OGO iu iVMA..yr:z A)NYWi : V;8 A 1> MI2M V / fhss TFv-zs Book. W O Copyright^?- COPYRIGHT DEPOSIT s A^6 P PREFACE. The Railroad Companies throughout the country to-day are putting forth every effort to equip their rolling stock with the best brakes possible, and while the brakes are constantly being im- proved upon, it is growing to a massive subject. The Locomotive Engineer of this age must be qualified to handle long, heavy trains and manipulate the brake with safety to company property, em- ployes' lives and the lives of millions of people, who depend on the Engineer to take them safely to their desitnation. Facing such facts, I realize it is necessary in behalf of the railroad men, that the braking system be sifted down to prac- tical plain talk, which is within the reach of every railroad man to more easily comprehend its meaning. H. M. S. COPYRIGHT, JAN. 7, 1913. HOWARD M. SHADE, Conemaugh, Pa. 1913 WALTER'S PRINT, Lasrobe, Pa. ©CU330823 INTRODUCTORY. Engineers, Firemen and Trainmen are required to pass a cred- itable examination on air brakes. To pass, Engineers and Fire- men must receive a rating of 85 per cent; Trainmen, 60 per cent. This book contains an explanation of each essential part of the brake system. It also contains each question asked in an in- struction room examination, and for a special examination, re- duced to plain facts and common language, intended expressly to benefit railroad men, railroad companies, and for the safety of the public in general. fNDEX Air Pumps 8 inch 1 Air Pumps 9 1-2 inch __. 2 Automatic Brake Valve 51 Air Signal System 24 Automatic Slack 16 Automatic Brake Vale Test 101 Auxiliary Reservoirs 38 Automatic Slack Adjuster 79 Brake Valve Percentage 112 Brake Cylinders 80 Cut-out Cocks __ 87 Dudlex Pump Govornor 18 Feed Valve Test 100 Guages 95 Governor Test 101 High Speed Brake 40 High Pressure Control 42 Handling Trains 53 Indepkndent Brake Valve 64 R. Triple Valve Defects . 37 K Triple Valve 35 Main Reservoirs 11 Miscellaneous 61 Miscdllaneous Questions 102 Manipulation _109 Non-return Check Valves 95 Pressure ,.- 20 Piston Travel 39 Quick Action Triple Valve . 21 Retaining Valves 43 Slide Valve Feed Valve 22 Straight Air Brake Pipe 18 Signals 49 Special Ezamination 61 Safety Valve 100 Size os Pipes 110 Signal by Pump Governor „ 13 Triple Valve. _" 27 Train Pipe 23 Test Pump Governor 83 Train Pipe Test 101 testing the Air___ ~ ^.99 1,000 PRACTICAL QUESTIONS AND ANSWERS ON THE WE8TINGHOUSE AIR-BRAKE. REDUCED TO PLAIN TALK. Q. What is a brake ? A. A device for stopping revolv- ing- wheels. Q What is a Power brake? A. A brake operated by manufactured power. Q. What is an air brake? A. One that is operated by Q Where do we get the air? A. From the atmosphere, and is compressed. How is it compressed? A. By an air compressor, opeia'tcd by a small engine, propelled by steam pressure, commonly cslled an air pump. Q. What style of air pumps are most used ? A. The ,2-irjch. and a small par cent, of 8-inch pumps. AIR PUMPS. 8-Inch Pumps. Q. Why is it called an 8-inch pump ? A. Because the steam piston is 8 inches in diameter. What is the diameter of the air piston? A. Seven and cne-hp.lf inches. Q. What stroke has the 8-inch pump? A. Nine-inch stroke. Q. Row many opera ive parts has the steam end of the 8-inch pump ? A. Five. Q. Name them? A. The main steam piston, reversing piston, reversing valve, reversing valve rod and reversing plate, in an 8-inch pump? A. All on the one side of the air Q. How many valves are there in the air end of an 8- inch pump ? A. 4. Q. Name them. A. Two receiving and two discharge valves. Q. How many air inlets has an 8-inch pump ? A. Two. Q. Is the 8-inch a single or double acting pump? A.. Double acting. Q. What do we mean when we say a double acting pump ? A. A pump that compresses air on both up and down stroke, Q. How are the receiving and discharge valves located cylinder though in two separate cages, one above the other. Q. Which is the receiving valve in each cage? A. The lower valve. Q. Are the receiving and discharge valves in an 8-inch pump of the same size? A. No; the receiving valves are the smaller. Q. Do the valves all have the same lift? A. No; the re- ceiving valves being smaller have V$ of an inch lift, and the discharge valves have a 3-32 of an inch lift. Q. Occasionally an 8-inch pump will stop and you cannot get it to make a stroke. What might be the cause ? A. The stop pin may be worn too short and allows the piston to drop low enough to allow the packing ring to expand below the bush. Q. What stops the discharge valve in its lift? A. The top pin in the cage. Q. What stops the receiving valve in its lift? A. The discharge valve. AIR PUMPS. 9^ -Inch Pumps. Q. Which is the standard pump on the Pennsylvania sys- tem? A. The 9V 2 -inch. Q. Is there any difference between the 8-inch and the 9 1 /£- iiieh pump? A. The 9%-inch pump is a larger pump with a much greater pumping capacity and the operation of the valve gearing is more easily understood. Q. How many kinds of 9% -inch pumps are there? A. Two. Q. Name them. A. A right-hand, and a right and left- hand pump. 3 Q. Where is the difference in these pumps? A. A right- hand pump has one steam pipe connection and one ex- haust. The right and left-hand pump has a steam and ex- haust connection on each side. Q How can you tell which is the steam and which is the exhaust c nnection? A. The lower one — the smaller one on either side — is the steam connection. The top and larcrer ^ne is the exhaust. Q What are the operative parts of the steam end of a P'6-i". h prim)? A. Steam piston, differential piston, steam valve, reversing valve, reversing valve rod and reversing pi* e Q What is the duty of the steam piston? A. To operate and move the air piston. Q. The duty of the steam valve? A. To admit and ex- haust steam to and f r m either end of the steam cylinder. Q. Duty of differential piston? A. To move the steam valve. Q. Duty cf the reversing slide valve? A. To admit steam to, and exhaust steam from, the right side of the dif- ferential piston 77. Q. Duty of the reversing valve rod? A. To move the reversing slide valve. Q, Duty cf the reversing plate? A. To raise and lower the reversing rod. Q. Name the operative parts of the air cylinder. A. Air piston, two receiving and two discharge valves. Q. Where are the valves located? A. The receiving valves are located on the left side of the pump; the same side the air inlet is on. Discharge valves on the right side — same side as the exhaust. Q. Are the air valves ail the same size? A. Yes. Q. What lift have the air valves? A. 3-32 of an inch. Q. What is the diameter of the steam and air cylinders of a 9% -inch pump? A. 9^ inches. Q. What is the stroke of the piston? A. 10 inches. Q. A small port leading through the cylinder cap from the left of the differential piston is for what purpose? A. To prevent steam pressure from accumulating back of piston 79. Q, If this port should become closed, would the pumps stop and on which stroke? A. It would stop on the up- stroke. Q. A small port leading through the cap nut of the re- versing slide valve chamber, should this port become closed, would the pump stop? A. The pump might stop. If it did it would be just before it reached the completion of thp up- stroke. Q. On starting a pump which is the first stroke the piston makes ? A. The up-stroke. Q. How is the proper way to start a pump ? A, See that the drain cocks are open; feed 10 to 15 drops of oil through the lubricator. Turn on steam to start the pump to run at about 40 strokes per minute. As soon as the steam cylinder is drained close the drain cocks and lubricate the air cylinder. Q. How would you lubricate the air cylinder? A. By oiling through the oil cup. Q. How many cupsful would you give a pump at one oil- ing? A. Some pumps require more oil than others, but usually three cupsful is sufficient. Q. What kind of oil should be used? A. The best of valve oil. Q Is it a good practice to oil the air cylinder through the air inlet? A. Never oil through the inlet. It will close the inlet strainer and air-ways. Q Where are the drain cocks located? A. One is con- nected to Passage B in the wall of the steam cylinder, the other to the exhaust. Q. What are the drain cocks for ? A. To drain any moisture that may be in the pump. Q. How should the drain cocks be when the pump is not working? A. Open at all times. Q. How long- should the pump run at 40 strokes per min- ute? A. Until the main reservoir pressure raises to 25 or 30 lbs. X^. Why would you want 25 or 30 lbs. of main reservoir pressure before speeding up to normal speed? A. This pressure will cushion the pump and prevent the piston from pounding- against the pump heads. There is no provision made in the steam end of a pump for a cushion, hence the cushion must be formed in the air end. Q. What is the limited speed of a pump? A. 70 double or 140 single strokes per minute. Q. Why would higher speed be injurious to a pump? A. The air valves have so small a lift. To race a pump very little air will pass into the pump on each stroke. This will cause the pump to heat. Q. How can you tell if a receiving or a discharge valve is broken? A. By the iregular stroke of the pump. Q. How could you tell if the top receiving valve was broken or stuck open? A. On the down-stroke of the piston air would be taken in. When the motion was re- versed and the piston starts on its up-stroke there would be a puff of air out at inlet. This puff would cease as soon as a vacuum was caused under the air piston. The lower receiving valve would be unseated and the air would pass from the top end of the cylinder into the lower end by way of broken receiving valve and down through the air-way, past the lower receiving valve into the lower end of the cylinder. NOTE — The pump would have a quick up-stroke, always toward a broken receiving valve. Q. How could you tell if the lower receiving valve was broken or stuck open? A. The pump would operate the same as with the top receiving valve broken, only in the opposite movement. Q. Now if the top receiving valve was stuck shut, how would the pump operate? A. No air would be taken into the pump on the down-stroke. Q. How would the pump travel? A. The down-stroke would be slow on account of the piston pulling against a vacuum above the piston. The up-stroke would be quick on account of the vacuum assisting the steam under the steam piston. Q. If the lower receiving valve was stuck shut, how would the pump operate ? A. The same as with the top receiving valve stuck shut, only in the opposite stroke. Q. With a receiving valve broke the quick stroke of the piston would be — A. Always toward the broken valve. Q. A broken discharge valve, the quick stroke is — A. Always from the broken discharge valve. Q. Why is the quick stroke towards a broken receiving valve? A. There is no compression there, and the steam drives the piston quickly. Q. Why is the quick stroke from a broken discharge valve? A. There is a compression there, but the main reservoir pressure assists the steam and the piston is driven quickly from the broken valve. Q. If the top discharge valve was broken or stuck open, how would the pump operate? A. The piston would have a quick down-stroke and a slow up-stroke. There would be no air taken in on the down-stroke. Q. How could you test to tell if the top or bottom dis- charge valve was broken or stuck shut? A. Pump up the pressure. Stop the pumpj open oil cup. If the top dis- charge valve was broken there would be a constant flow of air through the oil cup. Q. If the lower discharge valve is broken, how could you tell? A. Remove the stop plug in the lower pump head. If the lower discharge valve is broken a constant flow of air will be indicated. Q. Is this always a good test? A. If the piston packing rings are good it is a good test. If the packing is very bad either top or bottom pressure might leak past. Q. If the lower discharge valve was broken, how would the pump work? A. The same as described for top dis- charge valve, but in the opposite stroke of the pump. Q. With a defective air valve, are we gaining any pres- sure ? A. With tight air piston packing rings, we are gaining air from one end of the air cylinder. Q. How can we tell if the air piston packing rings are bad? A. Run the pump at about 50 strokes per minute, place your hand on the air inlet and note if air is taken in the full length of the stroke. If so, O K, but if air is taken in only on about the first half of the stroke the packing rings are leaking; such packing rings should be renewed. Q. Is a 9% -inch pump a single or double-acting pump? A. A double-acting. Q. How can we tell whether it is a receiving or discharge valve that is broken, and if it is a top or bottom valve? A. Place your hand on the air inlet and watch the motion of the pump. If on the up-stroke of the piston there is no air taken in at the inlet the lower discharge valve is broken. This would be a quick stroke. If there is a quick down-stroke and no air taken in at the inlet the top dis- charge valve is broken. If on the down-stroke a full draft of air is taken in, and on the reversing of the stroke you receive a puff of air out through the inlet, the top receiving valve is broken. The up-stroke will be the quick stroke. If the lower receiving valve is broken there will be a puff of air at the inlet with a quick down-stroke. Q. What will cause a pump to stop? A. Badly worn or loose reversing plate, reversing plate bolts working loose, bent or broken reversing rod, nuts working loose on air piston, nuts working loose on either end of differential pis- ton, a cracked copper gasket under top head; leaking be- tween Passage B and cylinder will cause pump to stall when working against high pressure. Pumps often stop for the want of lubrication. Q. When a pump stops, how should we proceed to get it started again? A. Shut off the steam from the boiler; open drain cock 106 attached to steam passage. This will releive the pump of its pressure. Then turn on the steam suddenly. The pumps will often run or, at least, make a few strokes, which will enable one to locate the trouble. If the pump will not lubricate shut off the steam, remove the cap nut from the reversing valve chamber and drop a small quantity of valve oil in around the slide valve. Never pound a 9^ -inch pump to make it start. Q. What will cause a pump to stop on the up-stroke? A. Reversing plate bolts coming part way out, nut drop- ping off of diffedential piston, left side. Q. What will cause a pump to stop on the down-stroke? A. A nut drops off of differential piston, right side; nut works loose on air piston, piece of a broken check valve getting under piston, loose or worn reversing plate or a broken reversing rod. Q. How can we tell on which stroke the pump has stopped? A. Open the drain cock to the steam- way (the one on the left side of pump); if the pump has stopped on the down-stroke there will be no steam or, possibly, a very little escape. If the pump has stopped on the up-stroke there will be a constant strong flow of steam out through the drain cock. Q. How should the piston be oiled between the packing nuts? A. By using a swab saturated with valve oil. Q. What causes pumps to stop on one-half stroke? A. Bent or broken reversing valve rod. Q. At what point in the air cylinder does the greatest wear take place? A. Near the end of the stroke. Q. Why ? A. On account of the highest pressure at that point. Q. What causes a pump to pound? A. Water in the steam cylinder, pump getting too much oil, pump loose on bracket, bracket loose on toiler, air valves having too much lift, or jamb nut working loose under air piston. Q. We say a pump will stop on the down-stroke. If the piston nuts work loose, how can we tell that the piston nuts are loose and that the pump has stopped on the down- stroke? A. Shut off the steam; the air piston has not completed its stroke; the reversing valve is up, the differen- tial piston and steam valve are to the left. By opening the drain cock there will be no steam escape, because on the down-stroke steam Passage B registers with the er- haust through the cavity of the steam valve, and by no steam escaping through the drain cock will tell you that the piston has stopped before it completed its down-stroke. By shutting off the steam the pump is relieved of its pres- sure, thus