TF 420 .R2 Class L_^_4_£4_ Book )\\ "c. GopyrightN^ - COPYRIGHT DEPOSIT. LIBRARY of CONGRESS Two Copies Received r.iAY 10 i9or Copyneht Entry CUS^O- XXC, NO. COPY B. 1907 air Brake Catecbism And Instruction Book on the Construction and Operation of the Westinghouse and New York Air Brakes with a List of Examination Questions and Answers for Enginemen and Trainmen / V. C. RAN DOLPH, \]R BRAKE INSTRUCTOR, ERIE RAILROAD. Coypright, 1907, by V. C. Randolph. INTRODUCTION. In preparing this catechism of the Westinghouse and New York Air Brake the writer has endeavored to cover as many important points as possi'ole and keep the book within a limited size. As the subject of air brakes in all its details at the present time, wljen so many new features have .been ^dded, is a large one, it can not be treated as comprehensively as has been done in some other and larger publications. The idea is to furnish the necessary information in as condensed a form as possible so it may always be at ■hand when desired. Do not understand that the examination questions are the exact ones that will be asked. Most of them may be ; some of them may not, while other questions, to find out the rea- son why, may come up. In studying over the questions and answers, many others may suggest themselves to you, and if, by so doitig, you keep interested on the sub- ject, it will do all the good expected of it. V. C. RANDOLPH, Air Brake Instructor, Brie Railroad. For Enginemen. Q. What are the essential parts of the auto- matic air brake ? A. The Air Pump, Main Reservoir, Engi- neer's Brake Valve, Brake Pipe, Triple Valves, Auxiliary Reservoirs, Brake Cylinders, Pump Governor, Air Gauge, Retaining Valves, Angle and Cut-Out Cocks. Q. How should the pump be started? (b) and lubricated ? A. Slowly, with waste cocks open, to allow water to escape from steam cylinder, and to accumulate sufficient pressure in main reser- voir to form a cushion for the pistons. (b) The lubricator should feed about 20 drops of oil rapidly to the steam cylinder after waste cocks are closed, then Kiut down to about one drop per minute on an average. Oil swab on piston rod and on up stroke of piston, blow air cylinder oil cup out, close, fill with valve oil, and open on down stroke. With the New^ York pump, fill oil cups on top of air cylinders. Nev- er oil through air inlets, and always use valve oil. Q. How fast should the pump be run ordi- narily ? A. No faster than necessary to maintain the proper pressure. If pump can have two min- utes to do the work, don't crowd it into one. ;^ A^J'-. '3 FOR ENGINEMEN. Q. (a) In case the pump stops, what would you do to start it ? (b) If it started, to what would you attribute the cause of stopping ? (c) Vv'hat would you do ? A. (a) Close the starting valve, wait a mo- ment for the steam in pump to condense, and then turn it on suddenly, also jar around steam head of pump with a block of wood, (b) If it started, would consider it stopped for the want of oil. (c) Would increase the supply of oil to steam cylinder at once. Q. (a) In case pump stops, will the brakes apply in all cases ? (b) What is tne only way to keep informed as to whether the pump is working ? A. (a) No. (b) By watching the air gauge. Q. How could you detect whether the pump or the governor was to blame for the stoppage ? A. ]t can be tested by opening the drain cock in the live steam passage. If pump is get- ting sufficient steam, would consider governor all right. If no steam reached the pump, would know governor was at fault, provided it was turned on at the boiler. Q. How would you start a stuck governor ? A. Would tap it lightly on the bottom to open the steam valve. Q. (a) What causes pump to run hot ? (b) y\^hat should be done with a hot pump ? A. (a) Continuous high «?peed, working against too high a pressure, worn packing rings FOR ENGINEMEN. in air cylinder, stuck or broken air valves, too little lift of air valves, air passages or discharge pipe partly stopped up, piston rod packing too tight, (b) Would ease up on the speed, if pos- sible, and, after cooling a little, oil the air cyl- inder and swab on the piston rod with valve oil. Q. (a) If a pump makes a quick stroke one way and a slow one the other, where is the trouble likely to be ? (b) How could it be lo- cated quickly which end is causing the trouble ? A. (a) In the air valves, (b) The defective end usually has no suction. Q. How would you test the air valves in a 9 ^ inch pump ? A. Would test the aischarge valves first by pumping up full pressure, then stop the pump, open the oil cup and take plug out of lower head. A defective valve or seat will cause a steady blow at the defective end. To test the receiving valves, hold the hand at air inlet. If valve was stuck shut, no air would be taken in as piston moved away from it. If stuck open, air would be blown out as piston, moved towards it, although some of it will go in with incoming