drilling Brake Cylinders when used with the American Automatic Brake Slack Adjuster. the piston travelling beyond the limit, air wall operate the slack adjuster piston, causing the pawl to engage a tooth of the ratchet nut, iu which position it will remain, Slack Adjuster. 73 since, the crosshead being at the end of its stroke, the adjuster screw can not be turned. Q. How can the pawl be disengaged? A. The adjuster is so designed that the crosshead, when at the end of its stroke, is drawn against a set screw next to the cylinder casing 3 (Fig. 12), but not shown in the cut. Removing this set screw permits of a further movement of the crosshead and the usual operation takes place, allowing the pawl to be disen- gaged. The adjuster nut may then be turned by hand, thus moving the crosshead nearer the large cylinder for the purpose of giving sufficient slack to permit of the application of new brake shoes. The set screw should always be replaced after the pawl has been liberated and fhe crosshead moved back. Q, What might happen if the pawl were caught as Just described and^ not understanding the func- tion of the set screw ^ a large wrench were used to turn the ratchet nutf A. Some of the teeth might be broken off of the ratchet nut. Q. How often should the slack adjuster cylinder be cleaned and lubricated? A. About once in six months. THE WESTINGHOUSE RETAINING VALVE. Q, With what equipments is the retaining valve used? A. Throughout the country on freight cars, and on engines, tenders, and passenger cars in mountainous country. Q. Why do they not use it on passenger eai^s in hilly country f A. It is not necessary, as the higher braking power used in passenger service is sufficient to run moderate hills with safety. Q. Where is it usually located? A. Usually at the end, close to the brake standard on freight cars, and at the end about on the level of the edge of the hood on passenger cars. Q, Where is it located on cars having vesti- bules f A. - On the outside of the vestibule, in which case a special valve is used, the handle of which extends within the vestibule (see Fig. 17). Q, To what IS it con7iected? A. To the exhaust port of the triple by means of a ^-inch or i^^-inch pipe. Q, What is its use ? A. To retain fifteen pounds pressure in the brake cylinder to steady the train, and keep its speed from in- The Westinghouse Retaining Vai.ve. 75 creasing too rapidly while the engineer is recharging the auxiliaries. Q. How does the handle of the valve stand when not in use ? A. Straight down. Q. How does it stand when in tise ? A. In the position shown in the cut (Fig. 15)- TO EXHAUST PORT OF TRIPLE VALVE Fig. 15. — Pressure Retaining Vai,ve« Q, If the brake is not applied^ can it be set by turning up the retainer handle ? A. No; the retainer can be used only to hold air in the brake cylinder that has already been put there. Q, Explain the passage of the air through the retainer when not in tcse, A. With the retainer handle pointing down, as when not in use, any air coming from the cylinder 76 Air-Brake Catechism. would pass through ports a, 6, and out to the atmosphere through port e, Q, Explain the passage of air through the retainer when in nse, as shown by the cut. A. When the engineer increases his train-line pressure the triple assumes release position, and the air passing from the brake cylinder has to pass out to the atmosphere through the retaining valve. With the retainer handle turned up, the air passes through port h until it strikes the weighted valve 20. Any pressure over fifteen pounds forces this valve from its seat and passes through the restricted port opening c to the atmosphere. When the pressure in the cylinder is reduced to fifteen pounds, it is held back by the valve 20. Q, What is the size of the small end of port c ? Ao One-sixteenth of an inch in diameter. Q. Why is it made so small? A. To keep the brake cylinder pressure from escaping to the atmosphere too rapidly after valve 20 is lifted. Q, How long will it take the cylinder pressure to reduce fr 0771 fifty dow7i ta fifteen pou7ids through this retai7ier ? A. About twenty or twenty-five seconds, during which time the auxiliaries with an average length of train have become pretty well charged. Q, Have all retai^iers this restricted port c ? A. No ; in some old retainers there are two ports of J-inch diameter each. Q. Will a retainer hold more pressure with a long or a short piston travel on a car ? The Westinghousk Retaining Vai.ve. 77 Ao It holds the same pressure regardless of the travel. The volume held is greater on the long travel car. Q, How do we test retainers ? A. Have the engineer apply the brakes, and turn up the retainer handles. Then signal the engineer to release, and wait about half a minute, after which walk along and turn down the handles. If a blow accom- panies the turning down of the handles, the retainer is working properly, otherwise the pressure has leaked away. Q, What troubles would make a retainer inoperative ? A. A leak in the plug valve operated by the retainer handle ; weight 20 (Fig.is) being gone or dirt on its seat ; a split pipe leading from the triple exhaust to the retainer, or a leak in the packing leather in the brake cylinder which would allow the air to escape to the atmosphere. Q, What could be the trouble with the retainer if, after the brake was applied and the retainer put in use, no air escaped from it when the engineer increased the train-line pressure? A. Port c might be blocked. Q. If we wish to tise a retainer in descending a grade, should the handle be turned up before or after the brakes are applied? A, It makes no diflference, if every thing is in proper condition. Q, Explain a case where it would not be proper to turn up the retainer handle until just before we wish to use it. 78 Air-Brakk Catechism. A. If the rubber-seated or the slide valve in the triple leaked, and we turned up the retainer handle, air woiild accumulate to a pressure of fifteen pounds in the cylinder if the leakage groove were closed, and set the brake on this car. If the train were just pulling over a summit, the brake being on might stall the train. Q. Give a rule to produce best results in nsing the retairier, A. In testing retainers while standing, turn up the handles at your convenience before or after the brakes are applied ; but vv^hen using them on the road, turn them up after the brakes are applied or a short time before wishing to use them. Q, Is a retai7ier ever used except to steady a train when recharging? A. Yes ; when brakes have been applied too hard, a few are sometimes used to keep the slack bunched after releasing, when drifting along preparatory to mak- ing a stop. Q, Set a brake with the full service application, then tiirn tip the retainer handle, release and recharge. After charging the auxiliary in full again, 7nake a full service reduction. Will the brake set any harder one time tJian another ? A. Yes, it will set harder the second time. Q. Why ? A. When we started to apply the brakes the first time, we had seventy pounds auxiliary pressure and nothing in the brake cylinder. The second time we had seventy in the auxiliary and fifteen pounds in the brake cylinder. By comparison w^e see that we had more air the second time with which to do our braking, and the pressures will therefore equalize higher. The Westinghouse Retaining Valve. 79 Q, Would we gain more the second time over that of the first with a long or a short piston travel? A. With the long, because the retaining valve on the long travel car retains the same number of pounds in the cylinder as on the short one, but a larger volume ; having a greater volume the pressures equalize corres- pondingly highei. Q, Do we gain the whole fifteen pounds more the second time over what is obtained the first ? A. No ; we gain from about three to six pounds pressure, according to the piston travel. Q, About how much pressure do we get in the brake cylinder for a five-pound train-line reduction ? A. It varies from seven to eleven pounds with aver- age piston travel. It may be more or less, but this would be a fair average. Q. After getting the use of the fifteen pounds that the retainer holds, how much pressure would we then get in the cylinder for a five-potmd train- line reduction with an average piston travel? A. Between thirty and forty pounds. Q. Where a twenty-pound reduction will set a brake in full without the aid of the retainer, how much reduction is necessary with the fifteen pounds it holds to aid? A. From twelve to fifteen pounds with fair travel. Q. Name another gain after obtaining the use of the retainer, A. If we have to apply the brakes in full, it does not take so long to recharge, as the auxiliary and brake- 8o Air-Brake Catechism. cylinder pressures equalize higher with the retainer to aid. Q, How could we tell if it was safe to tur^i tip a retainer handle before reaching the top of a hill and not have the brakes drag? A. Put the hand over the exhaust port and hold it there a few seconds to see if any air is issuing ; if not, it is safe to turn up the handle. Tabi,k. (I) (2) (3) (4) (5) (6) (7) Piston Emer- Emergency sLbs.Serv.^^^^^^^^' Full FullServ. travel gency with Ret. Reduction _^^^ S^V Service with Ret. Inches Ebs. 4 5 6 7 8 9 lO II 62 6i 59J 57i 56J 55i 55 Lbs. 65 63 63 62 62 61J 61 60 Lbs. 23 134 IlJ 10 8 + + with Ret. Lbs. 59 55 51 43 38 35 32 30 Lbs. 574 554 53 52 504 48 46 45 Lbs. 61 59 58 57 56 55 54 53 The above figures were obtained by taking an average of four tests for each condition. Each test was made with a train-line and auxiliary pressure of sev= enty pounds. The first column represents the piston travel. The second column represents the brake-cylinder pressure obtained in emergency. The third column represents the brake-cylinder pressure obtained in emergency after the retainer has been used ; that is, there was al- ready a pressure of fifteen pounds in the brake cylinder held by the retainer when the emergency was used. The Wkstinghousk Retaining Valve. 8i The fourth column represents the brake-cylinder pressure obtained with a five-pound service reduction. The fifth column represents the brake-cylinder pressure obtained with a five-pound service reduction after once obtaining the use of the air held in the cylinder by the use of the retainer. The sixth column represents the brake-cylinder pressure obtained with a full service reduction. The seventh column represents the brake-cylinder pressure obtained with a full service reduction after getting the use of the retainer. + simply means that the gauge used registered no pressure less than five pounds. With an ii-inch travel the air is expanded into so large a space that a very small pressure is obtained. The table should be read from the left to the right. Q, What are the ret/ lining valves shown in Figs. i6^ //, i8 and igf A. Figs. 1 6 and 17 represent valves designed to op- erate with 12, 14 an^l 16-inch cylinders. Though slightly different in structure, the operation is practi- cally the same as the cue already described, Q, Why is it ni'cessary to have two sets of re- taining valves for use with (5, c?, and 10; ajtd 12^ /^, and 16-inch cylinders? A. It is essential in releasing brakes that the pres- sure in all cylinders l)e reduced about alike. The ports in the valves for use with 12, 14, and 16-inch cylinders are correspondingly larger than those in the valves for use with the smaller cylinders. Q, What is the purpose of the extension handle {Ftg. 17) f A. This valve is for use on vestibule cars. The body of the valve is located outside the vestibule, but the handle extends within. Q. What IS the common name for this valve f A. The '' Pullman Retaining Valve.''_ Q What is the differe^ice between this valve and 82 Air-Brake CatechisMo •' ^ ' h— RETAINING POSITION I Fig. i6. — Retaining Valve USED WITH 12, 14 AND 16- INCH Brake CvIvINders. Fig. 17. — Pullman Retain^ iNG Valve, used on Ves- tibule Cars. ji^ Fig. 18. — Standard Retain- ing Valve used with 6, 8 AND io-inch Brake Cyl- inders. Fig. 19. — Driver-brake RK- TAiNiNG Valve. The Wkstinghoubk Retaining Valve. 83 the corresponding one for use on cars not equipped with vestibules? A. The keys are set at right angles to each other in the bodies of the two valves and, as already explained, the " Pnllman " valve has an extension handle. Q. Is the operation of the two and the results accomplished the sajiie f A. Yes. Q. How many ki}ids of retaining valves aj^e furnished by the Westinghouse Company^ and what is their use f A. Five. The one shown in Fig. 18 is for use with 6, 8, and loinch cylinders on non-vestibule cars ; practically the same valve, but with an extension handle and key at right angles, is used on vestibule cars. Figs. 16 and 17 represent the corresponding valves for use with 12, 14, and 16-inch cylinders. Fig. 19 is a cut of the Driver- Brake Retaining Valve. Q. How does- the Driver-Brake Retaining Valve operate ? A. In the same general way as the other, except that, if so desired, it may be placed on lap, as indicated, in which position no air can escape from the brake-cylinder. When the handle points straight up the usual 15 pounds is retained, when the triple piston is forced to release position. Q, For what special use was the Driver-Brake Retaining Valve designed? A. For use on freight engines and those hauling long passenger or excursion trains. It furnishes a means, within the control of the engineer, by which the slack of a train may be kept bunched, if desired, when drifting up to a water crane, releasing brakes at slow speeds, and under similar conditions. MAIN RESERVOIR. Q. Where does the air go when it leaves the pump ? A. To the main reservoir. Q Whei^e does niazn reservoir pressure begin and where end? A. It begins where the air leaves the pump and ends at the engineer's valve. Q, Wliat is the object of the fnain reservoir? A. Its object is to act as a storehouse in which to keep a rer^erve pressure to throw into the train line to release brakes and recharge auxiliaries. It also acts to collect most of the dirt, oil, and moisture that leaves the pump. Q, How much 7nai7i reservoir pressure is usual- ly ca^^ried? A. Usually ninety pounds, although more is used in mountainous country,when using the High-Speed Brake, or the High-Pressure Control, or the Duplex Method of Main Reservoir Regulation. Q, What size main reservoir is considered proper ? A. One whose capacity is not less than 40,000 cubic inches for freight, and 20,000 or more for passenger en- gine. Q. How large should a7iy main reservoir be ? A. In releasing brakes in any service the main reservoir must be large enough so that, when the brakes Main Reservoir. 85 are applied and we wish to release them, the main reservoir pressure will equalize with that in the train line, when connected with it, at a sufficiently high pressure to insure the prompt and certain release of the brakes. Q. Why is a larger main reservoir necessary in freight than in passenger service ? A. Because there are a greater number of auxiliaries to charge in freight service and a longer train line to supply. Q. When is a large main reservoir with full pressure most essential? A. After an emergency application, and especially after a break in two. Q. What results are likely to follow the use of small main reservoirs on engines pulling long trains ? A. A pump is likely to heat, brakes are likely to stick, and we will have a hard handling rotary. Q, Why is a pu77ip more likely to heat with a small main reservoir ? A. Because the smaller the main reservoir, the high- er the pressure has to be carried, and the higher the pressure the more is heat generated in compressing the air ; therefore the pump is more likely to heat and burn out the packing. A second reason is that with a small reservoir, when releasing brakes, the pump has to work faster to charge the auxiliaries before the speed of the train increases too much. The pump working very fast does not have time to take in a full cylinder of air each stroke. The pump then has to make more strokes to compress the same amount of air, than it would were it working more slowly. 86 Air-Brake Catechism. Q. State the gains 7nade by using a large main rese^^voir, A. Pressure in the main reservoir and train line will equalize higher when releasing, auxiliaries will be charged more quickly, the pump is not so likely to heat, and, not working so rapidly or against so high a pressure, will not wear out so fast, and the brakes are not so likely to stick. Q, What should be the location of a main reser- voir ? A. If possible, at the lowest point in the air-brake system. Q. Why ? A. To have all the dirt and oil possible drained into it and drawn off through the bleed cock. Q, Where is the main reservoir nsttally located? A. Between the frames back of the cylinder saddle. Q, Should it be located there ? A. Yes, when it is possible to place there a main reservoir of the regulation size ; but the size must not be sacrificed for the position. Q. Where else is it someti7nes located? A. Under the foot-boards of the cab and sometimes on the tank» Q, Is it right to locate it on the tank ? A. Yes, if the requisite volume can be obtained in no other way ; otherwise, no. Q, Why is it not a desirable position ? A. Oil and dirt will not drain into it as they should, and when it is so located, two lines of hose have to run between the tank and engine, one to carr>^ the air from the pump to the main reservoir, and the other to bring Main Reservoir. 87 the pressure from the reservoir to the engineer's valve. These hose get full of oil and dirt, decay, burst, and in the end prove very expensive. Q, How often should the main reservoir be drained? A. At the end of each trip. Q. Where does this water found in the main reservoir come fro7n ? A. Most of it is drawn from the atmosphere, and given oflF as the air cools. Q, Does any of the condensed steam from the steam end of the pump leak by the piston rod and then pass into the main reservoir with the com- pressed air ? A. A trifle ; but this is an inappreciable amount compared with what comes from the atmosphere, especi- ally on rainy days. The following was taken from the '96 Proceedings of the Air Brake Association. There were four reservoirs, each with a capacity of 12,200 cubic inches, and they could all be used together or cut out at will. The test was made on a twenty-five car train, and shows the ad- vantage of having a large volume of air in the main reservoir to equalize with that in the train line. N^umber of Initial reservoir Initial pressure Pressure reservoirs pressure in train pipe equalized at cut in in pounds. in pounds. in pounds. 4 100 50 z 100 35 4 100 50 72 4 90 50 67 2 IIO 50 68 2 100 50 -63 2 90 50 61 88 Air-Brakk Catechism. Q. What IS generally conceded to be the best t>ractice concerning 7nai7i reservoirs ? A. To use two main reservoirs, preferably long and of small diameter, and a cooling pipe of approximately 30 feet between the pump and first reservoir, and also between the first and second reservoirs. Q. Why is this done f 'A. Tests have shown that, with these conditions ex- isting, air cools properly before passing the brake valve and no water is found in the train-line, thus doing away with the chance of frozen train pipes. Main Reservoir Sizes. aches, outside. Capacity. 22>^ X34 about 11,200 cubic inches. 24>^X34 14,000 26>^X34 15,800 20>^ X 41 12,200 22 >^ X 41 14,000 245^ X 41 17,400 26>^ X 41 20,000 Note. — Main reservoir capacity for passenger engines should not be less than 20,000, and for freight engines not less than 40,000 cubic inches. With a large capacity reservoir the pump may be run slower, it is less likely to heat, the brakes can be released more promptly, a much quicker recharge of the auxiliaries is possible, and so much moisture will not reach the train line. When air, after reaching the main reserv^oir, is allowed to cool to its initial temperature before being used no moisture is ever found in the train line. WESTINGHOUSE ENGINEER'S BRAKE VALVES. Q, What was the first form of valve used? A. That which was known as the old three-way cock. Q. With what equipment was this used? A. With the straight air, with the plain automatic, and for a time, by a good many roads, with the quick- action brake. Q. What objection zuas there to it ? A. It was not sufficiently sensitive, and there was great danger of throwing the brakes into emergency. Q. Why? A. Because reductions of train-line pressure were made by instinct or sense of sound. An engineer hav- ing a short train to-day and a long one to-morrow could scarcely avoid doing poor braking, as his valve was noth- ing much more than a plug valve. A reduction that was a trifle too heavy would throw the triples into quick action, and on a long train the reduction could not be made too slow, or the air would blow through the leak- age grooves in the brake cylinders. If the escape of air from the train line were suddenly checked, the air from the rear rushing ahead had a tendency to kick off some of the head brakes. Q, In changing the valve what was the object ? A. To obtain a valve that would mechanically and go Air-Brake Catechism. gradually make the desired reduction of train-line press- ure regardless of the length of the train. Q, Was this done immediately f A. No ; several forms of valves were made before those now in use. Q. What are the ones now in use ? A. The D 8, D 5, E 6, F 6, and the G 6 ; the D 5, E 6, F 6, and G 6, aside from the feed valve, are the same, the different letters simply refer to different cata- logues issued by the Westinghouse Company. Q. Which is the one most in use and the one sent out with all modern equipment f A. The G 6 valve. Q, What is the difference betwee^i the D ^^ E 6^ F 6 J and G 6 Brake Valves ? A. The first three are all alike and differ from the G 6 in the Feed Valve or Train-line Governor only. The G 6 has what is known as the Slide-Valve Feed Valve, as shown in Figs. 24 and 25. Q, What should be the location of an engineer^ valve ? A. Within easy reach of the engineer and far enough from the boiler that the heat will not dry out and crack the gaskets. G 6 ENGINEER'S BRAKE VALVE. Q, Explain the different parts of the engineer's brake valve. A. X^ F, T^ W^ and R are explained by referring to Figs. 21, 22 and 23, Plate VI. 31 and 32 are known respectively as upper and lower body gasket. 14 is the rotary valve. 13 a gasket to keep main reservoir pressure from leak- ing to the atmosphere. The space above piston 18 is known as cavity D; this cavity is connected with the little drum by the pipe 21. 18 is the equalizing piston, 22 the train-line exhaust. 3 and 4 are known as the upper and lower valve body. There is a tee in pipe 26 just after it leaves the valve, one branch of which goes to the red hand on the gauge and the other to the pump governor. The other parts need no naming. Q. Of zvhat tise is the engi^ieerh valve ? A. To give the engineer complete control of the flow of air. Q, Hozv many positions are there for the en- giiieer^s valve ? A. Five. Q. Name them. g2 Air-Brake Catechism. A. Full release, running, lap, service, and emergency positions. Q. Describe the use of the different postttons. A. Full release is that used for releasing brakes. Running position is the one used when running on the road and when the brakes are inoperative. Lap position is that which blanks all ports in the valve. Service is the position used when the brakes are to be applied gradually. Emergency is the position used when the brakes are to be applied suddenly. Q. What connections do we have with the valve in full release f A. A direct connection between the main reservoir and train-line through a large port and between the main reservoir and cavity D^ or the little drum, through two small ports. Q Explain the flow of air from the main reservoir through the engineer's valve i^i this positiofz. A. In this position the main reservoir pressure enters the valve at X^ passes through port A^ port a of the ro- tary 14, port b of the rotary seat 3 (Figs. 20, 21 and 23), up into cavity c of the rotary and through port / into the train-line at Y. As the air passes through cavity c of the rotary on its way to the train-line, it is free to pass through port g (Fig. 21) into cavity D, In this posi- tion, porty of the rotary (Fig. 26) is over port e in the rotary seat (Fig. 21) also leading to the little drum, or cavity D. Q Can 7nain reservoir pi^essiire reach the top of the rotary 14 at all ti?nes ? A. Yes. G 6 Engineer's Brake Vai.ve 93 Q. What is the valve shown in Fig. 20 f A. It is the top portion of the old D 8 Brake Valve, a cut of which is inserted to convey a better idea of the flow of air through the brake valve in release position. Q, Does the passage of air through the D 8 Fig. 20. — Showing Flow op Air through Brake Valvk WHEN IN Full Release Position. correspond to that of the G 6 Brake Valve in 7^elease position ? A. Although the valves are somewhat different in construction, the flow of air in release position is practi- cally the same in both brake valves. 54. Air-Brake Catechism. Q. How much main 7^eservoii^ pressttre is tistial- ly carried except in very m^ountainoics country ? A. Ninety pounds. Q, How mttch pressure woiild we get on the main reservoir ^ the train line and tJie little drum, were the hajidle of the engineer s valve to be left in full release position ujitil the pitmp stopped? A. Ninety pounds in each, as there is a direct con- nection between the three. Q, What is the small blow zue hear if the en- gineer s valve is allowed to remain in fill release ? A. It is the escape of main reservoir pressure through the warning port of the rotary into the emergency ex- haust (Fig. 23) and out to the atmosphere. Q, What is this port and its purpose ? A. It is a port, one end of which is about as large as a pin. When the engineer hears this blow it means to him that he must be careful or he will get ninety pounds pressure on the train line if he leaves the handle of his valve in full release position too long. Q. How much pressure is tisually carried on the train line and little drum in coicntry not moun- tainous ? A. Seventy pounds. Q. How does the engineer prevent a niiiety- pound pressjcre getting on the train line and little driim ? A. By moving the valve to the second or running position. Q, Why do we get 07tly seventy pounds pressure on the traifi line with the valve in running position ? G 6 Knginker^s Brake Valve. 95 A. Because in this position all air passing into the train-line from the main reserv^oir has to pass through the feed valve (Fig. 22), and this is adjusted to close as soon as there is a seventy-pound pressure on the train- line. Q, In running position we have the positio7i of the rotary as shown in Fig, 22. Explain the pas- sage of air in this position. A. The main reservoir pressure passes through the ports y, f and f (Figs. 22 and 26) into the feed valve, or train-line governor as it is more commonly called ; thence through port i (Fig. 23) into port / (Figs. 21 and 23) and out into the train-line at F. As the pressure passes through port / intp the train-line it is also free to pass up into cavity c of the rotary, which is still over port /, as seen in Fig. 22. Port^ is still exposed under cavity c^ and at the same time the air passes through the train-line governor into the train-line, it also passes into cavity c of the rotary, port g of the rotary seat (Fig. 22) and into cavity D^ or the little drum. Q, The train4ine governor closes when there are seventy pounds on the train li7ie with the valve in running position. Hozv much pressure do we get in the main reservoir with the valve in this position f A. Ninety pounds. Q, What stops the pump when there are ninety pounds on the mat7i reservoir ? A. The pump governor, which is connected with main reservoir pressure at 26 (Fig. 21). Q. Is the pump governor always set at ninety pounds ? A. No ; only in level and hilly country. In moun- tainous country, it is set much higher, also in level country where exceptionally long trains are handled. 96 Air-Brake Catechism. Q. The red hand on the gauge i^epresents main reservoir pressure, aitd the black hand is said to represent that on the train line. Is the pipe lead- ing to the black hand connected directly to the train line ? A. No ; it is connected to little drum pressure. (See 21, Fig. 21.) Q. Why is it called train-line pressure if not connected to it ? A. Because in full release or running position port g furnishes a direct connection between the little drum and train line, and the pressures must be equal. Q, What is the next position to the right oj ru7zning position ? A. Lap position. Q, How does tJie air flow with the valve in this position ? A. There is no passage of the air as all ports are blanked. The rotary is moved around sufficiently to shut off port j in the rotary from port / in the rotary seat, and a small lug on the inside rim of the rotary also covers port ^, thus separating the train line from the little drum. In this position the main reservoir, train-line and little drum pressures are each by them- selves. Q, What is the dividing line betwee^t the train- line and little drztm pressures in this position ? A. The equalizing piston 18 (Fig. 21). Q, Do we still refer to the black hand as repre- senting train-line pre s stir e on lap, knowirig the ports are closed between the little drum and train line ? A, Yes. G 6 ENGINEER'S Brake Valve. 97 Q. If there ivere a leak on the trai7t line, would tJie black hand fall back if the valve is on lap ? A. Yes, but slowly. Q. Why ? A. Because in order to have piston i8 work smoothly the packing ring 19 (Fig. 21) must not be absolutely tight. If the train line leaks, the little drum pressure will gradually leak by the packing ring into the train line and equalize with it. Q. What would happen if this packing ri^ig wei^e tight ? A. With the valve on lap all train-line pressure could leak away and the black hand on the gauge would not show it. Q. What is the next position to the right of lap ? A. Service position. Q^ What is this position used for ? A. To make a gradual application of the brakes. Q. Explain this position. A. In this position, a groove p (Fig. 27) of the rotary connects port e (Fig. 23) leading to the little drum through rotary seat with a groove h (Fig. 23) also in the rotary seat; U leads into the emergency exhaust k (Fig. 23), which is directly connected with the atmosphere as shown by the dotted lines. We then have a direct con- nection from the little drum to the atmosphere through small ports. Q, What is port e called? A. The preliminary exhaust port. This hole is bushed, and the bushing has a small taper hole through it. 98 Air-Brakk Catkchism. Q. hi what two positions is it that the prelimi-' nary exhaust port e is ttsed? A. In the release position and also in the service po- sition. Q, What is its use i^i the release position of the brake valve f A. To permit main reserv^oir pressure to feed down into chamber D above the equalizing piston 18, as shown in Fig. 21, Plate VI. Q, What is this port used for in the service posi- tion of the brake valve f A. It is used to permit the pressure above the equalizing piston, connected with the equalizing reser- voir through port s to escape to the atmosphere. Q, What effect does taking air from the little drum have? A. It reduces the pressure on top of piston 18. The pressures were the same on both sides of it, but when the reduction is made from the little drum in servdce position, it leaves piston 18 with the greater pressure underneath on the train-line side of the piston. Q. What effect has this? A. The train-line pressure being greater forces piston 18 from its seat and allows train-line pressure to escape to the atmosphere through the train-line exhaust 22 (Fig. 21.) Q. How long does piston 18 7'emain off its seat ? A, Just as long as the train-line pressure is greater than that in the little drum. When the little drum PLATE VI.-G6 BRAKE VALVE WITH SLIDE-VALVE FEED VALVE. L-L 'sM^ciri .1 J r — Fig, 21.— G 6 Engineer's Bkake Valve, Release Pos f. 'i .. P"&Bpf^|i' 5 Fig. 22.— G C Engineer's Brake Valve, Running Position. Fig. 23.— G 6 Engineer's Brake Vaive, Plan View. o p o (^4 U' LpJ^ I Fic 25— Slide V\ivn FcED ValVE Fig. 26.— Top View of Rotary Valve. Fig, 27.