allowing the reversing valve to drop down by its own weight. In a short time by admitting steam into the pump the pump will make an up-and-down stroke and stop again. You will hear the piston nut strike the lower pump head. Q. If the piston nut was found to be off, how can we hold the piston from turning round while we tighten the nut on again? A. Shut off the steam, remove the right- hand head from the differential cylinder, block the dif- ferential piston to the left, replace the head, turn on the ateam; the piston will make a down-stroke and stop, being held there by the steam above the steam piston. Never apply an alligator or Stilsen wrench to the piston between packing nuts. Sometimes by tightening the packing nuts piston may be held. Some pistons have a hole tapped in the under part of the head. A bolt may be inserted, thus preventing the piston from turning. Q. Is there any other cause for the pump stopping and the trouble would not be in the pump? A. Yes; the pump governor may not be working properly. The pump may 10 not be getting steam, or it may not be exhausting. Q H w can you tell if the pump is getting steam? A. Slack the nut at the steam connection at the pump. If steam escapes freely the pump is getting steam, then slack the nut on the exhaust pipe to see if the steam is ex- hausting. Q, If the exhaust pipe was closed in the front end, how would a pump perform? A. On starting the pump it would make a few strokes and stop. Q. How could you tell quickly if the steam was shut off at the governor? A. Cut the governor out of service. Q. If the air inlet becomes stopped up with dirt and you could not get the inlet off, what would you do? A. Punch holes in the strainer to let air in. Pump must get air somehow. Q. If the air-ways become stopped up while on the road, what could you do? A. Nothing. Q. What causes a pump to heat? A. Racing, want of oil, stuck or leaky air valves, obstructed air inlet or air passages to or from the air cylinder, working against a high main reservoir pressure, bad packing rings on air piston — the most frequent cause. Q. The pump appears to be working at good speed, but you are not gaining main reservoir pressure. What would you look for. A. A piece of paper or a leaf may be cov- ering the inlet. Q. How could you cool an excessive hot pump ? A. Throt- tle down to low speed and oil with best of lubricating oil. Q. Explain the operation of a 9% -inch air pump in both the up and down-strokes. A. When steam enters the pump it fills the space between the differential pistons, also passes through a passage leading to the reversing slide valve cham- ber. This chamber is constantly filled with live steam. When the steam enters the pump, if the differential piston is not to the extreme right, the steam will quickly force it there. In this position of the differential piston the 11 steam valve has been brought to uncover port "B," which leads down through the wails of the steam cylinder to the lower end, and steam flows through port "B" and is ad- mitted into the lower end of the cylinder under the piston. This forces the piston upward. The piston continues on its up-stroke until within % inches of the end of the stroke. The reversing plate on top of the piston engages the shoul- der on the reversing valve red and raises it; this raises the reversing slide valve, which brings a port in its bush to register the reversing slide valve chamber with the face of the large differential piston No. 77, then the steam will quickly equalize on both sides of piston No. 77 when steam has power against piston No. 79 and will move it to the left. The up-stroke being completed and the port leading to the top of the cylinder is opened by the steam valve moving to the left. In this position of the steam valve also register port "B" with the exhaust, and while the steam that drove the piston up is passing from under the piston through port "B" cavity of steam valve and exhaust live steam is flowing down on top of the piston, driving it down until within % inches of the down-stroke, when the reversing plate engages the knob on the lower end of the reversing rod, pulling it down. This also pulls the revers- ing slide valve down, which closes communication between the slide valve chamber and piston No. 77 and brings to register the pressure against the face of piston No. 77 with the exhaust by way of groove in the face of the reversing slide valve. Thus the pump has made an up-and-down stroke. MAIN RESERVOIR. Q. After air is taken from the atmosphere and com- pressed, it is stored where ? A. In the main reservoir. Q. What is the main reservoir for? A. A storehouse for compressed air. Q. Is it used for any other purpose? A. Yes; it acts as a catch-basin, catching the dirt and moisture that is 12 taken in with the air. It also acts as a cooler — cooling the air before it reaches the brake valve. Q. Is the air cool where it enters the pump ? A. Yes. Q. In the compression does the air get heated? A. Yes; and passes to the main reservoir hot. Q, We say main reservoir pressure extends from the discharge valves of the pumps to the rotary valve in the automatic brake valve? A. Yes. Q. How far is it from the pump to the automatic brake valve ? A. About 30 feet Q. How many main reservoirs are used on each engine? A. Some have two, others have four, main reservoirs. Q. Where are they located? A. At the most convenient place. Q. Why do some engines have four main reservoirs? A. To carry in store a large volume of air to insure a prompt release of the rear brakes on a long train. Q. Who is responsible for draining the main reservoir? A. The engineer. Q. How often should he drain the main reservoir? A. Once a week, and oftener in rainy weather. Q. If the main reservoir becomes partly filled with water, will it affect the application of the brakes? A. No; the quick-action brake cylinders do not get their pressure from the main reservoir to apply the brakes. Q. Will water in the main reservoir interfere with re- leasing the brakes? A. It will on a long train. The more water that is in the main reservoir the smaller the air volume, and with a long train you may not have a suf- ficient main reservoir volume to build up the train pipe pressure on the rear end of a long train to push the tripple pistons to release position. Hence the rear brakes will stay applied. Q. How many main reservoirs do the different classes of engines have, and with what cubic inch capacity ? A. H. 6a and H. 6b, 4 main reservoirs, 74,000 cubic inches; H. 8, 2 13 main reservoirs, 74,000 cubic inches; D. 16, B. 8, F. 1 and R, 2 main reservoirs, 39,200 cubic inches; B. 4, 1 main res- ervoir, 26,000 cubic inches; E. 2 and E. 3, 2 main reservoirs, 36,600 cubic inches; K. engine, 2 main reservoirs, 50,000 cubic inches. Q. What design of main reservoir is most desirable? A. Long, slim reservoir. Q. Why? A. It gives better radiation for cooling. SINGLE-TOP PUMP GOVERNOR. Q. Name the different parts of a pump governor. A. Cap nut, tension nut, adjusting spring, diaphragm, pin valve spring, governor piston, piston spring and steam valve. Q. What is the normal position of the governor? A. Open. Q. On what line of pipe is the governor located? A. On steam pipe leading from the boiler to the pump. Q. What is the duty of the pump governor? A. To stop the pumps when the desired main reservoir pressure is ob- tained. Q. Is the governor operated by steam or air? A. Oper- ated by air. Q. What air pressure operates it? A. Main reservoir pressure. Q. What is the port in the spring case for? A. Should the diaphragm be leaking this port will prevent a pres- sure accumulating in the spring case above the diaphragm. Q. If this port was closed and air leaked past the dia- phragm, what would be the result? A. Equalization would occur above and below the diaphragm; the pin valve could not be unseated. The governor could not stop the pump and very high main reservoir pressure would be the result. Q. What is the release port C attached to the chamber above the governor piston for? A. To allow the pressure above the piston to escape after the pin valve is seated, thus making the pump more sensitive in starting. Q. If the release port was stopped up would the pump stop? A. Yes. 14 Q. Would the pump start? A. It depends on the con- dition of the piston packing rings as to how long it would take the pump to start. The pressure above the piston will leak down past the packing rings and escape at the drip pipe; otherwise the piston could not raise to unseat the steam valve. Q. If the pin valve would not seat on account of dirt on its seat, or it might be slightly bent, would the pump work? A. That depends on how bad the pin valve is leaking. If the leak is slight and the air can escape through Port C as fast as it leaks past the pin valve the pump will work. But if the leak past the pin valve is greater than can escape through Port C the pump would travel sluggish and may stop. Q. Why not make Port C larger? A. To do so would only be a waste of main reservoir air while the governor had the pump stopped. Q. If there is a constant blow at Port C which would be a waste of air, would you plug the port to stop the leak? A. No. Q. If this port was plugged or closed with dirt, what would be the result? A. The pump would stop; you could not get it to make a stroke. Q. Why is the drip pipe connected to the governor under the piston? A. To allow any steam to escape that may leak past the steam valve stem. Q. If the drip pipe was closed with dirt or was frozen shut, what would be the result? A. The governor could not stop the pump, and high main reservoir pressure would result. Q. What causes a strong waste of steam from one drip pipe, while at another there will be very little, if any? A. This depends on the condition of the steam valve; it is the steam that leaks past the collar of the steam valve that escapes through the drip pipe. Q. What is the normal position of the governor? 15 A. Open. Q. If the casing around the piston becomes worn the piston will occasionally stick. How would you get it loose ? A. Tap the governor or pipe; this will jar it loose. Q. Explain the operation of the governor in normal and closed positions. A. In normal position the steam valve is open; the pin valve is seated, the adjusting spring is holding the diaphragm down; steam is passing to the pump and main reservoir air is under the diaphragm. As soon as the main reservoir pressure is raised to slightly greater than the tension of the adjusting spring the diaphragm is raised, which unseats the pin valve, and main reservoir air passes down over the pin valve seat on top of the governor piston, forcing it down, which forces the steam valve to its seat, shutting off the steam from the pump. It will stand this way only as long as the main reservoir pres- sure is strong enough to keep the diaphragm raised. Just as soon as the main reservoir pressure is weakened the ad- justing spring will expand, force the the diaphragm down, seat the pin valve. The air that is above the governor piston will escape through Port C, which is open to the atmosphere at all times; the piston spring will lift the piston, which will unseat the steam valve, and the pump will start again. Q. To adjust a governor for higher pressure remove the cap nut, screw the adjusting nut down; for a lighter pressure screw it up. Q. Does the air pass through a strainer to enter the governor? A. Yes. Q. If this strainer should close up, what would be the result? A. High main reservoir pressure. AUTOMATIC BRAKE VALVE. G-6 Brake Valve. Q. How many valves are there in the G-6 brake valve? A. Two. Q. Name them. A. Rotary and equalizing discharge valve. 16 Q. What is the rotary valve's duty? A. To register the various ports with the ports in its seat. Q. What is the duty of the equalizing discharge valve? A. In making a service application of the brake it auto- matically controls the flow of air from the train pipe to the atmosphere. Q. With the G-6 brake valve on lap position, what pres- sure does the rotary valve divide ? A. Main reservoir pres- sure, train pipe and equalizing pressure. Q. With the G-6 brake valve on lap, what pressure does the equalizing discharge valve separate? A. The train pipe and equalizing pressure. A. All ports are closed, With brake valve handle in serv- Q. What is the duty of the brake valve? A. It is a me- chanical device by which the brakes may be applied and released. Q. How many positions has the G-6 brake valve? A. Five. Q. Name them. A. Release, running, lap, service and emergency. Q. To start the pump with the brake valve handle in re- lease position, how will the pointers on the gauge raise, and where will they stop? A. In release position the ro- tary valve opens direct communication between the main reservoir and train pipe, and both pointers will raise to- gether and stop at 100 lbs., if the governor is set at 100 lbs. Q, How will the gauge pointers raise with brake valve handle in running position ? A. This being the indirect way, by way of the feed valve, the red pointer will raise about 8 lbs.; then the black pointer will start and follow about 8 lbs. behind the red pointer and stop at 70 lbs.; the red pointer will stop at 100 lbs. Q. Why is this? A. It takes about 8 lbs. to operate the feed valve. Q. How will the pointers raise with the brake valve on lap? A. The red pointer will raise and stop at 100 lbs. 17 The black pointer will stay at 0. Q. To start the pump with brake valve handle in serv- ice or emergency positions, how will the gauge pointers raise? A. The same as on lap position. Q. Why is this? A. Because with the brake valve han- dle in either lap, service or emergency position you are gaining main reservoir pressure only. Q. Of the five positions of the automatic brake valve, in how many positions is the rotary valve used alone? A. Three; release, lap and emergency. Q. In the other two positions, what valves are used with the rotary valve? A. In running position, the feed valve. In service position the equalizing discharge valve is used, Q- What pressure is always on top of the rotary valve? A. Main reservoir pressure. Q. With the G-6 brake valve handle in release position, air is passing through from where to where? A. From the main reservoir to the train pipe; from the main reser- voir to equalizing reservoir through Ports G and E, and to the atmosphere through the Warning Port R. Q. In running position, air passes from where to where? A. From the main reservoir through the feed valve into the train pipe; from the train pipe to Chamber D, and the. equalizing reservoir. Q. On lap position, air passes from where to where? A. All ports are closed. Q. With brake valve handle in service position, air passes from where to where? A. From Chamber D to the atmos- phere through the preliminary exhaust port, and from the train pipe to the atmosphere past the equalizing discharge valve. Q With brake valve handle in emergency position, air passes from where to where? A. Fr m the train pipe direct to the atmosphere by way of straight exhaust, and from the equalizing pressure to the atmosphere through Port E, and straight exhaust. 