air to the other end of cylinder. The piston will always move quicker towards a defective receiving valve and slower towards a defective discharge calve. Q. How would you test for worn packing rings in air cylinder ? A. Run pump slowly against full presure, open oil cup and hold finger over it. If air blows out on down stroke, the rings leak, pro- vided there was no blow when the pump was at rest. FOR ENGINEMEN. Q. (a) Would worn packing rings cause an unequal stroke ? (b) Why not ? A. (a) No. (b) Because the air would blow by as much on one stroke as the other. Q. (a) From the pump, where does the air go first ? (b) What are the sizes of the main reservoirs ? (c) Why does a freight engine re- quire a larger one than a passenger engiiie ? A. (a) Through the discharge plyt; to the main reservoir. (b) From twenty to seventy thousand cubic inches, (c) Because there is a longer brake pipe and more auxiliary reservoirs to charge. Q. (a) What is the name of pipe between pump and main reservoir ? (b) What is the pipe called between the two main reservoirs ? (c) What is the name of the pipe leading from main reservoir to brake valve ? A. (a) Discharge pipe. (b) The equalizing pipe, (c) The supply pipe. Q. Where does the main reservoir pressure start and end ? A. It starts at the discharge valves in pump and ends at engineer's brake valve". Q. What main reservoir pressure is usually carried ? A. From 90 to 130 pounds, according to what service engine is in. Q. If the main reservoir was smaii, which will it eSlect the most, setting or releasing the brakes ? FOR ENGINEMEN. A. Releasing the brakes. Q. How often should the main reservoir be drained ? A. At the beginning and end of each trip, or at least daily, especially in cold weather. Q. How would you test for a main reservoir leak ? A. Would pump up full pressure, lap the brake valve, stop the pump and watch the red hand of air gauge. Q. What other equipment is operated by main reservoir pressure ? A. The air signalling system, the straight air brake, bell ringers, sanders, cylinder cocks, ash pan slides, etc. Q. What valve does the main reservoir press- ure pass through to get into the brake pipe ? A. The engineer's brake va^ve. Q. (a) What is the standard brake pipe pressure ? (b) Where does it start and end ? A. (a) Seventy pounds, (b) It starts at the brake valve and ends at the last angle cock, and the plain side of every triple valve piston, that is cut in. Q. (a) Where does the auxiliary reservoir pressure begin ? (b) What is the standard auxiliary reservoir pressure ? A. (a) On the slide valve side of the triple valve piston, (b) Seventy pounds. FOR ENGINEMEN. Q. (a) What is the brake pipe connected to under a car or engine ? (b) What else is the triple valve connected to ? A. (a) The triple valve, (b) The auxiliary- reservoir, brake cylinder and pressure retaining valve. Q. (a) Where is the pressure stored that ap- plies the automatic brake ? (b) Where does it draw its air from, direct ? A. (a) In the auxiliary reservoirs, (b) The brake pipe. Q. (a) How long does it take to charge an auxiliary reservoir from zero to 70 pounds ? (b) How long from 50 to 70 pounds ? A. (a) About 70 seconds. (b) About 3 5 seconds. Q. (a) What is the difference between main reservoir and brake pipe pressure called ? (b) Where is it stored ? (c) Does it increase as we apply the brake ? A. (a) Excess pressure. (b) In the main reservoir, (c) Yes, it does. Q. (a) When using a Westinghouse brake valve, what pressure operates the pump gover- nor ? (b) What controls the brake pipe press- ure ? A. (a) Main reservoir pressure. (b) The feed valve attachment. Q. With the B or " B-1 " or the older style New York Brake Valve, what governs the brake pipe pressure ? FOR ENGINEMEN. A. The pump governor. Q. What regulates the main reservoir press- ure with brake valve in running position ? A. The excess pressure valve and spring. Q. What controls the main reservoir pressure while brakes are applied ? A. The other regulating top of the pump gov- ernor. Q. With the " B" 2, or new Style New York Brake Valve, what governs the brake pipe press- ure ? A. The Duplex pressure controller. Q. What regulates the main reservoir press- ure ? A. The pump governor. Q. Some engines are equipped with three governor tops. What is the third one for ? A. With the triplex governor two tops are connected to the brake pipe pressure. One is adjusted for 70 pounds pressure ; the other is set for a higher brake pipe pressure. The third top is connected to the main reservoir and set for the desired pressure. There is a cut out cock in the pipe leading to the low pressure brake pipe governor, which can be closed when necessary to carry a higher brake pipe pressure. As there is but one main reservoir top, it must be readjusted when necessary to change the main reservoir pressure. Q. How should the New York Pump governor be adjusted when using two tops ? 