— Bottom View of Rotary \ G 6 Engineer's Brake Vai.ve. 99 pressure is a trifle greater than the train line, piston i8 is forced to its seat. Q, Do we still speak of the black hand as repre- senting train4i7ie pressure ? A. Yes. Q, How do we know it is the same as that in the I'ttle drum to which the gauge pipe leading to the black hand is connected ? A. Because the equalizing piston will take the same amount of pressure from the train line before it closes that the engineer took from the little drum. Q. If the engineer wishes to apply brakes gradu- ally, does he take air from the train line ? A. No ; he takes it from the little drum, and piston 1 8 takes care of the train line. Q, To what else in the brake system is the piston 1 8 similar ^;^ its work ? A. The triple piston (Plates IV and V). Q, What is the next position to the right of service ? A. Emergency position. Q, Explai7i this position. A. The rotary is moved around so that the large cavity c (Fig. 27) is directly over the large ports / and k of the rotary seat (Pig. 23). Air passes from the train line at I into cavity c and out to the atmosphere through port h. Q. What is the object of ttsing the large ports ? A. To get a very sudden reduction on the train line to cause the triple valves to go into quick action. loo Air-Brake Catechism. Q, Is the reduction necessarily heavy to obtain quick action ? A, No ; it is quick. Q. Does the little drum pressure or the equaliz- ing piston play any part in the emergency applica- tion ? A. None whatever. Q, In running position when the ptimp stops we have ninety pounds in them^ain reservoir and seventy on the trai7i line. What is the difference between the pressure i7i the maifi reservoir and the train line called? Ac Excess pressure. Q, What is the use of excess press7ire ? A. It is a reserve power to throw into the train line, when the valve is placed in release position, to force the triple pistons to release position and help recharge the auxiliar>^ reservoirs. Q, If the pump were started with the handle of the valve on lap, how much pressure would zve get in the main reservoir and how mtich in the train line ? A. Ninety pounds in the main reservoir and noth- ing in the train lineo WESTINGHOUSE SLIDE-VALVE FEED VALVE. Q. What is the object of the Slide- Valve Feed Valve illustrated in Figs, 24 and 2^? A. To maintain a constant pressure on the train- line when the brake valve is in running position. This valve is now sent out with the Westinghouse Standard G 6 Brake Valve, instead of the old style feed valve, as shown in Fig. 28. It contains greater refinement of and a more positive action than the older form of feed valve, or train-line governor, as it is often des- ignated. It fastens to the same studs as the old valve and is interchangeable. Fig. 24 shows a central section through the supply valve case. Fig. 25 is a central sec- tion through the regulating valve and spring box and a transverse section through the supply valve case. Q Explain the operation of this valve. A. Ports/" and ^ (Fig. 25) register with the corres- ponding ports in the brake valve body (Fig. 23) ; main reservoir pressure can reach the feed valve through port f only when the brake valve is in running position. In this position it has free access through f and f with chamber F, Chamber E^ which is separated from chamber F^ by the supply valve piston 54, is connected with passage i and thus with the train-line through pas- sage r, r, port a (controlled by regulating valve 59), and chamber G over diaphragm 57. Regulating valve 59 is normally held open by diaphragm 57 and regulating spring 67, the tension of which is adjusted by regulating nut 65. When this valve is unseated chamber E is in I02 Air-Brake Catechism. communication with the train-line and is subject to this pressure. When the handle of the brake valve is placed in run- ning position air pressure from the main reservoir enters chamber F and forces supply-valve piston 54 forward, compressing spring 58, drawing supply valve 55 with it, thus uncovering port b. It thereby gains entrance directly into the train-pipe through ports /, i. The resulting increase of pressure in the train-line (and in chamber G over diaphragm 57) continues until it becomes sufficient to overcome the tension of regulating spring 67, previously adjusted at 70 pounds. Diaphragm 57 then yields and permits the regulating valve 59 to be seated by spring 60, closing port a and cutting off com- munication between chamber E and the train-line. The pressures in chambers E and F now equalize quickly through leakage past supply-valve piston 54, and the supply-valve piston spring 58, previously compressed when the supply-valve was forced to the right, now reacts and forces supply-valve piston 54 and supply- valve 55 to their normal positions, closing port b and cutting off communication between the main reservoir and train-line. Q, What causes the feed valve to again permit main reservoir pressure to reach the trai7i-li7ie ? A. A subsequent reduction of train-line pressure, either by leakage or otherwise, reduces the pressure in chamber G and permits regulating spring 67 to force diaphragm 57 up, thus imseating regulating valve 59, thereby permitting the pressure accumulated in chamber E to discharge into the train-line through ports ^, c and ^, chamber G and port /. The equilibrium of pressures upon the opposite faces of supply-valve piston 54 being thus destroyed, the higher main reservoir pressure in chamber 7^ again forces supply-valve piston 54, and it in turn draws the supply-valve 55 ovec so as to expose Slide- Valve Feed Valve. 103 port b^ which again permits the train-line pressure to be restored to a pressure of 70 pounds, or other prede- termined amount. Q, How can the train-line pressure be changed when using this feed valve f A. Remove the cap 66, turn the adjusting nut 65 in, to increase train-line pressure, and out to reduce it. Q, What could be wrong if the train-line pres- sure equalized with that in the main reservoir and this could not be changed by readjusting the tension of the regulating spring dy f A, Aside from the causes already explained in con- nection with the brake valve proper, there might be a leak between ports f and i in the gasket (Fig. 29), be- tween the feed valve and brake valve proper ; dirt on the seat of the supply valve 55, or the regulating valve 59, or a poor seat on either ; or the part of the regulating valve stem that rests upon diaphragm 57 being too long. Dirt on diaphragm 57, which would hold regulating valve 59 unseated, would produce the same result. Q. What could make the regulating valve stem too long f A. By grinding the valve in. After this is done it should be noted that the end of the stem is flush with the projection of the casting upon which diaphragm 57 rests. Q. Why would dirt on the seat of the regulating valve jp cause train-line pressure to become too high f A. With dirt on the seat of the regulating valve 59 air from chamber E^ at the right of piston 54, could escape to the train-line. If it escaped faster than main reservoir pressure could leak by the piston 54, the pressure in chamber E would be less than that in chamber F^ and I04 Air-Brake Catechism. the supply valve 55 and piston 54 would be moved to the right, exposing port b^ which connects main reservoir and train-line pressures, and the train-line would be overcharged. Q, What is the object of the brass button at the end of the supply-valve piston sprijtg ^8 f A. As a spring is compressed there is a winding action set up, and a tendency for the spring to turn the piston, and the piston in turn to twist the supply valve from its seat. By the use of the button there is no chance for this action, as a very slight bearing is in con- tact between the button and piston. The effect of the winding action of the spring on the piston is thus destroyed. Q. Name the different parts of the slide-valve feed valve. A. 51, the body; 52, the flush nut; 53, cap nut; 54, supply-valve piston ; 55, supply valve ; 56, supply- valve spring ; 57, diaphragm ; 58, supply-valve piston spring ; 59, regulating valve ; 60, regulating-valve spring ; 61, regulating-valve cap nut ; 62, spring box ; 63, dia- phragm ring ; 64, diaphragm spindle ; 65, adjusting nut ; 66, check nut ; and 67, the adjusting spring. FEED VAIvVE OR TRAIN-UNE GOVERNOR. Q. What is the duty of the train-line governor ? A. To keep any desired pressure on the train line with the handle of the engineer's valve in running position. Q, Does it play a part in any other than rtai- ning position ? A, No. Q. Explain the actio7i of the old style governor with the engineer'^ s valve in running position, A. The spring 68 (Fig. 28) supports piston 74, and the piston holds the valve 63 from its seat. As long as the air pressure on top of the piston is less than the tension of the spring 68, valve 63 is held from its seat, and main reservoir pressure coming in through port / feeds into port i as indicated by the arrow, and on into the train line. When the pressure above the piston is greater than the tension of the spring 68, the piston is forced down, allowing valve 63 to seato Q, How is the train-line pressure regulated? A. By screwing up on the nut 70 to strengthen the spring and hold valve 63 from its seat longer to gain train-line pressure, and lowering nut 70 to weaken train- line pressure, Q, Of what use are the rubber gaskets 7^ and the packing ring 6y? io6 Air-Brakk Catechism. A. To keep train-line pressure from leaking down through the governor and out to the atmosphere. Q, JVkat governor troubles will allow full maifi reservoir pressure to go through the governor to train line ? Fig. 28.— Fked Vai,ve or Train-IvInb Governor. A. (i) Dirt or scale on the seat of the valve 63 (Fig. 14). ^ ^ (2) Spring 68 being screwed up too stiff. (3) A leak between the holes of the gasket 56 where the governor is bolted to the body of the engineer's valve. Feed Valve or Train-Line Governor, 107 (4) The lower body of the governor 69 being screwed up too tight. Q, Explain why the above troubles would pre- vent the governor from shutting off the main reser- voir pressure when the desired amount of train- line pressttre had been reached, A. (i) Dirt or scale would not allow valve 63 to seat. (2) Spring 68 being too stiff would hold valve 63 from its seat too long. (3) The following sketch showing the gasket between the train-line governor and the engineer's valve will explain the third trouble and its effect. The dotted line represents the leak. O (£>---© o Fig. 29. (4) The bottom casing 69 being screwed up too tight would crush the rubber gasket 72 at the outer edge. The inside of the gasket, not being injured, would lift the piston so high that valve 63 could not get low enough to seat. In this case the spring 68 could be taken entirely out, and still we could get no excess as our train-line and main reservoir pressures would equal- ize. Q. If we wish to remove valve 6j to clean it when there is a trahi coupled to the engine^ how should it be done ? io8 Air-Brakk Catechism. A. Turn the cut-out cock in the train line under the engineer's valve and place the handle in service position to remove the train-line pressure between the engineer's valve and the cut-out cockc Then remove nut 65 and valve 63. Q. How shotild valve 6j he cleaned? A. With oil. The seat should never be scraped to re- move any gum, as it is a lead seat and a scratch would ruin it. Q, What should be done before replacing valve 63? A. The valve should be moved to running position to blow out any loose dirt or scale. Q, Does the valve 6j begin to close before full train-line pressure is reached? A. Yes ; the spring 68 begins to be compressed a little before full train pressure is reached so that the last few pounds feed more slowly into the train line. Q. How would you rernove piston ^4 if it stuck ? A. First remove valve 63 as just described, and then replace the cap nut 65. Next remove the lower body 68. Grasp the stem of the piston 66 with the right hand and move the handle of the engineer's valve to running position with the left. The main reservoir pressure coming in will blow out the piston, after which lap the valve. Never drive the piston out by putting a punch on the stem unless the punch is at least as large as the stem. Q, ^ In replacing piston 7^, what care shoiild be exercised ? A. To carefully enter the packing ring of the piston into the brass bushing. Never pound it in as some- thing would be broken or sprung. Feed Valve or Train-Line Governor. 109 Q. With the ha7idle of the engineer s valve on lap, could the train-line governor be removed entirely without losing main reservoir pressure ? A. Yes ; all ports are blocked, and main reservoir pressure could not get through the rotary in this position. Q. What harm would a leak by the packing ri^ig 6y and through the rubber gaskets 7^ do ? A. No harm, except what any small leakage of train-line pressure would do. THE LITTLE DRUM, OR CAVITY D. Fig. 30.— The Litti^e Drum, or Cavity D. Q, How else is the little drum^ or cavity D^ some- times spoken off • A. As the engineer's equalizing auxiliary. Q. Where is the little drum tcsually located? A. Under the foot-boards of the cab, on either the fireman's or engineer's side, according to which has the most free space. Q. What is the object of the little drum ? A. To furnish a volume of air on top of the equaliz- ing piston in the engineer's valve. Q. Would not the air in the small cavity over The Little Drum, or Cavity D, hi the equalizing piston hold air enough to keep the pisto7i on its seat f A. Yes ; but there is not a sufficient volume there to draw from in making service reductions to make them sufficiently gradual. Q. What would happen whe7t the engineer put the handle of the engineer'' s valve in service position^ if there were no little drum to furnish a volume of air on top of the equalizing piston ? A. The air would leave the top of the piston in a flash on account of the small volume, the black hand on the gauge would fall to the pin, the equalizing piston rise full stroke, all train-line pressure would rush to the atmosphere through the train-line exhaust, and the en- gineer would have lost control of the brakes. Q. How would the brakes on the train act ? A. If a long train were coupled to the engine, the brakes would go full set in a service application ; but if a train of less than about six or seven cars, the brakes would go into quick action. Q, Why full service on a long train and quick action on a short one ? A. On a short train, w^hen the equalizing piston flew up, air from the train line would go to the atmosphere through the train-line exhaust faster than the auxiliaty pressure could get from the auxiliary to the brake cylinder through the service port of the triple slide valve. When the auxiliary pressures were enough stronger than that on the train line, they would force out the triple pistons and compress the graduating springs, causing the triples to go into quick action. On a train of any length the train-line pressure, due to the greater volume on the train line, could not get out of the train-line exhaust any faster than the auxiliary 11^ Air-Brakk Catechism. pressure could feed through the slide valves to the brake cylinders, and the auxiliary pressures would not be strong enough to compress the graduating springs, but, losing all train-line pressure, would apply the brakes in full service application c Q. The three-way cock was done away with to get a valve that would mechanically make a gradual desired train-lhte reduction regardless of the le^igth of the train. What is it about the valve nozv used that allows this to be done? Ac The little drum in conjunction with the equaliz- ing piston. Q, Does an engineer have to leave the handle of the engineer s valve in service position any longer to make a train-line reduction of fve pounds on a long train thaii 07i a short one? A. No ; all little drums are of the same size. If a five-pound train-line reduction is desired, the engineer releases five pounds from the little drum to the atmos- phere, and the equalizing piston takes care of the. train- line pressure regardless of the length of the train. Q. If by any chance the pipe leading to the little drum were broken off, cotild we still handle the brakes? A. Yes. Q. How ? A. Plug the broken pipe and also the train-line ex- haust. When wishing to apply the brakes in service, our service position would be of no use as the train-line exhaust is plugged ; so move . the valve part way into emergency position, being careful not to get it too far into emergency position so as to make too sudden a re- duction, and when putting the valve back on lap do not The lyiTTLK Drum, or Cavity D. 113 stop the train-line reduction too quickly or the surge of air fon;\^ard may release some of the head brakes. Q. In suck a case^ mto what have we trans- formed 07tr efficient valve ? A. Practically into an old three-way cock. Q, How do we tell 2/ the preliminary exhaust port e is free from glim and corrosion? A. Flace the engineer's valve in service position and watch the black hand on the gauge. It should take about five or six seconds to reduce the pressure in the little drum from seventy to fifty pounds through the preliminary exhaust port. , Q. What, besides the fact that the preliminary exhaust port is partially closed^ would cause it to take lonorer than six seconds to make this reduction ? A. See the engineer's valve (Fig. 21). If the gasket 32 leaked between the main reservoir and little drum, or between the train line and little drum, or if the packing ring 19 were sufficiently loose to allow train-line press- ure to feed by too quickly. Q, If it takes less than five seconds to make this reduction, what is probably the matter ? A. There is a leak somewhere in the connection to the little drum, which helps make the reduction. PECULIARITIES AND TROUBLES OF THE G 6 VALVE. Q, What two troubles in the engineer s valve aside from those i^i the train-line governor would not permit any excess pressure with the handle of the engineer s valve in running position ? A. A leak in the lower gasket 32 (Fig. 21) between the main reserv^oir and the little drum and a leaky rotary. Q, Why does air leaking from the main reser- voir to the little drum in running position not per- mit any excess pressure ? A. Because in this position the little drum and train line are directly connected. Q, Does gasket j2 leak very often ? A. No ; this is a trouble seldom encountered. Q, What indicatio7ts are given by such a leak ? A. In service position it would take longer to make a given reduction on the little drum, as air is feeding in slowly at the same time it is being taken out through tlie preliminary exhaust. As soon as the valve was placed on lap the black hand would quickly feed up to main reservoir pressure. Q. If the air were leaking into the little drum by gasket J 2 as fast as it zuas being removed through the preliminary exhaust port, what would happen? Peculiari'Ties and Troubles of the G 6 Valve. 115 A. The equalizing piston could not be raised and the only way the brakes could be applied would be by using the emergency position. Q. How does the leaking of the rotary do away with excess? A. The air from the main reservoir leaks under the rotary seat directly into the train line. Q. What harm besides that of destroying excess will result from a leaky rotary ? A. We get main reservoir pressure on the train line and consequently in the auxiliaries, and the use of ninety instead of seventy pounds for braking purposes would slide the wheels. After the brakes were applied and the valve was on lap, air leaking into the train line from the main reserv^oir would gradually increase train-line pressure and force triples to release position. Without the proper excess it would also be hard to release brakes. Q, How would you test for a leaky rotary? A. Start the pump with the valve handle on lap. If the black hand starts, the rotary leaks. Gasket 32 leak- ing would also cause this, but this leak so seldom hap- pens, it may be disregarded in practice= Q, Give a7iother way of testing for a leaky rotary, A. Put the valve on lap and drain everything but the main reservoir ; open the angle cock at the rear of the tender and put the hose in a pail of water. If bubbles rise to the surface the rotary is leaking. Q, Which is the better test ? A. The second is the more delicate test, but the first is sufficiently practical and is easier. ii6 Air-Brakb Catechism. Q. Why shoidd everythi7ig be drained in making the water test ? A, Because with all air taken from the train line by opening the angle cock at the rear of the tender, air leaking by the packing ring 19 in the piston 18 into the train line would cause bubbles to rise to the surface of the water. The same thing would result if air from the tender and driver brake auxiliaries leaked by the triple piston-packing rings. The bubbles would seem to indi- cate a leaky rotary, while it was merely an improperly conducted test. Q. Why call we sometimes get no excess with the valve in riifining position when the engine is alone, althottgh the hands zuill stand properly at ninety and seventy when the eiigine is coitpled to a train ? A. It simply means that when coupled to a train the leaks on the train compensate for the leak through the engineer's valve. Q, What will caiise a constant leak ont of the train-line exhaust 22 (Fig, 21), whether the valve is on f tell release, running, or lap position ? A. Dirt on the seat of the valve at the end of the stem of piston 18. Q, What is the trouble if this lectk does not exist in fnll release or running position, but begins as soon as the valve is placed on lap ? A. A leakage of little drum pressure causes piston 18 to rise. Q, Where could this leak be ? A. In the little drum itself ; in the pipe leading to it ; in the pipe leading to the black hand on the gauge ; gasket 32 leaking so as to allow little drum pressure to escape to the atmosphere ; a scratch on the rotary seat Peculiarities and Troubi.es of the G 6 Vai^ve. 117 between the preliminary exhanst port e and the groove h leading to the atmosphere. Q, Why does it leak on lap and not on running or /nil release position ? A. Because the leak is not fed on lap, as all ports are closed, but it is in the other two positions. Q, If the two ha7ids on the gatcge do not show the same pressure when the valve is left in full re- lease position, what is the trouble ? A. The gauge is incorrect. The main reservoir and train line being directly connected in this position both gauge hands should show the same pressure. Q. What could be the trouble if in running position the red hand showed sevejzty and the black nijzety pottnds ? A. The gauge pipes have been connected to the wrong hands. Q, What should be done if piston 18 does not respond readily to reductions and seems to stick ? A. The piston should be removed and cleaned ; but never remove the packing ring 19, as it may be sprung or broken. Get the ring to work free by using kerosene oil to clean it. Q. How would you apply the brakes if the pre- liminary exhaust port were closed and no reductio7i C02ild be 7nade in service position ? A. Go carefully toward the emergency position. It might be done by lapping the valve and unscrewing the nut a little that connects the pipe leading to the little drum to the brake valve. OPERATION AND DESCRIPTION OF THE D 8 VALVE. ^TO GOVERNOR Fig. 31.— D 8 Brake Vai,v^. Q. Which valve is most used, the G 6 or the D 8f A. The G 6, but the D 8 is also used to quite an extent Operation and Description of the D 8 Vai^ve. 119 Q, How do the two valves compare with each other in the general principle of operation ? A. They are alike in principle, but the same results are reached by differently constructed valves. Q. Do they have the saine positions ? A. Yes. Q, Is there any difference in the pipe connec- tions of the two valves ? A. Yes, with the G 6 valve the pipe carrying air to the pump governor is connected to main reservoir press- ure, while with the D 8, valve it is connected to the train line. This will be seen by comparing the cuts of the two valves. Q, Explain the full release position of the D 8 valve, A. With the handle 8 of the valve (Fig. 31) in full release position, the air coming from the main reservoir enters the engineer's valve at X, passes on top of the rotary, through port a of the rotary 13, port h of the rotary seat and into cavity c of the rotary, thence through port I and into the train line at F. Port g in the rotary seat (Fig. i'^) leads to chamber D and is exposed to cavity c of the rotary in this position of the valve so that air passing from the main reservoir into the train line through cavity c is also free to go to the little drum through port g. In this position F'ig. 32 shows port J open to port 6, and main reservoir pressure passes directly to the little drum through these ports. Q. Hozu many ports lead to the little drum in full release ? A. Two ; the same as with the G 6 valve. I20 Air-Brakk Catechism. Q, How many to the train line ? A. One large one, as with the G 6 valve. Q. In full release the main reservoir ,' train line, and little drit^n are con^tected. How m^uch pressure will we get^on each if the pump is started with the valve in this position? A, Seventy pounds. Q, Why seventy ? A. Because with this valve, the train-line pressure governs the pump, and the train line usually carries seventy pounds. Q, Do we still have a connection between the m^ain reservoir and train line when the handle is m^oved to running position ? A. No, not a direct connection as in full release. Q, Do zue have a connection between the train line and little drum ? A. Yes. Q, Explain the running position of this valve. A. In this position port J (Fig. 32) is moved around directly over port / in the rotary seat. The main reservoir pressure coming from the top of the rotary feeds through ports j and / and strikes the valve 21, which is held to its seat by the excess pressure spring 20. This spring has a tension of twenty pounds so that when the main reservoir pressure is twenty pounds greater than that back of the valve, or train-line pressure, the valve is forced from its seat and the air coming from the main reservoir passes through port/ (Fig. i^ into port I and into the train line at F. At the same time it feeds into the train line through port ?, it feeds up under the rotary into cavity c which, as in full release, is ex- posed to port I. Port g in the rotary seat (Fig. 33) is still Operation and Description of the D 8 Vai^ve. 121 exposed to cavity c, and as air passes into the train line it also passes up into cavity c and through port g (See Figs. 31 and 2>?>) iiito cavity D, or the little drum. Q, With this valve in rttnning positio7i, how much pressure do we get on the main reservoir and train line ? A. Ninety pounds on the main reservoir and seventy on the train line. Q, What stops the pump when we have the ninety a7id severity potcnds ? A. The pump governor, which is actuated by train- line pressure. (See 15, Fig. 31.) Q. What gives tcs the excess pressure of twenty pounds in the main reservoir ? A. The excess pressure spring 20. Q, Moving the valve to lap, what is done? A. All ports are blanked. Q, What shuts the little drum off from the train-li^ie presstcre on lap? A. A lug on the inside of the rotary rim covers port g (Fig. 33) in this position. Q. Where is air draw7i from in service posi- tion ? A. From cavity J9, or the little drum. Q, Explain this position, A. In this position, the slot y on the under side of the rotary (Fig. 34) connects port e^ which leads through the rotary seat to the little drum, with port U in the rotary seat (Figs. 32 and 33) leading to the atmosphere. Fig. 32.— D 8 Brake: Vai,v^. Operation and Description of the D 8 Valve. 123 TO GUAGE RESERVOIR 2Q PRESSURt TO QUAGE TRAIN PIPE PREBSURE Fig. 33.— D 8 Brake Vai,vk. Q, How does the reductio7i of little drum press- ure affect jthe equalizing piston ly ? . A. The same as with the G 6 valve. 124 Air-Brake CatechisMc Q. Is there any differ e^ice between the emergency position of this and tlie G 6 valve ? A. No. Q, What is the object of the small slot in the rotary seat {Fig jj) leading from port e, zuhich leads to cavity D, towards port f? Ac This port comes into use when moving the rotary into full release position. It is to allow m^ain reservoir Fig. 34.— Showing Bottom Side. of Rotary of D 8 Vai^ve. pressure to reach cavity D on top of the equalizing pis- ton through port J a trifle sooner than it reaches the train-line pressure underneath the piston 17. Just as soon as the rotary is moved past running position toward full release, port j in the rotary is connected with the slot in the rotary seat leading to port e, thus allowing main reserv^oir pressure to reach the top of piston 17 a trifle sooner than it reaches the train-line pressure underneath the piston. Operation and Description oi^ the D 8 Vai.ve. 125 Q, What zvoiild happen if the air from the fjtaiii reservoir reached the under side of the piston ly {Fig- 32) first ? A. The piston would be forced from its seat, espe- cially on a short train, and there would be an unneces- sary waste of air before the piston would seat. PECUIvIARlTlES AND TROUBLES OF THE D 8 VALVE. Q, Why is the equalizing piston ly raised nearly every time the handle is throzvn to full release, on an engiiie alone, while if the engine is coupled to a train of four or more cars this does not happen ? A, In full release two small ports charge the little drum and one large one charges the train line. On an engine alone the volume of air in the train line and the little drum are so nearly equal that charging the train line so much faster through a large port than the little drum is charged through two small ones makes the press- ure greater underneath piston 17 than that above it. The piston is consequently forced from its seat and enough train-line pressure is lost through the train-line exhaust to allow little drum pressure to force piston 17 to its seat. Q, Does this happen with both valves ? Ao Yes. Q, Why does this not happen when the eiigine is coupled to some air cars ? A. Because in this case the large port used to charge the train line in full release has a large space to supply with air, and the little drum is charged faster than the train line. Q, Which hand should start first if the pump is started with the valve in full release position ? Pecuuartties and Troubi.i:s of the D 3 VAI.VE. 127 A. They should start together and stop at seventy pounds. Q, Which hand should start first in running position ? A. The red should go up twenty pounds before the black hand moves. They should then proceed twenty pounds apart and stop when ninety pounds is registered by the red hand and seventy by the black. Q. What is the trouble if both hands start and remain together with the valve in running position ? A. The rotary leaks or there is dirt on the excess pressure valve 21 (Fig. 32). Q, How do we tell which it is ? A. Try the rotary on lap as described with the G 6 valve, to see if it leaks. If it is tight the trouble is with the excess pressure valve. The trouble will be found to be dirt on the seat of the excess pressure valve nine- teen times out of twenty. Q, How can you remove the excess pressure valve when everything is charged? A. Turn the cut-out cock under the engineer's valve, place the rotary on service position and remove the cap nut 19. Q, After we remove the excess pressure valve, clean it and the chamber in which it works, what should be done ? A. The rotary should be placed in running position to blow out any loose dirt or scale before replacing the valve. Q. What causes this gu7n to collect here? A. The too free use of oil or a poor kind on the air end of the pumpo 128 Air-Brake Catechism. Q, If the red hand stands at eighty and the black hand at seventy when the pump stops and the rotary is in ritniiing position^ what is wro7ig? A. The excess pressure spring 20 (Fig. 32) is weak. Q, What if the red stands at one hundred and the black at seventy ? A. The excess pressure spring is too stiff. Q, What if the red stands at eighty and the black at sixty, or the red at one hundred and the black at eighty ? A. The pump governor needs adjusting. Q, What is tJie troitble if no air will pass into the train li^ie with the valve in naming position ? A. The excess pressure valve is stuck to its seat. Q, What has to be done ? A. The handle of the valve has to be run in full re- lease until the excess pressure valve chamber can be cleaned. Q, How imtch pressure will we get 07i the inain reservoir and hoiv mitch on the train li^ie if the pump is started with the valve on lap ? A. No pressure in the train line, and boiler pressure in the main reservoir. Q. Why boiler pressure in the main reservoir ? A. Because the pump continues to work as long as the steam is strong enough to compress the air higher, there being no air in the train line to work the governor and stop the pump. Q. Does the main reservoir pressure ru7i up this way when the brakes are applied and the valve is on lap ? A. Yese PECUI.IARITIES AND TrOUBI^KS OF THE D 8 VaLVK. 129 Q, How is this overcome ? A. The engineer watches the gauge and partially closes the pump throttle, or, on some roads, two governors are used, one connected to the main reservoir pressure and the other, as in the cut (Fig. 33), with the train line, Q, What is likely to happen if this high press- tcre gets into the train line? A. The wheels are likely to be slid and the hose burst. Q, If the rotary or excess pressure valves leak with the D 8 valve, how will the pump work ? A, After stopping, the pump will not start working again until both train-line and main reservoir pressures have leaked below seventy pounds or that at which the governor is set. Q. Why is it that with the valve midway be- tween the service and full emergency positions the black hand shows main reservoir pressure, when we know by the position of the valve that there is no air in the train line ? A. This is a peculiarity of the valve. In this posi- tion port y of the rotary stands over port g of the rotary seat that leads to the little drum. In this case the press- ure represented is what is in the little drum but not in the train line, as the train line is connected to the at- mosphere by a large port. Q, Are the troubles with the equalizing piston described in the expla^iation of the G 6 valve ap- plicable to the equalizing piston of the D 8 valve ? A. Yes. A COMPARISON OF THE G 6 AND D 8 BRAKE VALVES. Q. How much pressu^^e do we get in the main reservoir, traiji line a7id little drnm with the G 6 and D 8 brake valves, if the pump is started zvith the valves in full release a7id left there ttntil it stops ? A, Ninety pounds in each with the G 6 valve, and seventy in each with the D 8 valve. Q. How do the Jiands on the gauge go ttp with the G 6 and D 8 valves, if the pumps are started with the valves in running position? A. With the G 6 valve; both hands go together to seventy pounds, when the black hand stops, and the red hand continues until ninety pounds is reached in the main reservoir. With the D 8 valve the red hand goes up twenty pounds before the black moves. They continue to rise twenty pounds apart and stop with ninety on the red and seventy pounds on the black hand. Q, Why is a leak on the trahi line more likely to creep the brakes on with the D 8 than with the G 6 valve, with the valves i^i rtmning position ? A. Because in this position air will feed into the train line if the pressure there is less than seventy pounds with the G 6 valve, while with the D 8 no air will feed into the train line unless there is twent' A Comparison oi^ the F 6 and D 8 Brake Valves. 