18 Q. Is the equalizing* reservoir connected to Chamber D at all times? A. Yes. Q. Why is this reservoir attached to Chamber D? A. To enlarge Chamber D volume, giving a larger volume to draw from when applying the brake in service. Chamber D vol- ume of itself is too small to make a gradual reduction from. Q. To what volume does the equalizing reservoir raise Chamber D volume to ? A. The standard equalizing reser- voir is 10x14 ^ inches and increases the volume of Cham- ber D pressure to 800 cubic inches. Q. How many ways does the air pass from the main reservoir to the train pipe? A. Two. Q. Name them. A. Direct, with the brake valve in re- lease position; indirect, with the brake valve in running position by way of feed valve. Q. If we apply the brake with a service reduction of 8 or 10 lbs., and soon we hear the brakes releasing, is the trouble in the brake valve? A. It may be that the rotary valve or gasket is leaking, or there may be an auxiliary leak. Either of these defects would release the brakes. Q. How can we tell where the trouble is? A. Apply the brakes again and watch the train pipe gauge pointer. If it raises the rotary valve or gasket is leaking. If the pointer stands still it's an auxiliary leak. Q. In all, how many brake valves are used on P. R. R. engines ? A. Four in all. Q. Name them. A. G-6 and H-6 automatic, SWA and S-6 straight air. DUPLEX PUMP GOVERNOR. automatic brake valve and S-6 straight air brake valve ex- plained in E T-6 equipment. STRAIGHT AIR BRAKE VALVE. S, W A. Q. What is the letter of this valve ? A. S W A. Q. How many valves are used in connection with the 19 straight air brake? A. Four. Q. Name them. A. Reducing- valve, brake valve, double- seated check valve and safety valve. Q. How many valves are there in the brake valve? A. Two. Q. What are they called? A. Application and exhaust valve. Q. How are these valves operated? A. By a shaft to which the handle is attached. Q. What kind of seats do the application and exhaust valve have? A. Leather seats. Q. How many positions has the straight air brake valve ? A. Three. Q. Name these positions. A. Release, application and lap. Q. In application position, if the exhaust valve is leaking, where will the blow occur ? A. At the brake valve exhaust. Q. When in release position, if the application valve is leaking, the blow will be where? A. At the brake valve also. Q. For what service was the straight air brake designed? A. For shifting service. Q. Why for shifting service? A. To get a brake that can be applied and released quickly. Q. Where is the safety valve located? A. At the brake cylinder. Q. What is the safety valve set at? A. 53 lbs. Q. Where is the double-seated check valve located? A. At union of air pipes leading to the brake cylinder. Q. What would cause a blow at the triple exhaust, when the straight air brake is applied? A. The double-seated check valve would be leaking at the automatic side. Q. If a blow occurs at the exhaust of the straight air brake valve, when the brakes are applied automatically, where is the trouble? A. The double-seated check valve is leaking at the straight air side. 20 Q. What kind of seats has the double-seated check valve ? A. Leather. Q. Why? A. Being near the main reservoir they would naturally come in contact with oil, and rubber will not year in oil, so leather seats are used. Q. Was the straight air brake intended to be used on other than shifting engines? A. Yes; it may be used to good advantage in either freight or passenger service. Q. How could you cut out a straight air brake? A. The reducing valve has a cut-out cock. If closed will cut out the brake. If a C-6 reducing valve is used slack the ten- sion on the adjusting spring to allow the regulating valve to seat; that will cut the brake out. Q. Having the automatic brake applies and you desire to keep the slack bunched, when would you apply the straight air brake? A. Just before releasing the automatic brake. Q. Can the straight air brake be applied after a partial application of the automatic brake? A. Yes. Q. With the straight air brake fully applied, can the brake cylinder pressure be raised by applying the automatic brake? A. Yes; the brake cylinder pressure can be raised, but the safety valve will blow to the atmosphere all pres- sure above 53 lbs. Q. After applying the straight air brake partially, what may prevent the straight air from releasing? A. An ap- plication of the automatic brake may reverse the double- seated check valve and the straight air cannot release. Q. Where is the reducing valve located? A. On a line of pipe leading from the main reservoir to the brake valve. Q. What is the reducing set at? A. 45 lbs. PRESSURE. Q. How many pressures are used with a complete quick- action brake? A. Six. Name the pressures. A. Atmosphere, main reservoir, train pipe, auxiliary reservoir, brake cylinder and equaliz- ing reservoir pressure. 21 Q. What pressure does each pressure contain per square inch? A. In passenger service, pressure per square inch: Atmosphere 14 7-10 lbs. Main reservoir 140 lbs. Train pipe 110 lbs. Auxiliary reservoir 110 lbs. Equalizing reservoir 110 lbs. Brake cylinder pressure equalized at about 58 lbs. In freigh service: Atmospheric pressure 14 7-10 lbs. Main reservoir 100 lbs. Train pipe 70 lbs. Auxiliary reservoir 70 lbs. Equalizing reservoir 70 lbs. Brake cylinder pressure equalizes at 50 lbs. Q. The pressures extend from where to where, and what are they used for? A. Main reservoir pressure extends from the discharge valves of the air pump to the rotary valve of the automatic brake valve, and is used to charge and recharge the train pipe; operate the straight air brake; operate the pump governor, sander, and red hand on the gauge. Q. Train pipe pressure ? A. Extends from the feed valve to the face of the triple piston and is used to charge the auxiliary reservoir apply and release the brakes. Q. Auxiliary reservoir pressure? A. Extends from the back of the tripple piston to the slide valve, and is used to supply the brake cylinder, to apply the brakes. Q. Brake cylinder pressure? A. Extends from the trip- ple slide valve to the tripple exhaust, or retaining valve. Q. Equalizing reservoir pressure? A. Extends from Chamber D in the automatic brake valve to the black pointer on the gauge, and is used to draw from to start the brakes to apply in service. Q. What causes the air brake to operate? A. A varia- tion of pressures. 22 SLIDE VALVE FEED VALVE. Q. Where is the feed valve located with the quick-action or G-6 brake valve? A. Attached to the brake valve. Q Where is the feed valve located with the E T-6 equip- ment and H-6 brake valve? A. On a pipe leading from the main reservoir pipe to the automatic brake valve. Q. What is the feed valve's duty? A. To control the train pipe pressure. Q. What are the essention parts of the feed valve? A The supply valve, supply valve piston, regulating valve, regulating spring, diaphragm, supply vaive and piston spring. Q What is the normal position of this valve ? A. Closed. Q. When open, how does air get into the train pipe ? A. Both direct and indirect. Q. How many parts has the feed valve? A. Two; a supply part and a regulating part. Q. If a supply piston spring was weak or broken, what would occur? A. Main reservoir and train pipe pressures would equalize. Q. If the regulating valve could not seat, what would occur? A. The supply valve would not go to normal posi- ton, and main reservoir and train pipe pressures would equalize. Q. If the regulating valve was closed, what would occur? A. If the pressure in the train pipe was light the supply valve piston would move toward Chamber E, but would quickly return to normal position, cutting the feed valve out of service. Q. What effect would a leaky supply valve have? A. Overcharge the train pipe. Q. A leaky cap nut would do what ? A. Overcharge the train pipe. Q. What effect would a leaky feed valve gasket have, if leaking between the ports? A. Equalize main reservoir and train pipe -pressures. 23 Q. If with the automatic brake valve handle in running position the train pipe pressure runs too high, where would you look for the cause? A. In the feed valve. Q. If with the automatic brake valve handle in running position you get no train pipe pressure, where would you look for the trouble ? A. In the feed valve. Q. Is there any difference in the B-6 and C-6 feed valve? A. They are the same, except that the B-6 feed valve has a thumb wheel attached to the tension nut by which the feed valve may be quickly adjusted for either low or high train pipe pressure. Q. Explain the operation of the feed valve. A. With the automatic brake valve handle in running position main reservoir air passes through Port F in the rotary valve and through a passage leading to the feed valve. On entering the feed valve it forces the supply piston back, which takes with it the supply valve, uncovering Port B in the slide valve seat, and main reservoir pressure flows direct into train pipe; at the same time main reservoir air is leaking past the supply piston into Chamber E, and through Port A past the regulating valve against the diaphragm and joins the air that is passing direct through Port B. This is the direct way. The direct way charges the train pipe. The indirect way shuts it off. As soon as the train pipe pressure becomes slightly greater than the tension of the regulating spring the diaphragm is moved back, compresses the regulating spring, which allows the regulating valve to be seated. This done the pressure in Chamber E will quickly equalize with main reservoir pressure, when the supply piston spring will expand, force piston and slide valve to normal position, shutting off the direct way and the train pipe pressure will be retained according to the tention of the regulating spring of the feed valve. TRAIN P A PE. Q. There is a pipe which extends the full length of each car, tender and engine, what pipe is it? A. The train pipe. 24 Q. What size pipe is it? A. l 1 /^ inches. Q. What is attached to each end of this piece? A. A sleeve. Q. Why is a sleeve attached? A. If the end of the pipe becomes damaged the sleeve may be easily replaced without interfering with the train pipe. Q. Are there any cut-out cocks on this pipe? A. Yes; one on each end. Q. What kind of cocks are they? A. Angle cocks. Q. Why do we call these angle cocks? A. Because they are cast in an angle. Q. To what is the hose connected? A. To the angle cock. Q. If the hose couplings leak, how can it be remedied ? A. Drive a thin wooden wedge behind the lugs of the coupling. Q. Are there any pipes branching from the train pipe on a freight car?. A. Yes; one. Q. Where does it lead to? A. To the tripple valve. Q. What size is the branch pipe? A. One inch. Q. Is there a cut-out cock in the branch pipe? A. Yes. Q. What size is the cut-ou' cock. A. % of an nich. Q. What is the cut-out cock used for ? A. To cut out the brake if it becomes defective. Q. How would you proceed to cut out a defective brake? A. Close the cut-out cock in the branch pipe; drain the auxiliary reservoir. Q. Why drain the auxiliary and card it? A. To prevent the brake from leaking on. Q. If the trouble is in the triple valve, auxiliary or brake cylinder, what color card would you use? A. Ma- nilla — a light card, properly filled out, stating the defects. Q. If the train pipe or branch pipe between the train pipe and the cut-out cock was broken, what color card should you use? A. A red card, properly filled out, stat- ing defect. 25 Q In either case, where should the card be placed? A. Fasten to branch pipe close to the cut-out cock. Q Why fasten to branch pipe near cut-out cock? A. At that point it is most likely to be seen, and a trainman or inspector going over a train can quickly see why the brake is cut out. Q. How many branch pipes lead off from the train pipe on a passenger car? A. Two. Q. Where do they lead to? A. One to the triple valve and one to the conductor's valve. Q. Is there a cut-out cock in the branch pipe leading to the Conductor's valve? A. No. Q. On some Pullman and on private cars are there more than two branch pipes leading from the train pipe? A. Yes; some Pullman and private cars have three branch pipes; one leads to the triple valve and one to a Con- ductor's valve on each end of the car. Q. Why are such cars equipped with two Conductor's valves? A. To avoid running a line of cord through the car. Q. How many branch pipes lead from the train pipe on engine and tender? A. Three. Q. Where do they lead to? A. One to the automatic brake valve; one to the triple valve on the engine and one to the triple valve on tender. Q. Do these branch pipes have cut-out cocks? A. There is a cut-out cock located in each branch pipe leading to the tripple valves, and if the Westinghouse cut-out cock is used, it is located in branch to the brake valve; but if the P. R. R. cut-out cock is used, it will be located in the main reservoir pipe; then there will be no cut-out cock in the branch pipe leading from the train pipe to the automatic brake valve. Q. If the branch pipe on a passenger car breaks between the train pipe and the cut-out cock, how will you fix it with the least detention? A. Take the piece of pipe next to the 26 triple valve, reverse it, fasten it into the train pipe. Be sure the cut-out cock is closed, bleed the auxiliary and go ahead. Q. How about the carborater lights? A. If the non- return check seats properly, the lights will burn for four hours. I know of no way to charge the carborator tank. Q. If the train pipe is broken on a passenger car, how can you arrange to supply the cars back of it with air? A. Couple the train pipe and air signal hose together, and pass the air to the cars in the rear through the signal pipe. Q Can you couple the signal hose and train pipe hose with your hands? A. No; they must be drove together. The air signal hose coupling is smaller than the train pipe hose coupling. Q. Why is one coupling made smaller than the other? A. To prevent mistakes being made in coupling up the wrong hose when trainmen are making up trains. Q. If a car has a broken train pipe so as it could not be used, how would you arrange to take the car along in the train? A. Drill it in on the rear end. Q Before placing the car on the rear end, what would you look for? A. See that the car has a good hand brake. Q If it does not have a good hand brake, what will you do with it? A. Place a car behind it that has a good hand brake. Q Would you couple the hose on the front end of the defective car? A. Yes; close the angle cock on the front end of the defective car; couple the hose and turn the air in. Q Why would you do this? A. If the defective car should break off, it would apply the brakes on the train. If it is a passenger car, the signal hose must be coupled up; then if the car breaks off at that point, there will be one long blast of the signal whistle. Q. Does the train pipe air pass through any strainers 27 before it ranches (he triple valve? A. Yes; two. Q. Whei a e they located? A. One at the union of the branch pipe, the other at the triple valve. Q What must be done at the end of the trip, when you couple air hose and signal hose together? A. It must be reported the couplings being of different sizes, will be damaged and may have to be replaced. TRIPLE VALVES. Plain Triple Valves. Q. How many kinds of triple valves are used? A. Two. Q. What are they? A. Plain and quick action. Q. How many operative parts has the plain triple? A, Three. Q. Name them ? A. Triple piston, graduating valve and slide valve. Q. What is the duty of the triple valve? A. To con- trol the flow of air to and from the auxiliary reservoir -o and from the brake cylinder, to apply and release the Drakes. Q. How many positions has the plain triple ? A. Four. Q. Name the positions? A. Release, service, lap and emergency. Q What is the duty of the triple piston r A. To open and close the train pipe, feed port, seat and unseat the graduating valve and move the slide valve. Q. How many square inches has the front of the triple piston ? A. Nine square inches. Q. What pressure is in front of the triple piston? A. Train pipe pressure. Q. What pressure is back of the triple piston? A. Auxiliary reservoir pressure. Q. When the pressures are equalized and a train pipe reduction is made, what is the first thing the triple piston does when it moves? A. Closes the train pipe feed port and unseats the graduating valve. Q. After the piston has closed the feed port and unseated 28 thi graduating valve, is the brake applying? A. No; not until the slide valve is moved to register its service port with the port in its seat. Q. Then the triple piston has three duties to perform? A. Yes; it closes the feed port, seats and unseats the grad- uating valve and moves the slide valve. Q. What is the duty of the graduating valve? A. The graduaitng valve is only used in making a service applica- tion of the brake, and its duty is to automatically measure the flow of air from the auxiliary reservoir to the brake cylinder. Q. What is the duty of the slide valve? A. Its duty is to register its ports with the port in its seat. Q. What port does it register in applying the brake? A. Port that communicates the auxiliary reservoir and brake cylinder pressures. Q. What port does the slide valve register in releasing the brake? A. It registers the brake cylinder to the atmosphere by way of a groove in the slide valve. Q. What is the letter of the old style triple valve? A. H. 24. Q. Where are they usually fund? A. On small cars and small tenders. Q. Where is the cut-out cock located on the