10 FOR ENGINEMEN. A. The pump should be started with the brake valve on lap and adjust the main reser- voir top first. Then stop the pump and reduce main reservoir pressure to about 60 pounds ; place the brake valve in release position, start the pump and adjust the brake pipe governor. Q. How adjusted when using three tops ? A. Adjust the main reservoir top first, with the brake valve in lap position. Stop the pump and reduce main reservoir pressure to about 60 pounds. Place the brake valve in release position and start the pump and adjust the low pressure brake pipe top. Then close the cut out cock in the pipe leading to it, and adjust the higher brake pipe top. Q. If pump should stop with less than stand- ard pressure, how could you tell if pump or governor was at fault and what would you do ? A. Would see if pump was getting steam. If not, governor is at fault. If screwing down a turn or two on adjusting nut does not allow pump to start, would take the regulating part off and clean the pin valve of a Westinghouse or the diaphragm of a New York. There should be no blow of air at the vent port until the gov- ernor stops the pump at the desired pressure, and if there was a blow, it always indicates that the governor has shut off the steam supply to the pump. Where there is more than one top, the one that is blowing does not always in- dicate the one that is operating, as one vent port serves for all tops, therefore examine each one until the trouble is located. Q. (a) How^ many positions has the engi- neer's automatic brake valve ? (b) In what position should it be carried with brakes off ? FOR ENGINEMEN. 11 A (a) Five, (b) Running position. Q. (a) How long should it be left in full re- lease position when releasing brakes on an or- dinary passenger train, either a Westinghouse or a New York Brake Valve ? (b) How long on a freight train ? Ai, (a) About four seconds. (b) With a Westinghouse valve until the gauge hands had settled back together. When they start up, re- turn valve handle to running position. With a New York valve, until just before the pump stops. Q. What will be the effect if either valve is left in release position too long on a passenger train before coming to running position with a brake pipe not perfectly tight ? A. The brake pipe will be overcharged with either a Westinghouse or New York B-1 " old style" valve, and brakes will apply. Q. (a) What effect on a long freight train with a Westinghouse valve ? (b) What effect on a long freight train with a New York valve ? A. (a) The freight train would, ini time, over- charge, (b) No effect except failure to pump up the excess pressure as the governor would stop the pump at 70 pounds brake pipe pressure. Q. Why would we overcharge the short train and not the long one with the New York Brake valve ? A. If, when releasing brakes, the main reser- voir and brake pipe pressure equalize above 70 pounds, due to the short brake pipe, it is over- charged, while with a long brake pipe the press- 12 FOR ENGINEMEN. ure equalizes below 70 pounds, due to the larger space to fill, and the pump governor will stop the pump when the standard brake pipe press- ure is pumped up. Therefore, it is a question of raising the brake pipe pressure above 70 pounds on a short train with what pressure there was already in the main reservoir. Q. (a) What would you do in case you did overcharge with train standing ? (b) What would you do with the train running ? A. (a) Would make an application of the brakes and draw the pressure down below 70 pounds, then release and return handle to run- ning position before getting 70 pounds, (b) J would make an application, if possible, without stalling. If not, place handle in release position until such time as you can make an application and work the pressure down. "In stopping with the high pressure, care should be taken not to apply brakes hard, as wheels may be slid, due to the high pressure. Q. How long should the brake valve be left in release position with a lone engine ? A. Only an instant. Return it to running po- sition before taking the hand off the handle. Q. (a) After brakes are properly released, should handle again be placed in release posi- tion on a passenger train ? (b) What if a long •freight train ? A. (a) No. (b) When returning handle to running position, after waiting a moment, again place handle in release position for a second or two and then return to running position and leave it there until you have occasion to again apply the brakes. FOR ENGINEMEN. 