131 pounds more pressure in the main reservoir than in the train line. Q. What is the difference between the two valves in the stopping of the pump ? A. With the G 6 valve, the pump stops when the desired pressure is compressed into the main reservoir, regardless of the pressure in the train line, while with the D 8 valve it is exactly the reverse. Q. How much pressure will we get on the main reservoir and train line with these valves, if the pump is started with the valves on lap ? A. Ninety pounds on the main reservoir and nothing on the train line with the G '6 valve ; boiler pressure on the main reservoir and nothing on the train line with the D 8 valve. WESTINGHOUSE PUMPS- Q. What four sizes of pumps are there? A. The 6, 8, 9^ and ii-inch pumps. Q, Is the 6'inch p2imp still in use ? A. Yes, but very few are ever seen. Q, What is the use of the pump in the air-brake systefn ? A. To compress the air used in applying and re- leasing the brakes. Q, Which pu7np is gradually becoming the sta7idard, a^id why ? A. The 9J-inch pump, because the number of air cars now used in trains requires a pump of greater capacity to insure recharging the train more quickly in descending grades. Q, How is dry steam obtained for the pump ? A. A pipe is screwed into the dome near its top and a pump throttle conveniently located in the pipe, or a dry pipe is run from the top of the dome back through the boiler and coupled to a pump throttle screwed into the top of the boiler inside of the cabo Q, What would happen if this dry pipe leaked inside the boiler ? A. Water would work into the pump and wash out the oil; causing the pump to groan and cut. PLATE VII.— THE NINE AND ONE-HALF INCH IMPROVED AIR PUMP. 9J-INCH Pump. 133 Q. What is placed between the pump throttle and the pu7np ? Ao The lubricator and pump governor. Q, How are they located? Ao The pump governor next to the pump, and the lubricator between the governor and pump throttle. Q, What would happen if the lubricator were placed next the pu7np ? A, When the pump governor shut oflf the steam, with the lubricator ordinarily used, the steam between the lubricator and pump governor condensing would form a vacuum that would draw all the oil from the lubricator, and there would be a great waste of oil. Q, What is the capacity of a gY^-inch pump in good condition ? A. With one hundred and forty pounds of steam pressure, a gj-inch pump will compress air from zero to seventy pounds in thirty-eight seconds in a reservoir 26I X 34 inches, and from twenty to seventy pounds in twenty-seven seconds. Q. What is the capacity of an S-inch pump in good condition ? A. With one hundred and forty pounds of steam pressure, the 8-inch pump will compress air from zero to seventy pounds in a main reservoir 26J x 34 inches long (outside measurement) in sixty-eight seconds, and from twenty to seventy pounds in fifty seconds. The reservoir contains about 8f cubic feet, 91-Inch Pump. Q, What is the office of the parts in the top head of the gyi-inch pump {Plate VII) f 134 Air-Be AKB Catechism, A. They with the reversing rod 71 form the valve motion of the pump. Q. What is Fig. 37 {Plate VII) ? A. It is a cut of the bushing inside of which the slide valve 83 moves when actuated by. the movement of the pistons "jj and 79, because fastened to their connect- ing stem» Q, What are ports t), d, and c^{Fig.jy, Plate VII) ? A. They correspond exactly to the ports in the valve seat of a locomotive. In Fig. 35 (Plate VII) we see that b leads to the bottom of the steam cylinder, c^ to the top, and d leads to the exhaust pipe at Y. Q. Of what use is port t {Fig. j/, Plate VII) ? Ao It is a port by means of which chamber E at the left of the small piston 79 is connected with the atmos- phere through port d, Q. If this port zuere not there, would the pump reverse ? A. No ; when the main valve pistons "]"] and 79 moved to the left, a back pressure would be formed in chamber E that would stop the reversing movement of the pistons "]"] and 79 and stop the pump. Q, Explain the passage of steam after it enters the p7imp at X, a7id its effect, A. Steam coming from the boiler through the pump governor enters the pump at X, thence passes through ports a, a' and a' (Figs. 35 and 36, Plate VII), into chamber A between the main valve pistons. The area of piston 77 being so much greater than that of 79, the steam moves these pistons to the right, carrying the slide valve 83 (Figs. 35 and 36) with them to the position shown gJ-lNCH Pump, 135 in Fig. 35. Steam in chamber A is now free to pass through ports 6, b^ and h"" underneath the main piston 65. Q, What would become of any steam above piston 6^? A. Any steam above this piston is free to pass to the atmosphere through ports c, d , the exhaust cavity B of the slide valve, d, d! ^ d% and through the exhaust pipe from Y. Q. How is the pump reversed? A. The main piston 65 is now being forced up by the steam pressure, and just before it reaches the top of its stroke the reversing plate 69 strikes the lug / on the reversing rod 71, lifting the rod. As this rod is lifted the reversing slide valve 72 (Fig. 36) is carried up with it, and the pump is reversed. Q. What is the duty of the reversing slide valve ^2 {Fig. 36) f A. The duty of this valve is to admit and exhaust steam from chamber D (Fig. 35) between the piston 77 and head 84, and, as now shown, it exhausts steam from cavity D through ports h and h' (Figs. 37 and 36), port H of the reversing slide valve, and through ports/,/, c?, d\ d\ and out at F. Q, How does raising the reversing slide valve reverse the motion of the pnmp ? A. As the reversing valve is lifted by the rod 71, port ^ in the bushing (Figs. 36 and 37) is exposed to the steam pressure which is always in chamber C, which is in constant communication with chamber A by means of ports e and e' (Fig. 36). When valve 72 is raised, steam passes through port g (Figs. 36 and 't^^) into cavity Z). We now have equal steam pressure on both sides of piston ']']^ and it is balanced ; but the pressure acting on the right of piston 136 Air- Brake Catechism, 79 moves the pistons and the slide valve to the left, connecting the steam pressure in chamber A with the top of piston 65 through ports c' and c, and the under side of piston 65 is connected with the atmosphere through ports b\ b\ b, cavity B of the slide valve 83, d, d\ d% and out at K Q. The piston 6^ is now on its down stroke ; what bri^igs the stroke to the point from which we started ? A. The reversing plate 69 strikes the button at the bottom of the reversing rod 71 and pulls the reversing slide valve 72 down to its position as shown in Fig. 36. We have now completed one entire stroke of the pump, Q. Which are the receiving valves f A. Those marked 86 at the left of Fig. 35. Q, Which are the discharge valves ? A. Those marked 86 at the right of the pump. Q, Describe the action of the air end of the pump. A. As piston 66 is raised, the air above the piston is compressed and a vacuum would be formed underneath if air from the atmosphere did not enter through the lower receiving valve 86. The ports are so arranged that the pressure above the piston will strike the receiving valve from above, forcing it to its seat, and the discharge valve underneath, forcing it from its seat, allowing the compressed air to pass down and out into the main reservoir at Z. The suction underneath the piston allows atmospheric pressure entering at W to force the lower receiving valve from its seat and fill the cylinder underneath the piston with air. The lower discharge valve 86 is held to its seat by main reservoir pressure. When the pump is 9|-lNCH Pump — Peculiarities, Troubles, CarEo 137 reversed, the opposite valves from those just described are aflfected in the same way. Q. Of what use is the port in the cap 7^ {J^ig- j6^ Plate VI I^ which leads to the top of the stem 7/ f A. This port is connected with the top end of the steam cylinder. Were it not for this port there would be a back pressure on top of stem 71 which would not allow the reversing slide valve to be raised to reverse the pump. This port is connected with the atmosphere through the top end of the steam cylinder, as shown in Fig. 2, each time this end of the cylinder is connected with the atmosphere. 9J-INCH Pump — Peculiarities, Troubles, Care. Q. What should be done in packing the ptimp ? A. It should be packed loosely and the gland nuts 96 screwed up only sufficient to prevent a blow. Do not use a wrench if no blow exists when the gland is screwed up by hand. Q, Should asbestos or anything containing much rubber be used in packing a pump ? A. No ; asbestos hardens and is hard to remove, and rubber is likely to wear the stem too much. Q. How often should the air end of the pump be oiled? A. Modern practice demands that a pump in freight and passenger service should be oiled according to the work which they perform. The old method of oiling a pump only when it groans has been abandoned. Q. Some pumps have been run without ever 138 Air-Brake Catechism. oiling the air end; how did the lower cylinder receive its lubrication ? A. From the swab which should always be placed on the piston -^od, and from the oily condensation that follows down the rod. Q, What kind of oil should be used i?i the air end of the pump ? A. A good quality of valve oil gives the best results. The same oil that is used in the steam cylinder also gives best results in the air cylinder. Q. What care should be taken in starting a pump ? A. It should be started slowly so as to get a pressure of twenty or thirty pounds for the air piston to cushion upon, and the condensed steam should be gotten rid of before the pump attains any speed. Get the lubricator at work as soon as the pump is started. Q, Does any harm resiUt from oiling the air end of the pump through the suction ? A. Yes ; the suction holes are stopped up, the air valves gummed, and a generally dirty and ineffective pump results. Q, What trouble will cause the pu77tp to blow ? A. Packing rings in the main steam and reversing pistons leaking, slide valve 83, or a leaky reversing slide valve 72 are the main troubles. Q, What zvill ca2tse a p2cmp to pound? A. It will pound if it is not fastened firmly, if the air valves are stuck, or if there is too great a lift of air valves. Sometimes it will pound if the reversing plate is worn too much to reverse the pump quickly enough, or if the nuts on the pistons are loose. 9J-InchPump — Pkcuuarities, Troubles, Care. 139 Q, What wotild be the effect if the top discharge valve were stuck open ? A. Main reservoir pressure would always be on top of the air piston ; this would cause a slow up-stroke and a quick down-stroke of the pump. No air would be drawn into the pump on the down-stroke. If the oil cock were opened on the pump, there would be a constant blow at that point as long as" there was any pressure in the main reservoir, and no oil could be put into the air cylinder, as it would be blown out by the escaping air, Q, What would be the effect if the bottom dis- charge valve were stuck open ? A. The same effect as above described, only on the opposite stroke of the pumpo In this case the oil cock would not tell us anything. Q. What would be the effect if the top discharge valve were stuck shut ? A. The pump would have a slow up-stroke, and unless the valve were forced from its seat, would stop or go slow enough to allow the pressure above the air piston to leak by the packing rings when the air press- ure above the piston became as high as the steam pressure. Q, What would be the effect if the bottom dis- charge valve were stuck shut ? A. The same eflFect as just described, but on the opposite stroke. Q, What effect would follow if the top receiv-- ing valve were stuck open ? A. Air would be drawn into the pump on the down- stroke and blown back to the atmosphere on the up- stroke. By placing the hand on the air inlet and 140 x\ir-Brakk Catechism. watching the piston this trouble may be easily located. The pump would have a tendency to work faster on the up-stroke. Q. What effect would follow if the bottom receiving valve were stuck open ? A. The same as just described, but on the opposite stroke. Q. What would be the effect were the top re- ceiving valve stuck shut ? A. No air would be drawn into the pump on its down-stroke, and a partial vacuum being formed above the piston would cause the pump to have a slower down-stroke, as the vacuum would be working against the steam, and a faster up-stroke, as the vacuum would be working with the steam. Q. What would be the effect if the bottom receiving valve were stuck to its seat ? A. The same as with the top receiving valve stuck shut, but on the opposite stroke. Q. How may a stuck valve ustcally be loosened? A. By tapping the valve cage lightly. Q, Hozv will a pump work with dirt on the seat of a discharge valve ? A. The same as with a stuck receiving valve. The dirt on the valve allows main reservoir pressure to feed back into the pump and aid the steam on half the stroke, causing one stroke to be quick, and work against the steam on the other stroke, causing the pump to work slow. Q. How could we tell that a receiving valve was stuck shut, or a discharge valve open, besides by the erratic action of the pttmp f 9J-INCH Pump — Peculiarities, Troubles, Care. 141 A. The hand placed on the strainer would feel no air drawn in on one-half of the stroke. Q. How can we tell if the top discharge valve has a^ poor seat ? A. Open the cock 98 (Fig. 35, Plate VII) and air will issue thence constantly if the dirt on the seat of the valve allows main reservoir pressure to feed back into the cylinder. Q, What caused some of the first gyi-inch pumps to stop ? A. The port^ (Fig"- Zl^ Plate VII) did not extend quite far enough, and the wear of piston ']^ (Fig- 35, Plate VII) would sometimes allow it to travel far enough to close port g entirely, and the pump could not be reversed. Q, How 77tay a pump often be started if it stops ? ' A. By jarring lightly on the top head. Q, At what speed are good results obtained from a pump ? A. At about forty-five or fifty double strokes a minute on a level, but in handling air trains on a grade this speed should be increased according to work to be done. Q, Why is it best not to run a pump too slow ? A. A pump running too slow will allow the air that is being compressed to leak by the packing rings 67 (Fig. 36, Plate VII), and air will not be drawn in at the other end of the cylinder as it should. With sixty strokes to the minute, a pump will make more air than with the same number of strokes spread oyer three minutes. In the latter case the compressed air has too much time to leak by the air piston-packing rings. 142 Air-Brake Catechism. Q. How can we tell if the packing rings in a ptimp are loose ? A. Have the pump working at fair speed and put the hand on the air inlet to see if the air is drawn in full stroke. Try this on both strokes, and if air is drawn in only during a part of each stroke, the rings are loose. Q. What lift should the receiving and discharge valves have ? A. ^^ of an inch. Q. What will cause a pump to heat ? A. Too small lift of air valves, racing a pump, loose air piston-packing rings, using a small main reservoir on long trains, packing the piston rod too tight, or using so much oil on the air end of the pump that the pipe leading from the pump to the main reservoir is partly closed by the oil being baked to it. The pipe gradually becomes so small, that the friction caused by the air being forced through it causes the air to heat. This heat spreads to the pump. Q, What should be done to cool a hot pump ? A. Ease up on the speed if running fast, remove cap 74, and pour a small amount of good oil into the pump. Q. If the packing burns out of a pump, can it still co7npress air ? A. Yes ; the lower half of the air cylinder will not be affected. Q, Does compressing air cause it to heat ? A. Yes; the higher the pressure the greater the degree of heat, because of the friction due to forcing the air particles closer together. Q. What is likely to be the trouble if a pump dances f 91-Inch Pump — PECULiARrriES, Troubles, Cark. 143 A. A leak on the seat of the reversing slide valve or a bent reversing stem ; also a bnrr being worn on the reversing plate, thns allowing the button on the stem to catch. Q, How should a pump be located? A. It should be where the engineer will notice it if it stops. Under no consideration should it be located lower than the main reservoir, as dirt and water would stay in the pump. Q. How may a pump be cleaned ? A. By allowing a solution of lye in hot water to work through the pump. The pump should be worked slowly and the water caught in a pail before it enters the main reservoir. Run the solution through several times ; then run clean hot water through to wash out the lye, or it will eat the leather gaskets throughout the brake system. Q. Where does the exhaust pipe connected to the pump at Y lead ? A. Usually to the smoke box in the engine, but this practice is gradually giving way to the better one of running the exhaust pipe into the exhaust passage from the main cylinder to the stack. This latter method almost does away with the draught on the fire caused by the pump exhaust thus saving fuel, and the pump makes very little noise in working. Some engines are piped to carry the pump exhaust up over the cab, but this is awkward, noisy, and keeps the cab dirty. Q, What effect would be produced if the gasket under the top head leaked? A. If the leak were between the two ports, one leading to the top and the other to the bottom of the main piston, the pump would stop. 144 Air-Brake Catechism. The accompanying table shows heat due to compres- sion. This heat depends upon the initial temperature. The rise in temperature is due to the heat of compres- sion. Temperature of air before compression 60° 90° '* compressed to 15 lbs. 177° 212° " 30 255° 294° " 45 317° 362° " 60 369° 417° " 75 416° 465° " 90 455° 507° " 105 490° 545° *' " 120 524° 580° EIGHT-INCH PUMP. Q, State the principal diffe^^e^ice^ aside from that of size ^ betwee7i the 8 a7id g\-inch pumps, A. It is in the valve motion ; that of the 9 ^-inch pump is simpler, easier to get at for repair, and less likely to get out of order. Piston 23 (Fig. 38), called the reversing piston, is not found in the 9)^-inch pump (Plate VII). Q, Are the air ends of the pmnps alike? A. In principle, yes ; but the location of the air valves and their size are somewhat different, although the operation is the same. Q. What lift do the air valves of the 8-inch pump have ? A. The receiving should have \ and the discharge -gVinch lift. Q, As the steam enters the pump at X {^Fig. j8\ where is it free to pass f A. Into chamber m and also through port h into a port not shown which leads to cavity ^, the reversing slide-valve chamber. AIR INLET z ^ TO MAIN RESERVOIR AIR INLET Fig. 38.— 8-Inch Pump. 8-Inch Pump. 147 Q, Does this chamber always contain the same pressure as chamber m ? A. Always. Q. The pistons 7 (Fig* 3S) are of unequal size, and the upper piston 7 and piston 2j are the same size. What happens when steam enters chambers m and e with the reversing slide valve in its pres- ent position ? A. Steam is admitted through port a on top of piston 23 ; this pressure balances the upward pressure on the top piston 7, and the pressure acting down on the small piston 7 causes all three pistons to travel down to the positions shown in the cut. Q, Explain the passage of steam with the valve motion in this position, A. Steam passes through small ports in bushing 26 (Fig. 38), just above the small piston 7, underneath piston 10, forcing it up. At the same time the top end of the steam cylinder is connected with the atmosphere through the upper ports of bushing 25, the port /, as shown by the dotted lines, down through g and out at Y. Q. When the piston moves tip $0 that the re- versing plate 18 strikes the lug n, the reversing slide valve 16 is forced up. What is done by rais- ing this valve ? A. The exhaust port in the slide valve connects port h leading to chamber d with port c which leads into the exhaust port /, and we have no pressure left on top of piston 23. Q. With no pressure acting down on piston 23 {Fig. j8\ what happens ? A. On account of the greater area of the upper piston 7, both pistons 7 are raised. 148 Air-Brake Catechism. Q. Explain the passage of steam with pistons "/ moved tip, A. Steam from chamber m now passes through the lower ports of bushing 25 on top of the main piston 10, forcing it down, and the steam on the under side of piston 10 passes out of the lower holes of bushing 26 into port/', and out through the exhaust port F. Q, When piston 10 reaches the bottom of its stroke, how is the pti^np reversed? A. The reversing plate 18 strikes the button at the end of the reversing stem 17 and moves the reversing slide valve 16 down to the position as shown in the cut. Q. What will cause blows in this pump ? A. lyoose packing rings in the main steam piston 10, piston 23, or pistons 7, a bad seat on the reversing slide valve, or the top of stem 17 being a loose fit in the cap nut 20 (Fig. 38). Q. What are the other troubles of the pump ? A. They are in principle so nearly allied to those of the 9|-inch pump that a study of them would be prac- tically a review of the work discussed in the study of that pump. In all cases of pump trouble, if one keeps in mind the principle of the operation of the pump, a little thought will suffice to locate the defects. WESTINGHOUSE ''RIGHT AND LEFT-HAND" NINE AND ONE-HALF INCH PUMP. Q, What is the difference between the nine and one-half i7tch pump shown in Fig, jg and the one shown i7i Figs, j^ and j6. A. The operation of the two pumps is exactly the same ; the parts are identical with the exception of the steam and exhaust connections, and the drain cock put in to drain any accumulation in port A, Q, How do the steam and exhaust connections differ. A. Both, as shown in Fig. 39, are extended through to the other side of the pump for convenience in piping in case it is desirable to locate the pump on the left side of the engine. Q, Explain the proper use of the connections as shown in Fig, jg. A. A is the steam inlet and B the steam exhaust. Q, What must be done if this pump should be changed to the right side of the engine ? A, Remove plug at C and fittings at A and exchange them ; the same should be done with the plug at D and fittings at B. Cwdll then be the steam inlet and D the steam exhaust. Q, Fxplain the operation of this pump. A. A description of the operation of this pump w^ould be but a repetition of what is said in the chapter concerning the standard nine and one-half inch pump. I50 Air-Brake Catechism. Fig. 39. — Right and Lkft-Hx\xd Pump. WESTINGHOUSE ELEVEN-INCH PUMP. Q, What are the dimensions of cylinders and the stroke of the eleven-inch as compared with the nine and 07ie-half inch pump f A. The nine and one-half inch pnmp is 9 y^," x 9 Y^^ x 10'^ stroke, as compared with w" x 11^^ x 12^^ stroke with the eleven-inch pump. Q, JVhat are the comparative efficiencies of the two pumps f A. With a piston speed of 83 feet per minute and operating continuously, the efficiency of the eleven-inch pump is about 2)Z P^^ cent, greater than the nine and one-half inch pump ; under the above conditions the larger pump will compress 40 cu. ft. of free air while the nine and one-half inch pump compresses 30 cu. ft. These figures, however, are for a very slow pump speed, and these capacities can, if desired, be greatly exceeded, but in the same proportion. Q, Explain the operation of the eleven-inch pump, A. Although some of the parts are slightly different in construction, the operation is the same as that of the nine and one-half inch pump described in the chapter beginning on page 132. Q, Name the different parts of the pump. 15^ Air-Brakb Catechism. A. 3648. Tophead. 3649. Steam Cylinder. 3650. Center Piece. 3653. Air Cylinder. 1585. LoAver Head. 3654. Steam Piston and Rod. 3660. Air Piston, complete. 1687. Piston Packing Ring. 1590. Piston-Rod Nut. 1591. Piston-Rod Jam Nut. 1589. Piston-Rod Cotter Pin. 1688. Reversing- Valve Plate. 1689. Reversing- Valve Plate Bolt 1709. Reversing-Valve Rod. 1706. Reversing Valve. 1700. Reversing -Valve-Chamber Bush. 1701 . Reversin g -Valve-Chamber Valve-Stem Bush. 1 7 10. Reversing -Valve-Chamber Cap. 1595. Main- Valve Bush. 3647. Main Valve. 3645. Large Main- Valve Piston. 1695. Large Main-Valve - Piston Packing Ring. 3646. Small Main- Valve-Piston. 1694. Small Main - Valve - Piston Packing Ring. 1696. Main-Valve Stem. 2052. Main- Valve-Stem Nut. 1707. Main Slide Valve. 1599. Right Main-Valve Cvlinder Head. 1600. Left Main-Valve Cylinder Head. 1705. Air Valve. 1698. Air- Valve Seat. 1708. Air- Valve Cage. 3652. Valve-Chamber Cap. 2682. Steam-Exhaust Stud. 2684. Steam-Exhaust Union Nut. 2683. Steam-Exhaust Union Swivel. 3315. Pipe Bushing (i>^ xiX). 1885. One-inch Steam-Pipe Stud. 1886. Governor Union Nut. 1882. Air-Discharge J^tud. 1883. Air-Discharge Union Nut. 1884. Air-Discharge Union Swivel. 1702. Stuffing Box. 1704. Stuffing-Box Nut. 1703. Stuffing-Box Gland. 19 1 6. Air-Cylinder Oil Cup. 3661. Short Tee-Head Bolt (1^// X 2^") and Hexagon Nut. 3662. Long Tee-Head Bolt (^" x 3^") and Hexagon Nut. 171 1. Upper Steam-Cvlinder Gas- ket. 1712. Lower Steam-Cylinder Gas- ket. 1 713. Upper Air Cylinder Gasket. 1714. Lower Air Cylinder Gasket. 1887. Drain Cock. 2494. Air Strainer. 1950. One-inch Steam-Pipe Sleeve. 1715. Left Main-Valve-Head Gas- ket. 1716. Right Main - Valve - Head Gasket. 1759. Main- Valve-Head Bolt (^" xi^"). 191 9. Cylinder-Head Plug. 2482. Packing and Cap-Nut Wrench. 2485. Air-Valve-Seat Wrench. 2483. Air-Valve-Cage Wrench. 2481. W^rench for Nuts on Tee- Head Bolts. 3269. Short Cap Screw {^" x 2"). 3270. Long Cap Screw (|4:''x 2 j^'). 1900. One and One-half -inch Pipe Plug. 3682. Two-inch Pipe Plug. Q. Two sets of plugs ai^e shown on either side of the steam eylindei^ ; of what use are they f A. These plugs are for convenience in piping the pump. Plugs 1900 are at opposite ends of the same PLATE VIII.— WESTINGHOUSE ELEVEN-INCH PUMP. Wkstinghousk Elkven-Inch Pump. 153 steam port. Plugs 3682 are at opposite ends of the exhaust port. The openings are used according to which side of the engine the pumps are located, and provide a means of making the piping simple, since a steam port opening is toward the cab and an exhaust opening toward the front end, if placed on either the engineer's or fireman's side. Q. Do the nine and one-half inch pumps have this provision ? A. The one usually placed on the engineer's side, and known as the Right-Hand Pump, does not, while the Right and Left-Hand Pump, which may be used on either side, does. WESTINGHOUSE PUMP GOVERNORS. The accompanying pump governor cuts represent the new and the old style of governors= Q, Explain the duty of spring ^f.i {Fig. 42). A. The tension of the spring 41 is regulated by the cap nut 40 and holds down the piston 43, which in turn holds the small pin valve on its seat. The fitting 45 is connected to main reservoir pressure if used with the G 6 brake valve, and with the train line if used with the D 8 brake valve. When the pressure entering at 45 and acting on the under side of the piston 43 is greater than the tension of the spring 41, the piston is forced up, thus lifting the pin valve, to which arrow 42 points, from its seat. Q, What effect does unseating this pin valve have ? A. It allows air pressure to reach the top of piston 28 (Fig. 42), forcing it down and closing valve 26. Q. What effect does closing valve 26 have ? A. It shuts off the steam supply and stops the pump. Q. At the same time that air forces piston 28 down, where else does it go and with what effect ? A. It passes out of the small relief port, at which the arrow 37 points, to the atmosphere. This leakage is sufficient to keep the pump working slowly, so that steam will not condense and be thrown out of the stack when the pump starts again. Westinghouse Pump Governors. 155 Q, What is effected by any reduction of the main reservoir pressure ? TO MATN. RESERVOIR CONNECTION 26 ON ENG!NEER!,S BRAKE VALVE Fig. 42.— Improved Pump Governor. 156 Air-Brake Catechism. A. Any reduction of main reservoir pressure allows the spring 41 to force the pin valve to its seat, and what air still remains on top of piston 28 escapes through the relief port 2)1^ ^^d, with no pressure on top of piston 28, the spring 31 raises the piston 28 and valve 26, allowing steam from the boiler to reach the pump. O, Of what 2cse is the spring under the head of the pi7i valve? A. To hold the valve up when piston 43 is raised. Were it not for the spring, the pin valve would remain seated. Q, If any air should leak by piston 28, or any steam should leak by the stem of the valve 26 into the cavity under piston 28^ hozu would it escape ? A. There is a port in the casing 32 connected to a drip pipe w^hich leads to the atmosphere. O, What effect would be noticed if this drip pipe became clogged zuith dirt or were frozen shut^ when there was a leakage of steam tcp tender the governor piston ? A. Piston 28 could not be forced down, and the pump w^ould not stop working until the main reserv- oir pressure was about equal to boiler pressure. O, What would be the effect if the release port J7 {f^ig^ 42) were closed by dirt ? A. The pump would be ver>^ slow in starting to* w^ork after once stopping. O. Why ? A. Because, when the pin valve closed, the ca\dty above piston 28 would be filled with main reservoir pressure, which could escape only by leaking by the packing ring 29 and out to the atmosphere through the drip pipe. Westinghouse Pump Governors. 157 Q. What effect would dirt on the seat of the pin valve have ? A. It would make a constant blow out of the relief port, and if air could leak in faster than it could get out of the relief port, the pump would either stop or work very slowly, even if the pump throttle were wide open. Q, Why would it work slowly ? A. Because the pressure on piston 28 may force the valve 26 partly shut and allow only a small amount of steam to reach the pump. If the leak were bad enough, the pump would be stopped entirely. Q, What effect would be noticed if the pin valve became gummed so that it would not seat centrally ? A. Air would pass down on piston 28, and the action of the pump w^ould be the same as just described, with dirt on the seat of this valve. Q. What would be the effect if the casing in which the governor pisto7i works should become badly worn, and a worn ring2g were replaced with a new one without truing the casi^ig? A. When piston 28 was forced down a little farther than usual, it might stick, causing the pump to stop. A jar on the governor might start the pump. Q, What is the difference between the i^nproved I and the i-inch governors ? A. Their operation is identical, but there is a dif- ference in size, as one is used with the 8 and the other with the 9J-inch pump. Q, Explain the operation of the old pump governor, A. It is the same as that of the improved governor, excepting that, after the pin valve is closed, the air in 158 Air-Brake Catechism. the chamber above the piston, instead of escaping to the atmosphere through a relief port, passes by the packing- ring 24 and out to the atmosphere through a drip pipe connected to the port, shown by the dotted lines in the chamber under the piston. m.1 --2-1 . F ^:tJW^ TO bojler Fig. 43— O1.D Styi,e Pump Governor. Q, Ai'e the troubles about the same with the two govcrftors ? A. Yes; but there was much trouble with the Wkstinghousk Pump Governors,. 15^ diaphragm 19 of the old governor which is unknown with the new. Q. Why was this ? A. Because this governor was used chiefly with the D 8 valve, and train-line pressure operated the governor. With this valve on lap, boiler pressure would be com- pressed in the main reservoir, and when this high press- ure was thrown into the train line to release brakes, the diaphragm 19 would be forced up so high it would buckle. Q. What effect would this have ? A. It would destroy the sensitiveness of the gover- nor, and the pump would be stopped in a very erratic manner. The train-line pressure would sometimes be too high and at others too low. Q. How was this defect remedied in the i7n' proved governor ? A. By inspecting the cut of the new governor it will be seen that the diaphragm can raise only a very little distance when it seats against a brass ring, thus doing away with the chance of its buckling. Q, Is the new governor more sensitive than the old? A. Yes, because instead of one diaphragm, like 19 (Fig. 43) in the old governor, there are two thin dia- phragms in the new. Q. How much reduction will cause a governor of the improved type to start the pump ? A. About half a pound. Q, Why was the long slot placed in the stem 16 of the old governor ? A. The governor used to make a buzzing sound, and slotting the stem remedied this trouble. i6o Air-Brake Catechism. Q, Does this governor keep the pump working slowly after /till pressure is obtained? A. No, as there is no relief port* THE SWEENEY COMPRESSOR. Q. What is the object of the Sweeney device ? A. To recharge a main reservoir quickly in descend- ing very heavy grades when the air pressure is low. Q, Explain the parts. A. It consists of a pipe running from the steam chest to the main reservoir. In the pipe there is a cut- out cock, a safety valve, and a non-return check. Q, How is it operated ? A. By turning the cut-out cock and reversing the engine when steam is shut off. The main cylinders and pistons act as compressors, and compressed air is forced into the steam chest and thence through the pipe connection to the main reservoir. Q. What is the objection to this device ? A. It is extremely handy in case of emergency, such as low pressure or the refusal of a pump to work. The objection to it is, that smoke, gas, and heat forced into the main reservoir burn out gaskets and get the brake system very dirty. THE WATER BRAKE. Q, What is the Water or La C hate Her Brake f A. It is a brake by means of which the equivalent effect of reversing an engine is produced ; that is, the back pressure on the pistons acts through the pins the same as when using steam. Q. Is water actitally used at the pomt where the work of retardation is accomplished ? A. No, it is then in the form of wet steam. Q, Where does the zuater used come from ? A. It is taken from the boiler just above the crown sheet. The pressure from above being removed as soon as it leaves the boiler it flashes into wet steam. The compression to which it is subjected in the cylinders produces heat that also tends to change any water into steam: Q. Is the lubricator sJiut off when the water brake is in use ? A. No, it should be kept in operation the same as when using steam. Q, What special care should be taken when using steam after the 7ise of the water brake has bee7i discontinued ? A. To avoid throwing water out of the stack steam should not be used until the water has had ample time to work out. Q. Can a water brake be used on either a simple or compound engine ? The Water Brake. 