old style plain triple? A. In the body of the triple. Q. How many positions has the handle of the cut-out cock? A. Three; straight air, automatic and cut-out. Q. Explain the positions? A. Handle perpendicular in line with pipe for straight air; horizontal cross ways of pipe for automatic, and half way between perpendicular and horizontal to cut-out. Q. If with the cut-out cock in cut-out position a blow occurs at the triple exhaust, what causes it? A. The cut- out cock is leaking. Q. To apply the brakes, then cut-out a brake with the old style plain triple, can the brake be released by bleed- ing the avxih'ary reservoir? A. No. Q. How rouid the brake be released? A. Cut in, release the brakes in the usual way, then cut-out. Q K w many kinds of plain triples are M use? A. Two. Q. What are they? A. The old style H. 24, with the cut-out cock in the body of the valve, and can be used in either straight air or automatic, and the improved plain triple with the cut-out cock in the branch pipe. This is the F. 46 triple and can be used in automatic only. Q. Is there any difference in the old style and the im- proved plain triple aside from the cut-out cocks? A. The only difference is the improved plain triple is larger. It has the same operative parts and the same positions as the old style triple. Q. Where is the improved plain triple always found? A. On driver brakes on an engine. Q. Why are plain triples used on driver crakes ? A. The P. R. R. does not want a high brake cylinder pressure on the driver brakes. Q. With an old style triple on tender cut in for straight air, and an improved plain triple on driver brace, how would it work? A. With automatic brake valve handle in release or running position, the engine brake will be re- leased and the tender brake applied. In emergency position the engine brakes will be applied and the tender brakes will be released. The old H. 24 will work in harmony with any other triple valve if cut in for automatic; but on the P. R. R. its becoming to be a thing of the past. Q While a plain triple has an emergency position, can we get an emergency application of the brake with a plain triple? A. No; while the triple piston and slide valve Loth stop in the emergency position, when a quick, sudden train pipe reduction is made, and the slide valve clears the port in its seat, it opens direct communication between the auxiliary and brake cylinder through a larger port than the service port in the slide valve, hence with the standard 30 5-inch driver brake piston travel, we get a full equaliza- tion of auxiliary pressure in the driver brake cylinder which is 50 lbs. per square inch, from a 70-lb. train pipe pressure. The only difference between a full service and an emergency application, we get the brake applied a little quicker in the emergency, but not any harder. Q As the triple piston responds to a train pipe reduc- tion, and moves out bringing with it the slide valve, what slops it? A. The graduating stem. Q What holds the graduating stem to its place ? A. The graduating spring. Q. What tension has a freight graduating spring? A. About three pounds. Q Describe a freight graduating spring? A. It is made of piano spring steel or bronze wire, 16 coils, 23^ inch free heights, 29-62 inside diameter. Q. The graduating spring in a passenger triple is what? A. Is made of piano spring steel wire 48-1000 of an inch in diameter, 13 1^ coils — 234 free heights and 29-62 inside diameter with a tension of about 5 lbs. Q. Why is a passenger graduating spring heavier than a freight? A. On account of being used on short trains. Q. We say the knob on the triple piston came against the graduating stem and was stopped. How long will it remain there? A. Until the auxiliary pressure is slightly reduced below the train pipe pressure. Q. What occurs then? A. The piston moves back and seats the graduating valve. Q. What position is this? A. Lap position. Q. How far does the piston move before the graduating valve is seated? A. 3-16 of an inch. Q. Then if a 5-lb. train pipe reduction is made, how much air will pass from the auxiliary to the brake cylinder ? A. Slightly more than 5 lbs. Q. To make a further reduction of 5 lbs. what parts of the triple valve will move? A. The piston will move out ?1 against the graduating stem again taking- with it the graduating valve, and more air will flow from the auxiliary into the Lrake cylinder. Q How long can we gain brake cylinder pressure by making light reductions ? A. Until auxiliary and brake cylinder pressure equalize. Q. Then a further train pipe reduction would be what? A. Would only be a waste of air. Q. The amount of train pipe reduction required to set the brakes full depends on what? A. The piston travel. Q. With the Standard 8-inch piston travel, what train pipe reduction is necessary to cause an equalization of pressure and set the brakes full ? A. 20 lbs. Q. What reduction is required to set the brakes full with 9-inch piston travel? .A. 25 lbs. Q. What will the auxiliary and brake cylinder pressure equalize at? A. 45 lbs. per square inch. Q. Why will the brake cylinder pressure be raised to an equalization of 50 lbs. from a 20 lb. reduction ? A. On account of the auxiliary reservoir being 21^ times the space in the brake cylinder with the proper piston travel? Q. What will a 6-inch piston travel equalize at? A. 52 lbs. Q. Do we get any higher brake cylinder pressure from an emergency application than from a full service applica- tion, using plain triple valves? A. Not any higher, but a little quicker. QUICK ACTION TRIPLE VALVES. Q. What are the names of the quick action tripple valves, generally used ? A. F. 36. Small freight triple. H. 49 large freight triple. F. 27 small passenger triple. F. 29 large passenger triple. Q. How can we tell a freight from a passenger tripple? A. Freight triple has two exhaust ports; a passenger triple has but one. Q. How can we tell a large freight triple from a small 32 freight tripple, they being near the same size? A. The F. 36, the small freight triple has two bolt-holes in the supporting flange and is used on 6 and 8-inch brake cylinder. The H. 49, the large freight triple, has two exhaust ports, and three bolt-holes in the supporting flange used on 10 and 12-inch brake cylinders. The F. 27 has one exhaust port and two bolt-holes in the supporting flange. The F. 29 has one exhaust port and three bolt holes in the supporting flange. The F. 27 and F. 29 are the small and large pas- senger triples. All quick action triples. Q, How many operative parts has a quick action triple valve? A. Six. — -> Q. How many operative parts has a quick action triple that are not in a plain triple? A. Three. Q. Name them. A. Emergency Piston, Emergency or rubber-seated valve and train pipe check valve. Q. Then the quick action triple has six operative parts? A. Triple piston, graduating valve, slide valve, emergency piston, emergency valve and train pipe check valve. Q. How many of these parts move in making a service application of the brake? A. Triple piston, graduating valve and slide valve. Q. Hew many of these parts are used in an emergency application of the brake? A. Five; the graduating valve is of no service in applying the brake in the emergency. Q, How many positions has the quick action? A. Four; the same as a plain triple. Q. Each operative part has a duty; the first three as explained in the plain triple. What s the duty of the emergency piston? A. To unseat the emergency or rub- ber-seated valve. Q What is the duty of the emergency valve? A. Its duty is to keep train pipe air out of the brake cylinder, when we want it out, and to let it in when we want it in. ' Q. The duty of the train pipe check valve? A. Its duty is *o prevent brake cylinder pressure from flowing into the 33 train pipe at any time when the train pipe pressure is below equalization, and in making an emergency applica- tion, the train pipe check valve should seat as quickly as the train pipe and brake cylinder pressure equalize. Q. We say emergency or rubber-seated valve, has the emergency valve a rubber-seat? A. Yes; it has a rubber seat. Q. How much higher brake cylinder pressure do we get with an emergency application than with a service applica- tion? A. 10 lbs. Q. In a full service application of the brake, we get an equalization of auxiliary pressure of 50 lbs. Where do we get the other 10 lbs? A. From the train pipe. Q. How dees it get into the brake cylinder? A. As the tripple piston moves the slide valve to emergency position, the removed corner of the slide valve uncovers the port leading down on top of the emergency piston and auxiliary air forces the emergency valve down from its seat the train pipe pressure will then lift the train pipe check valve and a flash of train pipe air will pass the train pipe check valve and emergency valve into the brake cylinder. Q. How long will trnin.pipe nir continue to flow into the brake cylinder? A. Until equalization occurs between the brake cylinder and train pipe pressures. I B .v ~ ! cng a tine is required for equalization? A. About three seconds to the 50th car in the train. Q Then we say we gel lbs. from the train pipe first; do we get auxiliary pressure in brake cylinder, too ? A. Yes; after getting 10 lbs. from the train pipe, wet get an equalization of auxiliary pressure from a 70-lb. pressure which builds the brake cylinder pressure to 60 lbs. per square inch Q. Then we get 60 lbs. brake cylinder pressure from a 70 lbs. train pipe pressure; what do we get from a 110 lbs. train pipe pressure? A. From 85 to 88 lbs. per square inch brake cylinder pressure. 34 Q. We say the train line check valve seats when train nove them to their normal position when equalization )ccurs between the auxiliary reservoir and brake cylinder. Q. How many ports are there in the slide valve? A. Two; the service and the emergency ports, ine and brake cylinder pressure equalize; where does the :mergency piston and emergency valve resume their normal position ? A. The spring- under the emergency valve will Q. Which of these ports is the larger? A. The service port. Q. Why is the emergency port smaller? A. To retard ;he flow of auxiliary air, which gives the train pipe air i chance to get into the brake cylinder first in making an emergency application of the brakes. Q. How long will it take to charge an auxiliary reservoir ifrom to 70 lbs. with a constant train pipe pressure of 70 lbs? A. From 1V 2 to 2 minutes. Q. Can 5 cars be charged as quickly as one? A. Yes. Q. Can 50 cars be charged as quickly as 5 cars? A. No; you cannot maintain the high train pipe pressure. If the pressure could be maintained on a 50-car train pipe, 50 cars could be charged as quickly as 5 cars. Q. Why does it take so long to charge an auxiliary? A. On account of the air having to pass through the small feed groove in the tripple bush. Q. Why is this groove made so small ? A. To cause a uniform recharge. Q. What size is the feed groove? A. Its the half of a circle of 148-1000 of an inch, and will feed at the rate of 1 lb. per second from a 70 lbs. pressure. Q. What would be the effect of a leaky graduating valve ? A. With tripple on lap, a leaky graduating valve would raise the brake cylinder pressure to equalization. Q. What would be the effect of a leaky check valve? A. Brake would leak off if applied in the emergency. 35 K TRIPLE VALVE. Q. How can you tell a K triple valve from other triples? k. By the fine cast on the back of the triple. Q. Will a K triple work in harmony with other triple calves? A. Yes. Q. Are K triples used in passenger service? A. No; they are freight triples. Q. To what quick action triples may a K triple be sub- stituted? A. The K-l triple may take the place of an F- 36 and the K-2 triple the place of an H-49. Q. By what other name are they known ? A. The H-l and H-2 Q. How are we to know these triples apart, one from the other? A. A K-l has two bolt holes in the supporting flange, while the K-2 has three bolt holes in the support- ing flange. Q. Explain the difference? A. The F-36, K-l or H-l are small freight triples, each having two bolt holes in the supporting flange, used with the smaller freight auxiliary reservoir, and an 8-inch brake cylinder. The H-49, K-2 or H-2 has three bolt holes and may be used with the larger size auxiliaries and 10-inch brake cylinders. Q. How many operative parts has the K triple? A. Six, and retarding device. Q. Name them. A. Piston, graduating valve, slide valve, emergency piston, emergency valve and train pipe check valve. Q. How many positions has the K triple valve? A. Seven. Q. Name the positions? A. Release, retarded release, quick service, quick service lap, full service, full service lap and emergency. Q. What are the features claimed for the K triple over that of the quick action triple? A. Quick service, uniform release, uniform recharge and retaining feature. Q. Is there any difference between the K-l and the K-2 36 triple valves ? A. Yes • the K-l does not have the Port Y charging port; Port Y charging port is in K-2 triples only. Q. Explain how air passes through the K triple in full release position. A. The slide valve opens communication from the brake cylinder to the atmosphere, with a full exhaust and air passes through the feed groove from the train pipe to the auxiliary reservoir, and from the train pipe past the train line check valve, then through Prt Y and through a port in the slide valve into the auxiliary reservoir, thus feeding two ways- into the auxiliary. Q. In retarded release position? A. A groove bemg milled in the face of the slide valve, this groove being brought to register with the port leading from the brake cylinder to the atmosphere, thus the exhaust is retarded. While in this position the shoulder on the auxiliary side of the tripple piston is forming an air tight joint between the train pipe and the auxiliary. "In this shoulder is a smaller Q. Are quick action triples satisfactory on train of over 50 cars? A. No. Q. Why? A. Too great a number of triples do not respond to a light reduction on a long train. Q. Will a greater per cent, of brakes be set with the K triples? A. Yes. Q. Why? A. As each K-2 triple vents train pipe air to the brake cylinder, this assists the train pipe reduction on the following triple. Hence the effect of a light re- duction will be greater on the rear of a long train than could be caused by the same train pipe reduction when equipped with the old style triples, and a greater number of brakes will be set. Q. In releasing the brakes on a 50-car train, about how many triples will go to retarded position? A. About 30. Q. What other advantage is there by a slow recharge on the triples that have gone to retarded release position? A. It causes a higher train pipe pressure to be built up on the 37 rear end of the train and insures a more prompt release of the brakes. Q. Why can the pressure not be raised on the rear end of a train as quickly as on the front end, having a large main reservoir volume? A. On account of the crooks and bends in the train pipe and hose connections which cause a fric- tional resistance. Q. Would the blow at the train pipe exhaust be as long with a train of K triples as with the old style triples? A. No; with the K triple each triple vents a portion of the train pipe air to the brake cylinder which will decrease the train pipe exhaust about one-half on a long train. Q. With an emergency application, what brake cylinder pressure do we get with the K triple? A. About 60 lbs. per inch. Q. Does the K triple apply the brake quicker and harder than the quick action triple? A. Yes; about 50 per cent quicker, and 30 per cent, harder from a high service re- duction. Q. How long a time is required to apply the brakes in the emergency on a train of 50 cars? A. About three seconds. Q. Can you release the brakes after an emergency ap- plication the same as after a service application? A. Yes; but owing to the low train pipe pressure, it will take longer. Q. Has the graduating spring the same strength as the retarding spring? A. No; the retarding spring is the heavier and stronger. K TRIPLE VALVE DEFECTS. Q. What is usually the cause of troublesome triples? A. Tripples become dirty or dry. Q. What effect will a leak in the auxiliary have? A. With brakes released it is a waste of air; with brakes applied it will release them. Q. If the emergency valve