13 Q. With the Westlnghouse Brake Valve in running position, if black hand of gauge regis- ters more or less than 70 pounds, what needs regulating ? A. The feed valve attachment. Q. If red hand does not indicate the proper excess pressure, how do you proceed to get it with a Westlnghouse Brake Valve ? A. By adjusting the pump governor. Q. (a) If pump was working, but did not Eeem to hold the pressure up and the brakes commenced to drag, etc., what would you do ? (b) What v/ould you look for in very cold wea- ther ? A. (a) Would lap the brake valve. If red hand of gauge goes up, the leak is in the brake pipe. If it does not, examine the piping be- tween pump, main reservoir and brake valve, also see if air is not turned on some of the other appliances operated by air. (b) The air strain- er on pump frosted over. Q In making a terminal test of train how could you test the aniount of leakage in the brake pipe ? A. By making an application of the brake, which will close communication between the brake pipe and the auxiliary reservoirs, and noting the fall of the black hand on the gauge per minute. Q. How do you test for a leak in the signal line on the engine ? A. By closing the cut out cock in. or next to 14 FOR ENGINEMEN. the reducing valve. A leak will cause the whistle to blow. Q. (a) How many steam valves in a 9 i/^ inch pump ? (b) What comprises the valve motion of the New York pump ? A. (a) Three, (b) Two plain D slide valves; two reversing rods and two reversing plates. Q. What are the dimensions of the cylinders of a New York No. 5 air pump ? A. The two steam cylinders are 8x12 inches. The high pressure air cylinder is also 8x12 inches. The low pressure air cylinder is 12x12 inches. Q. Is this a compound pump in both the steam and air end, or in the air end only ? A. In the air end only. Q. Describe the operation of the air end of the pump ? A. The large cylinder compresses the air into the small cylinder and the small one compresses it into the main reservoir. Q. What is gained by compounding the air end ? A. It produces three cylinders of air by using two cylinders of steam. Q. Describe the operation of the steam end of the pump ? A. The piston in each steam cylinder operates the reversing rod, that moves the slide valve FOR ENGINEMEN. 15 for admitting and exhausting steam to and from the other cylinder. Q. How is this accomplished ? A. By locating the slide valve for the right steam cylinder in the valve chamber under the left cylinder, and the slide valve for the left steam cylinder in the valve chamber under the right cylinder, and by crossing tne steam ports leading to each end of each cylinder. Q. Do both pistons move at the same time ? A. No. After one piston makes a stroke, it must wait until the other one completes its stroke before steam can be admitted to the other cylinder. Q. What defect in the steam end will stop a New York Pump ? A. A broken reversing rod or a reversing plate loose on the piston. Q. If, when admitting steam to a New York Pump, the low pressure piston moves up and stops at the upper end of the cylinder and the high pressure piston fails to move, where should the trouble be looked for ? A. In the steam cylinder of the low pressure side. The reversing rod is probably broken, or the reversing plate is loose on the piston. Q. What would be the effect if the reversing rod was broken, or the reversing plate loose on the high pressure side ? A. Both pistons would make the up-stroke and remain there. 16 FOR ENGIXEMEN. Q. (a) Which air cylinder of a New York Pump requires the most oil ? (b) Why ? A. (a) The smaller, or high pressure one. (b) On account of the higher pressure and temperature which that piston works against. Q. What is the cause of the pump not ex- hausting square, or working lame ? A. A stuck or broken air valve, or if they have not the proper lift. Q. How would you locate a defective air valve in a New York Pump ? A. The piston will move quickly toward a leaky or broken receiving valve, and away from a broken or a leaky discharge valve. If in doubt as to which valve is causing the trouble, report them all examined. Q. (a) How many air valves has a Westing- house pump ? (b) What is their lift ? (c) How many air valves in a New York Pump ? : (d) What lift ? A. (a) Four. (b) 3-32's. (c) Eight. (d) 3-16's. ' Q. (a) Does a Westinghouse Brake Valve handle have to be left in service position any longer to make a five pound reduction on a long train than it would on a short one ? (b) What if using a New York Brake Valve ? A. (a) It does not. (b) With the New York Brake Valve, as we draw the air direct from the train pipe, it would have to be left in service position corresponding to the length of the train* FOR ENGINEMEN. 