163 A. Yes ; Fig. 44 shows its application to a simple and Figs. 45 and 46 to a compound engine. WATER BRAKE ON SIMPI.E ENGINE. Q, What part does the zuater play after it takes the form of wet steam f A. As the pistons move back and forth the wet steam in the exhaust cavities (Fig. 44) is drawn into the cylinders. Q, Hozv does it escape from the cylinders ? A. Through the cylinder cocks. Q, If it were not for the wet steam being drawn into the cylinders when the engine is reversed^ zuhile using the water brake ^ what would happen ? A. Cinders and smoke would be drawn into the cyl- inders and in a short time they would be cut and ruined. Q, Hozu should an engineer proceed to put the water brake in use ? A. The cylinder cocks should first be opened and should remain open as long as the water brake is in use ; the reverse lever should be moved back of the center the desired amount and the globe valve (Fig. 44) should be opened immediately. Q, When should the water brake be put in use? A. When the train is moving slowly. Q At how fast a speed is it practical to operate a water brake ? A. It is not generally used at speeds in excess of 14 to 22 miles per hour. Q. How far should the reverse lever be moved back of the center? A. This depends upon the amount of work that is 164 Air-Brakk Catechism. , Xote: Drill^:n];ole in \ . / }ci''x%"T for drainage ^ Fig. 44. — Water Brake ox Simplk Engine. The Water Brake. 165 required. The farther back the lever is moved the greater the power. Q. Hozu 7mich should the globe valve {^Fig, ^^) be ope7i to obtain the right amount of steam in the cylinders f A. It should be adjusted until the steam issuing from the cylinder cocks is a dense white. Q, What will be the character of escaping steam at the cylinder cocks if too little water is being used? A. It will be a light blue in color. Q, How can it be told if too much water is being used f A. Water will be thrown out of the Btack. This is especially noticeable if the lever is ver}^ near the center. Q, What is the purpose of the i/j2-inch hole drilled in the 1/2 x jf 8-inch tee^ as indicated {^Fig, 44) f A. To permit any condensation to escape. Q, In erecting the piping zuhat special care should be observed? A. Care should be exercised to locate the ^'' x ^^' tee in the center to insure the same amount of water reaching each cylinder ; otherwise the tendency would be for one side of the locomotive to furnish more retarding power than the other. THE BALDWIN WATER BRAKE FOR BALDWIN COMPOUNDS. Q, Does what has been said in general concern- ing the water brake for a simple engine also refer to the Baldwin Water Brake ? A, Yesj and with thi3 as with the other, the holding i66 Air-Brake Catechism. lb, to operate exhaust lid Rod to eah, to operate bacl- presanre valve ^ ChateUer valve pipe \ from Cylinder exhaust ' passage to cab Fig. 45. — Baldwin Water Brake for Compound Engine. The Water Brake. 167 power is due to the engine being run reversed, but in full reverse position, the water being used as herein explained. Q. Explain the cuts {Figs. 4^ and 46) referring to the water brake for compotinds, A. Fig. 45 is a side view of the front end and Fig. 46 is an end view. When water is permitted to enter pipe A (Figs. 45 and 46) it finally reaches a a^ where it enters the exhaust passages. D (Fig. 46) is a gate or back pressure valve, by means of which the engineer can regulate the amount of back pressure against which the pistons will operate. ^ is a safety valve located in the live steamways to permit any back pressure above a given amount to escape. C (Figs. 45 ,and 46) are air inlet valves, which w^hen necessary permit air to enter the cylinders and prevent smoke and cinders from being drawn in. B (Fig. 45) is a hinged lid used to close the exhaust nozzle. Q. Hoiu is the brake pnt to work? A. The initial steps are the same as wath the water brake on simple engines : open cylinder cocks, put reverse lever in extreme backward position, and open the water valve. The exhaust nozzle lid B should also be closed, and the air inlet valves C be opened. Q. Trace the passage of the water or steam. A. x\s air enters the inlet valve C (Fig. 45) it mingles w4th the hot water and steam entering the exhaust cavities from a^ a. From here it passes by the piston valve G and enters the low pressure cylinder. When the movement of the piston in the low pressure cylinder is reversed this combination of steam, water and air, excepting that which escapes at the cylinder cocks, is compressed while the other end of the cylinder is being filled. The steam being compressed passes by piston G and on, as indicated (Fig. 46), into the opposite i68 Air-Brake: CatkchisMo Fig. 46. — Bai^dwin Wate;r Brake for Compound Engine. The Water Brake. 169 end of the high-pressure cylinder H, On the return stroke of the piston it is forced from the high-pressure cylinder by the piston valve and on into the steam pipe J J^ where what does not escape at the back pressure valve D accumulates. The safety valves E take care of any pressure in excess of a safe amount. Q, How is the water brake operated 07i a two cylinder compotind of the Schenectady type? A. Generally two water pipes are used on account of the vast difference in the sizes of the two cylinders, and the exhaust valve between the receiver and the low pressure exhaust passage is left closed while using the water brake. Otherwise the water brake is used practi- cally the same as on a simple engine. WESTINGHOUSE WHISTLE SIGNAL. Q, What form of signal was ttsed before the compressed air signaling apparatus was invented? A. The old bell rope and gong signal, such as is now used on freio;-ht trains. THE ABOVE DIAGHAM IS SIMPLY I.LJSTRATIVE OF THE METHOD OF ABRANGINU THE COMPRESStO AIR TRAIN SI3NALM5 APPLIANCES, AND MAY Be MODIFIED AS THE CONSTRUCTION OF THE ENGINE DEMANDS. Fig. 47. — Signal Equipment for Engine. Q. Do all roads use the air signal in passenger service f A. Not all, but most roads do. Q, What parts of the signaling apparatus are found on the engine ? Westinghouse Whistle Signai,. 171 A. The strainer, the reducing valve (Fig. 52 or 54), the whistle valve (Fig. 51), the whistle (Fig. 53), and the pipe connections as shown in Fig. 47. Q, What parts are found on the car f A. The discharge valve (Fig. 50), the signal cord running the length of the car, and the signal-pipe con- nections as shown in Fig. 48. Q, Where is the discharge valve {Fig. 50) usual- ly located f A. As shown in Fig. 48, although it is sometimes found inside the car over the door. Q, Why is it better placed outside? A. When it is so placed the noise of the discharge will not affect nervous people. Q, How does the car discharge valve work ? A. The signal cord is attached to the valve in the hole of 5 (Fig. 50) ; when the cord is pulled, valve 3 is forced from its seat, allowing whistle-line pressure to escape to the atmosphere. Q. What is the trouble whe^i there is a constant leak from the discharge valve ? A. There is dirt on the seat of valve 3 (Fig. 50). Q. Where is the signal valve {Fig. 5/) located? A. In the cab, where it will not be subjected to severe heat or cold. Q, Where are the reducing valves {Figs. ^2 and 5^) 7isually placed? A. It was formerly customary to locate them out- side, next to the main reservoir, but now good prac- tice locates them inside the cab where they cannot freeze in winter. 1J2 Air-Brake Catechism. Q. Which valve is now beifzg sent out with all new equipment? A. The valve represented by Fig. 52, as this is the latest, although there are still many like Fig. 54 in use. Q. What is the duty of these valves ? A. To maintain a constant pressure on the whistle line. Fig. 48. — lyOCATioN o^ SignaIv Apparatus on Coach. Q, Explain the action of the reducing valve {Fig. 52), A. It works exactly like the old style train-line governor (Fig. 28), of the F 6 valve already explained. Q, Of what ttse is the plug valve in the upper left-hand corner ? A. To cut out main reservoir pressure in case we wish to take the reducer apart, Westinghouse Whisti^e Signal. 173 Q, What is the object of the ai7 strainer i^Fig. 49)- A. To keep any foreign matter from entering the reducing valve or signal system, where it may occasion an improper response of the signals. Q, Of what does this strainer consist f A. Of the body 8 (Fig. 49), perforated brass discs 3, F'iG. 49. — Air Strainer on Engine. and the space betv/een these perforated plates is filled with curled hair. Q. Has this strainer ever been used to fulfill an office other thaii as desc^nbed above ? A. Yes ; a tee is sometimes inserted between the strainer and the reducing valve. A branch of the tee is then piped to the pump governor, and the governor performs the double duty of keeping foreign matter both from the signal system and the pump governor. Q. Is any material other than curled hair ever used to fill i7i the space between the perforated plates 3 {Fig, 49) f A. Yes ; sponge has been used for this purpose, but the results obtained were not satisfactory. The hair seems to collect the dirt better and it is much easier to clean than the sponge, as it permits of a freer separation. 174 Air-Brake Catechism. Q. Explain the action of the old reducing valve {Fig- 54)- A. The top spring has a tension determined by the pressure to be carried on the whistle line. This spring holds piston 6 down as long as the tension of the spring is greater than the pressure underneath the rubber diaphragm 7. tf^ Fig. 50.— Car Discharge Vai.vk. hs long as the piston is down, valve 5 is held from its seat, allowing main reservoir pressure to feed in as indicated. It passes by valve 5, up under the piston, and into the signal line as indicated, until the pressure on the whistle line and underneath the diaphragm 7 is greater than the tension of the spring over the piston 6, when the spring is compressed, allowing piston 6 to travel up, and spring 10 raises valve 5 to its seat, shutting off the further passage of air from the main reserv^oir to the whistle line. Q. Where is the whistle {Fig. S3) located ? A. In the cab, as near the engineer as convenient. Q. To what is it connected ? Westinghouse Whistle Signai.. 175 A. To a pipe which leads from the signal valve as indicated (Fig. 51). Q, What is its use f A. As the signal or whistle valve (Fig. 51) operates, the air leaving this valve escapes throngh the whistle (Fig. 53). The blast signals the engineer. Q, Where does the air come from that supplies the signal system f A. From the main reservoir on the engine. Q, Explain the passage of the air from the maiji reservoir through the signal system. A. It first passes from the main reservoir (Fig. 47) through the strainer and reducing valve. 'After leaving the reducing valve there is a tee in the pipe, one branch of which leads to the signal valve (Fig. 51) and the other back into the train. Under each car (Fig. 48) there is a strainer in a tee, and a branch of the whistle line goes to the discharge valve (Fig. 50). Q. Explain the operation of the signal valve {Fig* 5/) in charging. A. After the air passes from the main reservoir and through the reducing valve, it is free to go back into the train and also enter the signal valve at F. It then passes through the contracted port d into cavity A on top of the rubber diaphragm 12, and around through port c. The lower half of the stem 10 is three sided, so that the air can pass up to where the stem looks to be tight in the bushing 9. This joint is not tight, but sufficiently so to allow the air to feed by into chamber B very slowly. The reducing valve is adjusted to forty pounds, and if we wait a short time the forty pounds will equalize on both sides of the diaphragm 1 2 ; that is, there will be forty pounds in each chamber A and B^ as there is also throughout the whistle line on the train. 176 Air-Brakk Catechism. Q, What does the conductor do if he wishes tJ signal the engineer ? A. He pulls the signal cord in the car. Q, What is effected by this ? A. It makes a sudden reduction of whistle-line press- ure through the car discharge valve (Fig. 50). Q. What is the effect ? 15 TOSIQNAL PIPE . TO WHISTLE Fig. 51.— -Signai, Vai.vk. A. This starts a reduction wave throughout the whistle line, and in the signal valve it is first felt in chamber A^ on top of diaphragm 12. The pressure in chamber B^ being unable to equalize quickly with that in chamber A^ on account of the snug fit of the stem 10 in bushing 9, is now greater than the pressure in cham- ber A, The diaphragm 12 and the stem 10 attached to it are lifted, uncovering the port in the bushing 7. The stem is lifted sufficiently to allow air from chamber B and the air coming through port c to pass out at e and Wkstinghouse Whistle Signai,, 177 through the pipe to the whistle (Fig. 53), causing a blast as long as the stem 10 is off its seat. The same wave reduction that started the signal valve into operation also opened the reducing valve (Fig. 52 or 541 to allow main reservoir pressure to supply the whistle line* Fig. 52.~Improvkd Reducing Vai,ve. A wave of increased pressure now takes the place of the reduction wave, and air passing into chamber A of the signal valve forces the diaphragm 12 down, causing the whistle to cease blowing. Q. How long must we wait before again trying to ptct the signal valve in operation ? A. Until the pressures have had time to equalize in chambers A and B (Fig. 51). 178 Air-Brake Catechism. Q. How 7nany seconds should we wait ? A. Usually two at least, and three is better. Q. Give a rule by which we can pull the whistle signal cord in the car and gain the best results. Fig. 53.— Sign ai, Whisti^e. A. When pulling the cord, make an exhaust of one second, and then wait three seconds to allow the whistle to cease blowing and the pressures to equalize through- out the signal system before making another reduction. Q. hi pulling the sig7ial cord, what should al- ways be borne in mi^id ? A. That it is not the amount of reduction but the suddenness that causes the whistle to blow. PECULIARITIES AND TROUBLES OF THE SIGNAL SYSTEM. Q, If no ai7^ gets into the whistle line when an engine is conpled to a train^ and we know that the TO MAIN RESERVOIR F1G.54.— O1.D Styi,k Reducing Vai,vh. cocks in the signal line stand pi^operly and the hose are in order, what should we look at first ? A. The plug cock in the reducing valve (Fig. 52) ; i8o Air-Brake Catechism. or, if the weather is cold and the reducer is outside^ it may be frozen. Q, What else might cause this trouble with the new reducer {Fig. 52) ? A. It may be that the small taper port in the re- ducer (Fig. 5 2), where the main reservoir pressure enters, is plugged shut or tlie strainer may be blocked. Q, What will close this port ? A. Oil from the air end of the pump and the corro- sion from the inside of the pipes. Q, What is the trouble if the signal cord is pulled in the car and no air issues from the car dis- charge valve ? A. The cut-out cock (Fig. 48) in the saloon has very likely been closed. Q, Give conditions that would result in the air whistle not responding. A. A dirty strainer in the tee under the car where the branch pipe to the car discharge valve couples to the main signal line ; the strainer in the car discharge valve, as used in the old equipment, being dirty ; port d (Fig. 51) being stopped up ; a too loose fit of stem 10 (Fig. 51) in bushing 9 ; a baggy diaphragm 12 (Fig. 51), or a hole in it ; the bowl of the whistle (Fig. 53) being closed with scouring material, or the bell of the whistle being im- properly adjusted ; a reduction that took enough air from the whistle line but did not take it fast enough, or, as explained before, the reducer might be frozen. Q. Why would the whistle not respond if port d (Fig. S^) ^^^^ closed? A. No air could reach the whistle. Q. Why, with a loose fit to stem 10 {Fig. 5/) in bushing g would the whistle not respond ? Signal System— Peculiarities and Troubles 183 A. If the reduction were not made sufficiently quick with the car discharge valve, especially on a long train, the friction of the air passing through the pipe would tend to decrease the suddenness of the reduction, so that, when the wave reached the signal valve, the reduction might be so weak that, if stem 10 were a loose fit in bushing 9, the air in chambers A and B might equalize without raising diaphragm 12 (Fig. 51). Q, Why would a baggy or stretched diaphragm 12 {Fig. 5/) cause the whistle not to respond? A. When the reduction is made on the signal line, a reduction is made in chamber A of the signal valve, leaving the pressure in chamber B greater. If the diaphragm is bagged, the pressure in chamber B lifts the diaphragm, but the stem 10 is not moved. Q. What causes this diaphragm to bag ? A. The use of poor rubber, or oil from the pump working through on the rubber, causing it to decay. A diaphragm is occasionally found with a hole rotted through it, allowing chambers A and B to be directly connected. Q. What may cause a whistle to respond only once when the conductor pulls the cord twice ? A. He may have pulled the cord the second time before the whistle stopped blowing the first, thus getting one long blow, or he may have made the second dis- charge before the pressures in chambers A and B had become equalized. Q, What will happen if dirt gets on the seat of valve 4 {Fig* j^), or the corresponding valve i7i Fig. 54? A. The valves cannot close, and we will get main reservoir pressure of ninety pounds on the whistle line, Q. What effect has this f i82 Air-Brakk Catkchis:m. A. The whistle is likely to blow, especially on a short train, when the brakes are released ; the air whistle on the engine will screech when used ; and, if the stem lo in the signal valve is a little loose in bnshing 9 (Figc 51), the whistle is likely to blow two or three times far one rednction at the car discharge valve ; there will be a stronger exhanst from the car discharge valve than usual, and hose are more likely to burst. Q. Why is the i^hisi/c likely to blozv zuhe?i the brakes a7'e released, if there is main reservoir press- ure on the whistle line ? A. Because to release brakes the main reservoir pressure is thrown into the tram line. This makes the pressure in the main reser^'oir less than that in the whistle line, and, on account of the dirt on the seat of the valve 4 (Fig. 52), the whistle-line pressure feeds back into the main reservoir, and the reduction thus made on the signal line causes the air whistle to blow. Q, Vl'liy, 7cith this trouble^ ts the whistle more likely to sound on an eftgine alone than with a train, zuhen the brakes are released ? A. With an engine alone there is but a small volume of air on the signal line, and the signal-line pressure feeding back into the main reservoir would cause a more sudden reduction than if the signal line were longer and the volume greater, as on a train. O, JfViy will the air whistle on the e7igine sereeeh z^^hen nsed ? A. Because the bell is adjusted to be used with only a forty- pound pressure instead of ninety. Q. Why is the whistle likely to blow two or three tivies with one reduetion front the car discharge valve, if main reservoir pressure is on the whistle Signal vSystkm — Peculiarities and Troubles 183 line and the stem 10 is loose in bushing g {Fig, 5/) of the signal valve ? A. Because a reduction at the car discharge valve starts the signal yalve in operation, and the reducer can- not feed air into the whistle line properly to cause the signal valve to close until the signal-line pressure is below forty pounds. The tendency for the pressure to fluctuate in chambers A and B, due to the loose fit of the stem 10, causes the diaphragm to bounce and the whistle to respond two or three times. Q, If an engineer wishes to know how much pressure he has on his signal line, and he has no gauge with which to test it, how can he determine it? A. Shut off the pump and open the bleed cock on the main reservoir, then get up in the cab and watch the red hand. When the whistle blows, the red hand represents a trifle less pressure than is being carried on the whistle line. Q^ Why does the whistle blow ? A. Because, when the main reservoir pressure is drained below the pressure on the whistle line, the press- ure feeds from the whistle line back into the main reservoir, causing a reduction of the whistle-line pressure, and this usually causes the whistle to blow. Q, What is likely to make a whistle give one long blast ? A. A tight fit in bushing 9 of stem 10 (Fig. 51). Q, Why was the new reducer gotten up ? A. To have one that would be more sensitive than the old one and would feed leaks more promptly, thus doing away with the chance of the whistle being blown by a small leak, 184 Air-Brake Catechism. Q, What will cause a zuhistle to sing constantly ? A. Dirt on the seat of stem 10 in bushing 7 (Fig. 51). • Q. Why may jars cause a whistle to blow ? A. Oil baking upon diaphragm 12 of the signal valve makes it rigid, and ajar will sometimes shake the stem 10 (Fig. 51) from its seat. Q, What would we do to inci^ease or decrease the pressure on the whistle line zvith the new reducer ? Ao Screw up on the bottom nut to increase it, and down to decrease it. Q. What with the old reducer ? A. Put in a stiflfer spring or put a washer under the old one. Q What are the two holes for in the upper part of the old reducer ? A. To allow any air to escape to the atmosphere that gets by the diaphragm 7. WESTINGHOUSE HIGH-SPEED BRAKE. Q, Why was the introduction of the highspeed rnake necessary ? A. The call by the traveling public for higher train speed rendered it necessary to insure safety of lives and property. Q, How much more efficient is it than the ordinary quick-action brake f A. About thirty per cent. Q, What class of trains uses this brake ? A. It is being introduced very generally in both local and through passenger train service on the princi- pal trunk lines. Q. What percentage of braking power to the light weight of a passenger car is generally used with the ordi^iary quick-action brake ? A. Ninety per cent. Q. What percentage is used with the high-speed brake ? A. About one hundred and thirty per cent, if the cylinder pressure is figured as 88 pounds, and ninety per cent, with a 6o-pound cylinder pressure. Q. How can such a high braking power be used without flattening wheels f A. Because it is only used when the train is moving at very fast speed, and an automatic reducing valve gradu- ally reduces the brake-cylinder pressure, so that when the speed of the train has been slackened, the brake- cylinder pressure has also been gradually reduced to the 1 86 Air-Brake Catechism. 6o-pound pressure limit as used with the ordinary quick- action brake. Q, Why is it safe to use a higher braking power on wheels when the train is rtmiiing fast ? A. Because the faster the wheels turn, the greater is the inertia of the wheels, which the friction of the brake shoes has to overcome before they will cease revolving. The Westinghouse-Galton tests, made iu England in 1878, proved that the faster the tread of the wheel moved against the brake shoe, the less the friction between the two. As the speed decreases the friction increases, the friction between the wheel and the rail remaining about constant, regardless of the speed of the train. Q, What train-line and anxiliary pressures are carried with the high-speed brake ? A. One hundred and ten pounds. Q, At what pressure do the attxiliary and brake cylinder equalize when tJie brake is fnll set in emergency^ ttsing one hundred and ten pounds auxiliary pressure f A. About eighty-eight pounds. O, What reduces this eighty-eight potinds to sixty pounds^ the safe pressure for slow speeds ? A. The automatic reducing valve shown in the accompanying cut (Fig. 55). Q. Explain the action of the reduci^ig valve, A. When air is in the brake cylinder it is free to reach the top of piston 4 of the reducing valve. As long as the tension of the spring 1 1 is greater than the brake-cylinder pressure on top of the piston, the slide valve 8 remains in the position shown. When the brake is full set, the pressure in the cyliu- Wkstinghouse High-Speed Brake. 187 1/2 PIPE TAP *^T0 BRAKE CYLINDER Fig. 55.— High-Spee:d Automatic Reducing Vai.v^. i88 Air-Brake Catechism. der being greater than the tension of the spring, the piston 4 is forced down and carries the slide valve with it, thus opening port b into port ^, allowing brake- cylinder pressure to escape to the atmosphere. The apex of the triangular port b points up. If the slide valve 8 is drawn downi a little, as in a service application, port b has a wide opening into port ^, allowing cylinder pressure to escape quickly. The high cylinder pressure in emergency forces piston 4 down full stroke, and cylinder pressure escapes slowly through the small end of port b. As cylinder pressure lessens, spring 1 1 raises piston 4 and slide valve 8, opening port b wider, thus releasing air faster ; the slow exhaust ensues with a high, and quick exhaust with low train speeds. Spring 11 is adjusted to sixty pounds on pas- senger cars and sixty on engines and tenders. Q, What is 7iecessary to make a high-speed brake out of the present qicick-action equipment f A. Simply the addition of the reducing valve. Q. What change has to be made on engines f A. A duplex pump governor is added, two train-line governors are used, and reducing valves are connected to the tender and driver brake cylinders. Q. Why are two train4i7ie and a duplex pump governor tised? A. Only tw^o governors are used at a time. They are so arranged with cut-out cocks that the engine may be used with the ''high-speed'' brake or with the ordinary quick-action brake. Q, At the same speeds^ in how much less distance can a stop be 7nade luith the High-Speed than with the ordinary Quick-Action Brake ? A, About 30 per cent. Westinghouse High-Speed Brake. POSITION OF PORTS EMERGENCY STOP Fig. 56. POS'TION OF PORTS SERVICE STOP PRESSURE EXCEEDING 60 POUNDS IN BRAKE CYLINDER F.G. 57. POSITION OFPORTS^ RELEASE FiCx. 58. Cross Sections Showing Uppe:r Part of High-Spkkd Rkducing Valve; in its Different Positions. tgo Air-Brakk Catechism. O. n///i an aiixilia)')' reservoir pressure of no pounds^ is a Jiigher cylinder pressure developed than zvhcn jo pounds is nsed if a 5, 10 or i^poiuid service reduction of train-line pressure is made? A. With the customan' piston travel of from six to eight inches the same cylinder pressnre would result in either case. Q, JJ^ould the cylinder pressure developed be the same with a gradual train-line redztction of 22 pounds ? A. Xo, the cylinder pressure would be greater when using a train-line pressure of no pounds. Q, Give a rule which covers this point. A. As long as train-line reductions are not continued after the equalization point between the cylinder and reser\'oir when the 70-pound train-line pressure has been reached, the same cylinder pressure will result in either case. If, however, the reductions are continued beyond this point, a gain is made when using the higher pres- sure, and it can be raised until such time as the High- Speed Reducing Valve operates to discharge air to the atmosphere. Q. Why is it that the cylinder pressure woitld be the same in either case luith a service redtiction of 10 pounds luhen employing either a yo or no-pound pressure? A. By making the proper calculations it will be found that in either case the same number of cubic inches of free air has passed to the brake cylinder. In other words, the same number of cubic feet of free air are used by reducing the auxiliar\^ reservoir pressure from 70 to 60 as from no to 100 pounds. A 20-pound reduction, using a 70-pound train-line pressure, would equalize the reservoir and cylinder Westixghouse High-Speed Brake. 191 192 Air-Brakk Catechism. pressures at 50 pounds with a certain piston travel ; using the iiopound train-line pressure and making a 2opound reduction would give a cylinder pressure of 50 pounds, but there would still be 90 pounds in the auxiliary reservoir ; hence, with a further reduction of train-line pressure the triple valve would permit more reservoir pressure to pass to the brake cylinder, thus increasing its pressure. Q. Do the brakes apply a^iy quicker in service with the High-Speed than with the Quick-Action Brake ? A. Yes. Q. Explain the anszuer to the last question. A. On account of the higher pressure used the air passes through the ports quicker from the auxiliary reservoir to the brake cylinder. Practically the same effect is produced as is done by increasing the boiler pressure of an engine, which added pressure produces a corresponding quickness of action. It is this quickness of action which has created the general impression that a light reduction of train-line pressure produces a greater cylinder pressure when using a no-pound instead of a 70-pound pressure. This is a mistaken idea, except as there might be a very slight difference because of the piston moving out and closing the leakage groove quicker with the high than with the low pressure. Q, Which method produces the best results in making station stops with the High-Speed Brake f A. The two application method, the same as should be used when employing the 70-pound train-line pressure. Q. Ifj when using the iio-pound train-line pressure^ a sudden reductio7i of presstu^e is made and the brake valve handle is 7^etui^7ied to lap^ at what Westinghouse High-Speed Brake. 193 GO h o ID .2: (0 00 00 194 Air-Brakk CatechisMo pressure will the train-line auxilia7y and brake cylinder equalize ? A. Approximately 88 pounds. Q. The triple valve is nozu in emergency position and the auxiliary a7id cylinder pressures are escaping to the atmosphere through tJie redjicing valve ^ which closes when the pressure in it has been depleted to 60 pounds. The train4ine pressure is still approxi- mately 8j pounds ; will this pressure not force the triple piston to release position and release the brake entirely ? A. No ; as soon as the reservoir pressure is slightly less than the train-line pressure, plus the tension of the graduating spring, the triple piston is forced to lap posi- tion, in which position no more reservoir pressure can reach the brake cylinder. The reducing valve continues to reduce cylinder pressure until it closes when this pressure has reached 60 pounds. A corresponding action takes place in response to a gradual and heavy train-line reduction, sufficient to cause the reducing valve to open and the triple piston to move to emergency position and compress the gradu- ating spring. Q. Is the cylinder pressure reduced, to 60 pounds under these conditions ? A. Yes. Q, What is a great advantage of the High-Speed Brake other than those already out lifted ? A. Two full service reductions of 20 pounds and releases can be made without permitting any recharge of the auxiliary reservoir and there w411 still be 70 pounds pressure available with which to stop, if neces- sary. PLATE IX.— WESTINGHOUSE HIGH-SPEED BRAKE EQUIPMENT FOR ENGINE. TENDER. AND PASSENGER CAR. Wkstinghouse High-Speed Brake. 195 Q. How often should the High-Speed Reducing Valve be cleaned? A. Once a year when nsed on cars, and once in six months when nsed on engines and tenders. Q, What kind of oil should be used for lubi^i- cating pu rposes f A. A high grade mineral oil. Q, Hozv can a High-Speed Reducijzg Valve be ta.ke7i apart so that it can be put together without changing the adjustment of the regulati^ig spring ? A. Do not remove the cap nnt. The lower case can be removed and replaced withont distnrbing this part of the mechanism. Q, If the braking poiuer on a car is designed for go per cent, of its light weight wJien tisijtg a train- line pressure of "JO pounds^ what braking pozuer zuill be developed with an emergency application of the High-Speed Brake at the moment of maximtim cylinder pressure f A. Approximately 130 per cent. The cnt (Fig. 60) gives an idea of the advancement in air-brake appliances. The three fignres (page 193) represent, by scale, stops made by the same train going at the same rate of speed, bnt eqnipped as indicated. It takes abont twice as far to stop a train going at forty, three times going at fifty, and abont five times going at sixty miles an honr, as it does if the speed of the train is thirty miles an honr with the Qnick-Action Brake. 196 Air-Bra KK Catechism. Comparative vStops Made With High-Spkkd and Quick- Action Brakes. stop in Feet. Quick Action Feet in Favor Speed. High-Speed. Quick Action. Per Cent. I^ess Efficient. of High-Speed Brake. 