or train pipe check valve 38 gasket is leaking, will it cause a blow at the triple exhaust tvhile the brakes are applied? A. No. Q. What will such a leak cause? A. It will cause the brake cylinder pressure to build up to an equalization of train pipe pressure. Q. If an auxiliary leak causes a blow at the triple ex- haust, will it blow when the brakes are applied? A. A leaky slide valve will sometimes cause a blow when the brakes are applied, but a leaky gasket for an auxiliary tube will not cause a blow at the triple exhaust when the brakes are applied. Q. Why do some brakes not apply when a light reduc- tion is made? A. Some tripples being dirty or dry which causes undue friction, thus not being sensitive to a light reduction and the auxiliary pressure leaks back into the train pipe, or the brake cylinder piston may not be moved far enough to close the leakage groove. Q. What parts of a triple will cause an auxiliary leak? A. Body gasket, slide valve or auxiliary tube . Q. What will cause a train pipe leak through the triple valve? A. The train pipe check valve gasket or emergency valve. Q. If a blow occurs at the tripple exhaust, how can you tell if it is an auxiliary or a train pipe leak? A. By closing the cut-out cock and wait a moment. If the brake that is cut out applies of its own accord and the blow stops, it is a train pipe leak. But if the brake does not apply, it is an auxiliary leak and the blow will not cease. Q. Will a leaky auxiliary tube apply or release the brakes? A. It has a tendency to release the brakes. Q. Occasionally you notice a buzzing sound within a triple valve. What causes it? A. It is caused by the train pipe check valve lifting and seating in rapid suc- cession caused by an auxiliary leak or by the emergency valve being unseated. A jar on the side of the valve body will often seat the emergency valve and the noise will stop. 39 Q. What effect will a bad piston packing ring have? A. If the packing ring fits loosely in the bush, it has a tendency to not respond to a light reduction, back in a long train, or if applied, it may not release. Q. Is undesired quick action caused by dry or gummy tripples? A. Yes; a dry or gummy tripple is not sensitive, and a light reduction will only move the piston part way between release and service positions; then a second re- duction will cause a sufficient difference in pressure to move it, and it is forced to emergency position. Q. What effect would a broken or weak retarding spring have? A. It would allow the piston to go to retarded re- lease position every time the brakes were released, causing a very slow release of that brake Q. Why does the K triple go to full release sometimes and retarded release at other times? A. By building up the train pipe pressure slowly, the triple piston will stop in full release postion; but by building it up quickly, the piston will be forced to retarded release, position. Q. If you had an engine and a few cars doing some shifting work, how could you release the brakes promptly to make quick moves ? A. In releasing the brakes, move the brake valve handle to running position, not to release position. Q. How long does it take to charge an auxiliary reservoir vnth a K triple valve in retarded release position? A, About 250 seconds. Q. How long does it take with a K triple in full release position? A. About 70 seconds. PISTON TRAVEL. Q. What is the proper piston travel on cam driver brakes from Wz to 3 inches? A. Equalized driver brakes from 4 to 6 inches, engine truck brake from 5 to 7 inches, tender brake from 6 to 9 inches, freight car 7 to 9 inches, pas- senger car (steel wheels) 6 to 9 inches, cast-iron wheels 7 to 9 inches. The piston travel on freight cars by special 40 instructions, is 5 to 7 inches. Q. If the piston travel measures 8 inches standing, what will it measure running? A. 9% to 10 inches. Q. In applying the brakes having proper piston travel, what stops the brake cylinder piston from going against the cylinder head? A. The shoes against the wheels. Q. What stops the piston if it has a very long travel? A. The non-pressure head of the brake cylinder. Q. Would this be a holding brake? A. No; the shoes may not be couching the wheels. Q, Why is the leakage groove in a brake cylinder? A. To allow any air that may leak into the brake cylinder to escape by the piston and not set the brakes. Q. How long is the leakage groove? A. SV4, inches Q. If the brake piston only travels 3 inches, would this be a holding brake? A. No; the air would pass around the piston through the leakage groove, and the brake would not apply at all. HIGH SPEED BRAKE Q. What is meant by hingh speed braT^e? A. Higher pressure. Q. Is there any material change in the system required to get this high pressure? A. No. Q. How can we convert a low speed brake to a high speed brake? A. By setting the pump governor to carry 140 lbs. main reservoir pressure, set the feed valve to carry 110 lbs., trainpipe pressure, and attach an automatic reducing valve to each brake cylinder. Q. What is understood by high speed brake? A. The primary feature is an emergency brake. In how much shorter distance can a train running 60 miles per hour be stopped with a high speed brake than with a low speed brake? A. With an emergency applica- tion of a high speed brake, a swift running train can be brought to a stand still in about two-thirds of the dis- tance, or about 30 per cent quicker than with a low speed 41 brake. Q Has it any other advantage? A. \*3s; with 110 lbs. train pipe and auxiliary pressure, it enables two or three service applications without recharging*, and have auxil- iary pressure for an emergency application if desired. Q With a high speed brake what pressure do we get in the brake cylinder from an emergency application? A. With the proper piston travel we get 88 lbs. per inch. .) With a heavy application why do we get only 60 lbs. brake cylinder pressure? A. The automatic reducing value is set at 60 lbs. and will vent all pressure above 60 lbs. to the atmosphere. Q. Explain why a brake cylinder pressure of 88 lbs. per inch dees not slide the wheels? A. It is I'most impossible to slide a wheel revolving at high speed. The 88 lbs. pres- sure is applied when the speed is the highest as the speed is being reduced, As the speed is being reduced the re- ducing valve is also reducing the brake cylinder pressure; and as the friction is becoming greater between the shoe and the wheel, the speed and pressure are both reducing the train will stop with a 60-lb. brake cylinder pressure. Q. Do we get any higher brake cylinder pressure from a 10-lb. train pipe reduction, from a 110-lb. train pipe pres- sure than from a 70-lb. train pipe pressure? A. No; may get it quicker, but not heavier. You take a pound of sugar from a bucket — you have a pound. You take a pound of sugar from a barrel and you have just one pound. Q. Is the high speed used in all kinds of service? A. No; in passenger service only. Q. Why is the brake cylinder pressure not; reduced below 60 lbs.? A. Because the automatic reducing valve is set at 60 lbs. Q. How long will it take the reducing valve to reduce the cylinder pressure from 88 to 60 lbs.? A. From 18 to 26 seconds. Q. Is it a speed reducer or a time reducer? A. A time 42 reducer. Q. Are we allowed to use high pressure on engine ten- der or cars not equipped for it? A. No. Q. Could we use the emergency at low speed? A. No; we would slide the wheels, and sliding of wheels are not hold- ing wheels. We would get better results by making a ser- vice application. HIGH PRESSURE CONTROL (Or Schedule U.) Q. What is meant by high pressure control ? A. A sys- tem which can quickly be changed from iow to high pres- sure. Q. Is it a freight or passenger equipment ? A. For freight only, used on mountain, or on roads where very heavy loaded cars are taken down steep grades. A device designed especially for heavy trains. Q. May the modern brake be modified to be used as a schedule U? A. Yes. Q. What apparatus is necessary to attach to the modern brake to have a Schedule U ? A. Reversing cock and bracket, two feed valves, a duplex pump governor and a safety valve attached to each brake cylinder. Q. What pressures are used and how are they gained? Al. As each road may have a standard of its own, the pres- sures may vary; so we say we adjust one governor top to LOO lbs. and one feed valve to 70 lbs. This will be the con- nection for the lew pressure, with the reversing cock handle to the left. The other governor top we adjust to 130 lbs. and the other feed valve to 100 lbs. This is the connection for the high pressure with the reversing cock handle to the right, so you can quickly change the pressures from low to high, or from high to low. Q. How does it operate? A. On roads that are partly level and partly mountainous, carry the nandle of the re- versing cock to the left while running on the level. This will give you 100 lbs. main reservoir pressure and 70 lbs. 43 train pipe pressure. Before descending a grade (giving sufficient time to charge the auxilliaries ^rom 70 to 100 lbs.), turn the handle of the reversing cueK to the right. This will cut out the low pressure governor top and low pressure feed valve, and cut in the high pressure gover- nor and feed valve. This will give you a main reservoir aressure of 130 lbs. and a train pipe pressure of 100 lbs. Q. How can the two feed valves be attached to the Drake valve? A. The two feed valves are atached to the reversing cock bracket and piped to bracket attached to :he brake valve. Q. By changing the reversing cock, does it change the feed vslve? A. It changes from one to the other. Q. Does the Schedule U require any change in the equip- ment on the cars? A. No. Q. What would happen if the reversing cock should leak? A.. The pressures would vary and interfere with the use 5f the brake. Q. Is there danger of heating the tire or sliding wheel s when the brake cylinder pressure is built up high? A. No; Ihe safety valve attached to the brake cylinder will take care cf the high pressure. Q. If you have a few light cars in the train would you use the high pressure on them, or would you use the low pressure? A. Cut the brakes out on the light cars and use the high pressure. Q. Can the high pressure control, or Schedule U be used on any railroad? A. Yes; and it is speedily being adopted by the various railroads throughout the country. RETAINING VALVES. Q Why are retaining valves used? A. ^o retain a cer- tain amount of pressure in the brake cylinders while re- charging the auxilliary reservoirs when decending heavy grades. Q. Has the retaining valve any other features? A. It gives increased brake cylinder pressure higher braking 44 r>ower and insures more safety in handling trains on heavy grades. Q. To what is the retaining valve attached? A. Attached to a pipe leading from the exhaust port of the triple valve. Q Where is it located? A. At the end of a car near the brake wheel. Q Why is it located there? A. For convenience to train- men. Q How many styles of retaining valves are in general use? A. Two. Q Nrma ham. A. The two position, 15"' retainer and the three position, 25 and 50" retainer. Q When the handle of the 15-lb. retainer stands hori- zontal, what number of pounds will it retain in the brake cylinder from a full service application of the brake? A. Id lbs. Q. W^hat sized brake cylinders is the 15-lb. retainer used with? A. 6, 8 and 10-inch cylinders. Q. What sized cylinders is the 25 and 50-lb. | retainer used with? A. 10, 12, 14 and 16-inch cylinders. Q. What grade should the 50-lb. retainer be used on? A. On grades of not les that 2%% and then on heavily loaded cars only. Q. Are there any grades on the main line of the Pitts- burgh division of the P. R. R. where 50-lb. retainers could be used? A. Between Gallitzin and Altoona, on the east slope of the Alegheny mountains. Q. Are there any branches belonging to the Pittsburgh division where 50-lb. retainers could be utsed? A. Dunlo to Lovett, Salix to Lovett, and on the Brilliant and Yougb branches. Q. How does a retaining valve operate? A. With a handle turned down, there is a clear exhaust through the retainer, and air from the brake cylinder can pass freely to the atmosphere. 45 Q. When the handle is turned up, does the air through a larger or smalled port? A. Through a smaller port. Q Where is the escape port located? A. In the retainer cap. Q. Is the escape port of the same size in all retainers? A. No; the 15-lb. retainer escape port is 1-16 of an inch in diameter. The 25 and 50-inch retainer has a 1-8 inch port. Q.. With these small escape ports, to make a full service application and release, how long will it take for the brake cylinder pressure to reduce down to the limit of the weighted valve? A. From 30 to 50 seconds. Q. With a 3-position retaining valve, how must the handle be to retain a 25-lb. pressure in the braise cylinder? A. Horizontal; an angle of 90%. Q. To retain a 50-lb. brake cylinder pressure? A. Half way — an angle of 45%. Q. To apply the brakes, turn up the handle of the re- tainer, then release the brakes; in a few minutes, turn the handle down. But you hear no exhaust iV.in the retainer. What is the trouble ? A. A leak in the brake cylinder or re- tainer pipe. Q. On what class of cars does this most frequently occur ? A. On refrigerators where salt water comes in contact with the retainer pipe. Q. If with the handle turned down the brakes fail to re- lease, where would you look for the trouble? A. The ex- haust port in the retainer may be stopped up. Q. If there is a constant leak at the retainer, where would you find the cause? A. In the triple valve — the emergency valve being unseated — leaky slide valve or leaky gasket, either of these would cause a leak at the retaining valve. AIR SIGNAL SYSTEM Q. How many pipe lines are there on a passenger car? A. Two. 46 Q. What line of pipes are they? A. Train and signa iipe. Q. Are these pipe lines the same size? A. No; the trair. is P4 inch, and the signal is 7-8 of an inch. Q. Why is the signal pipe the smaller? A. It carries a smaller volume of air, and a blast from Uie car discharge valve will make a more sudden reduction than if the vol- ume was larger. Q. Are there any cut-out cocks located in the signal pipe? A. Yes; one at each end of the car. Q. What kind of cut-out cocks are they? A. Straight, plug cocks. Q. What pressure is carried in the signal pipe? A. 40 lbs. Q. What pressure is the 40-lbs. taken from? A. From main reservoir pressure. Q. What kind of a valve is used to reduce this pressure to 40 lbs.? A. A reducing valve; sometimes a C-6 reducing valve is used. Q. Where is the reducing valve located ? A. Usually in- side of cab to protect it in winter. Q. Will a reducing valve freeze up? Why? A. The re- ducing valve being located near the main reservoir where moisture is likely to work into it, it is liable to freeze up in severe winter weather. Q. Are there any other valves used on the signal system ? A. Yes; the signal valve and car discharge valve. Q. Where is the signal valve located? A. Uusally in- side of the engine cab. Q. Where is the car discharge valve located? A. Above the door under the hood. Q. What is the duty of the signal valve? A. It controls the flow of air to the whistle. Q. How many operative parts has it? A. Two; a rubber diaphragm and signal valve stem. Q. Describe the operation of the signal valve. A. Air 47 passes in at the top of the signal valve through a small port into Chamber A, above the diaphragm. Air also passes through a pasage in the body of the valve into Chamber B under the diaphragm. Chamber B has a larger volume than Chamber A. The signal valve is sealed. The valve stem is a neat fit for 1-32 of an inch only ai the top. The balance of the stem is milled out. The signal valve being charged up a reduction in Chamber A will allow Chamber B volume to raise the diaphragm which will unseat the valve stem, and air from chambers A and B will flow to the whistle and cause it to sound. Q. What causes the whistle to stop sounding? A. The same reduction that caused the whistle to sound caused the reducing valve to open, and the signal pipe is recharged which forces the diaphragm down ad seats the signal valve, thus cutting off the flow of air from the whistle. Q. If with the signal pipe charged at 40 lbs., but there is no air in the signal valve, where would