17 Q. How could you test,by means of the brake valve, whether the air gauge is correct ? A. With the brake valve in the release posi- tion the main reservoir and brake pipe pressures are directly connected. If both gauge hands do not indicate the same, one or both hands are out. With the New York " B " 2, or new style brake valve, test before getting 70 pounds. Q. How could you test the signal line press- ure ? A. Would pump up the pressure, stop the pump and open the drain cock on the main res- ervoir ; then watch the red hand of gauge. When whistle blows, the red hand indicates a little less pressure than the signal line is carry- ing, as the signal line pressure is then flowing back into the reservoir, thus causing a reduc- tion of signal line pressure. Q. (a) In case the train broke in two, or a hose burst, what would you do ? (b) If a burst hose, how could you help the trainmen to locate it ? A. (a) Close the throttle and lap the brake valve as soon as discovered. (b) By placing brake vahe in running position after train stops. Q. (a) What is the little reservoir used for that is connected to the Westinghouse Brake Valve ? (b) What would you do if it got bro- ken off ? (c) What is the purpose of the little reservoir in the roof of cab connected to the New York Brake Valve ? (d) What pressure charges it ? A. (a) To increase the volume of air over FOR ENGINEMEN. the equalizing piston so that the reduction in making a service application can be made suffi- ciently gradual, (b) Would plug the pipe and the angle fitting in brake valve, and then brake carefully in the emergency position. (c) It holds the air that automatically laps the brake valve in making a service application. (d) Brake pipe pressure. Q. With a New York Brake Valve, if the pipe leading to the little reservoir got broken off, what would you do ? How would you operate the brake valve ? A. Would plug the pipe and use valve in ser- vice position as before, and lap it by hand when gauge shows necessary reduction. Q. What would be the effect if they or their connections leak with either brake valve ? A. The brake would apply harder than in- tended in making a service application. Q. If, with the Westinghouse Brake Valve in release or running position, you got a discharge of air at the angle fitting and the brakes ap- , plied, would you look for a leak on the engine or have trainmen look for it on the train ? A. I would look for leak in equalizing reser- voir, the connections to it and in pipe to black hand of air gauge, as the pressure is reducing above the equalizing piston, thus causing the train line exhaust valve to open. Q. What is the duty of the triple valve ? A. To charge the auxiliary reservoir, apply and release the brake. FOR ENGINEMEN. 19 Q. What are the primary parts of a triple valve ? A. A piston and slide valve- Q. (a) What is the duty of the slide valve ? (b) The triple piston ? A. (a) To open ana close the exhaust port leading from the brake cylinder to the atmos- phere and in conjunction with the graduating valve to open the port leading from the auxili- ary reservoir to the brake cylinder. (b) To open and ciose the feed port between the brake pipe and auxiliary reservoir and to move the slide and graduating valves. Q. (a) What pressure always moves the triple valve in a position to apply the brakes ? (b) What pressure moves the triple valve to release the brakes ? A. (a) The auxiliary reservoir pressure, (b) The brake pipe pressure. Q. How is the auxiliary pressure made great- er than the brake pipe pressure ? A. By reducing the brake pipe pressure. Q. (a) If you reduce the brake pipe pressure five pounds, how much pressure will leave the auxiliary and go into the brake cylinder ? (b) If you reduce ten pounds ? (c) 20 pounds ? (d) 3 pounds. (e) Why did no more press- ure leave the auxiliary after the 20 pound re- duction ? A. (a) Five pounds, (b) Ten pounds, (c) 20 pounds. (d) 20 pounds. (e) Because about a 20 pound reduction will equalize the 20 FOR ENGINEMEN. pressure between the brake cylinder and the I auxiliary reservoir. ' Q. (a) How much pressure have you now in the auxiliary, brake cylinder and brake pipe ? ,b) Would a further reduction set the brake any harder ? A. (a) 50 pounds. (b) Not if the piston travel was proper, but on account of long travel it is sometimes well to make a 25 pounds re- duction. Q. What must be done to release the brake *? A. Allow the main reservoir pressure to flow into the brake pipe and raise the pressure above that remaining in the auxiliary reservoir. Q. (a) How many ports in the triple valve are open when in release position, ? (b) Is it possible to recharge the auxiliary without en- j tirely releasing the brakes ? A. (a) Two. (b) Yes, if brake has a re- taining valve. Q. (a) Vv'hat effect would leaks in the brake pipe have when brakes are off ? (b) What ef- fect would they have with brakes applied ? (c) What would be the effect of leaks in the auxiliary reservoir or connection with brakes off ? (d) With brakes applied ? A. (a) It would make the pump work unnec- essarily, (b) Apply them harder than intend- ed, (c) Sam.e as leaks in brake pipe. (d) Cause them to release. Q. What effect has a leaky graduating valve ? m FOR ENGINEMEN. 