45 560 710 26.8 150 50 705 880 24.8 175 60 1060 1360 28.3 300 70 1560 2020 29-5 460 80 2240 2780 24.1 540 Train-line preSvSure used with High-Speed Brake, no pounds. Train-line pressure used with Quick-Action Brake, 70 pounds. The above table refers to stops made with chilled cast-iron wheels and soft cast-iron shoes with a train which was supposed to represent average conditions of servicCo HIGH-PRESSURE CONTROL OR SCHEDULE U. Q, What does Plate X represent ? A. The High-Pressure Control or Schedule U Equip- ment sometimes used on freight engines. Q. How does it differ from the high-speed engijie equipment f A. In the engine equipment for the high-speed brake, the governor pipe containing the one-quarter 'inch cut- out cock connects with the pipe running to the other governor, and reducing valves are used instead of safety valves. Q. What is the object of this special equipment ? A. It is designed for special use on roads having h^avy grades and handling loads, such as ore, down the grade, and empty cars up. Q, What special advantage is gained ? A. By using two sets of pump and train-line gov- ernors, 70 or 90 pounds can be used on the train line, and 90 or no pounds can be used on the main reservoir. Q, Would there not be danger of sliding wheels if go pounds were used as train-line pressure ? A. If used on empty cars, yes ; but if used on heavily loaded cars there would be no danger, as the braking power is usually 70 per cent, of the light weight of the car, and when a car is loaded to its full capacity, the percentage of braking power, as compared with the combined weight of the car and its contents, is much smaller than this, even when using a train-line pressure of 90 pounds. igS Air-Brake Catechism. Q. How niMch more powerful would a brake be when using a train-line pressure of go pounds as compared with yo ? A. Approximately 25 per cent. Q, With the cocks as shown in Plate X^ which governors are operative f A. The 90-pound pump governor and the 70-pound feed valve or train-line governor. Q, IV hat is the object of running a governor pipe to the feed valve bracket chamber instead of i^i the manner adopted with the High-Speed Brake f A. The feed-valve bracket chamber, into which pipe A connects, has main reservoir pressure in it, as is shown. The 90-pound governor being cut in, the pump will be stopped as soon as the main reservoir pressure reaches 90 pounds. If the brakes are applied and the brake valve is placed on lap position, no more air can pass to the feed-valve bracket, and thence to the governor to keep the steam valv^e shut and the pump stopped, and the pump will continue to work until main reservoir pressure reaches no pounds, at which time the other governor, alwa}'S connected with main reservoir pressure, as shown, stops the pump. Q, What benetit is derived from this device when the yo-poiazd train-line and go-pound pump governors are cut in f A. With the brake valve in running position, the pump does not have to work against a higher pressure than 90 pounds, but just as soon as the brakes are applied the pump raises the pressure in the main reser- voir to no pounds, which pressure is very helpful to insure a quick release on a long train and quickly recharge the auxiliaries. Q. What would be done in case the cars were High-Pressure Control or Schedule U. 199 all heavily loaded and it was desired to use a train-li^ie pressia^e of go pounds ajid a main reservoir pressure of no pounds? A. The reversing cock handle would be moved so as to cut out the 70-pound train-line governor and cut in the 90-pound train-line governor. Q. Would it be safe to use the go-pound train- FiG. 61.— Safety Valve. line pressure zuhen there luere air brakes on both light and loaded cars in operation in the same train f A. No ; in all probability the wheels on the light cars would be slid, if a heavy train pipe reduction were made. 200 Air-Brake Catechism. Q, When tising a go-pottnd train-line pressure^ is the same train-line reduction necessary to apply the brakes in full as is tised with a yo-potind train- line pressure ? A. No ; a heavier reduction would be necessary. Q. Hozu much of a train-line re auction zuould equalize the auxiliary and brake-cyli?ider pressures^ using an initial pressure of go pounds ? A. About 27 pounds, if the piston travel were approximately eight inches. Q. Why are safety valves placed up07i the tender^ driver^ and truck brakes f A. So as to allow all pressure over 50 pounds to escape to the atmosphere. Experience shows that over- heating of tires is likely to ensue if a greater pressure than this is used on the tender, driver or truck brakes. Q. What is best to 7tse on the engijie if the grade is very long and heavy? A. A water brake. With this brake no heating of tires is produced, as the braking is done with the pistons in the main cylinders. Q, With a train-line pressure of go pounds^ is any more braking pozuer developed zvith a 5, 10 or I ^-pound service reditction than if yo pounds zvas carried on the train-line? A. No ; no gain will be made unless train-line re- ductions are continued after the point has been reached at which the reservoir and brake cylinder pressures would equalize when using the 70-pound train-line pressure. PLATE X.— WESTINGHOUSE RE-ENFORCED BRAKE OR SCHEDULE U, FOR FREIGHT ENGINE AND TENDER. WESTINGHOUSE COMBINED AUTOMATIC AND STRAIGHT AIR-BRAKE EQUIPMENT FOR ENGINES AND TENDERS. Q, For what purpose was this equipment de- signed ? A. For use on engines and tenders in yard and freight service. Q, Why is it 7tecessary on yard engines ? A. Because a triple valve will not recharge the auxiliary reservoir between very frequent brake applica- tions ; as a result it is necessary for the engineer to make a great many stops with the reverse lever. Reversing an engine tends to draw cinders into the cylinders, where they cut the cylinders and packing. The brake on a switch engine should be such that it can be used as often as desirable and always have the maximum power available. Using the brake constantly also keeps the tires in much better condition. A quick release is pos- sible with the straight air and, if desired, the brake can be partially released. Q. Of what use is it on road engines ? A. Aside from the advantages stated above, while switching, it provides a means of bunching slack, per- mits slow-ups to be made to pick up a flag, can be used, if desired, to help retard the speed of the train while recharging in descending grades ; also in slowing up at times when much braking power is not required, and where it is unnecessary to waste the air to apply the brakes on all the cars and thus put needless work upon 202 Air-Brake Catechism. < pq Z g o CO Q o Q g 3 o o w in P O w o Automatic and Straight-Air Equipment. 203 the pump ; and it can be used to meet many similar conditions encountered in road service. Q. Does this brake operate entirely separate from the aiitomatie^ and is there no danger of ob^ taining too much braking power if one is used without first releasing the other? A. Each is entirely independent of the other, and the safety valves placed in the pipes leading to the driver and tender brake cylinders will permit only the predetermined amount of pressure considered suitable for maximum braking power. Q. What are the parts necessary to add to the standard engine and tender equipment? A. As illustrated in Fig. 62, it is necessary to apply on the engine a Slide-Valve Reducing- Valve, a Y^'^ Straight-Air Brake Valve, a Safety Valve set at 53 pounds, and a double check valve. On the tender the additional parts consist of a double check valve, a safety valve set at 53 pounds, and one 36-inch hose, with union, angle fittings and nipples. Q, What is the object of the Slide-Valve Re- ducing Valve ? A. To reduce main reservoir pressure to 45 pounds, that being considered proper with the straight air brake. Q, What positions has the Straight-Air Valve ? A. Release, application and lap positions. In release position cylinder pressure is exhausted direct to the atmosphere ; in application position main reservoir pres- sure, reduced to 45 pounds, passes through the brake valve to the double check valves and thence to the cylinders. Q. Explain the mechanism of the double check valve {Fig- 6f). 204 Air-Brake Catechism. A. It consists of a double piston with a leather face on each. When air comes from the triple valve it forces the pistons to such a position that no air can enter through the straight air pipe ; a set of ports is also opened to permit the air coming from the triple valve TO BRAKE CYLINDER TO BRAKE CYLINDER OR FOR SAFETY VALVE Fig. 6"v — Double Check Valve. to flow to the brake cylinder. When the straight air is used the opposite effects are produced ; that is, the pistons blank the port connection to the triple valve and open a port connection from the straight air pipe to the cylinder. Automatic and Straight-Air Equipment. 205 Q. What is the object of the safety valve {Fig. 62)? A. If the reducing valve did not reduce the pressure properly, owing to its being in poor condition, or if the automatic brake were used without first releasing the straight-air brake, the safety valve w^ould allow any pressure in excess of 53 pounds to escape. Q. If the straight-air brake is left partially ap- plied and the automatic is then applied^ what will be the result f A. Nothing unusual will be noticed until the engi- neer tries to release the automatic, at which time, as soon as the pressure in the pipe between the triple and double check valve is less than that between the straight- air valve and double check valve, the pistons in the double check valve will move over so as to stop the escape of air through the triple and establish a connec- tion between the straight-air valve and cylinder. Q, How then may the brakes be 7^eleased ? A. By placing the straight-air valve in release posi- tion, where it should always be when the automatic brake is in use. Q, Where should the handle of the Engineer^ s Brake Valve be placed when the straight-air is in use ? A. In Running Position. Q. If the automatic brake is pctrtially applied and the straight-air is then used^ what will be the result ? A. As just described, with the opposite conditions, the brake could not be released on the engine and tender without putting the Engineer's Brake Valve of the automatic system in Running or Release Position. 2o6 Air-Brakk Catechism. The following directions, if properly followed, will produce best results : 1. Always keep both brakes cut in and ready for operation, unless failure of some part requires cutting out. 2. Always carry an excess pressure in the main reser- voir, as this is necessary to insure a uniformly satisfac- tory operation. 3. When using automatic keep straight-air brake valve in release position, and when using straight-air keep the automatic valve in running position ; this to avoid sticking of the driver and tender brakes. 4. Automatic must not be used while straight-air is applied ; if desirous of using the automatic, first release the straight-air. 5. Though the use of straight-air while automatic is applied will not increase the driver and tender brake cylinder pressure above 45 pounds, yet release of either cannot be assured wdiile the other brake valve is on lap or application position. 6. Bear in mind that the straight-air on the driver and tender brakes is almost as powerful as the automatic brakes on same, and that each should be used with care to avoid rough handling of the train, or in holding down long grades, loosening of tires on drivers. 7. The straight-air reducing valve should be kept adjusted to 45 pounds and the driver and tender safety valves at 53 pounds. Where a full application of the straight-air causes either or both safety valves to operate, it indicates too high adjustment of reducing valve or too low adjustment of safety valves. Have them tested and adjusted. STRAIGHT-AIR BRAKE VAI^VE. Q, What is the valve shown in Figs, 64^ 6^^ 66, 6/ and 68, and with what is it used ? A. It is known as the Straight-Air Brake Valve ; it AuTOMAl'ic AND Straight-Air Equipmknt. 207 is the valve used in connection with the Combined Automatic and Straight-Air Brake. Q. What do the different views represent ? A. Fig. 66, a side view of the outside of the valve ; the view (Fig. 68) is a horizontal cross-section through FJ^{V\g, 66); Fig. 67 is a vertical cross-section; Fig. 64, an end section showing the valve that controls the flow of pressure coming from the main reservoir ; and Fig. 65 is an end section through a plane which permits the valve controlling the exhaust to be seen. Q. Name the different paints of the valve. A. I is the valve body ; 2, the valve shaft ; 3, one of the two tappet pieces held to the shaft by rivets ; 4, the handle ; 5, the quadrant ; 6, the shaft washer, which is of leather ; 7, the shaft spring, which holds the collar of the shaft against the leather washer, thus making an air-tight joint ; 8, the valve which controls main reservoir pressure ; 9, the one controlling the escape of air to the atmosphere from the brake cylinder ; 10 and II, the check valve springs; 12 and 13, the valve caps; 14, the shaft cap nut; 15, the handle screw; 16, the handle latch; and 17, the latch spring. Q. The valves 8 and g control the flow of air through the brake valve ; how are these valves con- trolled? A. By the handle 4 acting through the shaft 2. As the handle is moved the shaft starts to rotate, thus causing one of the tappet pieces 3 (Figs. 64 and 65) to engage the stem of either valve 8 or 9, according to the direction in which handle 4 is moved. If moved to the right (Fig. 65) valve 8 is unseated ; if moved to the left valve 9 (Fig. 65) is unseated. The shaft, as shown in Figs. 64, 65 and 67, is cut away in two places ^ at the bottom, of each of the slots a tappet piece is fastened with two rivets. 2o8 Air-Brakb Catechism. Q. What is the object of the tappet piece f A. The shaft could be designed to come in contact with the valve stems, but the steel tappet pieces present .To Main Reservoir W Double Gh«ck Valve Fig. 64. Fig. 65. Straight-Air Brake Valve. a better wearing surface, as do also the steel pins in- serted at the top of the stems of valves 8 and 9 (Fig. 67). Q. Where is the Straight-Air Brake Valve usually located ? Automatic and Straight-Air Equipment. 209 A. On the side of the cab within convenient reach of the engineer. Q. In zuhat three positions may the handle of the valve be placed f A. Release, application and lap. Fig. e'^. r\ ExhaustJ t-7- \(>- 1 To Doubfe Check Vdfve 12- ^-kiu lh: -J3 Fig. 66. Straight-Air Brake Valve Q. Explain these positions. A. As shown in Fig. 65 it is on lap ; moved to the right it is in application or service position ; and to the left it is in release position. 210 Air-Brakk Catechism. Q, Can the brakes be applied gradually and released gradually with this brake valve ? A. Yes ; a quick release or application is obtained when the valve handle is moved to either of the extreme positions shown. To obtain a gradual effect the handle of the valve should be moved a distance not sufficient to obtain the full movement of the valves. This can be told by the feeling when applying the brake, and by the sound as well as the feeling when making a release. Q. What connections has the brake valve? A. It has three and, as indicated, they connect with the main reservoir at W ; the trainpipe, or the one leading to the double check valve, at X (Fig. 65) ; and to the exhaust at Y. Q Explain the passage of air through the brake valve when the handle is placed in applicatio7i posi- tion. A. When the valve handle is moved to the right the tappet piece in the shaft engages the stem of valve 8, forcing the valve from its seat against the pressure beneath it and the tension of spring 11. Air which comes from the main reservoir through the reducing valve (Fig. 62) enters the brake valve at W (Fig. 64) and passes up by the unseated valve 8 into chamber ^, thence through port b^ (Fig. 67) into chamber b" and out at X (Fig. 65) into the pipe which leads to the double check valves (Fig. 62), and through these valves to the brake cylinders. Q. When the valve handle is moved to lap^ after sufficient braking power has bee7i obtained^ what closes valve 8 on its seat ? A. In this position the stem of valve 8 is clear of the tappet piece attached to the shaft, and the spring 11, AuTOMAi'ic AND Straight-Air Equipment. 211 together with the pressure in chamber a, forces the valve to its seat. Q. What part has valve g performed during the operatio7is just described f A. Spring 10 (Fig. 65), together with the pressure in chamber ^', forces valve 9 to its seat and it thus pre- vents the escape of air to the atmosphere. Q, Explain the passage of the air when the brake valve ha^idle ^ is placed, in release position, A. Valve 9 is forced from its seat and air from the brake cylinder comes back through the double check valves (Fig. 62), enters at X (Fig. 65) into chamber b^^ passes by the unseated valve 9 into chamber c^ thence to the atmosphere at F, and thus releases the air from the brake cylinders. Q. If the brake valve handle is left in applica- tion position how much pressure will be obtained in the brake cylinder? A. The reducing valve between the main reservoir and brake valve is adjusted to close when the pressure ' between the reducing valve and brake valve is 45 pounds, hence this is the maximum pressure that can be obtained in the brake cylinders when using the straight- air brake. Q In what position should the brake valve handle be carjHed when the brake is not in use? A. Release position ; so placed any slight leakage of main reservoir pressure by the seat of valve 8 (Fig. 64) can not creep on the brakes, since the air would escape direct to the atmosphere by the unseated valve 9. Q, In piping this valve how may mistakes be avoided? A. By examining the raised letters cast on the out- 212 Air-Brakk Catechism. side of the lugs into which the pipes are screwed. M. R. indicates main reservoir; EX., the exhaust, and T. P., the trainpipe connection, or the one through which air reaches the brake cylinders after passing through the double check valves. PECUI.IARITIKS AND CARE OF THE STRAIGHT-AIR BRAKE VALVE. Q. What are tlie only parts 271 the Straight- Air Brake Valve that get out of order? A. The rubber seats of valves 8 and 9, and the shaft washer, 6. Q. How Tuay the elieek valves 8 and g be re- moved f A. By removing caps 12 and 13 the valves will fall out. Q. Are valves 8 and g inteixhangeable ? A. Yes. Q. What effect luoidd be pj'odttced by a leak across tlie seat of valve 8f A. With the brake valve in release position a con- stant blow w^ould exist at the exhaust. When the brake was applied this leak would continue to apply the brakes harder. Q, What ejject would be produced by a leak across the seat of valve g ? K. After the brake was applied and the brake valve handle placed on lap the leak would gradually release the brake. Q, What effect zvould be prodticed if gasket 6 {Fig, 6f) formed a poor joint f A. The bad effect of this would only be noticed Automatic and Straight-Air Equipment. 213 during such time as the brake was applied, when air in chamber b^ connected through port b^ and b^ with the pipe leading to the double check valves and brake cylinders, would pass by gasket 6 and escape to the atmosphere, causing a blow at the exhaust and at the handle end of the shaft, tending to release the brake. Q, To remove the shaft 2 for the purpose of cleanings or for renewing gasket 6^ what should first be done f A. First remove valves 8 and 9 to avoid bending the stems of these valves which, as shown in Fig. 67, extend within the circumference of the shaft 2. Next, remove the handle 4 and cap 14, and the shaft can be lifted out. Q. In cleaning the valve what special care should be taken? A. Not to put any oil on valves 8 and 9, or where it can work down upon the seats. DUPLEX MAIN RESERVOIR REGULATION AS USED WITH STANDARD WESTIXGHOUSK EQUIPMENT . ON ENGINES HAULING FREIGHT TRAINS. What is tJic special object to be obtained icitli the equipiueut s/iozcu in Figs. 6g^ yo and // f A. To provide a means by ^vhiclI a high main reser- voir pressnre can be obtained with which to release the brakes and recharge, withont its being necessary for the pnmp to operate against this high pressnre except during only such time as the brakes are applied. O. Of lu/iat does tlie duplex governor consist ? A. Of two pressure heads which operate in conjunc- tion with one steam portion of the governor. O. At luJiat pressures is it customary to adjust the pressure heads f A. The low pressure head is adjusted to stop the pump when a main reservoir pressure of 85 pounds has been obtained, and the high pressure head is adjusted at no pounds. O. If the brake valve Jiandle is in full release or rujining position^ hozv much pressure zvill there be in the main reservoir ivlien the pump is stopped; if in any of the other positions zvJiat pressure results? A. 85 pounds main reservoir pressure is obtained when the brake valve is in release or running positions ; in the other positions no pounds is obtained. O. What objection is there to the use of 07ie pump governor adjusted to s/iut off steam from the pumpivhen a fnain reservoir pj^essure of no poM7ids is obtained? DUPJ.KX MaIX RjvSlvRVOlR R JvGUJ.ATlOX. 21 ' may be cocked so as to allow main resen'oir pressure to feed into the train line under the rotar\' and release some of the brakes. Q. What is^ the trouble, whe^i there is a leak on the train linc^ if the engine is alone, but coupled to tight cars, the leak does 7iot shozu ? A. The leak is in the angle cock at the rear of the tender. WTien coupled to a train, the leak is not noticed as the cock is open. With the engine alone the cock leaking allows air to pass out of the hose to the atmos- phere. O. In double headings ijliich engine should han- dle the brakes ? A. The lead engine. O, What should the second engi^icer'do ? A. Turn the cut-out cock under his valve, and undei no circumstance, unless told to, should he cut in and interfere with the work of the lead engine. Q, If the pusher engine has no cut-out cock, what should be do7ie ? A. The valve should be placed on lap. Q, In this case, why does the equalizing piston someti77ies rise ? Train Handling. 261 A. Because the lead engineer increases train-line pressure to release the brakes, and the pressure under- neath the equalizing piston is greater than that above it. O, Hoa} may it be seated ? A. By putting the handle in full release position long enough to charge the little drum and seat the pistoiL O, In ease of emerge ne}\ z^'hen it is necessary for lis to leaze the engine^ Zx.'hat should be done ? A. Throw the enonueer's valve to full emerorenc^' position and leave it there. In our hurr\-, if we tried to lap the valve, we might get it into running position and release the brakes. 0> Why ought lie nezer to bring our valve baek from emergency position too quickly ? A. There might be two or three cars cut out a couple of plain triples, a contracted passage, or a couple of cars that would not go into quick action on account of dirty strainers. If these cars were together, they would not help to carr\' the quick action back. Gener- ally a quick-action triple will not send a quick reduction through five cars which are cut out. In this case, if the engineer's valve had been lapped too quickly, the surge of air ahead from the rear end would release the head brakes, and all we would have would be a ver\' light service reduction on the cars back of those cut out. If we leave the engineer's valve in emergency position long enough, we could at least get the full service application on these cars, and the emergency on those ahead of the cars cut out. O Should the engine be reversed Ziehen the driver brakes are applied^ if zve zvish to stop quicklyT A. Xo ; the following test, made by Mr. Thomas, Assistant General Manager of the X. C and St. L-, 262 Air-Brake Catechism. clearly demonstrates that the air brake used alone is better than the brakes with the reverse lever, or than the reverse lever alone. The result of these tests was published in the 'pj Air-Brake Proceedings^ and is given on pages 264 and 265. The conditions of the test were as follows : Driving brake power, seventy per cent.; tender, one hundred per cent.; N. C. & St. L. coaches, ninety per cent.; Pullman sleeper, forty to one hundred and one per cent. Boyer speed recorder was used and tests were made : first, brakes applied ; second, engine reversed ; third, sand lever opened. Track was level, in best possible condition, and all circumstances favorable. From the record of tests the following valuable infor- mation was derived : First. Best stops are made with braking power not quite strong enough to skid wheels. Second. Length of stop is the same in reversing the engine whether cylinder cocks are open or closed. Third. The wheels did not lock rigidly when the engine was reversed without the brakes being used. Fourth. The tests demonstrated that the brakes used alone are better than with the engine being reversed. The stop is quicker, and there are no flat spots obtained. Fifth. Enough sand is much better than too much. Sixth. Sand should be used before wheels start skid- ding, as its use will not start the wheels revolving when once skidding ; it will simply increase the flat spots. Seventh. Sand being used on a straight track, the drivers did not lock when the engine was reversed, but on a curve they would. On a curve the engine rocks, and sand is not so likely to strike the rail. Eighth. In expected emergencies, the drivers did not lock when sand was used before brakes were applied and engine reversed, but it took so long to get the sand Train Handling. 263 running first that, in the end, the stop was not made as quickly as with unexpected emergencies where the engine was not reversed. Ninth. The unexpected emergencies are the ones that bear the most weight, as expected emergencies are prac- tically unheard of. The table on page 266 will be of interest, as it shows how quickly air-brake trains can be stopped when fitted with the Westinghouse quick-action brake. The train consisted of fifty Pennsylvania 60,000 capa- city box cars whose light weight was 30,000 pounds each. 264 Air-Brakk Catechism. ffl < •SXOJS XVIJ 6. = .2 -no 6 - - : z - z ^ = :: z ■^ -ji) 'C wi t: ■ :3 . 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(N in CO t^ 10 lOVO N N t^ rt O ro CO Tl- IN •SJOXg S.O hxonht; wniMixviM 10 t^ fN in CO t^ •aavxv sjoxg a^ M M ► >^ ^ >^ 1) o , o- < •aHHdg d?i '-^ '-^ :c^ :da -d a \m '^ -^ o -o -o -o : Z '.Z :^ .^ : in ; 10 ; 'd I'd : a . n . '/! cC a: c3 'x (L» . •;: oj o aj .2o.S§.a a a a W W W -d a; -de; a'd a , o • •tj .'d : . a • w : i a a a WWW Ca 'd 1 a a; > a 4J - O •ON -d tr. "^2 ^ a .>-iLO 10 CO CMCO-^CO'^CO • • *CO •psads S3];ii\[ r^ cogOh^oOO • • -O CO coco^^rtri- . . .-:f • H •9Uli; Sp,D3S vOVOvovOvOiOOO ^ VOVOVO •9DnB;sip'?^ ON ON 03 •^JBdB 0>i-iCHLOONO CS c<; lOoO 10 vo CO ^1000 ^ ^ CO 10 • •paads S3XTK lOOcOCMLO < •arapsppas CS CO LO LOCO ^ LO to t^ (N , vo cN r^^ Tf^ to 00 l>. MD t^ 1 •3DnB;sip to IOM3 CM to t^ ON CO MCMGOO^CO CO 00 ^-! rt to 10^ VD 10 -^ VO to t^ VO •p39dSS9XII\[ r^ r}- 10 r^oo ON r^ Tf ^ vo m O , CMcOCMcOfOcOcOcOcO cO ^ cO ^ rt| 2; u •9iui;spp3S to to 00 t^ ONX) MD On •-' ►-" ^ ^^^CMHHMM Cl MCMCM ^93>J Tt ^ LO to r^^ LO Tt V£) U^ ^ VvO •D39dS S9TII\T 1 ^ t^VOiOrOOVOCN M VO C^ O •9mi; spp^s 1 ^ o^cjcNcsoo cs ^o« ^T^Jj 1 '^ =^ t^OOvD KH 10 cs vo 10 0^ •p33ds S9tTW ON CM tovO i-i ON CO CO ON «-• CMfN. CorYKU^HTKP, IvXXS BY THK NORMAN W. HKNI,KY PUBI^ISHING CO, pRhFACH K) TWENTY-'IfilHh Hbl'I ION. luK issuing of the present edition of this book, IJf^-tO- date Air-Jjrake (Jatechism with an appendix, shows that the book is filling the want it was designed to meet. The changerl conditions of service which now prevail, and which consist in longer trains, cars of heavier capacity and locomotives with a fxjwer and weight commensurate with their increased duties, has made imperative some radi- cal changes in the air brake art. The original brake was designed with the idea in minrl that the maximum length of train woukl be fifty cars, and the capacity of these cars 60,000 pounds. The usual capacity is now 100,000 fxjunds, the number of cars in a train is often over 100, and the hauling power of the locomotive has kept pace. The result of these changes has teen that the apparatus which has been in use for so many years is not adequate to handle, with the desirerl efficiency, the long and heavy trains of to-day. To meet these conrlitions the Westinghouse Air Brake Company has developed an engine and car equipment by the use of which even better results are obtained w^ith the long and heavy trains than could be obtained with the older equipment and the shorter trains. The appendix to this book has teen written with a view of explaining the operation of this new equipment with which it will be necessary for railroad employees to become familiar to avail themselves of the many advan- tages which it makes possible. The author wishes to take this opportunity to again thank the railroad public for their continued support which has been very gratifying to him April, 1908. Robert H. Blackall. TABLE OF CONTENTS (appendix) No. 5 K T LOCOMOTIVE BRAKE EQUIPMENT . . 307-349 Brake Valves (automatic and independent) . . 314-326 Distributing Valve ..... 327-336 Safety Valve ...... 337-338 Feed Valves, B-4 and B-3 ...» 339-341 SF-4 (excess-pressure) Pump Governor , . 342-345 Defects of ET Equipment .... 346-349 K Triple Valve (quick-service) ..... 350-357 8>^-Inch Cross-Compound Pump . « . , 358-367 No. 6 E T Locomotive Brake Equipment .... 368-373 List of Illustrations of Westinghouse Improved Equipment (Appendix). PAGE Improved lyocomotive and Tender Equipment (Schedule BT). Piping Diagram of ET Equipment Distributing Valve and Double-Chamber Re servoir, Pipe Connections Distributing Valve and Double-Chamber Re- servoir, Sectional Reservoir Diagrammatic View . . . . , Distributing Valve— Release Position— Auto matic or Independent . . . , Distributing Valve— Independent Applica^ tion Distributing Valve — Independent Lap . Distributing Valve — Automatic Service Posi tion Distributing Valve — Service Lap . Distributing Valve — Emergency Application' Distributing Valve — Emergency Lap Distributing Valve — Independent Release after Brake has been applied automatic- ally Fig. 109. Graduating Valve, Equalizing Slide Valve and Slide- Valve Seat of the Distributing Valve Fig. no. Distributing Valve showing Connections Fig. III. Safety Valve Fig. 112. Type H Brake Valve Fig. 113. Type H Brake Valve, Section of Valve and Plan of Seat Plate XIII. Fig. Fig. 97. 98. Fig. 99. Fig. Fig. 100. lOI. Fig. 102. Fig. Fig. 103. 104. Fig. Fig. Fig. Fig. 105. 106. 107. 108. List ok Illustrations (Appendix). Fig. 114. Type H Brake Valve, showing the different Positions of the Handle .... Fig. 115. Type H Brake Valve, Horizontal and Vertical Sections ....... Fig. 116. Exterior View of SF (independent) Brake Valve Fig. 117. SF Brake Valve, Shaded Vertical and Hori- zontal Section Fig. 118. SF Brake Valve, Horizontal and Vertical Line Section and Plan of Rotary Fig. 119. B-4 Feed Valve 339 Fig. 120. SF-4 (excess-pressure) Pump Governor . . 343 Plate XIV. Views of the K Type (quick-service) Triple Valve. Fig. 121. K Triple Valve — Exterior View Fig. 122. K Triple Valve— Cross Section Fig. 123. K Triple Valve, Graduating Valve. Slide Valve, Bush ...... Fig. 124. K Triple Valve— Full Release Position . Fig. 125. K Triple Valve— Service Position . Fig. 126. K Triple Valve— Service Lap Position . Fig. 127. K Triple Valve — Retarded Release Position . Fig. 128. K Triple Valve — Emergency Position . Fig. 129. Cross-Compound Pump — Exterior View . . 359 Fig. 130. Cross-Compound Pump, Up-Stroke of High Pres- sure Side 361 Fig. 131. Cross-Compound Pump, Down-Stroke of High- Pressure Side 363 Fig. 132. Piping Diagram of the No. 6 E T Locomotive Brake Equipment. ..... 370 M3" Plate XIII — IMPROVED LOCOMOTIVE EQUIPMENT — Schedule "ST." Fig. 98- DISTRIBUTING Fig. B7.- PIPING "E T" EQUIPMENT. Fig. 90.-DISTRiBUTINC VALVE AND 0OUBLEurposes is taken from the main reservoir^ could the brakes be operated on this engi7ie ? A. Yes ; the engineer could charge the main reser- voir by placing the brake-valve handle in release position and open the cut-out cock under the brake-valve so that the air will flow from the brake-pipe to the reservoir and charge same after which the cut-out should be closed. This should only be done when the train is at rest ; otherwise it might interfere with the handling of the brakes by the '4ead" engineer. Owing to the fact that a dead engine is very light, due to the fire having been dumped and the water drained off, it is not good practice to use the brake on the engine on account of the liability of wheel sliding. Where desired, a few extra parts are furnished by means of which the main reservoir can be charged through a by-pass containing a non-return check, a strainer, a cut-out cock and a diaphragm which necessi- tates a flow of air from the brake-pipe at a speed such that the air taken from it would not act to apply the train brakes while the main reservoir was charging. This is used to some extent on roads where the grades are such that it is not safe to take an engine down in a train without a brake. BRAKE VAIvVES. H 5 AUTOMATIC BRAKE VALVE. Q, How many positions has the H ^ automatic brake valve handle ? A. Six. Q, Name thenii A. They are release, running, holding (see Fig. 114), lap, service application, and emergency application positions. Q, What is the purpose of each ? A. With the exception of release and locomotive brake holding, they are the same as the corresponding positions on tli^ G6 brake valve which have already been described in the first of the book. In release position the train brakes can be released but not the locomotive brakes, and moving the handle back and forth between driver brake holding and run- ning, or between release and running position, the locomotive brakes can be graduated off after the train brakes are released or while they are releasing. Loco- motive brake holding position, as its name implies, is for the purpose of holding these brakes applied until it is desired to release them. In this position the feed valve controls brake pipe pressure. Q. What are the advantages of holding position ? H 5 Brake Valve. 315 A, When releasing brakes on long freight trains the slack may be held bunched, thus preventing a break-in- two, especially when release is made at slow speed. This may also be done by leaving the brake-valve han- dle in release position ; the handle is moved to holding position to advoid overcharging. With passenger trains, smoother and more accurate stops can be made, be- cause train brakes may be released just before stop- ping, and locomotive brakes graduated off afterward. Q, When the handle of the //j brake valve is placed in emergency position is any additional brak- ing power obtained in the locomotive brake cylifi- ders f A. Yes ; about 20 per cent. Q, Explain this, A. When the handle is placed in emergency position, ihe pressure in the brake-valve equalizing reservoir is connected with the application chamber of the distribu- ting valve, thus increasing the pressure therein. Q, What are the advaJttages of this increased Jyressttre ? A. It helps to make a shorter stop, and effectually prevents possibility of the engine breaking away from the train in emergency applications. Q. With what type of equipment is this brake valve (Fig. 112) used? A. With the E T engine and tender brake equip- ment. Q. Is its principle of operation any different from that of the G-6 brake valve, already describedf A. No, it is designed on practically the same lines. Q, In ivhat particulars does it differ from the G-6 brake valve? 