you look for the trouble? A. The small port in the top of the signal valve is stopped up with dirt. Q. If the signal valve is charged, but the whistle will not sound, where is the trouble? A. The trouble is in the whis- tle. It may not be properly adjusted; something may be obstructing it, or a strong draft of air may be striking it. Q. If the conductor opens the discharge valve twice, and the whistle sounds but once, what is the trouble? A. The diaphragm stem is too neat a fit. Q. If the conductor opens the discharge valve once, and the whistle sounds twice, where is the trouble? A. The diaphragm stem is too loose. Q. If the conductor opens the discharge valve on the 5 car, but the whistle will not respond, he goes to the first sar, opens that discharge valve and the whistle will sound, what is wrong now? A. A baggy diaphragm in the signal /alve. Q. While riding in a passenger car you see the con- 48 ductor pull the signal cord, at the first puli you hear a strong blast of air at the valve; at the second pull the blast is small, at the third pull there is no blast. What is the trouble? A. The strainer at the union of the signal pipe and branch pipe is almost closed. Q. Will the whistle sound? A. No. Q, Why? A. There has been no signal pipe reduction. Q. If when releasing the brakes the whistle sounds, what causes it? A. The reducing valve is set too high. The signal pipe is overcharged. Q. While the engine is standing alone and occasion you hear a blast of the whistle, what is causing it ? A. Leaks in the signal line. Q, Is there a cut-out cock in the reducing valve? A. Yes; the main reservoir pressure may be cux, away from the signal system. Q. If you couple to a train, and in due time the inspector tells you there is no air coming back through the signal line, what would you do? A. Uncouple the signal hose between the tender and the first car. If there is no air pasing back through the signal pipe or tenuer, the cut-out cock in the reducing valve may be closed; but if the cut- cut cock is found to be open, stop the pump, drain thet main reservoir, uncouple the feed pipe to the reducing valve and you will find the feed port in the reducing- valve is closed with dirt. Q Hew many pipes lead from the signal pipe on an en* gine? A. One, which leads to the signal valve. Q, How many pipes lead off on a car? A. One, which leads to the car discharge valve. Q Is there a cut-out cock in the pipe leading to the signal valve? A. No. Q is there a cut-out cock in the pipe leading to the car discharge valve? A. Yes. Q. Name the operative parts of a car discharge valve. A. Discharge valve, spring and handle. 49 Q. How does it operate? A. The rope is atached to the handle; by pulling the discharge valve is unseated which al- lows signal pipe air to escape to the atmosphere, thus causing a reduction in the signal pipe. Q. How should the car discharge valve be operated? A. Pull the cord for one second; then let it be closed for three seconds before pulling it again. Q. Why let it be closed for three seconds between pulls? A. To allow the pressure to be equalized. SIGNALS. Q. What kind of signals are these? A. Communicating signals. Q. What does one blast of the whistle mean while the train is running? A. There is a brake sticking on the train. Q. Two blasts while standing? A. To start. Q. Two blasts while running? A. Stop ax once. Q. Three blasts while running? A. Stop at next station. Q. Three blasts while standing? A. Back the train. Q. Four blasts while running? A. Reduce speed. Q. Four blasts while standing? A. Apply the brakes; if rpplied, release them. Q. Five blasts while running? Increase speed. Q. Five blasts while standing? A. Call the flag. Q. When ready to leave a terminal and you would receive two blasts of the whistle, would you start? A. No; not until I would receive a hand signal from the crew. Q. While running along and the whistle sounds occasion- ally, what is causing it? A. There is a leak in the signal line, and when striking a curve or bad track this leak will increase sufficiently to make a sudden reduction and the whistle will sound. Q. If when coupled to a very short train, say, two cars, 50 and a reduction is made from the second car and the whis- tle will sound, but to couple a few more care on the whistle will not sound, if tried from the car, where is the trouble? A. There is a very loose stem or a baggy diaphragm in the signal valve. By coupling on more cars increased the volume of the signal pipe, which lightens the reduction and a baggy diphragm will not lift the stem from its seat, and no air can get to the whistle. Q. What effect will a leaky signal system have? A. It will be a waste of air; cause the whistle to mane undesirable sounds and overwork the pump. DOUBLE HEAD WITH G-6 BRAKE VALVE. Q. What is the rule for double-heading when two or more engines are coupled together? A. The leading engine must handle the brake. Q. What must be done with all other engines except the one handling the brake ? A. Close the cut-out cock to pre- vent the main reservoir air from going into the train pipe and releasing the brakes. NOTE— The Westinghouse cut-out cock is a plain cock located in the train pipe under the automatic brake valve; but the P. R. R. cut- out cock is located in the supply pipe from the main reservoir to the auto- matic brake valve. Q. Has the P. R. R. cut-out cock any advantage over the Westinghouse cut-out cock? A. Yes. Q. Explain. A. The Westinghouse cut-out cock when it is turned to No. 2 position, the brakes can neither be ap- plied or released from that engine. Q. What pressure does it divide? A. It blanks the train pipe and no air can be put into the train pipe from the main reservoir on that engine. Neither can there be a train pipe reduction made by the brake valve on that engine. Q. Explain the P. R. R. cut-out cock. A. It is located in the main reservoir pipe and in No. 2 position; it divides the 51 main reservoir and train pipe pressures. Q. What pressure seats the rotary? A. Train pipe pres- sure. Q. How does train pipe pressure get on top of the rotary valve? A. By way of the circulation pipe. Q. Then with the cut-out cock in No. 2 position, ports are closed from where to where? A. From the main reservoir to the brake valve, and from the train pipe exhaust to the atmosphere. Q. With the Westinghouse cut-out cock in No. 2 position, can the brake be applied from the engine cut-out? A. No. Q. Can the brake be released ? A. No. Q. What pressure seats the rotary? A. Main reservoir pressure. Q. Would you keep the pump working? A. Yes. Q. Why would you keep the* pump working? A. To be ready in case something should occur to the lead engine. You would te rerdy to cut in and take the brake. Q. With the P. R. R. cut-out cock in No. 2 position, can the brakes be applied? A. Yes; in the emergency only. Q. Can the brakes be released after such an application? A. No; not from the second engine, the one cut out, but the brakes may be released from the lead engine. Q. In applying the brakes in this way, m which position would you leave the brake valve handle? A. In emergency position. Q How long would you leave it there? A. Until the train steps. Q, Then where would you move it to ? A. Co running posi- tion. Q. Suppose you would leave it in emergency position, what would occur? A. There would be a strong blow at the straight exhaust while the engineer on the lead engine was trying to release the brakes. Q Would he get the brakes released? A. Not until you would change your brake valve handle to some other posi- 52 tion which should be running position. Q. If the second engine in double header had neither Westinghouse or P. R. R. cut-out cock, how would you double-head? A. Keep pump working and lap the brake valve. Q. If by mistake you would move the brake valve handle to running position, what would happen? A. In a service reduction the brakes would not apply at all, because the second engine would be recharging the train pipe through Port B in the feed valve as fast as the lead engine would Q. Would this be considered safe? A. No. Q. How would you do to be safe? A. Insert a blind gas- ket in union under the brake valve. Q. And keep the pump working? .A. Yes; to keep the ro- tary seated. Q. Then when two or three engines are coupled to a train, the cut-out cocks must be closed on all engines except the lead engine. Why? A. To give the man on the lead engine full control of the brakes. Q. In which position should you carry the handle of a brake valve when cut out with the P. R. R. cut-out cock? A. In running position. Q. Why? A. So as the train pipe pressure will register on the gauge, then you can tell what tram pipe pressure is carried and what reductions are being made. Q. If the pump on the second engine was not working, would it make any difference in handling tne brake ? A. No. Q. We say train pipe pressure seats the rotary when using P. R. R. cut-out cock? A. Yes. Q. Where does this train pipe pressure come from? A. From the lead engine. Passes through the circulation pipe to the top of the rotary. Q. Would it make any difference if we carried the brake handle in release position? A. The only difference there would be is that the warning port is open to the atmos- phere in release position, and this would cause a train pipe 53 leak. Q. How could we arrange to double head with an engine equipped with the old style three way cock? A. Lap the three way cock and close the small plug cock in the gauge pipe. Q. If cut-out cock is in No. 2 position and the pump fails to work, what will we do? A. Shut the steam off of the pump and go ahead. Q. If the second engine has no cut-out cock, and the pump fails to work, what will we do? A. Put blind gasket in union of main reservoir pipe at brake valve. Q. How would we carry the brake valve? A. In running position. Q. Now what pressure seats the rotary valve? A. Train pipe pressure. Q. How does train pipe pressure get to the top of the rotary valve? A. With the brake valve handle in running position, train pipe air can leak back up through the feed valve and reach the top of the rotary valve. HANDLING TRAINS G-6 Brake Valve With and Without Straight Air Q. How would you make station stops? A. Would make a two application stop, if possible. Q. Why is a two application stop better than a one appli- cation stop ? A. With a two application, there is less danger of sliding wheels; can make a more accurate stop, and it overcomes the undesirable lurch of the train when the trucks are righting themselves. Q. What do we mean by one application? A. From the time the brakes are applied until they are released regard- less of the number of reductions used to apply them, is one application. To release and apply them again is the second application. Q. In making a two-application stop, wny do we lap the brake valve after releasing the first application ? A. By lap- ping the brake valve, the train pipe is prevented from being 54 overcharged. NOTE — On a passenger train carrying 110 lbs. train pipe pressure, for the first - ... application we reduce the train pipt; pres- sure to 95, possibly to 92 lbs. which is ample pressure to bring any train to a standstill. By lapping the brake valve only holds what pressure we have, and does not recharge the train pipe. By so doing, the brakes will re- spond and set quickly on the second applica- tion. Q. What would you consider a safe reduction for the first application, the train moving at 50 or 60 miles per hour? A. A train traveling at high speed, a reduction of 15 to 18 lbs, would be safe for the first one. Q. How low a speed would you bring the train to before releasing this application? A. That depends on the length of the train. With a short train, you may release at slow Q. Explain clearly how a two application passenger stop should be made ? A. The first application should be made far enough away from the station that if allowed to remain it would stop the train before it would reach the desired point when the speed is reduced according to the length of the train; release the first application and bring the brake valve handle to lap position. Leave it there until the second application is desired, then begin by making a 5-lb. reduc- tion, followed by light reduction of two to three lbs. each, until the train is stopped at the desired spot. With less than nine cars the brake should be released just as the train stops. With nine or more cars the brakes should be held applied until the train has come to a full stop. Q. In handling freight trains, what would the first reduc- tion be? A. From 5 to 7 pounds. > Q. In releasing the brakes on a long freight train, how long should the brake valve be left in release position? A. 55 The brake valve handle should be left in release position until the main reservoir and train pipe pointers on gauge register together and both rise above 70 depending on cir- cumstances. Good judgment must be used. Q. Why must we hold the brakes applied on a long train until it is brought to a standstill? A. On account of the slack in a long train. Q. Should the straight air brake be used on releasing the brakes on a long train? A. Yes; the straight air brake shorl ] b before releasing the automat- It will keep the slack bunched and save drawheads and breaking trains. Q. At what speed would it be safe to release the brakes on a 50-car train? A. If the engine be equipped with a straight air brake, not under 15 or 18 miles per hour. Q. What speed would be safe to release ai on a 25-car train? A. With straight air brake 6 to 8 miles per hour. Without the straight air brake, 12 miles per hour. Q. If applying the brakes in full service and you found you was going to run past the mark, would you go to the emergency position? A. Yes, there may be some brakes partly leaked off on account of bad cylinders, or bad pack- ing leathers. We may get more braking power out of them by going to the emergency position. Q. How can we tell if the auxiliaries are charged? A. Lap the brake valve and watch if the train pipe pointer drops back. If it stops, the auxiliaries are charged to the figures it points to. But if it continues to drop back it de- notes train pipe leaks. Q. To make a 10-lb. reduction and lap the brake valve, and the train pipe exhaust continues to blow, where is the trouble? A. There is a leak in the equalizing pressure somewhere, or the equalizing discharge valve may be seated on dirt. Q. If there is dirt on the seat of the equalizing dis- charge valve seat, how may it be dislodged? A. With a P. 56 R. R. cut-out cock, close the angle cock at rear of the ten- der; place brake valve in release position. With Westing- house cut-out cock, close the cut-out cock instead of the angle cock as with the P. R. R. cut-out cock and place the brake valve handle in release position. This will cause the train pipe pressure to be built up quickly and lift the equalizing piston and blow the dirt from its seat. Q. On applying the brakes, we get the proper blow from the preliminary exhaust, but the train pipe pointer on the gauge don't drop and get no blow at the train pipe exhaust. Where is the trouble? A. The body gasket may be leaking air into the equalizing pressure, or the packing ring on the equalizing piston may be leaking train pipe air up into Chamber D as fast as we can get it out through the preliminary exhaust port. Q. If we could not get the equalizing piston to lift by reason of the preliminary exhaust port being stopped up, «r for any other cause, how could we apply the brake? A. By going carefully to the emergency position. Q. Are there any rules by which we may calculate the brake cylinder pressure by a given train pipe reduction? A. About the best rule to calculate from is 2Vz to 1, with the proper piston travel, we say one pound reduction from the train pipe will develope 2% lbs. in the brake cylinder. It is not claimed that this is a precise rule, but it is a quick calculation. Q. Why will one pound reduction make 2% lbs. in the brake cylinder? A. Because with the standard piston travel, the space in the brake cylinder is 2% times smaller than the space in the auxiliary. Q. Will the first 5 lbs. reduction give any braking power? A. No; it takes 5 lbs. to force the atmosphere pres- sure out of the brake cylinder compress the release spring, and drive the pistons out to bring the shoes up against the wheels. Q. Will we proceed to calculate brake cylinder pressure 57 acording to train pipe reductions made? A. Yes. Q. To attach to the brake cylinder a gauge, then make a 5-lb. reduction, would the gauge show any brake cylinder pressure? A. No. Q. Why? A. 'the gauge is so constructed as to not regis- ter any pressure under atmosphere pressure. Q. To make another 5-lb. reduction, what will the gauge register? A. 10x2 V 2 -25 lbs. Q. Another 5-lb. reduction? A. 15x2 1 / 2 -37 1 / 2 lbs. Q. Another 5-lb reduction— 20 lbs in all? A. 20x2 V 2 -50 lbs. Q. When 50 lbs. per square inch is obtained in the brake cylinder, what do we call it? A. Equalization of pressures. Q. Why? A. Because the auxiliary pressure has been reduced to 50 lbs. and the brake cylinder pressure has been built up to 50 lbs. Q. How do all of the pressures stand with the brakes applied full? A. Atmosphere 14 7-10 Main Reservoir 100 Equalizing Reservoir 50 Train Pipe 50 Auxiliary Reservoir 50 Brake Cylinder 50 Q. What are the rules in handling trains on descending grades? A. Must be handled by air brakes assisted by enough hand brakes to insure safe movement. Q. Who is responsible for making tests on trains ? A. The conductor, engineman and brakeman. Q. After the brakes have been tested what must be done ? A. Slack must not be taken up with the hand brakes, there is danger of shortening the piston travel too much and the piston would not clear the leakage groove and the brake could not be applied. Q. How must the hand brakes be manipulated on a de- descending grade? A. So as to control tne speed of the train when a full application of the air brakes will not be 58 required, thus leaving reserve power within the engineer's control. Q If, after starting down the grade me engineer dis- covers the hand brakes arranged for, is not sufficient, how can he make it known to the crew? A. Call for brakes. Q. If a few more hand brakes prove to be unsufficient, then what? A. Call for brakes again. Q. What should the flagman do? A. Gradually open the angle cock on the rear end of the rear car. Q. Should the angle cock be closed after the reduction has been made? A. No, leave it open. Q. What should the engineer do? A. Make a full appli- cation of the brakes; stop , and make safe arrangements to proceed. Q. How would you leave a car standing on a siding? A. Secured by hand brakes. Q. On descending a grade which hand should be used? A. Those working with the air and the brakes working against the air must not be touched if the engineer has called for brakes. Q. How many retaining valves should *oe used descend- ing a long grade of 2 per cent. A. All of them. Q. Before starting to descend a long steep grade, what auxiliary pressure would you use to test the brakes ? A. Not less than 95 lbs per sq. in. Q. If after making a test at the top of a long steep grade you should be detained for a time, would you test the brakes again before you start? A. Yes, a road test. Q. Why ? A. To know for certain that the brake has not been tampered with and will respond when needed. Q. Who arranges for the number of hand brakes to be used in addition to the power brakes, on descending long steep grades A. The engineer and the conductor. Q. On descending long heavy grades of 2 per cent and over, where should the handle of the brake valve be carried ? A. In release position. 59 Q. How should the engineer manipulate the brakes on such grades? A. So at to not reduce the train pipe pres- sure below 65 lbs. Q. What is the running time on the eastern slope of the Allegheny mountains. A. 43 minutes. "AR" to "SF" 7 minutes, "SF" to "AG" 10 minutes; "AG" to ' KN" 10 min- utes, "KN" to "GY" 8 minutes; "GY" to "BO" 8 minutes. Q At the foot of a long steep grade, what must the engineer and the train crew do ? A. When arriving at the foot of a hill and the engineer has the train under control so as to handle it safely with air brakes alone, he will whistle off brakes, the train men will then release all re- taining valves and hand brakes beginning at the rear end, so as to keep the slack bunched until the brakes have all been released. Q. After applying the brakes with a 20-lb. reduction, how would we release and put 20 lbs. in the brake cylinder? A. Place brake valve handle in release position until train pipe pointer raises to a few pounds above 70, then bring the handle to lap position. In 7 seconds from the time you went to release position, leave lap position and blow your train line pressure down about 4 lbs. below where you released at. For instance, you have a 70-lb. train pipe pressure. You blow down 20 lbs. to set the brakes, leaving 50 lbs. in train pipe. Now say we go to release position for two seconds — one second to go from release to lap, four seconds to stay on lap, then blow down to 46. Q. Whyis this A. The feed port in the triple bush is of a size to feed one pound per second from a 70-lb. train pipe pressure. Allowing a little variation to consume seven seconds in releasing the auxiliary will recharge 5 lbs. Then by blowing the train pipe pressure down to where you re- leased at, this will take the 5 lbs. out of tne auxiliary and puts it in the brake cylinder. This brings the piston out and the shoes against the wheels. Then to reduce the train pipe pressure 4 lbs. more will give 20 lbs. brake cylinder pres- 60 sure. Q. We make a 5-lb. reduction to bring- the pistons out and shoes against the wheels. Then we want to put 10 lbs. in the brake cylinder. How much further reduction would we have to make? A. Two pounds. Q. We make a 10-lb. reduction. How can we release and bring the pistons out, the shoes against the wheels and Q. What is the size of the preliminary exhaust port? A. 5-64 of an inch in diameter. Q. If this little pert should become stopped up with dirt, could we apply the brake in service? A. Yes; by going very carefully into the emergency position. Q. What kind of an application would we call this ? A. Leaking the brakes on. Q. If while running along, say, for 6 or 8 miles per hour and something should occur that you would want to make a quick stop, would you apply the brakes in the emergency? A. No; by applying the brakes in the emergency at low speed will slide the wheels, and sliding wheels will not hold. You will get better results by applying the brakes in service in this case. Q. When coupled to a long train you apply the brakes and you notice the blow at the train pipe exhaust ceases about the time you lap the brake valve, what does it indi- cate ? A. A very short train pipe. The angle cock on the rear of the tender may be closed. Q. With a light engine to release the brakes, you get a blow at the train pipe exhaust. Why is this? A. The train pipe being short and placing the brake valve handle in re- lease position charges the train pipe quicker than the equal- izing reservoir. Hence the train pipe pressure lifts the equal- izing piston, causing the blow. Q. What does it depend on as to the length of time it re- quires to charge a 50-car train? A. It depends on the ca- pacity of the main reservoir train pipe leakage and the con- dition and capacity of the pump. (1 AUTOMATIC SLACK ADJUSTER Q. What is the slack adjuster for? A To retain a uni- form piston travel. Q. To what is it attached? A. To the pressure head of the brake cylinder and dead lever. Q. What pressure operates it? A. Br?»ke cylinder pres- sure. Q. How is it operated by brake cylinder pressure? A. Pipe is atached to the brake cylinder a* a point the pis- ton reaches when uniform piston travel is attained which will be a little more than 8 inches from the pressurehead of the brake cylinder. The other end of the pipe is attach- ed to the adjuster cylinder. Q. What should be done with a car equipped with a slack adjuster? A. When new wheels are put in and new shoes put on, the slack should be taken up to a 6-inch piston travel by means of the dead lever and rod connections and not meddled with afterwards. Q. How does the slack adjuster operate? A. As the shoes wear and rigging and trucks attain lost motion, the piston travel will become longer when the a travel of 8 '6-8 inches, the packing leather passes the port in the side of the brake cylinder and brake cylinder pressure passes through the connecting pipe to the adjustor cylinder, forces the adjuster piston back and seats the pawl in the second notch in the ratchet wheel. When the brakes are released the adjustor spring returns the ad- justor to its normal position which turns the adjusting screw until the shoulder of the pawl strikes the jamb and unhooks. Q. How much is the leverage shortened by each opera- tion of the adjustor? A. About 1-32 of an inch. MISCELLANEOUS— SPECIAL EXAMINATION Questions on the Qu r ck Action Brake. Q. In making a terminal test, what should the inspector observe as he goes over the train? A. The inspector must 62 see that all angle cocks are open except the one on the rear of the last car in the train. Look for leaks and defects, and notice if each piston is out and how far on releasing. The inspector will go back over the train and see if all brakes have released properly, and notify the engineer personally of the number of cars in the train, number of brakes cut out, and how many brakes are in good working order. Q. If you fail to have 85% of the brakes working, would you proceed with what you have? A. No. Q. What is to be done in this case? A.^The conductor will report the conditions to the Division Superintendent and be governed by his orders. Q. Would you not recognize an order issued by the Yard Master? A. I would not recognize an order issued by any one except the superintendent. Q. A passenger engine is disabled, cuts off and leaves the train. You couple to train with freight engine, then you will have a high speed brake on the train and a low speed brake on the engine. How would you arrange to leave with the least delay posible? A. Couple engine on to train; make a 10-lb. reduction; lap the brake valve and leave it it there; couple hose and open angle cocks. That is all you have to do. There will be a strong blow at the train pipe exhaust and a strong blow at the automatic reducing valve on each car. But let them blow; they will take care of themselves, and when the blows cease, release the brakes and go ahead. Q. How long a time will it require to do this? A. After the engine is coupled to the train, from one to two minutes. Q. Explain what causes the blow at the train pipe ex- haust and at the reducing valve? A. The idea is to get rid of the high pressure in the train. After making a 10-lb. reduction leaving 60 lbs. in the train pipe on engine and tender, then to open the angle cock when the high pressure in the train will rush forward and lift the equalizing piston 63 and escape to the atmosphere through the train pipe ex- haust, causing a strong blow when the angle cock is open- ed, the brakes on the train apply in the emergency. The high auxiliary pressure flows into the brake cylinder and compresses the spring of the reducing valve, and the brake cylinder pressure flows through the reducing valve, caus- ing a blow there; so when the blow stops, you have 60 lbs. throughout the train pipe, 60 lbs. in the auxiliary and 60 lbs. in the brake cylinder, with 40 lbs. excess pressure in the main reservoir to release the brakes with . Q. With the E-T equipment, what causes the blow at the straight exhaust when the brakes are applied from the train by opening an angle cock, or bursting a hose? A. When the brakes apply from the train, the brake valves are in running position. The reduction on the face of the equalizing piston in the distributing valve causes it to move the operative parts of the equalizing portion, and air is taken from the pressure chamber into the application cham- ber. Both brake valves being in running position it is free to flow from the application chamber to the atmosphere by way of release pipe, independent and automatic brake valve. Hence the blow occurs at the preliminary or straight exhaust of the automatic brake valve. Q. Why is a feedpipe in a triple valve made so small? A. To cause a uniform recharge of the auxiliaries. Q. Why not make the feed port larger? A. To make the feed pert larger would be detrimental in inree ways: First ■ — If the feed port was too large, the front auxiliaries would be charged first, then while the auxiliaries on the rear end would be charging they would be drawing air from the one already charged, this would cause the brakes to creep on. Second — In making a service appli- cation of the brakes the auxiliary air would flow back into the train pipe and equalize, and with a light service re- duction, say 7 or 8 lbs. the brakes with the large feed port would not apply at all, and those with small feed 64 ports that had applied would be releasea by the building up of the train pipe pressure from the auxiliaries attach- ed to triples with large feed ports. Third — In releasing the brakes, the front end would release and the auxiliaries on the front end would be drawing air from the train pipe so fast that it would take considerable pumping to raise the pressure in the train pipe on the rear end of a long train sufficiently to force the piston to release position. The slack would out and a broken train would be the result. Q. When testing brakes, can the engineer tell if the brakes set in quick action? A. Yes, by watching the train pipe pointer on the gauge. If it takes a dip and the train pipe exhaust ceases for an instant, the brakes have set in quick action. Q. In handling long freight trains, what should the first reduction be? A. Owing to the numerous leaks in a long train pipe, it is necessary to use good judgment, but usually from 5 to 7 lbs. will be sufficient for the first reduction. Q. Has the engineer on a passenger train any other way of telling if the brakes applied in quick action aside from the dipping of the gauge pointer, and the stoppage of train pipe exhaust? A. Yes; the reducing valve will blow. Q. Having a train equipped with a high speed brake, and we stop along the way to pick up a car, that has neither reducing" valve or safety valve, what must be done? A. It depends on the train we have. If we have less than nine cars, reduce the train pipe pressure from 110 to 70 lbs., and the main reservoir from 140 to 100 lbs., and use the brake on all of the cars. If we have nine cars or more, cut the brake out on the car not equipped for high speed brake and go ahead. Q. What is the arrangement of the C. V. brake system ? A. Two sets of brakes connected to the one set of rods. Q. Where are such brakes used? A. On passenger cars only. Q. If one of the brakes become defective would you cut 65 out the defective part or the whole brake? A. In this case where the two brakes are conected to the one set of rods, you would cut out the whole brake. Q. Some passenger cars have two distinct brakes; one on each truck. If one becomes defective, would you cut out the whole brake? A. No; cut out the defective brake, and use the brake on the other truck. Q. Is a train pipe leak always a reduction? A. No. It is not a reduction as long as it is supplied from the main reservoir. Q. If we have the train pipe charged up, and make a re- duction but the brakes do not apply, where is the trouble? A. The auxiliaries may not be charged. Q. How can we tell if the auxiliaries are charged? A. Lap the brake valve if the train line pointer stands at 70 lbs. the auxiliaries are fully charged. If it drops below 70 the auxiliaries are not fully charged. Q. How long does it take to charge an auxilliary on a freight car? A. If the standard train pipe pressure is maintained, it will require from one to two minutes. l; i'lme lO charge a passenger coach using a carburator tank? A. Seven to ten minutes. Q How long does it take to charge a large Pullman or Postal car using carburators and water raisers? A. From 20 to 21 minutes. Q. Where does the carburator get its air from? A. The auxiliary reservoir. Q. What pressure is carried in the carburator tank? A. 65 lbs. per square inch. Q. Why is the pressure retained in the carourator tank? when the auxiliary pressure is reduced below 65 lbs. ? A. On acount of being charged through a non-return check valve. Q. Where does the water rising system get its air from? A. From the auxiliary reservoir. Q Hew is it supplied? A. Through a reducing valve. 