3i6 Air-Brake Catechism. A. First, in that it has a permanent base to which it is bolted, rendering it unnecessary to disturb any pipe joints whenever it is necessary to remove it for cleaning and repairs ; second, in that it has, in addi- tion to the same i^ositions for the handle, one more IDOsition known as the holding in which the locomo- tive brakes are held applied while the train brakes are releasing ; third, that the service exhaust is made at the center of the rotary instead of the side ; fourth, that in release position the engine and tender brakes are held applied ; fifth, in emergency application posi- tion it connects the equalizing reservoir with the appli- cation chamber of the distributing valve, thus increas- ing the pressure in the latter and hence in the brake cylinders, about twenty per cent ; sixth, it has a feed valve pipe connection ; seventh, a double heading pipe connection. Q. What is Fig. 112? A. It is a view of the exterior of the brake valve. Q. What does Fig. 114 represent? A. It represents the top of the brake valve, and shows the different positions of the handle for oper- ating the valve. Q. What do Figs. 113 and 115 show? A. Figs. 113 and 115 are views showing all the parts with their numbers and names. Q. Name the parts. A. They are as follows : 2, Bottom Case ; 3, Ro- tary Valve ; 4, Top Case ; 5, Pipe Bracket ; 6, Rotary Valve; 7, Rotary Valve Key; 8, Key Washer; 9, Handle ; 10, Handle Latch Spring ; 11, Handle Latch ; 12, Handle Latch Screw; 13, Handle Nut; 14, Handle Lock Nut ; 15, Equalizing Piston ; 16, Equalizing Pis- ton Packing Ring ; 17, Valve Seat Upper Gasket ; 18, H 5 Brake Valve. 317 Valve Seat Lower Gasket ; 19, Pipe Bracket Gasket ; 20, Small Union Nut; 21, Brake Valve Tee; 22, Small Union Swivel ; 23, Large Union Nut ; 24, Large Union Swivel; 25, Bracket Stud; 26, Bracket Stud Nut; 27, Bolt and Nut; 28, Cap Screw; 29, Oil Plug; 30, Ro- tary Valve Spring. Q. In Fig. 115 three distinct vieivs are given. Name them. A. That at the top is a section showing the rotary valve seat and the arrangement of the ports in it; that at the left is a drawing of the rotary valve, and shows the arrangement of the ports and cavities in it ; the lower cut is a longitudinal section through the body of the whole brake valve showing the interior construction, the equalizing discharge piston, and the service exhaust. In this drawing the pipe connections are also shown. Q. Explain the pipe connections of the H brake valve. A. Referring to the piping diagram. Fig. 97, they are as follows : Main reservoir pipe ; feed valve-pipe ; brake pipe ; independent brake valve and application chamber ; double heading ; excess pressure pump gov- ernor ; and one to the air gauge and equalizing reser- voir connections. Q. Are these connections made to the brake valve proper or to its base or pipe bracket? A. They are made to the pipe bracket. Q. Explain the operation of the H brake valve. A. Release Position: In this position the large port a of the rotary is brought into full register with the large port b (Figs. 113 and 115) leading to the circular cavity that extends around under the rotary seat to port c, which leads directly into the brake pipe, 3i8 Air-Brake Catechism. thus providing a direct passage for main resei^oir air into the brake pijoe. In this position the port / which leads from the application chamber through the independent brake valve to the rotary seat is closed so that the application chamber air cannot escape, nor the engine and tender brakes release ; the v\^arning port r is open to the atmosphere. Ports j in the rotary and port g in the seat, leading to chamber D, are in register so that air can flow freely to this chamber and the equalizing reservoirs connected with it. Port s in the rotary and port p in the seat are in communi- cation so that main rese^^oir air can flow to the ex- cess pressure top of the pumi^ governor. Rinining Position: In this position port a in the rotary is blanked by the rotarj^ seat and air at feed valve pressure, then enters the brake valve at port d in the rotary seat, leading from the feed valve, passes through cavity / in the rotary valve face into port h around through the cavity reaching to port c and thence to the brake pipe. In this position, brake pipe air goes to chamber D and the equalizing reservoir through port c in the rotary seat, cavity k in the ro- tary, and port g. In this position port / in the seat is in register with port and passage li in the rotary, so that air from the application chamber of the distributing valve can escape to the atmosphere, and release the engine and tender brakes. Main reservoir pressure continues to reach the low-pressure governor head through port s in the rotary, port p in the seat, and a suitable pipe connection. Holding Position: Air from the feed valve pipe flows to the brake pipe through the same ports as in running position, but the port I is blanked so that the air cannot escape from the application chamber and the brakes on the engine and tender remain applied and the feed valve controls brake pipe pressure. The H 5 Brake Valve. 319 same connection to the governor still exists as in run- ning position. Lap Position: All ports in the brake valve are lapped except port it, leading from the double heading pipe, which is then in register with port and passage li leading to the central exhaust port EX, also to the exhaust port, controlled by the slide valve in the dis- tributing valve. The high-pressure governor head now controls the pump. Service Application Position: Port e, the prelim- inary exhaust port leading from chamber D and the equalizing reservoir, is in register with port and pas- sage h in the rotary leading into the exhaust EX, thus permitting the pressure above the equalizing dis- charge piston and valve 15 to reduce, and the latter to rise and discharge brake pipe air to the atmosphere. When the brake pipe pressure below the equalizing discharge piston reduces to an amount slightly below that remaining in chamber D and the equalizing reser- voir it will close the service exhaust and prevent fur- ther reduction in brake pipe pressure. The opera- tion of the H brake valve in service applications is precisely the same as that of the G-6 brake valve al- ready described. Emergency Position: The large cavity x in the rotary, which leads to the emergency exhaust port EX, and the large brake pipe port c are in register, so that brake pipe air has a free escape to the atmo- sphere, thus providing for the quick reduction of brake pipe pressure. At the same time the L shaped cavity n in the face of the rotary connects port g, leading from the chamber D and the equalizing reser- voir, with port I leading to the application chamber of the distributing valve. This augments the maximum pressure in this chamber about 20 per cent in an emer- gency application of the brake. Port j in the rotary if desired can be made to register with a small port 320 Air-Brake Catechism. leading to the sand valve so that the sanding device is automatically put into operation when the brake valve handle is placed in emergency position. Q. For li'liat purpose is the plug 29? A. This IS an oil plug that provides a convenient means of oiling the rotary valve. AVhenever the ro- tary begins to show signs of working hard, this plug may be removed and valve oil poured in until it ap- pears at the level of the hole, when the plug should be screwed back. It should be borne in mind, however, that there should be no air pressure on the rotary when this plu^ is removed. Q. W here does the oil go that is thus poured into the rotary? A. It fills up the small annular groove in the body 4, which surrounds the rotary and its seat at their line of meeting. Q. Hoiv does this oil get upon the rotary seat? A. When the rotaiy is under pressure the oil in the annular groove is also under pressure, and as the rotary is turned in operating the brake, the oil is worked in between the rotary and its seat in a thin film, keeping it nicely lubricated. Q. Aside from lubricating the rotary and its seat, does the oil have any other effect on the ivorking of the valve? A. Yes, it tends to keep the rotary from leaking. Q. When it is desired to remove the braJ^e valve for repairs^ what is necessary to do? A. Unscrew the bolts and nuts and lift the valve off its base. No pipe connections need to be dis- turbed. SF (or iNDEiPENB^NT) BrAKK ValVK. 32 1 Q. After removal to take the valve apart , what is necessary? A. Unscrew the cap screws. Q. What is the purpose of the small plug, ivith the side outlet in it^ that is scretved in the service exhaust opening? A. This small plug is provided with the side out- let to change the direction of the exhaust and prevent the escaping air from blowing on to the feet of the engineman. THE INDEPENDENT BRAKE VALVE. Q. What is represented in Figs. 116, 117, and 118? A. The independent brake valve, Fig. 116 being an exterior view, Fig. 117 a sectional view, showing the rotary seat with its ports and also the arrange- ment of the interior parts. Fig. 118 shows the differ- ent positions of the brake valve handle, a plan of the rotary valve and an interior view of all its parts. Q. What are the names of the parts of the inde- pendent brake valve as numbered on Fig. 118? A. 2, Rotary Valve Seat; 3, Valve Body; 4, Pipe Bracket; 5, Rotary Valve; 6, Rotary Valve Key; 7, Rotary Valv^e Spring; 8, Key Washer; 9, Return Spring ; 10, Return Spring Casing ; 11, Casing Screw ; 12, Return Spring Clutch; 13, Cover; 14, Cover Screw; 15, Handle; 16, Handle Nut; 17, Latch Spring; 18, Latch; 19, Latch Screw; 20, Oil Plug; 21, Upper Gasket; 22, Lower Gasket; 23, Bracket Stud; 24, Bracket Stud Nut; 25, Bolt and Nut; 26, Cap Screw. 322 Air-Bra KE Catechism. Q. Hoiv is this valve connected up ivith respect to piping? A. As shown in the piping diagram, Fig. 97, Plate XIII., it has one pipe connection to the automatic brake valve, one to the application chamber of the distributing valve, and one to the air supply. Q. Does it have these pipe connections made direct to the brake valve or are they made to a permanent base the same as ivith the automatic brake valve? A. The pipes are directly connected to a bracket and it is not necessary to disturb pipe joints to re- move the operative parts of the valve. Q. Why is the independent brake valve supplied in addition to the automatic brake valve with the ET equipment? A. So that the locomotive brakes, if desired, may be operated independently of the automatic brakes both on the engine and on (he train at all times. Q. Name the different positions for the brake vcdve handle. A. They are release, running, lap, and service po- sitions. Q. Explain the differe^it positions of the hide- pendent Brake Valve \Fig, ii8) ? A. The position at the left is release ; this can be used regardless of the position of the automatic brake valve handle to obtain an independent release. If the hand is removed from the handle when in this position the spring automatically returns it to running position. Running position is the normal position when the valve is not in use. If the automatic brake valve is in running position the brakes on the locomotive can be released by placing the Independent Brake Valve han- dle in running position. It is necessary for the handle SF (or Independent) Brake Valve. 323 to be in this position for the brakes on the locomotive to release when the handle of the automatic brake valve is placed in running position. Lap position ; in this position all ports are closed. Service position ; the use of this position permits air pressure to flow to the application chamber of the dis- tributing valve, thus causing the brakes to apply on the locomotive. Different degrees of speed can be obtained in the application of the brakes depending upon whether or not the handle is moved to the extreme service position or merely close to the extreme travel of the valve. Q. When the handle is in release position^ hoiv are the brakes released? A. When the handle is in release position port d, Fig. 118, leading to the application chamber of tho distributing valve is open to the atmosphere through exhaust port g in the rotary and central exhaust port h in the seat, so that the air can escape from the appli- cation chamber thus permitting the brakes to release. Q, When the handle is placed in release position, wiU it remain there if the hand is removed? A. No, it will be returned automatically to run- ning position by return spring g, Q, Where shoidd the handle be carried ivhen the independent valve is not in use? A. Always in running position. Q. What is the relation of the ports in running po- sition? A. In running position port d and port c in the ro- tary seat are in communication through passage / in the rotary, so that air from the application chamber may pass through the independent brake valve to the automatic brake valve, where it can escape to the at- 324 Air-Brakk Catkchism. mosphere, when the handle of the latter is in running position. Q. Why are ports cl, Cy and passage f so arranged f A. In order to enable the engineer, whenever oper- ating the automatic brake, to hold the locomotive brake applied when releasing the automatic brakes; that is, to enable him to control the escape of air from the application chamber when releasing. Q. Hotv are the brakes applied indepe^idently? A. By moving the handle to service position and admitting air to the application chamber. Q. How are the ports arranged in service posi- tion f A. Supply port /; and service port d are connected by the circular cavity e and air can flow from the sup- ply direct to the application chamber. Q. What is lap position for? A. To blank all ports when the brakes have been applied with the desired degree of force. Q. What is the maximum brake cylinder pressure obtainable uitli the independent brake valve? A. Forty-five pounds. Q. Why is this? A. Because the air that comes from the main res- ervoir to the independent brake valve must first pass through a pressure-reducing valve, adjusted at 45 pounds ; this valve is located in the supply pipe con- nection at a point before it reaches the independent valve. Q. Trace the air through the independent brake valve? A. Air from the main reservoir, reduced in pres- sure to 45 pounds, enters the brake valve, at the sup- SP (or Independent) Brake Valve. 325 ply connection, Fig. 118, passes up through port b in the seat to the circular cavity e in the face of the rotary and through the port at the left end of this cavity to the top of the rotary. There is always inde- pendent brake valve pressure, 45 pounds, on top of the rotary with the handle of the brake valve in any one of its positions. With the handle in service position, port b and port d are connected by the cavity e and air can flow into application chamber pipe to the applica- tion chamber of the distributing valve to apply the brakes. With the handle in lap position communica- tion between the various ports is cut off and air can- not flow in any direction through the valve. With the handle in running position, the passage / on the ro- tary, between the top and the face, connects port d from the distributing valve and port c^ the latter lead- ing to the automatic brake valve, so that when the handles of both valves are in running position the air may escape from the application chamber to the atmo- sphere and release the brakes. With the handle in release position, cavity g in the rotary connects port d with the central exhaust port h leading to the atmo- sphere. Q. When is it necessary to use the release position of the independent brake valve in order to release the locomotive brakes or reduce the brake cylinder pres- sure? A. Only when the handle of the automatic brake valve is not in running position. Q. If it is desired to remove the brake valve for cleaning or repairs ivhat is it necessary to do? A. Unscrew the nuts from bolts 25 and take the valve off its base. Q. Hoiv is the valve taken apart to get at the in- terior parts? 326 Air-Brake Catechism. A. Unscrew the cap screw 26, the cover screws 14, and the nut 16, and all parts of the valve may be sep- arated. Q, What is the function of the spring 7f A. It keeps the key washer 8 and the rotary valve key 6 np from the rotary and makes the washer press against the valve body 31, thus preventing leakage by the rotary valve key when the pump is first started. It also serves to hold the rotary on its seat when there is no pressure and thus prevents dirt from getting on the valve seat. Q. With the independent brake valve can the lo- comotive brakes be applied and released under any and all conditions of service? A. Yes, they can be controlled perfectly with the independent brake valve under all conditions of ser- vice. Q. When the engine is standing alone on ash pits, turntables, or sidings and tchen doing ivork about the engine, should the independent brake valve be applied and left applied? A. Yes, this practice should be followed at all such times. Q. Why is it important to do this? A. To avoid possibility of the locomotive moving when not desired, as from a leaky throttle or other cause. THE DISTRIBUTING VALVE. Q. What do Figs, g8 and gg 7'epresent ? A. They represent the distributing valve and reser- voir, showing its general appearance, pipe connections, and also the divided reservoir, with its pressure cham- ber and application chamber. Q, Name the pipe connections to the distributing valve ^ and describe them, A. Referring to Fig. 98 the connection marked ''KSC//^"is the supply pipe connection. The supply pipe connects the main reservoir pipe and the dis- tributing valve. The connection marked ^' ABV^^ is the double heading pipe, and connects the exhaust port through the equalizing slide valve of the distrib- uting valve with the double cut-out cock and the auto- matic brake valve. The lower connection marked ^^ SBV^^ connects the distributing valve and the inde- pendent brake valve, and extends through the inde- pendent brake valve to the automatic brake valve. Referring to Fig. 99, the upper connection is the one that connects the distributing valve to the brake cylin- ders. The lower connection is the one between the brake pipe and the distributing valve. Q. What IS the junctio7i oj the distributiit^ valve ? A. To admit air to, and to exhaust it from, all the brake cylinders on the locomotive, both in automatic and in independent applications, and to maintain auto- matically the desired cylinder pressure regardless of cylinder leakage and variation in piston travel. 328 Air-Brake Catechism. Q, What are the purposes of the stop cocks in the brake cylinder pipe ? A. In case it is desired to cut out any one or all of the brakes for any cause, such as burst hose or broken downbrake rigging, they may be closed to prevent the brakes from applying. Q. Should the hose burst either i7i front of the engine-truck b^^ake or of the tender-brake cylin- der during a brake application^ would the other brakes release ? A. No. Q, Why is this ? A. Because of the special choke fittings (Fig. 97) located between the stop cocks and the brake cylinder, which prevent air from passing through them faster than the distributing valve can supply it. Q, What is the standard brake pipe pressure carried luith the ET brake f A. For the ordinary brake 70 pounds ; for the high- speed brake no pounds ; and for the high-pressure con- trol 90 pounds. Q, What does Fig. no represe^itf A. It is a sectional drawing showing the interior of the distributing valve as actually constructed. Q. Referring to Figs, gg and iio^ what are the names of the parts as ntiniberedf A. The proper names of the different parts of the distributing valve are as follows : 2, Body ; 3, Application Valve Cover ; 4, Cover Screw ; 5, Application Valve ; 6, Application Valve Spring ; 7, Application Cylinder Cover; 8, Cylinder Cover-Bolt and Nut ; 9, Cylinder Cover Gasket; 10, Application Piston; 11, Piston Follower ; 12, Packing Leather Expander ; 13, Packing Distributing Valve. 329 Leather ; 14, Application Piston Nut ; 15, Application Piston Packing Ring ; 16, Exhaust Valve ; 17, Ex- haust Valve Spring : 18, Application Valve Pin ; 19, Graduating Stem ; 20, Graduating Spring ; 21, Grad- uating Stem Nut ; 22, Upper Cap Nut ; 23, Equalizing Cylinder Cap ; 24, Cylinder Cap Bolt and Nut ; 25, Cylinder Cap Gasket ; 26, Equalizing Piston ; 27, Equalizing-Piston Packing Ring ; 28, Graduating Valve ; 29, Graduating-Valve Spring ; 31, Equalizing Slide Valve ; 32, Equalizing Slide- Valve Spring ; 33, Lower Cap Nut ; 34, Safety Valve ; 35, Double Cham- ber Reservoir ; 36, Reservoir Stud and Nut ; 37, Reser- voir Drain Plug ; 38, Distributing- Valve Drain Plug ; 39, Application-Valve Cover Gasket ; 40, Application- Piston Cotter ; 41, Distributing Valve Gasket. Q What do Figs. 100 to 108 inclusive represent ? A. They are diagrammatic drawings that represent the distributing valve in all of its different operative positions. Q, Name these positions. A. They are Fig. loi, Release, Automatic or Inde- pendent ; Fig. 102, Independent Application ; Fig. 103, Independent Lap ; Fig. 104, Automatic Service ; Fig. 105, Service Lap ; Fig. 106, Emergency ; Fig. 107, Emergency Lap ; Fig. 108, Release Position, when locomotive brake is released by independent brake-valve after an application by brake pipe reduction. Q What is represented in Fig. log f A. Fig. 109 represents the plan of the graduating valve, shows two views of the slide valve, face and plan, and a plan of the slide valve seat. These views show the arrangement of ports as they actually are constructed, and are not diagrammatic drawings. 330 Air-Brake Catechism. Q. How does the distribtitmg valve charge up the pressure chamber of the double reservoir? A. In precisely the same manner that a triple valve charges an auxiliary reservoir ; that is, referring to Fig. I GO, brake pipe air enters the distributing valve at BP^ fills chamber p^ and flows through the small feed grooves at the top of piston 26 to the slide valve side of this piston, and thence to the pressure chamber through port o until the pressure in this chamber is equal to that in chamber/ and the brake pipe. Q. 7 heii the pressure in the pressure chamber^ when fully charged^ is equal on both sides of piston 26 f A. Yes. INDEPENDENT APPLICATION. Q. What takes place in the distributi^ig valve when the handle of the independent brake valve is placed in service position ? A. As shown in Fig. 102, air is admitted direct from this valve to the application chamber, forming a pressure therein which causes the application piston 10, to move forward. This in turn moves the brake cylinder ex- haust valve 16, and the application valve 5, over until the former closes the brake cylinder exhaust port and the latter uncovers port ^, leading to the brake cylinders. When port b is uncovered, main reservoir air from chamber a is free to flow to the brake cylinders. Q, After the pressure in the brake cylinders be- comes slightly greater than that in the application chamber what takes place? A. The application piston 10 and the valves move to the independent lap position, as shown in Fig. 103, To move piston 10 to lap the spring 20 aids the cylinder pressure. Distributing Valve. 331 Q, How is this valve made to assume this posi- tion f A. When the pressure in chamber b is slightly greater than that in chamber g^ piston 10 and applica- tion valve 5 move back until valve 5 laps port b^ where further flow of main reservoir air to the brake cylinder is cut off, and the brake remains applied with a pressure equal to or slightly in excess of that in the application chamber connected with chamber g, Q. Sitppose that after application valve 5 moves to lap position leakage of air from the brake cylin- ders should cause the pressure therein to fall^ what zvould occur f A. As soon as the pressure in chamber b fell slightly below that in chamber g^ the application piston 10 would be forced to the right and application valve 5 would open port b and admit main reservoir air again to supply the leakage and maintain the brake cylinder pressure practically equal to that in the application chamber and chamber g, Q, How are the brakes released after an inde- pendent applicatio7i ? A. By placing the handle of the independent brake valve in running position, when the air in the applica- tion chamber will escape to the atmosphere ; the pres- sure in chamber b will then force the application piston and application valve to release position, as shown in Fig. loi, and brake cylindei air will then escape to the atmosphere through the exhaust ports in exhaust valve 16, and in the body of the distributing valve. Q> Where must the handle of the automatic brake valve be in order that the air may escape from the application chamber when the handle of the in- dependent brake valve is in running position f ^;^2 Air-Erake CatkchiSxM. A. In running position. Q, Does tJie cqiializifig piston 26 and its at- tached parts operate during an ijidependent applica- tion a7id release ? A. No ; they remain inoperative, as shown in Figs, loi, 102 and 103. AUTOMATIC OPERATION. Q, Hoiv is an antomatic service application oj the brake made ? A. By moving the handle of the automatic brake valve to service position and making the desired brake pipe reduction. Q, Wheii a reditction in brake pipe pi^essure takes pi ace ^ what happens in the distributing valve f A. With the pressure chamber charged equal to that in the brake pipe, a reduction in brake pipe pressure causes equalizing piston 26 to move to the right (Fig. 104), carrying with it slide valve 31, which closes the exhaust port leading from the application chamber to the double heading pipe, and the graduating valve 28 is moved to the right until it uncovers the service port z^ which leads into passage // and chamber g^ and the application chamber, thus allowing air from the pressure chamber to flow into the application chamber. The pressure thus formed in the application chamber connected with chamber g^ causes the application piston 10, exhaust " valve 16, and application valve 5 to assume the position showm in Fig. 104, ^'Automatic Service," and apply the brakes. When the pressure in the pressure chamber falls slightly below that in the brake pipe, equalizing piston 26 moves back carrying with it the graduating valve 28 Distributing Valve. 333 until the latter closes port z^ and prevents any further flow of air from the pressure chamber to the application chamber. It is then in " Service Lap '' position as shown in Fig. 105. Q, How much of a brake pipe service reduction is required to set the brake in full? A. x\bout 20 pounds, the same as with a triple valve. Q, How is the brake released automatically ? A. An increase of brake pipe pressure raises that in chamber p (Fig. loi) of the distributing valve. This pressure being greater than that in the pressure cham- ber of the distributing valve forces piston 26, and the parts controlled by this piston, to the left. In this position the pressure from chamber g and the applica- tion chamber is free to flow through port h to the independent brake valve and thence to the automatic brake valve from whence it may escape to the atmos- phere w^hen the brake valve handle is in running position. The escape of the pressure through port //, connected wath chamber^, reduces the pressure in this chamber and permits the greater pressure in chamber b to force piston 10 to the left ; it in turn draws the parts at- tached to it to a corresponding position (Fig. loi). In this position brake cylinder pressure escapes to the atmosphere through ports d and e in the seat of the slide valve 16 and the brakes on the locomotive release. Q. How is a7i automatic emergency application made f A. By making a quick, heavy brake pipe reduction, when the equalizing piston 26, with exhaust slide valve 31, and graduating valve 28, will move their full stroke 334 Air-Brake Catechism. and open port // wide to the application chamber as shown in Fig. io6, permitting full equalization between the pressure chamber and the application chamber, thus applying the brakes with full force. Q. What other ports are open to the application chamber in an emergency application f A. Port ;/, leading from passage a and the main reservoir, is open to the application chamber so that air from the main reservoir can flow into it, and sustain the application chamber pressure against the venting of the air from this chamber through the safety valve. Q, How 7nuch pressure is obtained in the ap- plication chamber and the brake cyli^iders i7i an emergency application ? A. Assuming the brake pipe pressure to be 70 pounds, about 60 pounds is had in the brake cylinder. Q. Hoiu is this additional 10 pounds obtained ? A. When the handle of the brake valve is in emer- gency position the volume of the brake valve equal- izing reservoir is added to that of the application chamber, thus increasing the pressure. Q. What provision is made to prevent too high a pressure in the brake cyli^ider ? i\. The safety valve, as shown in Fig. iii, is con- nected to the distributing valve, and when the pressure becomes higher than its limit of adjustment it opens and vents the surplus air to the atmosphere. Q, What is the emergency lap position of the distributi7ig valve ? A. It is the position shown in Fig. 107 in which the application piston 10 and application valve 5 have moved back far enough after brake cylinder pressure Distributing Valve. 335 has equalized with that in the application chamber, to close port b and prevent further flow of main reservoir air to the brake cylinder. Q, What does Fig, 108 ilhistrate ? A. It illustrates the positions of the various valves in the distributing valve after an automatic application and then an independent release have been made. Q. In what kz7zd or applications do the equal- izing pistbn 26 and the slide valve 28 and ji oper- ate ? A. In all automatic applications of the brake both service and emergency. Q. How much pressure can be had in the brake cylinder in a jull service application f In an emer- gency ? A. When the brake pipe pressure is seventy pounds, about 50 pounds, the same as with the present brake in a service application. In an emergency application the cylinder pressure would approximate 60 pounds. Q, Suppose the high-speed brake pressure of 1 10 pounds is being used^ how much will be had in the application chamber in an emergency application ? A. About 85 pounds ; the same will be had in the brake cylinders, and these pressures will gradually be reduced to 60 pounds by the safety valve. Q. Is it necessary to break any pipe joints when re7noving the distributing valve from the double cha77iber reservoir ? A. No ; all the pipe connections are made to the double chamber reservoir proper. 336 Air-Brakk Catechism. Q. Suppose it were desired to remove the appli- cation piston^ how should this be done f A. The application valve cover 3 should first be re- moved, then the application valve 5 and the application valve pin 18 should be taken out, after which the appli- cation cylinder cover can be removed and the application piston taken out for inspection and repairs. THE SAFETY VALVE. 0. What junction does the safety valve shazi^n i?i Fig. Ill perform ? A. It performs all the functions of the ordinar\' brake cylinder relief valve and in addition those of the high-speed reducing valves. O. JJliat are the names of the different parts of this device ? A. As shown in the illustration they are, 2, Body ; 3, Cap Nut ; 4, Valve : 5, Valve vStem ; 6, Adjusting Spring ; 7, Adjusting Xut. O, Of zi'hat peculiar style or variety is this valve ? A. It is known as the pop valve style. O. At ivhat pressure is this valve usually ad- justed ? A. At 53 pounds. O. Explain its operation ? A. The adjustment of the valve is effected by screw- ing down the regulating nut 7 until the adjusting spring has sufficient tension to hold valve 4 against the pres- sure it is desired to retain, after which the cap nut 3 is screwed on firmly in place. When the air pressure acting upward on valve 4 is greater than the adjust- ing spring can resist, this valve will lift from its seat and allow the surplus air to escape through the six bottom ports in the body 2. 338 Air-Brakk Catechism. Q. What is the object of the by-pass port that leads 2tp into the chamber in the body 2 above valve 4 f A. When valve 4 lifts to relieve pressure it travels far enough to cover the upper end of the by-pass port, thus preventing air in any considerable quantity from passing into the chamber above. When it commences to lower, it increases the opening of this port and allows air to pass freely into this chamber, where it wall then form a pressure above valve 4 and cause it to seat promptly. There are two relief ports in the chamber to allow^ the air remaining therein to escape after valve 4 closes ; while valve 4 uncovers the upper end of this by- pass pott the two relief ports can not allow the air to escape so fast but w^hat pressure wall be formed in the chamber in the valve body. FEED VALVES. THE B-4 FEED VALVE. Q. What is Fig. 119? A. It is a photographic view of the exterior of the feed valve, used with the E T equipment, to regulate the pressure in the brake pipe when the handle of the automatic brake valve is in running or in holding position. Fig. 119.— B-4 Feed Valve. 340 Air-Brake Catkchism. Q. Hoiv does this feed valve differ from the slide valve feed valve used icith the G-6 brake valve? A. Its operation is the same except that, by the use of the adjusting wheel it can be adjusted for the pressure desired. For description of its operation see G-6 Feed Valve. Q. What advantage does this adjusting feature give over that of the older feed valve? A. It makes it possible to dispense with one of the two feed valves now used with the high-speed and the high-pressure control brakes, also the reversing cock bracket. Q. How is the adjustment of the B-4 feed valve effected? A. By turning the adjusting handle in one direc- tion until the lug on it strikes the lower stop the valve will maintain 70 pounds brake pipe pressure and by turning it in the other direction until the lug strikes the upper stop, it will maintain 110 pounds brake pipe pressure. Q. If any other pressures than the above are de- sired, rvhat must be done? A. The positions of the stops must be changed. THE B-3 REDUCING VALVE. Q. What kind of a reducing valve is used ivith the E T equipment? A. It is known as the B-3 and is practically the same as the B-4 and G-6 except that it does not have the adjusting wheel of the former. For a descrip- tion of its operation see G-6 Feed Valve. B-3 AND B-4 Feed Valves. 