6'6 • Q. What pressure is carried in the water raising tank'/ A. 20 lbs. Q. If a brake becomes defective on a passenger car and has to be cut out, will the carburetor lights go out? A. In four hours they will go out. Q. How can the triple valve be arranged to carry the cut-out cock in the branch pipe open, to charge the auxiliary keep the lights burning, supply the water raiser and keep the brake from applying? A. Block the triple piston irt release position. Q. How can this be done? A. By removing the stop plug; take out the graduating stem and spring; cut a piece' of hard wood or iron long enough to hold the triple piston in release position and leave room to return the stop plug to its proper place. Q. If the train pipe is fully charged, what do we do to get the brakes applied? A. Reduce the train pipe pressure. Q. When the brakes are applied, what must be done to release them? A. Build up the train pipe pressure, or re- duce the auxiliary reservoir pressure. Q. How many ways have we to apply the brakes? A, Two; in service and emergency. Q. What causes a service application of the brakes? A, A slow, gradual reduction in the train pipe pressure. Q. If we take all of the air out of the train pipe by & slow, gradual reduction, how will the brakes apply? A, In service. Q. While the reduction is going on, how long will the brakes continue to apply? A. Until equalization occurs* between each individual auxiliary and train pipe pressure r r according to the piston travel in each brake cylinder. Q. What causese an emergency application? A. A quick sudden reduction in the train pipe pressure. Q. Is it necessary to take all of the air out of the train* pipe to get the brakes to set in quick action? A. No. Q, Why are we instructed that when an emergency ap- 67 plication of the brake is necessary we should place the brake valve handle in the emergency position and leave it there? A. This insures all brakes applying and remain applied. Q. Why do we call a service application a uniform appli- cation? A. Because the brakes all apply at the same time. Q. Is an emergency application a uniform application? A. No; one brake setting in the emergency starts the next one, and so on to the end of the train. If started by the brake valve, they follow each other to the rear end. If started at the rear end by opening an angle cock they follow each other to the front. If one triple goes to emergency position in the middle of the train, it starts the train on each side of it, and the brakes will set in the emergency from the middle and go both ways. Q. In case a train breaks, what should be done? A. Close the throttle; place brake valve handle in emergency posi- tion, and protect all tracks until you know they are clear. Q. While running along you feel the brakes gradually aprl} ing, and the train line pointer dropping back, what would you do? A. Lap the brake valve; stop and find out the trouble. Q. If a bursted hose, how can you assist the train-crew to locate it, especially at night? A. Place the brake valve handle on the shoulder between running una lap positions with G-6 valve, with H-6 valve, between holding and lap position. This will cause a blow at the leaky Hose, and still retain the main reservoir pressure. Q, If a direct application of the brakes is made on the engine alone, and the brake valve is returned to lap po- sition quickly, what causes the brakes to release? A. Chamber D. pressure has practically not been disturbed and is leaking past the equalizing piston packing ring which will build up the train pipe pressure sufficiency to force the triple piston to release position. Q. What reductions will set the brakes full with the dif- ferent piston travel? A. Less than 4-inch travel will not clear the leakage groove in the brake cylinder? A. lSVz lbs. reduction will set a 4-inch piston travel full. A. 17-lb. reduction will set a 6-inch travel full. A 20 lb. reduction will set an 8-inch travel full. A 25-lb. reduction will set a 9-inch travel full, but the 9-inch travel will only equalize at 45 lbs. Q. With the system properly charged, how much pressure do we get in the brake cylinder from an emergency application? A. 60 lbs. per square inch. Q. What per cent, of the 60 lbs. is taken from the train pipe? A. 1-6 or 10 lbs. Q. When we get undesired quick action, we call it "a kicker;" what will cause a "kicker" when making a service application of the brake? A. Dirty, sticky triple valve. Possibly, having restricted ports assisted by train pipe leaks near the triple if on a short ? A. A weak or broken grad- uating spring or stem will frequently cause the trouble. Q. A triple that causes undesired quick action, or "kicker," is a source of trouble, and we want to cut that brake out if we can find it. How can we locate the tri^ pie that is causing the trouble? A. As a rule a triple will not cause undesired quick action back of the twentieth car unless assisted by train line leaks, so by stopping the leaks you will end the trouble. But we will corner the trouble in the first 20 cars. Close the angle cock; on the rear of the tenth car charge up and make a full service appli- cation of the brake. Watch the train line pointer closely to see if it takes a dip. If not found in the ten cars, cut in five more and apply the brakes again. If you still cannot locate the trouble, cut in two more cars, then if the kicker shows up, it is in either the 16th or 17th car cut out. Ctu out the 17th car and apply again. This time if the kicker shows up it is the 16th car. If it does not show up it is in the 17th car. 69 Q. With a long train have any way of telling if the kicker is on the front or rear end of the train? A. Yes; if it is on the front end the slack will bunch up and you will get a bump. If it occurs well back in the train, the slack will run out and you will get a jerk. Q. When trying to locate a kicker, wny not use light reduction? A. We may find a few brakes that would not apply from a light reduction on a long train on account of bad packing leather in the brake cylinder. It's not always the brake that does not apply on a long train that causes trouble. These brakes may apply from a heavy reduction. Q. If you should find a brake that did not respond to a light reduction, would you cut it out? A. No. Q. In coupling a low-speed er.gine to a high-speed train, why not lap the brake valve instead of making a 10-lb. reduction? A. By lapping the brake valve you would re- tain a 70-lb. pressure in the equalizing reservoir which would seat the equalizing discharge valve and hold the train pipe charged at 70 lbs. Then to release the brakes the train pipe would be overcharged and the brakes would creep on. Q. In case while running along you get an overcharged train pipe, how would you get rid of the high pressure? A. Make a partial service application of the brakes heavy enough to reduce the train pipe pressure down to 60 lbs. This will bring the train to a standstill. Release and go ahead. Q. What causes a blow at the triple exhaust while in release position? A. The emergency valve being unseated, the train line check valve gasket or the slide valve leaking. Q. What pressure is leaking if the slide valve is leaking ? A. Auxiliary reservoir pressure. Q. What pressure is leaking if the check valve gasket or emergency valve is leaking? A. Train pipe pressure. Q. How can we determine which defect is causing the blow? A. Close the cut-out cock in the branch pipe. If the 70 Q. If we could not get the equalizing piston to lift by rea- son of the preliminary exhaust port being stopped up, or for any other cause, how could we apply the brakes? A. By going carefully over the emergency position. Q. Are there any rules by which we may calculate the brake cylinder pressure by a given train pipe reduction? A. About the best rule to calculate from is 2 1 / 2 to 1, with the proper piston travel. We say one pound reduction from the train pipe will develope 2Vz lbs. in the brake cylinder. It is not claimed that this is a precise rule, but it's a quick calculation. Q. Why will one lb. reduction make 2% lbs. in the brake cylinder? A. Because with the Standard piston travel the space in the brake cylinder is 2% times smaller than the space in the auxiliary. Q. Will the first 5 lbs. reduction give any braking power ? A. No; it takes 5 lbs. to force the atmosphere pressure out of the brake cylinder compress, the release spring and drive the pistons out to bring the shoes up against the wheels. Q. Will we proceed to calculate brake cylinder pressure according to train pipe reductions made? A. Yes, to attach to the brake cylinder a gauge, then make a 5-lb. reduction, would the gauge show any brake cylinder pressure ? A. No. Q. Why? A. The gauge is so constructed as to not regis- ter any pressure under atmosphere pressure. Q. To make another 5-lb. reduction, what will the gauge register? A. 10x2 V 2 -25 lbs. Q. Another 5-lb. reduction? A. 15x2 1 / 2 -37 1 / 2 lbs. Q. Another 5-lb. reduction, 20 lbs in all? A. 20x2 V 2 -50 lbs. Q. When 50 lbs. per square inch is obtained in the brake cylinder what do we call it? A. Equalization of pressure, brake applies and the blow ceases it is a train pipe leak caused by the emergency valve or train line gasket. If the brake does not apply and the blow does not cease, the slide valve is leaking. 71 Q. Why ? A. Because the auxiliary pressure has been re- duced to 50 lbs. and the brake cylinder pressure has been built up to 50 lbs. Q. How do all of the pressures stand with the brakes applied full. A. Atmosphere , 14 7-10 Main Reservoir . . .. » 100 Equalizing Reservoir 50 Train Pipe 50 Auxiliary Reservoir 50 Boake Cylinder 50 Q. After applying the brakes with a 20-lb. reduction, how would we release and put 20 lbs. in the brake cylinder? A. Place brake valve handle in release position until train pipe pointer raises to a few pounds above 70, then bring handle to lap position. In seven seconds from the time you went to release position, leave lap position and blow your train line pressure down abut 4 lbs. blow where you released at, for instance, you have a 70-lb train pipe pressure, you blow down 20 lbs. to set the brakes, leaving 50 lbs. in train pipe. Now say we go to release position for two seconds; one sec- ond to go from release to lap; four seconds to stay on lap; then blow down to 46. Q. Why is this? A. The feed port in the triple bush is of a size to feed one lb. per second from 70 lbs. train pipe pressure, allowing a litle variation to consume seven seconds in releasing the auxiliary will recharge 5 lbs., then by blowing the train pipe pressure down to where you released at, this will take the 5 lbs. out of the auxiliary and puts it in the brake cylinder. This brings the pistons out, and the shoe against the wheels. Then to reduce the train pipe pressure, 4 lbs. more will give 20 lbs. brake cylinder pres- sure. Q. We make a 5 lb. reduction to bring the pistons out and shoes against the wheels. Then we want to put 10 lbs. in the brake cylinder. How much further reduction would we 72 have to make. ? A. Two pounds. Q. We make a 10 lb. reduction. How can we release and bring the pistons out, shoes against the wheels and have no braking power in the brake cylinder? A. Release as be- fore, using the seven seconds in releasing; then blow the train pipe pressure down to where you released at. Q. If in double heading with engines equipped with P. R. R. cut-out cock, you turn the cut-out cocK on the second engine to No. 2 position and there is a strong blow at the axhaust port, what causes it and how can you remedy it? A. When this blow occurs, it is caused by a weak spring at the end of the cut-out cock and main reservoir pressure is leaking past the cut-out cock and escapes to the at- mosphere. Cut a small wooden wedge and ..frlve it down be- hind the handle of the cut-otit cock and this will stop the blow. Q. When the engine is standing alone with automatic brake valve handle in running position. You notice the brakes apply and release of their own accord. What is wrong with it? A. A gummy feed valve and train pipe leaks is what is causing it. Get the feed valve cleaned and stop the leaks is the remedy. Q. What is the size of the train pipe exhaust port? A. 9-32 of an inch in diameter. Q. Why is it made so small? A. To retard the flow of air from the train pipe to the atmosphere in making a ser- vice application of the brakes. Q. Why not let the air out of the train pipe faster? A. By allowing the air to escape from the train pipe faster would cause too sudden a reduction and set the brakes in quick action. Q. What is excess pressure and where is it carried? A. Excess pressure is the pressure in the main reservoir above that of the train pipe; for intance, we have 70 lbs. train pipe pressure, and 100 lbs. main reservoir pressure, then we have 30 lbs. above train pipe pressure, which is the 73 excess pressure, which in releasing will insure a more prompt release of the brakes. Q. To what chamber of ths distributing valve is the drain cock atached? A. To the application chamber. Q. To couple up the application pipe and release pipe wrong at the distributing. Q. How should the brakes be released on a long train? A. Place the brake valve handle in release position and leave it there until the train pipe and main reservoir pressure equalize, or until the train pipe pointer raises above 70, then bring valve handle to running position. Q. To stop a train or car on a grade for an indefinite time, would you use the air or hand brakes to hold them? A. Hand brakes. Q. How long could you rely on the air brakes holding a car standing on a grade ? A. Eight minutes. Q. What is automatic air brakes ? A. A system operated by the variation of pressures? A. A reduction in the train pipe pressure will cause the brakes to apply; Building up of a train pipe will cause the brakes to release. Q. What is straight air brakes? A. It is an engine brake receiving its air from the main reservoir. By building up the straight air pipe pressure applies the brakes. By releasing all of the pressure from the straight air pipe releases the brakes. Q. What are the essential parts of an air Drake on a car? A. Train pipe, cut-out cocks, hose, triple valve auxiliary reservoir, brake cylinder and retaining vnlve. Q. Which will release first? A brake with a short or long piston travel? A. The long piston travel will start to release first, but will be last releasing. Q. Why? A. Suppose we take a brake with an 8 inch piston travel and another with a 9 inch piston travel, and apply the brake with a full service application. We have 50 lbs in the 8 inch travel and about 38 lbs. in the 9 inch travel. To raise the train pipe pressure to release these '"brakes, when the pressure is raised to 40 lbs. the 9 inch will start to release, but the train pipe must be raised to about 52 lbs. to start the 8 inch one to release position. The volume of air in the 9 inch travel is larger and will take longer to escape to the atmosphere, hence the long piston travel will be the slow one to release. Q Referring to the safety of a locomotive, what is the first thing you look for when taking charge? A. Try the gauge cocks and glass water gauge; examine the crown sheet, sides and flue sheets. Q. What is the first attention given to air? A. Drain, start, lubricate and test the pump, test the pressures, brake valve, feed valve and gauge. Q, How many pressures do we use with a straight air ?brake? A. Two; main reservoir and brake cylinder pres- sure. Q. Can the brakes be" applied two ways from the train ? A. Yes; open the angle cock slow and make a slow, grad- ual reduction and the brakes will apply in service. To open the angle cock quickly will cause a sudden reduction and the brakes will apply in the emergency. Q„ Should a 3-piston retaining valve be used on a light tar with handle turned at an angle of 75% ? A. No; it must he used in that position only on 100,000 capacity loaded cars. Q. Where yard test plants are located, how would you make a test? A. Make a road test. Q. What is the rule for making up freight trains? A. When the engine is coupled to the train, the engineer should lap the automatic brake valve until the train crew sees to it that all hose are coupled and all angle cocks are open, except the one on the rear end, and see that the cut-out cocks are all open. The auxiliary release valves are all closed and the handle on each retaining valve is turn- ed down.