341 Q. At what pressure is it adjusted? A. At 45 pounds. Q. To it'liat does this pressure reducing valve sup- ply air? A. It supplies both the independent brake valve and the train air signal. THE S F-4 PUMP GOVERNOR. Q. What is represented in Fig. 120? A. The new pumi:) governor, used with both pres- ent standard equipment and the new E T equipment. Q, In tvJiat respect does this type of duplex gov- ernor differ from the present standard? A, In design one of the pressure tops has two air connections and an excess pressure regulating spring ; in operation it automatically maintains the excess pressure, for which it is adjusted, regardless of what the brake pipe pressure may be. Q. At ivhat point is the additional air connection made? A. To the side of the upper portion above the air diaphragm 28 to the spring case. Q. What is this air connection called? A. The feed valve pipe connection. Q. What pressure is always in the excess pressure top and the feed valve connection? A. Maximum brake pipe pressure. Q. To what pressure is the other pressure top con- nected? A. To the main reservoir pressure direct. Q. Explain the operation of this governor. A. The connection marked A B V has main reser- voir air flowing through it into the excess pressure top under the air diaphragm 28, when the handle of the automatic brake valve is in release, running, or holding position ; and the connection marked F V P has air at maximum brake pipe pressure flowing S F-4 Pump Governor. 343 through it to the spring case above the air diaphragm regardless of the position of the brake valve handle. Assuming that the tension on the excess pressure spring 27 is such that it requires an excess pressure Fig. I20. — (S.F.-4) Excess Pressure Governor. of say 20 pounds beneath the diaphragm to raise it against the air pressure bearing down upon it from above, hence the main reservoir pressure must be 20 pounds in excess of that in the feed valve pipe be- 344 Air-Brake Catechism. fore the diaphragm can be lifted and the pump stop- ped. If the handle of the automatic brake valve is moved to service application position the communication be- tween the main reservoir and chamber d of excess pressure top is cut off so that the pressure above the diaphragm will hold it down with the pin valve on its seat; this top cannot then control the pump. The pump will now work until the main reservoir pres- sure reaches that for which the main reservoir top at the right is adjusted, say 130 pounds, when this top will operate in the usual manner and stop the pump. When the handle is moved to release, running or holding position, main reservoir air may again flow to the excess pressure top to chamber d under the dia- phragm. When the brake pipe pressure is restored to the maximum for which the feed valve is adjusted, and the handle of the brake valve is either in running or in holding position, the pump can w^ork until the main reservoir has accumulated the proper excess, when the excess pressure top will operate and stop the pump. Q. In the piping diaphragm, Fig. 97, there is shown, ptaced in the main reservoir pipe, a cut-out cock. At ivhat point ivith relation to this cock is the main reservoir pressure top connected to the main reservoir? A. It is connected between this cut-out cock and the main reservoir. Q. Why is it so located? A. So that in case it is necessar^^ to close the cut- out cock to make repairs to any other part of the equipment, the main reservoir pressure top can still control the pump, and prevent it from pumping up an excessively high main reservoir pressure. S F-4 Pump Governor. 345 Q. What happens ivhen this cut-out is closed? A. A port is so arranged that the air in the main reservoir pipe and brake pipe is vented to the at- mosphere, resulting in an application of the brake. If the engineer fails to open the cock the brakes will not release and the train cannot be started. Q. Aside from the excess pressure top and its air connection is the S F-4 pump governor the same in construction, design and operation as the older stand- ard duplex pump governor? A. Yes, just the same. Q. Should care be exercised to keep all air con- nections tight mid all ports in and around the gover- nor open? A. In order to get satisfactory results all the pipe connections should be maintained perfectly tight and free from leakage, and all the vent ports should be kept open. Q. If any of the pipe connections should leak, what ivould be the result? A. A waste of air, the amount depending on the size of the leaks. Q. Hoiv is the S F-4 pump governor adjusted to maintain the proper excess pressure? A. By removing the cap nut on the excess pressure top, and screwing down on the regulating screw 26 to increase excess pressure; and by screwing up on this screw to reduce it. DEFECTS OF ''ET" EQUIPMENT. Q, If the application chamber pipe s loidd leak at afiy of its connections between the distributing valve and the indepe7ident brake valve what woicld be the ef-ectf x\. It would cause the brakes to leak off both in automatic service and in independent brake applications. Q, If the pipe connection between the independ- ent and the atctomatic brake valves should leak what zuonld be the effect f A. The brake would leak off in automatic service applications, but not in independent brake applications. Q. Suppose the double headi7ig pipe should leak at any of its con7iections between the distribnting valve aiia the double cock zuhat zuonld be the effect ^ A. When an independent brake application was made and the handle of the independent brake valve was lapped, this leak would permit the brakes to gradu- ally release ; in the automatic application it would make no difference, but when a release of an automatic application of the train brake was made it would gradu- ally destroy the holding feature of the automatic brake valve. Q. If there should be a leak through the rotary of the independent brake valve what would be the epctf Defects of ET Equipment. 347 A. While both brakes are released and both brake valves are in running position it will cause a slight blow at the emergency exhaust port of the automatic brake valve. When either the automatic or the inde- pendent brake is applied in partial service, it will cause a building up of pressure in the application chamber to the maximum adjustment of the pressure reducing valve, and hence cause the brakes to apply with full independent pressure. It will also cause a building up of pressure in the application chamber, while the handle of the automatic brake valve is in release or in holding positions. Q, If the main reservoir connection to the dis- tributing valve should leak what would be the effect f A. It would make no difference with the operation of the distributing valve, but it would make the pump work harder to supply the leak. Q. If the application valve 5 should leak what would be the effect^ and how could the leak be de- tected? A. It would increase brake cylinder pressure above that in the application chamber, and force the applica- tion piston and application valve back far enough to allow the surplus air to escape at the brake cylinder exhaust port The leaky valve would be detected by the escape of brake cylinder air at the exhaust port during a brake application. Q. Would this be true if there were leakage in the brake cylindei^s at the same time ? A. That would depend on whether the leakage from the brake cylinders was greater or less than that through the application valve. If greater, there would be no escape of air at the brake cylinder exhaust port ; if less, there would be. 348 Air-Brake Catechism. Q, If the graduating spring 20 {Fig» no) should break what would be the efiect f A. The application piston and valve would be less sensitive in graduating. Q, If the exhaust valve 16 should leak how could it be known f A. By a blow from the brake cylinder exhaust port while the brakes are applied. Q, How would a leaky packing leather and packing ring in the application piston affect the operation of the distributing valve i7i brake applica- tions ? A. It would tend to reduce the efficiency of the valve in maintaining any cylinder leakage. Q, If equalizing slide valve ji should leak^ what effect would it produce f A. When brakes are released and both brake valves are in nmning position, there would be a slight blow at the emergency exhaust port of the automatic brake valve. If the independent brake were applied there would be an increase in application chamber pressure which would cause the brakes to go on harder. If the automatic brake is applied in partial service, then •application chamber pressure would increase and the brakes go on harder to the limit of full equalization, if ordinary pressure is used ; or if high-speed pressure is used, until the safety valve would open and relieve the application chamber. Q, Suppose the engine having the leaky equaliz- ing slide valve were second in a double header what might happen then f Defects of E T Equipment. 34'9 A. The brakes might entirely release, if the applica- tion were a partial service. Q, Suppose the graduating valve 28 should leak^ what would be the effect f A. In release position no effect would be observed. In partial service application the effect would be the same practically as stated for a leaky slide valve 31. THE "K" TRIPLE VALVE. FOR ILLUSTRATIONS SEE PLATE XIV. Q. What does Fig. 121 illustrate ? A. Fig. 121 illustrates the improved A" triple valve which is now superseding the former quick-action triple valve. Q, Does this t^^iple valve differ any i^i principle of operation from the old sta7idard valve f A. No; it operates on the same principle, that is, a reduction of brake pipe pressure causes the brake to apply and an increase of brake pipe pressure causes it to release. Q. What are the important advaritages of the improved valve over the old ? A. With the improved valve a portion of the brake pipe air is vented to the brake cylinder in each service application ; this causes a quicker fall of pressure in the brake pipe throughout the train and hence a quicker serial application of the brakes than is now obtained with the older form of triple. In the release of the brakes on long trains those on the front portion may be held applied until those in the rear have been released ; this action causes the slack to settle in instead of stretching out, which latter action tends to break the train in two. There is also a retarded recharge feature by means of which the recharge at the head end is slowed up. This makes available a greater amount of air with which to release and recharge the brakes at the rear of the train ; it also does away with the over- PLATE XIV — THE "H" TRIPLE VALVE. IC TRIPLE VALVE- m face: view 6RA0UATIN6 VALVE @@( - > FACE VIEW 8 3"--^ TOP VIEW SLIDE VALVE. [k-^^^^^^^^-^^^^^S^-^^^^l SLIDE VALVE BUSH. Fig. 123.- K TRIPLE VALVE t TRIPLE VALVE .i£i .an wslV "ioli9tx3 - 3VJAV 3jqiSlT M K Type (Quick-Service) Triple Valve. 351 charge of the auxiliary reservoirs at the front of the train, which overcharge usually results in the reapplica- tion of the brakes near the engine when the brake valve handle is moved to running position. The reapplication wastes air and overheats wheels because of extra amount of work performed. Q. Whai other advantages are obtained with the K triple f A. There is a large saving in the quantity of air used which results in less pump labor, the brakes apply more uniformly and with greater certainty on the longest trains and with any service reduction desired. In heavy grade work there is much less chance for the engineer to ^' lose his air '' and of the train running away in consequence. Q, In the e7nergency application of the brake is there any advantage of the new triple valve over the old? A. The emergency feature of the triple has not oeen changed and the results that can be obtained with these valves are practically identical. Q. In service application using a brake pipe pressure of yo pounds^ how much reduction is 7tecessary to set the brakes in full? A. About 17 pounds, 3 pounds less than with the standard triple. Q. Will these triples give satisfactory results in braking when intermingled in any considerable number with the older triples f A. Yes, and on long trains they will very materially improve the action of the older triple. 352 Air-Brake Catechism. Q, What does Fig, 122 represent f A. It is a vertical cross section of the K triple repre- senting the interior construction. Q, What are the names of the (liferent parts of the K triple as Slumbered on this cut ? A. 2, Valve Body ; 3, Slide Valve ; 4, Main Piston ; 5, Main-Piston Packing Ring ; 6, Slide- Valve Spring ; 7, Graduating Valve ; 8, Emergency Piston ; 9 Emerg- ency-Valve Seat; 10, Emergency Valve; 11, Emerg- ency-Valve Rubber Seat; 12, Check-Valve Spring ; 13, Check-Valve Case; 14, Check-Valve Case Gasket; 15, Check Valve; 16, Air Strainer; 17, Union Nut; 18, Union Swivel; 19.^ Cylinder Cap; 20, Graduating-Stem Nut; 21, Graduating Stem; 22, Graduating Spring; 23, Cylinder-Cap Gasket ; 24, Bolt and Nut ; 25, Cap Screw ; 26, Drain Plug ; 27, Union Gasket ; 28, Emerg- ency-Valve Nut ; 29, Retarded-Release Stem ; 32, Re- tarded-Release Spring Collar ; 33, Retarded-Release Spring ; 34, Retarded-Release Stem Pin ; 35, Gradu- ating- Valve Spring. Q. What is represented in Fig, 12-^ ? A. A face view of the graduating valve, a face view and a top view of the slide valve, and a view of the slide valve bush, with their ports, cavities, etc., arranged as actually constructed. Q. What is represented in Figs, i2zf. to 128 i7i- clusive ? A. These figures are diagrammatic drawings in- tended to show clearly the relation of the various ports and passages in the different operative positions of the valve. Q, Explain the operation of tlie tj^iple as shown i7i Fig, 12^. K Type (Quick-Service) TripI;E Vaeve. 353 A. Full release position is shown in Fig. 124. Brake pipe air enters the triple body at the connection marked BP^ passes upward through passage a^ e^ f and g to chamber h^ thence through the feed groove i past the triple piston into chamber R and out to the auxiliary reservoir. Brake pipe air also flows past the non-return check valve, from chamber a into chamber F, thence through passage y in the body and port/ in the slide valve to chamber R and the auxiliary reservoir. In this way the auxiliary reservoir is charged up equal to the pressure in the brake pipe. The slide valve is shown in this figure with its exhaust cavity 7i uncovering wide the exhaust port in the slide valve seat leading from the brake cylinder to the atmosphere, providing for the release of the brake through port r, cavity n^ and port /. Q. What is shown in Fig, 125? A. In this figure, the parts of the K triple are represented in the service jDosition, the position they assume while a service reduction in brake pipe pres- sure is being made. Q. Explain the operation in service position. A. The triple piston, as shown, has moved toward the left until it touches the graduating stem, and it has carried with it the main slide and the gradu- ating slide valves. Port z in the main slide valve registers with port r in its seat. Port z is uncov- ered by the graduating valve so that air is free to flow from the auxiliary reservoir to the brake cylin- der. At the same time passage y and port are in register, and cavity v in the graduating valve spans port and g. Port q is in register with port t lead- ing around the loosely fitting piston to chamber x and the brake cylinder. Hence, arranged as shown, these ports permit brake i>ipe air to flow into the 354 Air-Brakh Catechism. brake c^^linder at tlie same time that the auxiliary is supplying air. Q. Wliat does Fig. 126 represent? A. It shows the triple valve in what is termed the Service Lap position. Q. When does the triple valve assume this posi- tion? A. When the pressure in the auxiliary falls slightly below that remaining in the brake pipe. As shown in this figure the triple piston has moved the graduating valve back far enough to close ports Oy q, and z, and thus prevent further flow of air from both the auxiliary and the brake pipe to tlie brake cylin- der. It will be noted in the figure that the main slide valve is ahead of its position shown in Fig. 125. The valve would only assume this position if the brake pipe pressure were reduced faster than the auxiliary reservoir pressure could reduce to the brake cylinder, otherwise ])ort o would remain in register with port y as in Fig. 125, but the graduat- ing valve would have closed ports o and z as shown in Fig. 126. Q. What is shoivn in Fig. 127? A. Fig. 127 represents the different parts of the K triple in the Retarded Release position. Q. How are they made to assume this position? A. By admitting main reservoir air to the brake pipe fast enough to increase the pressure consider- ably above that remaining in the auxiliary reser- voir. Q, Explain the operation in the retarded release position. K Type (Quick-Service) Triple Valve. 355 A. As shown brake pipe pressure forces the triple piston to the extreme right until it strikes against the slide valve bush. When this occurs brake-pipe air cannot feed through charging groove i but must pass through passage y in the slide valve seat and port I in the slide valve to reach the auxiliary reservoir. The triple piston stem abuts against the retarded release spring and partially compresses it. The slide valve has moved far enough over to bring the re- stricted port n (Fig. 123), the exhaust cavity, over ex- haust port p^ thus reducing veiy materially the size of this port, causing a slow release of the brake. In a long train this retarded release can, if desired, be obtained about 30 cars back in the train. Q. What is it that causes the triple piston to as- sume the retarded release position? A. To cause the piston to assume this position it is necessary to have the pressure on the brake pipe side of the triple piston sufficiently in excess of that in the auxiliary reservoir to permit of the greater pressure acting on the brake pipe side of the piston to com- press the retarded release spring. With the usual main reservoir pressure and capacity it is possible to compress this spring on a long train about thirty cars back. The effect of the friction due to the flow of air is to prohibit any rapid rise of brake pipe pres- sure back in the train but, as already stated, the de- sired differential between the brake pipe and auxiliary reservoir pressures can be obtained about thirty cars back in a 100-car train. Q. What does Fig. 128 represent? A. It represents the K triple in the Emergency position ^ Q. When does the valve assume tins position? 356 Air-Brake Catechism. A. Whenever a heavy, quick reduction in brake pipe pressure is made, as when the brake valve is quickly placed in emergency position or a hose bursts. Q. Explain the operation in emergency position. A. It is the same as that given for the standard triple. Air is admitted to the top of the emergency piston through the large port t. This piston is forced downward, and brake pipe pressure raises the non- return check valve, and flows quickly through ports r and C to the brake cylinder. At the same time port s in the slide valve registers with port r so that auxil- iary air can flow through this port also to the brake cylinder and will equalize with it. Q. Hoiv many sizes of the K triple are there? A. Two, the K-1 and K-2. Q. On what size car equipment is the K-l triple used? The K-2f A. The K-1 is used on eight-inch freight equip- ment, and the K-2 on ten-inch. Q. Can a K-1 and a K-2 triple he readily substi- tuted for the older corresponding size of quick-action triple? A. Yes, they are perfectly interchangeable on their respective reservoirs. Q. On a train of eighty cars icill a five-pound service reduction set all the brakes? A. Yes, and a 5-pound reduction will be as ef- fective in stopping an empty train from a speed of 20 miles per hour as a 20-pound service reduction with the older triples. Q. Explain this. K Type (Quick-Service) Tripi^e Vai^ve. 357 A. Because of the venting of brake-pipe air to the brake cylinder, a five-pound initial reduction in- sures the application of all brakes on the train in a much shorter time then they can be applied with any service reduction with the older triples, and also with a higher pressure than can be obtained from a 5-pound service reduction with the ordinary quick- action triple valve with which on this length of train only a comparatively few brakes will apply. Q. Is there any difference in the internal con- struction of the K-1 and the K-2 triples? A. In full release position the charging takes place through the feed port i only with the K-1 triple, while a feed port in the piston bush and a port in the slide valve are both used with the K-2 valve. Q. As to care and maintenance of the K triple^ do the same rules apply as to the old standard triple? A. Yes. THE CROSS-COMPOUND PUMP. Q. Why are larger air compressors necessary in modern railway service? A. Because of the increased size and weight of locomotives and cars, requiring larger brake equip- ment, and of the increased number of cars hauled in single trains. Q. What is the type of air pump shown in Fig. 129f A. It is called the 8i/2-inch cross-compound pump, and the drawing illustrates its exterior. Q. How many cylinders has the cross-compound pump, and ichat are they called? A. It has four cylinders, two steam and two air. Q. Why is this pnmp named compound? A. Because in the steam end it uses the steam expansively in two cylinders, and in the air end it compounds the air in compression. Q. Is this type of pump more economical in the use of steam than the familiar type^ tvhich have al- ready been described? A. Yes, it is more economical in steam consump- tion, using less than one third the steam required by the 9%-inch pump to compress the same quantity of air. Q. In general design and construction, hoiv does it compare with the 9y2'inch and 11-inch pumps? A. With the exception of the number of cylinders and the type of idp-^v^ slide vaWei it i§ of tb^^ ,sa^^« general piae. Cross-Compound Pump. 359 Fig. 129. — 8;^-Inch Cross-Compound Pump. Q. Which are the steam cylinders and uhich are the airf A. The two upper cylinders are the steam and the two lower the air, this arrangement being the same as that of the other Westinghouse pumps. Q. What are the diameters of the respective cyl- indersf 360 Air-Brakk Catechism. A. The smaller steam cylinder is 814 inches, the larger is 14VL> inches, in diameter; the smaller air cylinder is 9 inches, and the larger 1414 inches in diameter. Q. What names are used to distinguish these cyl- inders? A. The smaller cjdinders are called the high- pressure steam and the high-pressure air, while the largei ones are called the low-pressure steam and the low-pressure air. Q. How are the high and the low-pressure cylin- ders arranged icith respect to each other? A. The high-pressure steam cylinder is above the low-pressure air cylinder, and the low-pressure steam is above the high-pressure air cylinder. Q. What type of reversing valve gear is em- ployed in this pump? A. The same as in the 9i/>-inch and the ll-inch pumps. Q. Does it operate the same? A. Practically the same. Q. How are the pistons and the rods connected? A. The high-pressure steam and the low-pressure air pistons are connected by one piston rod, and the low-pressure steam and the high-pressure air pistons are connected by the other. Q. How many air valves has the pump, and ithat are they called? A. It has six valves, and they are called the re- ceiving, the intermediate discharge, and the final- discharge valves, two of each. Cross-Compound Pump. 361 7S 2^ t STEAM GSJf EXHAUST. AIR DiSCHARGE. STEAM INLET. Diagram of Cross-Compound Pump. Up Stroke High-Pressure Side. 362 Air-Brake Catechism. Q. How many air strainers has the pump? A. Two, one for the upper receiving valve and one for the lower. Q, In tchich air cylinder are the air-receiving valves located? A. In the low-pressure air cylinder. Q. Where are the intermediate air-discharge valves located? A. They are located between the low-pressure and the high-pressure air cylinders. Q. Where are the final discharge valves located? A. They are located in the ends of the high-pres- sure air cylinder. Q. What is the difference heticeen the main slide valve in the cross-compound and the ordinary D slide valve of the 9y2-inch pump? A. The main slide valve in the cross-compound is longer than that in the 9i/>-inch pump, and besides the usual exhaust cavity, it contains four elongated steam ports in its face. Q. What are Figs. 130 and 131, and ivhat do they show? A. They are diagrammatic drawings of the cross- compound pump, and show the various ports and passages and the relative positions of the various parts on the up-stroke and the down-stroke of the pistons. Q. Explain the operation in the steam, end on the up-stroJce of the high-pressure steam piston? A. Referring to Fig. 130, steam from the boiler enters the pump at the point marked ' ' steam inlet, ' ^ flows through passage a to the top head and fills the Cross-Compound Pump. 363 m^ ST£AM INH_ET. Diagram of Cross-Compound Pump. Down Stroke, High-Prkssure Side;. 364 Air-Brake Catechism. main slide-valve chamber between the pistons 26 and 28 of the main reversing valve. It also flows through port j to the reversing slide-valve chamber, and through passage n, leading from this chamber to the chamber behind the larger main reversing piston 26, forcing the reversing valve 72 to the right to the position shown. This brings port k in the slide valve in register with port and passage g leading to the lower end of the high-pressure steam cylinders, thus providing for the admission of live steam under the high-pressure steam piston 7, starting it on its up- ward stroke. Q. Where does the steam go that ivas used in the high-pressure steam cylinder on the previous doivn stroke? A. Port c in the slide valve seat, which leads into the upper end of the high-pressure steam cylinder, is in register with port and passage h in the slide-valve seat, and this port and passage registers with port d in its seat, which leads into the upper end of the low- pressure cylinder, thus the steam from above the high-pressure piston exhausts through port c, port and passage h\ h, and port d into the upper end of the low-pressure steam cylinder, and drives the low- pressure piston on its down stroke. Q. Do the loiv-pressure pistons make their down stroke as the high-pressure pistons make their up strokes? A. Yes, and vice versa, as the low-pressure pis- tons make their up stroke the high-pressure pistons make their down stroke. Q. Hoic is the stroke of the steam pistons re- versed? A. When the high-pressure steam piston ap- proaches close to the upper end of its cylinder, the Cross-Compound Pump. 365 tappet plate engages the shoulder on the reversing valve rod 21, forces this rod and the reversing slide valve 22, which is attached to it, upward to the posi- tion shown in Fig. 131. The reversing slide valve 22 in this position connects the chamber behind piston 26 and passage m, through its exhaust cavity, with passage / and the exhaust to the atmosphere. With the steam pressure removed from behind piston 26 the steam pressure on the other side forces it and slide valve 72^ which it controls, to the left. In the posi- tion shown, live steam enters the upper end of the high-pressure steam cylinder through port k in the slide valve and port c in its seat, thus causing the high-pressure steam piston to start on its down stroke. At the same time the high-pressure steam piston starts on its down stroke, the steam in the lower end of the high-pressure steam cylinder exhausts through port and passage g in the slide-valve seat, port K' in the slide valve, and port and passage / leading to the lower end of the low-pressure steam cylinder and starts the low-pressure piston on its up stroke. Q. Explain the operation in the air end. A. Commencing with the low-pressure air cylin- der it will be seen that as the low-pressure air piston is making its up stroke, it tends to form a vacuum behind it and the atmospheric pressure raises the lower air-inlet valve 38 and air flows into the cylinder past this valve, to fill the partial vacuum formed by the moving air piston. The air contained in the cyl- inder above the piston is compressed, as the piston advances, and is forced through the intermediate air- discharge valve 39 into the upper end of the high- pressure air cylinder above the high-pressure piston 10. Upper air-inlet valve 37 is forced to its seat during the up stroke of the low-pressure piston, thus preventing the escape of any air back to the atmos- 366 Air-Brake Catechism. pliere. The air compressed by piston 9 on its up stroke is forced into the cliamber above piston 10 and aids the steam acting downward on piston 8 to force pistons 8 and 10 downward. On the down stroke of the high-pressnre air piston 10, the air nnder it which was previously forced into this cylinder by the low-pressure air piston on its down stroke, is compressed to main reservoir pressure and forced out through the lower final discharge valve 42 to the air discharge pipe and the main reservoir. On the down stroke of the low-pressure and the up stroke of the high-pressure air pistons, the opera- tions just explained are repeated, only the air is drawn in from the atmosphere through the upper discharge valve 37, and is discharged through lower intermediate-discharge valve 40 into the lower end of the high-pressure air cylinder, and is discharged to the main reservoir through the upper final-dis- charge valve 41 into the air discharge pipe and main reservoir. Q. What maximum pressure does the low-pres- sure air piston ivork against? A. About 40 pounds. Q. What maximum pressure does the high-pres- sure air piston worTx against? A. Main reservoir pressure, whatever it may be. Q. How does the capacity of the cross-compound pump compare ivith that of the other air pumps? A. When working with 200 pounds of steam pres- sure, against a main reservoir pressure of 130 pounds it has nearly three and one-half times the capacity of the Qi/o-inch pump, two and three-tenths the capacity of the il-inch pump, one and eight-tenths the capacity Cross-Compound Pump. 367 of the tandem compound pump, and one and one half times the capacity of the New York No. 5 duplex pump. Q. Why is it that the air capacity of this pump is so much greater than that of any of the others? A. Making due allowance for its size, its greater capacity and efficiency is due to its design which has cut down the clearance ratio to almost nothing, and because the air pistons have less difference of pres- sure on their two sides to work against, hence there is less packing ring leakage encountered, and the pump runs cooler. Q. Is the low-pressure steam piston rod solid or hollow? A. It is solid, and this piston, together with the high-pressure air pistons, is called a floating piston. Q. Why are they called floating pistons? A. They perform no part in reversing the pump. Q. About how many cycles per minute should the pump speed he? A. About 65, and with 200 pounds of steam pres- sure it cannot be made to run any faster. Q. Then the pump cannot he raced? A. No, not even against a comparatively low air pressure, and it is practically impossible to create conditions which will result in any pounding. Q. How should it he started, drained, and luhvi- cated? A. The same general rules given for the other pumps apply in operating the compound. THE No. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. Q, What is the No. 6 ET Locomotive Equip- ment ? A. It is thxe latest development of the ET equip- ment, being a modification of the No. 5 equipment (described on page 307), to accomplish the same results by similar means, and make the manipulation of this new type of locomotive equipment exactly correspond in all respects to that of the old standard. Q. In zuhat zuay does the ^nanipidation of the No, 6 eqiiipme7it diffe^^ Jrom that of the No. 5 ? A. When second in double heading, or a helper, the engineer closes the cut-out cock in the brake pipe under the brake valve (now called the '' double-heading cock") and leaves the handle of the automatic brake valve in running position with the No. 6 equipment; while with the No. 5 equipment, as already stated, he moves that handle to lap, Q, In applying and releasing the brakes^ is there any difference in the manipulation of the two equip- ments f ^A. None whatever. Q. Is there any difference in the principal parts of the equipme7it f A. The double cut-out cock under the automatic brake valve is eliminated in the No. 6 equipment, being replaced by an ordinary cut-out cock such as is used in No. 6 iS'T^ Locomotive Brake Equipment. 369 the old standard equipment. This cock is now called the '' double-heading cock," since it is only used when an engine is second in double heading, or a helper, or is a dead engine. Q, How does the piping of the No. 6 equipment differ fro7n that of the No. 5 f A. The double-heading pipe is replaced by the '* dis- tributing-valve release pipe," which connects the equalizing-valve exhaust port of the distributing valve with the automatic brake valve through the independ- ent brake valve. The application chamber pipe is now called the '' application cylmder pipe," and branches, one branch going to each brake valve. (See Fig. 132.) The main-reservoir pipe connection to the distributing valve is ^-inch pipe. The branch pipe from the brake pipe to the distributing valve is 3^ -inch pipe. The dead-engine bypass connection is made a regular part of the equipment. The single-pointer air gage is replaced by a small duplex air gage, the red hand of which in- dicates brake-cylinder pressure, and the black hand is connected to the brake pipe below the double-heading cock and shows brake-pipe pressure at all times, even when the double-heading cock is closed. Q. What is the object of this last-mentioned gage connectio}! to the bi^akepipe below the double-head- ing cock f A. It enables an engineer when double-heading to see what the head engineer is doing with the brakes. Q. If a pump should break down on a second engine equipped with the No. 6 equipment^ what should the engirieer do ? A. He should open the cut-out cock in the dead en- gine bypass connection which would allow the main reservoir to charge up from the brake pipe. No. 6 ^7" Locomotive Brake Equipme»nt. 371 Q, What special adjustment is necessary on a dead engine ? A. The safety valve on the distributing valve should have its adjustment reduced to 25 pounds, thus limiting the brake-cylinder pressure to this amount. Q, What is the dead'engi7ie bypass connectio7i ? A. It is a bypass by means of which the main reser- voirs can be charged through a cut-out cock and a com- bined air strainer and check valve, the latter having a choke which regulates the flow of air from the brake pipe at a speed such that the air taken from it would not act to apply the train brakes while the main reser- voirs are charging. The check valve prevents air flow- ing back to the brake pipe when a reduction is made to apply the brakes, and the strainer prevents dirt from lodging in the check valve and causing it to leak. The cut-out cock must be closed when this connection is not being used, and the double-heading cock should be closed when it is being used. Q, What automatic brake valve is used with tne No. 6 equipment ? A. The H-6 automatic brake valve. Q. How does it differ from the H-^ brake valve ? A. Principally in the airangement of ports in rotary valve and seat. The warning port blows feed-valve-pipe air (not main-reservoir air) to the atmosphere. In emergency applications, the equalizing reservoir is not connected to the distributing valve, but drains to the at- mosphere ; while main-reservoir air feeds into the ap- plication-cylinder pipe and thence to the distributing valve to maintain the high brake-cylinder pressure. 372 Air-Brakk CATKCHIS^f. O. /s cuiy Iiig/ier braki^'CyliNdir f^rtssurr oh- tciiNtd in i?Ntrgcficy zcith the Xo, 6 tquipnicui tJia)i zcith the Xt\ // A. Yes ; a little over 8 per eeiit. more. O. Jjy/(7t independent brake valve is used leith the Xo. 6 equipment f A. The S-6 indej^endent brake valve. O. Hoiv does it differ from the SF t>rake vahe? A. It is very different both in construction and ar- rangement of ports. It has four pipe connections in- stead of three. But in operation, it is exactly the same. 0. Uliat distriluiting' va/ve /s /tsed with the Xo. 6 equipme?it ? A. The No. 6 distributing valve. O. lu ivhat zvav does it differ from the Xo. 5 distridu/in^^ vatve / A. The application cylinder and application chamber are not directly connected, except through ports in the equalizing slide valve and seat ; the application-cylinder pipe connects with the application cylinder, and not with the application chamber, unless the equalizing slide valve is in a position that connects the two ; in emergency applications, the pressure chamber equalizes with the application cylinder only, thus obtaining a much higher pressure of equalization. The port con- necting main-reser\'oir pressure with the equalizing slide-valve seat is eliminated, the feed up in emergency now taking place through the automatic brake valve and application-cylinder pipe. The safety valve is set for 6S pounds. Provision is made for the application of a '' quick-action cap" to the equalizing portion, which cap contains a slide valve and check valve which No. 6 /^^ 7" Locomotive Brake Equipment. 373 operate in emergency exactly like the quick-action parts of a quick-action triple valve. The position of the two brake-valve connections to the distributing valve is re- versed. The arrangement of ports in equalizing slide valve and seat is different. The supply valve is of slightly different construction. A graduating spring and sleeve is added to the equalizing portion. A drain cock is added to the bottom of the distributing valve whereby all precipated moisture may be drained. The arrangement of ports in the end of the double-chamber reservoir is different, so that a No. 5 distributing valve cannot be used on a Xo. 6 reservoir, and vice versa. Q. How does the Ao. 6 distributing v ah e re- spond to brake-pipe redtictiofis ? A. It responds to brake-pipe reductions in quite the same manner as the No. 5 valve, so that, outside of the higher emergency brake-cylinder pressure, an en- gineer could not tell from the cab which distributing valve was installed. Q Are there a7iy other changes i^i the No. 6 equipment? A. No ; all other parts of the two equipments are practically the same. INDEX. •8ee also index to Appendix pages 379 and 380 PAGE Air brake and hand brake working opposite . . .63 to Gd Air brake and hand brake working together. . . .63 to 65 Air brake applied, revers- ing engine 261, 264, 265 Air brake, definition 17 Air expansion, to calculate, 296, 297 Air brake, invention . 17, 18, 35 Air brake, plain automatic. 18, 19 Air brake, plain automatic, car equipment 21 Air brake, quick-action.... 19 Air brake recording gauges, 229 to 233 Connection 229 Horizontal type 233 Object sought 230 Operation 229 Revolving type 233 Speed of 230 to 232 Air brake, straight 17, 18 Air brake, to ^pply 29 Air brake, to release 31 Air brake versus hand brakes 253 Air gauge, incorrect 117 Air hose and specifications, 291 to 294 Freight hose 291 Passenger hose 291 Signal hose 291 Porous hose 292 Use of marking 292 Air pumps. See Pumps. Air valve lift, 8-inch 145 Air valve lift, 9y2-inch 142 American brake leverage, 288 to 290 American brake-slack adjus- ter 66 to 73 Angle cock closed 246 Appliances and methods of testing triple valves. 217 to 227 Area of piston, to calculate. 296 Automatic and straight-air brake. See Combined Au- tomatic and Straight-air. Auxiliary reservoir, charging. 27 Auxiliary reservoir, how to charge 27, 31, 32 Auxiliary reservoir leak. ... 45 Auxiliary reservoir not charging 238 Auxiliary reservoir, will not charge 40, 41 Beginnings of the air brake, 17 to 20 PAGE Blow at exhaust of triple valve 241 Blow at tram line exhaust. 249 Blow out train line 235 Broken graduating spring. 42, 43 Brake application, meaning.. 256 Brake, full set 30 Brake leaking off 238 Brake not applied 238 Brake, not apply 40, 41 Brake tests 261 to 267 Brake valves, different kinds 90 D 8, emergency position. 124 D 8, high main reservoir pressure 128, 129 D 8. how to remove ex- cess oressure valve . . 127 D 8, lap position 121 D 8, no excess 127 D 8, release position. 119, 120 D 8, running position. . . 120 D 8, service position. 121-123 D 8, too much or too little excess 128 G 6, emergency position, 99, 100 G 6, lap position 96, 97 G 6, no excess running position 114 to 116 G 6, parts 91 G 6, positions 91, 92 G 6, preliminary exhaust port closed 117 G 6, release position. 92 to 94 G 6, running position.. 95 G 6, service position. 97 to 99 G6, troubles 114 to 119 Location 90 Leak at train line ex- haust 116, 117 Test for leaking rotary, 115. 116 Comparisons of D 8 and G6 130, 131 Brakes will not apply with brake valve in service posi- tion 117 Brakes stuck 259 Braking power and leverage, 271 to 286 Braking power as af- fected by load 273 Braking power six-wheel trucks 271 Braking power used on drivers 271, 272 Braking power used on freight car 271 Index. 375 PAGE Braking power and leverage : Braking power used on passenger car 271 Braking power used on tenders 272 Cylinder pressure used in figuring braking power 274 Cylinder values, table. . 274 Definition braking power and leverage 271 Figuring braking power. 272 llow to design a brake gear . 270 to 283 Lever of first kind or class 274, 275 Lever of second kind or class 276 Lever of third kind or class 277 Proportion of levers . . 278 To figure percentage of braking power 271 To figure braking power by a short method.285, 286 To find force acting on piston 272, 273 Braking power lost by h?avy reduction 248, 249 Brakiug power possible, us- ?ug retainer 252 Brakes dragging 252 Brakes stuck 251 Cam brake 270 Charge a train 235, 236 Cleaning slack adjuster. ... 73 Closed angle cock '. . 246 Combined Automatic and Straight air 201 to 213 Advantages 202, 203 Blow at exhaust 213 Brake releasing 212 Cause of brake releas- ing 213 Cleaning brake valve... 213 Directions for using.... 206 Double check valve, op- eration 203, 204 How to use 206 Operation 205 Parts employed 203 Piping brake valve.211, 212 Reducing valve 203 Safety valve, duties.... 205 Slide-valve reducing valve 203 Straight-air brake valve, operation 207 to 211 Troubles, brake valve, 212, 213 Coupling to train 243, 244 Cutting out car 239 Cylinder lever 55 Cylinder oil plug 52 Cylinder release spring weak 240 Cylinder volume, to calculate 296 PAGE Cylinders to be used on dif- ferent vehicles 287 D 8 BRAKE valve. See Brake valve. Dead lever 54 Dirty triple piston 43, 44 Dirty triple valve strainers. 41 Double heading 260, 261 Driver brake, cutting out on grade 259 Dry steam for pump 132 Duplex main reservoir regula- tion 214 to 216 Adjustment of governors 214 Advantages 214 Operation 214, 216 Emergency after service ap- plication 37 Emergency application, cars cut out 41, 42 Emergency application fol- lowed by release 254, 255 Emergency application on turntable 255 Emergency application, quick- action triple valve. .87 to 39 Emergency application, serv- ice reduction 240 Emergency application, un- desired 43, 44 Emergency, use of 261 Engineer's brake valve. See Brake valve. Engineer's equalizing reser- voir or "little drum", 110 to 113 Equalizing piston, discharges air when releasing 126 Equalizing piston, not sensi- tive 117 Equalizing piston troubles, D 8 brake valve 129 Equalizing reservoir, loca- tion , 110 Equalizing reservoir, pipe broken 112, 113 Equalizing reservoir, use. . . . 110 Excess pressure, its use.... 100 Expansion of air, to cal- culate 296, 297 Feed valve, removal 109 Feed valve (old style) or train line governor. 105 to 109 Defects 106, 107 Operation 105 Use 105 Feed grooves dirty 242 Fibre strain of levers. . .297, 298 Floating lever 55 Freight equipment, kinds. ... 53 Freight equipment, parts and use 49 to 53 Full service reduction 247 376 Index. PAGE Full service reduction in testing brakes 244 G 6 Brake valve. { ce Brake valves. Gauge, incorrect 117 Gauge, necessity for watch- ing 253 Gain in braking power 200 Graduating spring broken or weak . 42, 43 Graduating valve, leak 48 Hand brakes versus air brakes 253 Hand brake used with air 258, 250 High pressure control or Schedule U 197 to 200 Advantages 197,198 Object 197 Wheel sliding possibility 197 Effect of light service reductions 200 Operation 198, 199 Light cars in train. . . . 199 Reduction to obtain full power 200 Use of safety valves. . . . 200 High-speed brake 185 to 196 Efficiency 185 to 195 Best method of using for stops 192 Cleaning 195 Comparison with quick- action 196 Cylinder pressure, serv- ice reduction ....190, 192 Oiling 195 Operation of reducing valve 185, 187, 194 Percentage of braking power used 185 Principles involved .... 180 Quick service application 192 Reducing valve opera- tion 186 Special advantages .... 194 Hodge lever 55 Hose lining loose 245 Hose, pulling apart 280 Hose specifications. . .292 to 294 Hose specifications. See Air hose specifications. Hose. See Air hose and Specifications. How to conduct train test. . 234 Initial reduction, using re- tainers 252 Initial reduction 246, 247 Leak by graduating valve . . 48 Leak in auxiliary reservoir. 45 Leak in emergency val^e I'ubber seat 46, 47 page Leak in train line 45 Leakage test of train line 245, 246 Leaks in train line. .237 to 239 Leaks in triple valve 45 Leaving train on grade 259 Levers, cylinder 55 Lever, dead 54 Lever, floating 55 Lever, Hodge 55 Lever, live 54 Lever, piston 54 Levers, to calculate size of. 297 Little drum, location 110 Little drum, pipe broken.... 112 Little drum, 20-pound reduc- tion 113 Little drum pressure feeding up on lap 253 Little drum, use 110 Live lever 54 ■ Location of throttle and gov- ernor 133 Loose packing rings 142 Loss of braking power 248 Lubricants 228 Main Reservoir 84 to 88 Advantages if large.... 86 Bad effects if too small. 85 Capacity recommended, 84, 85, 88 Draining 87 Location 86, 87 Object 84 Pressure carried 84 I'se of two 87 Water in it 87 Necessity for watching gauge 253 Necessity for testing train. . 244 Nine and one-half inch pump. See Pumps. Nine and one-half inch pump, right and left hand. See Pumps. Oil plug, cylinder 52 Old style feed valve. See Feed valve (old style) or train lice governor. Outside equalized brake, 2S8 to 290 Parts and use, freight equip- ment 49 to 53 Passenger train, releasing brakes 256 Passenger train stops... 257, 258 Pipinsr 268 to 269 Blowing out 268 Effect on emergencv ap- plication '..... 269 Elbows and short bends 268 Securing 269 Index. 377 PAGE Piping : Testing 269 To loosen scale 268 Sags 268 Use of red lead or other compound 268 Use of larger pipe on freight cars 260 I'iston area, to calculate. . . . 2U6 Piston lever 55 Piston travel 54 to 65 Advantages and disad- vantages (long)... 62, 63 Advantages and disad- vantages (short).. 62, 63 Car light or loaded .... 61 Effects if uneven 58 Effect on power... 55 to 57 Proper amount 61, 62 Running 60 to 60 Standing 60 to 60 Table of pressures 56 Taking up 62, 63 Too long 60 Too long, rising slack adjuster 71, 72 To tell how long Vvithout air 61 To wear out hrake shoes, 295, 296 Piston travel, proper amount 230 Plain automatic air brake. 18, 10 Plain automatic air brake, car equipment 21 Plain triple valve emergency application 83 Plain triple valve, opv-^ra- tion 27 to 34 Plain triple valve, parts. 22, 23 Plain triple valve, service ap- plication 28 to 32 Plain triple valve, use of, Plate II, 34 Position of cock handles. . . . 235 Pumps 132 to 153 Cause of blov^s 138 Cause of dancing 142 Cause of heating 142 Cause of pounding 138 Cause of starting slow. . 156 Cause of stopping. .. 141, 143 Eight-inch 145 to 140 Eight-inch, capacity . . . 133 Eight-inch, lift of air valves 145 Eight-inch, operation . . 145 to 140 Eight-inch, troubles 148 Eleven-inch 151 to 153 Eleven-inch, capacity... 151 Eleven-inch, operation . . 151 Eleven-inch, parts 151 How to clean 143 How to cool 142 How to run 141 Location 138 PAGE Pumps : Nine and one-half inch 132 to 144 Nine and one-half inch, capacity 133 Nine and one-half inch, lift of air valves. . . . 142 Nine and one-half inch, operation 134 to 137 Nine and one-half inch, packing 137 Nine and one-half inch, valve motion ....133, 134 Nine pnd one-half inch, right and left 140, 150 Oiling air end 138 Oiling steam end ..137, 138 Starting 138 Uneven strokes of.. 140, 141 Pump governors 154 to 160 Blow at relief port 157 Description — improved type 154 Drip pipe closed 156 Operation — improved type 154 to 156 Operation, old style, 157 to 159 Relief port closed in pump governor 156 Sensitiveness of pump governor 159 Quick-action triple valve, advantages 35 Quick-action triple, opera- tion 35 to 48 Quick-action triple valve, emergency application. 37 to 30 Quick-action triple valve, parts and use 36 to 38 Recharging on grade 250 Recording gauges. See Air brake recording gauges. Reduction, full service. .247, 248 Reduction, initial 246,247 Regulating valve stem too long 103 Release, following emergency application 254 Release of long travel brakes 250 Releasing brakes, freight train '. 256, 257 Releasing brakes on passen- ger train 256 Report of train test 237 Retaining valve gone 230 Retaining valves 74 to 83 Retaining valves, advan- tases 251, 252 ^Defects 77, 78 Different types, names and uses 81 to 83 Location 74 378 Index. PAGE Retaining valves : Operation 75, 76 Special advantage. 78 to 80 Table of pressures .... 80 To test 77, 2:^.(3, 237 Uses 74, 77, 78 Retaining valves, use of . . . . 258 Retaining valves, using a few 258 Reversing engine with air brake applied 261 Rules and formulae for air- brake inspectors . . .295 to 299 Runaway trains 257 Schedule U or high-pressure control. See lligh-pressure control 197 to 200 Schedule U. See High-pres- sure control. Shoe movement 295 Signal system 170 to 184 Car discharge valve . . . 171 Parts on car 171 Parts on engine 170 Reducing valve, duty... 172 Reducing valve, loca- tion 171 Reducing valve, opera- tion 172 Reducing valve, opera- tion (old style) 174 Signal strainer, engine. . 173 Signal valve, location. . 171 Strainer, engine 173 Whistle 174, 175 Signal valve operation. 175 to 177 Blows when brake is re- leased 182 Cause of whistle screech- ing 182 Constant blow 184 How to change pres- sure 184 How to test pressure... 183 Improper response. 181, 182 Lack of air 179, 180 Long blast 183 Method of using 178 No response 180, 181 Troubles 179, 184 Slack adjuster, cleaning. ... 73 How to apply 71, 72 Operation 66, 67 Parts and use 66 Piston travel too long.71, 72 Piston travel too short, 71, 72 Stuck 72, 73 Slide valve feed valve. 101 to 104 Defects 103, 104 Duties 25, 26 How to adjust 103 Leak in supply valve. . . 45 Operation 101, 103 Parts 104 PAGE Slide valve feed valve : Regulation 103 Use 101 Regulating valve too long 103 Stops, freight train . . . .266, 267 Stops, passenger trains 257 Stops, to estimate length of. 299 Stops, water tank 255, 256 Straight-air and automatic combined. See Combined automatic and straight- air. Straight-air brake. See Com- bined automatic and straight-air brake. Straight-air brake valve. Straight-air brake 17, 18 Stuck brakes .251, 259 Stuck triple piston 43, 44 Stuck air valves ....139 to 141 The Sweeney compressor. . . 161 Taking on cars, test 258 Tests. See Brake tests. Testing a train 234, 242 The water brake 162 to 169 Thermal brake test 241, 242 Time to charge a train. .235, 236 Too little excess 128 Total leverage 295 Train handling 243 to 261 Train inspection 234 to 242 Train, leaving on grade.... 259 Train line exhaust, blow.... 249 Train line governor (old style). See Feed valve (old style) or train line governor. Train line leaks, 45, 237 to 239, 252, 253, 260 Train line pressure too high 106, 107 Train line, usual pressure... 95 Triple feed grooves dirty. . . . 242 Triple piston dirty or stuck.43, 44 Triple valve, dirty strainers. 41 Triple valve, duties of gradu- ating valve 24, 25 Triple valve, duties of piston 24 Triple valve, feed ports. 27, 31, 32 Triple valve, leaks 45 Triple valve, plain, opera- tion 27 to 34 Triple valve, plain, parts. 22, 23 Triple valve, slide valve, du- ties 25, 26 Triple valve, slide valve leak 45 Triple valve testing plants, 217 to 227 Cleaner's test 223 Controlling valve opera- tion 217 to 219 Repair test 227 Shop repair test 225 Yard test 219 to 223 Index. 379 PAGE Triple valve, why so called. . 27 Triple valve, quick-action, ad- vantages 35 Triple valve, quick-action, emergency application. 37 to 39 Triple valve, quick-action, parts and use 36 to 38 Turntable stops 255 Use of brake valves 132 PAGE Volume of cylinder, to cal- culate 29t> Water in brake system 42 Water brake 163 to 169 For compound en- gines 165 to 169 For simple engines. 163 to 165 "V\'ater tank stops 255, 256 Weak graduating spring. .42, 43 Weak release spring 240 INDEX TO APPENDIX B 3 rediicing valve 340 B 4 feed valve 339, 340 Brake valve II 5 314 Brake valve, H 5, description of 314 to 321 Brake valve, H 5, emergency application 319 Brake valve, H 5, emergency position ♦ 315 Brake valve, H 5, holding position 318 Brake valve, H 5, holding position 314, 315 Brake valve, H 5, illustra- tions I*Iate XIII Brake valve, H 5, lap posi- tion 319 Brake valve, II 5, oil plug... 320 Brake valve, H 5, positions. . 314 Brake valve, H 5, release position 317 Brake valve, H 5, running position 318 Brake valve, H 5, service ap- plication 319 Brake valve S. ¥'., descrip- tion of operation. . ..321 to 326 Brake valve S. F., illustra- tions Plate XIII Brake valve (S. F.), indepen- dent 321 to 326 Brake valve, b. F., positions of handle 322, 323 Combined strainer and check valve 312 Cross-compound pump. 358 to 367 Cross-compound pump, ca- pacity of 366, 367 Cross-compound pump, care of 367 Cross-compound pump, down stroke of, high-pressure piston 363 to 365 Cross-compound pump, maxi- mum pressure operated against 366 Cross-compound pump, opera- tion of 359 to 367 Cross-compound pump, up- stroke of high-pressure piston 361 Distributing valve, auto- matic operation of 332 Distributing valve, descrip- tion of 327 to 336 Distributing valve, different positions 329 Distributing valve, emer- gency application 333, 334 Distributing valve, illustra- tions Plate XIII Distributing valve, indepen- dent application ♦SSO Distributing valve, indepen- dent release 335 Defects with E T equipment, '346 to 349 Double heading equipment... 313 E T, parts of 308 E T, advantages of 308, 309 E T Brake. E T, improve- ments embodied 307 E T double heading equip- ment 313 E T brake equipment 307 E T equipment, defects, 346 to 349 E T equipment, operation of, 308 to 313 E T, kind of service used in 308 E T, piping diagram. . Plate XIII Excess pressure governor, S. F.-4 342 to 345 Feed valve, see B 4 feed valve and B 3 reducing valve 339 to 341 H 5 brake valve, see Brake valve 314 Independent brake valve, purpose of 311 Independent brake valve, see Brake valve (S. F.). K triple \alve, see Triple valve. Main reservoir cut-out cock.. 310 38o Index, PAGK Positions of brake valve, see Brake valve. l*ump, cioss-com pound, see Cross-compound pump. Pump governor, S F-4 (ex- cess pressure) ....342 to 345 Safety valve, with E T equipment 337, 338 Scliedule E T 307 Schedule E T, improvements embodied 307 S F brake valve, see Brake valve (S F.). S F-4 pump governor (ex- cess pressure) ....342 to 345 Triple valve, K, advan- tagei of 350, 351 Trip]*' valve, K, different kinds 356 PAGE Triple valve, K, effect on other valves 351 Triple valve, K, emergency position 356 Triple valve, K, equaliza- tion with 351 Triple valve, K, lap posi- tion 354 Triple valve, K, operation of 353 to 357 Triple valve, K, parts of . . . 352 Triple valve, K, release posi- tion 353 Trinle valve. K, retarded re- lease position 354, 355 Triple valve, K, service posi- tion 353 Triple valve, K type (quick service). Illustrations. Plate XIV INDEX TO No. 6 E T LOCOMOTIVE BRAKE EQUIPMENT. PAGE. Dead-engini3 bypass . . 371 Dirterenccs between No. 5 and No. Equipment 368 H-6 automat c braUe val\e 371 Manipulation 368 PAGE. No. 6 distributing valve 372 No. 6 ET equipment 368 Pipin- 369 Pipinj^ diagrams 370 THE BEST FLANGE PACKING MADE- RAINBOW PACKING MAKES A STEAM, FLANGE AND HOT WATER JOINT INSTANTLY. NOTICE OUR TRADE-MARK. The word " RAINBOW" in a diamond in three rows of diamonds in blacK, cx- tendint? throughout the entire length Of each and every roll of RAINBOW PACKING The only thoroufhly reliable flange packing intbe woiid. Can't blow Rainbow out. For steam, hot water, oil, ammonia, air or cold water joints. Manufactured Exclusively by Peerless Rubber flanufacturing Co. 16 Warren Street, NEW YORK 88 Chambers Street, NEW YORK Peerless Air Brake Hose Specifications for Air Brake Hose made accord- ing to requirements of Master Car Builders' Asso- ciation for 1903 and 1905. Our ''Perfected" Air Brake Hose is the acme of perfection, as it increases the life of hose, reduces to a minimum mechanical motion, kink- ing, expansion and elongation. We are the largest manufacturers in the world of Air Brake, Steam, Pneumatic and Water Hose, Gaskets, Rubber Tiling and Wainscoting, Vesti- bule Diaphragms, Packings and all rubber sup- plies used by Railroad Companies. PEERLESS RUBBER MFG. CO. 16 Warren and 88 Chambers Street, New York. 1908 EDITION-JUST PUBLISHED LOCOMOTIVE CATECHISM By ROBER^T GRIMSHAW 805 Pages, 437 Illvistrations and TKre© Folding Plates. Price $2.50 _ The 190S edition of '%ocomotive Catechism" by Robert Grimshaw is a new book from cover to cover. It contains twice as many pages and double the number of ilhistrations, of previous editions. Specially prepared Chapters on tKe Walschaert Loco- motive Valve Gear, the Air Brake Eqviipment a^nd thve Electric Head Light are given. Treats fullj- and in detail on the design, construc- tion, repair and running of all kinds of lyOcomotives. Among the subjects which we might mention as being included are : Classifications of Locomotives, Boilers and Accessories, Flues, Cylinders, Pistons, piston Valves, Cranks and Crank Pins, Eccentric Motions, Exhaust Coughs, Air Brakes, Lubricators, Knocks and Pounds, Compound lyOcomotives, Accidents and Breakdowns, Electric Head lyight, Equalizers, Combustion, Firing with Oil, Walschaert Valve Gear, etc. Contains over 4,000 Examination Questions "Nvith their Ans\vers. 1908 EDITION-JUST PUBLISHED Locomotive Breakdowns and Their Remedies By GEO. L. FOWLER, revised by WM. W. WOOD 285 PejLges Fvilly Illustra^ted Price $1.00 The new 190S edition of I^ocomotive Breakdowns has been revised by Wm. W. Wood the railroad expert, which is sufficient guarantee that this work represents the best practice of the present day and is exhaustive in text and illustrations. F'ngineers are paid nowadays for getting their engines in to the terminal on time, and to accomplish this, there must be no casualties en rovite that will cause delay ; acci- dents, however, will happen, and it is the knowledge of How to Avoid Dela^y in Case of Accidents that the Company requires of engineers nowada3-s. and what to do in case of breakdowns. The revised 1908 edition of "I,oco- motive Breakdowns" is virtually necessary to every engineer, fireman and shop man, because it treats of every possible engine trouble and presents the remedy, in the form of questions and answers. Among the Contents are Cha^pters on Defective Valves, Accidents to the Valve "Motion, Cylinders, Steam Chests, Cylinders and Pistons, Guides, Crossheads and Rods, Running Gears, Truck and Frame Accidents, Boiler Troubles, Defective Throttle and Steam Connections, De- fective Draft Appliances, Pump and Injector Troubles, Accidents to Cab Fixtures, Tender Accidents, Miscellaneous Accidents, Compound lyocomotive Accidents, Tools and Appliances for Making Engine Repairs, Air Brake Troubles, Walschaert Valve Gear Troubles, Electric Headlight Troubles, etc. Conta.ins Over 800 Qvjestions -witK their Answ^ers t^" Copies of these Books sent prepaid on receipt of the price U/?e NORMAN W. HENLEY PUBLISHING CO. 132 Natssau Street, New York, U. S. A. FOWLER-WOOD 1908 NEW YORK AIR BRAKE CATECHISM BY ROBERT H. BLACKALL Author of Westingliouse Air Brake Catechism 250 Pages, Fully Illustrated. Bound in Cloth. Price $1.00 This is the only complete treatise on the New York Air Brake and Signaling Apparatus, giving a detailed description of all the parts, their operation, troubles and the methods of locating and remedying the same. It includes and fully describes and illustrates the Plain Triple Valves, Ouick-Action Triple Valve, Duplex Pump, Pump Governor, Brake Valves, Retaining Valves, Freight Eqviipment, Signal Valve, Signal Reducing Valve, and Cam Dis- charge Valve. It has been endorsed by the New York Air Brake Co Contains nearly I, GOO questions and their answers on the New York Air Brake and Signal apparatus. BLACKALL'S WESTINGHOVSE AIH BRAKE CHARTS -^ Q ^x^ k 1 1^^ ^B ^^s V PRICE 50 CENTS UP-TO-DATE Air Brake Charts, each 14 x 50 inches, printed in ten different colors on heavy ledger paper, showing the different connections from the engine throughout train. The Pump, Engineer's valve, '1 riples and all parts used are shown, each press- ure being represented by a distinct color. Every student of the air brake should possess these charts, as they are a complete Air Brake Course in themselves. Chart I. — Shows the most modern Westinghouse High vSpeed and Signal Equip- ment used on Passenger Engines, Passenger Engine Tenders and Passenger Cars. Chart II.— Shows the Standard Westinghouse Equipment for Freight and Switch Engines, Freight and Switch Engine Tenders and Freight Cars. I^^ Copies of these Books sent prepaid on receipt of the price ^/>e NORMAN W. HENLEY PUBLISHING CO. 152 Nassatu Street. New York, U. S. A. THE WALSCHAERT LocoMonvt: valve gear. Bv W1. W. WOOD, Air Brake Instructor !feL£T;:; ?^l: PRICE SI. 50 ?.-l.:^:r-: I- I ir rely to nedi- - tjeli>— v\ a schaot pioysiidiz. T- I. Analj^i^ of Uiis gear. dcriu^ for an e : 'lustratcd : two Tionof tbe\-aJ\es e^a^weBasthe 1 the crank is at n are especiaD3r ?r. These em- T-.-r. Advantajres zvrt Valve G^r. ,; . -. . ^.. ^:^wers on all the < 111 teeBpeeamhy Taiuable to firemen for promotion. 2l5t EDITION VP-TO-DATE REVISED AND ENLARGED AIR BRAKE CATECHISM B>- PxOBElRT - Wesiing^house Air Brake Co. ms;^e^ PRICE S2.00 The Standard Book on the Air Brake. Ccntahis o\er 2 000 ijiii iliiiiifi and answers gi\ia^ a detailed descriptMfl M all the Old Standard and Improved Equip ment. Owin? to the many chang^es and improvements made in the vresting^boii=e Air Brake, it has been foaod Decenary to i^ue the new, revised edition, which contains all the latest information necessary for a railroad man to j>ass his examination on the new a? well as the older style of brake. TV, - ,_ r^Ti=:frd edition covers fully and in detail - ^ ET Locomotive Brake Equ pment, H-5 L : '■':^--'% SF Brake Tal\e (Independeni ., SF Governor Ijistributing^ Valve, B-4 Feed Valve. B~3 Beducing^ Valve, Safety Valve, K Triple Valve ^Quick- r?^ Copter of fhrzf> Books sent prepaid on receipt of the price T3he NORMAN W. HENLEY PUBLISHLNG CO. 152 Na^ssau Street. NEW YORK. U. S. A. Train Rules and Train Dispatching By H. A. DALBV Over 220 Pages Fully Illustrated Bound in Leather Price $1.50 Every railroad man, no matter what department he's in, needs a copy of this little book in his clothes all the time. It gives the standard rules for both single and double track, shows all the signals, with colors wherever necessary, and has a list of towns where time changes, with a map showing the whole country. Then the rules are explained wherever there is any doubt about their meaning or where they are modified by different railroads. It's the only practical book on train rules in print. RAILROAD POCKETBOOK 250 Pages By FRED H. COLVIN Fully Illustrated Price $1.00 Different from any book you ever saw. Gives clear and concise information on just the points you are interested in. It's really a pocket encyclopcedia, fully illustrated, and so arranged that you can find just what you want in a second without an index. Among the subjects included are : Oil Burners Rails Crossheads and Guides Rods, Straps and Headlights Brasses Horse Power Superheated Steam Indicators Tractive Power Injectors Valve Motion Link Motion Walschaert Gear Acetylene Headlights Ejectors Air Brakes Fire Box Brake Leverage Boilers Brakes Car Heating Coal Curves Cylinders IW^Copies of these Books sent prepaid on receipt of the price 15he NORMAN W. HENLEY PUBLISHING CO. 152 Na.ssau Street, New York, V, S. A. LINK MOTIONS, VALVES AND VALVE SETTING By FRED. H. COLVIN Fully Illustrated Price 50 Cents A HANDY little book for the engineer or machinist that clears up the mysteries of valve setting. Shows the different valve gears in use, how they work and why. Piston and slide valves of different types are illustrated and explained. A book that every rail- road man in the motive power department ought to have. Contains chapters on : Locomotive Link Motion, Valve Movements, Setting Slide Valve, Analysis by Diagrams, Modern Practice, Slip of Block, Slide Valves, Piston Valves, Setting Piston Valves, Joy-Allen Valve Gear, Walschaert Valve Gear, Gooch Valve Gear, Alfree-Hubbell Valve Gear, etc., etc. MACHINE SHOP ARITHMETIC By COLVIN-CHENEY Most popular book for shop men. Shows how all shop problems are worked out, and ''why.'* Includes change gears for cutting any threads ; drills, taps, shink and force fits ; metric S3^stem of measurement and threads. Used by all classes of mechanics. , 50c. CAR CHARTS Shows and names all the parts of the three types of cars. Passenger — Box — Gondola. Printed on heavy plate paper and mailed in a tube, each 25c. TRACTIVE POWER CHART A chart whereby you can find the tractive power or drawbar pull of any locomotive, with- out making a figure. Shows what cylinders are equal, how driving wheels and steam pressure What size engine you need to exert a given draw- bar pull or anything you desire in this line. Printed on tough jute paper to stand rolling or folding 50c. >^^ Copies of these Books sent prepaid on receipt of the price a/?e NORMAN W. HENLEY PUBLISHING CO. 132 N8lss8cu Street, New York, U. S. A. affect the power. A CATECHISM ON THE COMBUSTION OF COAL AND THE PREVENTION OF SMOKE By WILLIAM M BAR.R. Nearly 350 Pages 85 Engravings Cloth Binding Price $1.50 An up-to-date Treatise on How to Make Steam, including Special Instructions as adopted by the Mechanical Department of the C. N. O. & T. P. R. R., as well as descriptive matter on devices for smoke prevention of the I^ocomotive Smoke Pre- venter Company : The Brick Arch ; The Strong and Wootten Boilers ; The South- ern Pacific Front End and Fire Door ; and the Methods of the Southern Pacific Railway in Burning I^iquid Fuel, etc., etc. AflONQ THE SUBJECTS TREATED ARE Fuel. Heat Developed by Combustion. Elementary Data. Fuel Analysis. Combustion. Heating Power of Fuel. Products of Combustion. Steam Generation. Stationary Furnace Details, lyocomotive Furnace Details. Chimney and Mechanical Drafts. Spontaneous Combustion. BOILER CONSTRUCTION By FRANK A. KLEINHANS Over 400 Pages Price $3.00 5 Large Folding Plates Fully Illustrated The only book showing how locomotive boilers are built in modern shops. Shows all types of boilers used ; gives details of con- struction ; practical facts, such as life of rivet- ing punches and dies, work done per day, allowance for bending and flanging sheets and other data that means dollars to any railroad man. CONTAINS CHAPTERS ON I^aying Out Work. Flanging and Forging. Punching. Shearing. Plate Planing, General Tables. Finishing Parts. Bending. Machining Parts. Riveting. Boiler Details. Smoke Box Details. Assembling and Calking. Boiler Shop Machinery, etc., etc. Copies of these Books sent prepaid on receipt of the price 13he NORMAN W. HENLEY PUBLISHING CO. 132 Nassau Street. New York. U. S. A MAY 13 1908 LIBRARY OF CONGRESS Hi 021 218 361 1 mm MiiiMitiUffttiiin