21 A. It will generally release a partly applied brake, no effect on a full set one. Q. What pressure should you have before testing brakes ? A. Full pressure, if time will permit. At no time should this test be made with much less than full pressure. With the high speed brake full pressure must be had. Q. NaTie the different positions of the brake valve ? A. Full release, running, lap, service, and emergency. Q. (a) Does air ever blow out of the brake pipe exhaust when releasing brakes with the Westinghouse Brake Valve? (b) Why? (c) Do you hear it with over four cars ? A. (a) Yes, with a lone engine or a very short train, (b) because the brake pipe under the equalizing piston charges faster than the chamber above, thus raising and opening the brake pipe exhaust valve, (c) No, if so, would know there was an obstruction in brake pipe, or an angle cock closed less than four cars back* Q. (a) When applying brakes, can you tell about how many cars of air are coupled up ? (b) How ? A. (a) Yes. (b) By making a certain num- ber of pounds reduction each time and noting the length of the brake pipe exhaust. Q. In. applying brakes, if the exhaust at brake valve was weak, what does it denote ? 22 FOR ENGINEMEN. A. An obstruction, usually ice in the brake pipe, or an angle cock nearly closed. Q. (a) In double heading, which engineer should control the brakes ? (b) What should the other engineers do ? (c) Could you tell from your cab if they were cut out or not ? A. (a) The leading, or head man. (b) Cut out their brake valves by closing the cock in the brake pipe under the brake valve and place brake valve handle in emergency position. If a New York B-2 or new style valve, also cut out straight air by closing cock in straight air pipe leading from the brake valve before placing brake valve in emergency position. (c) Yes, there would be a continuous exhaust at my brake valve when applying brakes. Q. What effect would it have if they were not cut out when you attempted to apply the brakes ? A. The other engine would release the brakes as fast as the head man applied them. Q. (a) What is a running test ? (b) How made ? (c) Should frequent use be made of this test ? A. (a) A test of brakes while running, (b) By applying the brakes without closing the throttle to see whether and how well the brakes take hold, (c) Yes, after leaving the terminal station or where engines have been changed, and at least one mile before reaching railroad crossings, draw bridges, etc., and before going down heavy grades. Q. (a) In making the second application with a passenger train, how would you handle FOR EXGINEMEN. 23 the brake valve so the brakes will respond to the first reduction of the second application ? (b) Why ? A. (a) After releasing brakes, would place brake valve in lap position. (b) To prevent charging the brake pipe above the auxiliary reservoir pressure. Q. (a) V/here does all the air come from that goes to the brake cylinder in a service ap- plication with either Westinghouse or New York triple valves ? (b) Where does it come from in an emergency application with Westing- house triples ? (c) Where from with New York triples ? A. (a) The auxiliary reservoir. (b) Auxil- iary reservoir and brake pipe. (c) The auxil- iary reservoir. Q. (a) Can you get quick action after a par- tial service application with Westinghouse trip- le valves ? (b) With New York triple valves ? A. (a) It depends on the amount of reduc- tion already made in service and the length oi piston travel. In no case can we get full emer- gency after making a service reduction. (b) No. After making a service reduction, quick action can not take place during the application* Q. Why is it dangerous to apply and release the brakes repeatedly in making a station stop ? A. Because each application decreases the auxiliary reservoir pressure and repeated appli- cations, without recharging, will reduce the pressure so low you will have nothing left to stop with. 24 FOR ENGINEMEN. Q. (a) What are leakage grooves ? (b) Do you have to allow for them in setting the brakes ? A. (a) They are small grooves three inches long,cut in the top or side of the brake cylinder at the pressure end. (b) Yes. Q. (a) As a rule, how great a brake pipe re- duction is necessary to push pistons beyond these grooves ? (b) Does a long train require more than a short one ? A. (a) Prom five to eight pounds, (b) Yes. Q, (a) How do all the angle and cut out cock handles stand both in the air brake pnd signalling system when open ? (b) When closed ? A. (a) They are all open when handle is crosswise of the pipe, except the angle cock, which is parallel with the pipe. (b) When closed all are parallel with the pipe, except the angle cock, which is crosswise. If handle is missing, look at crease in the plug. It is al- ways in line with opening through the cock. Q. (a) How do you cut out the brake on an engine, tender, cars ? A. By turning the handle of cut out cock straight with the pipe; the auxiliary reservoir should then be bled of all air. Q. When you cut off from a double header where you have been operating the brake, what is your last duty ? A. To apply the brakes. This will insure the other man cutting in his brake valve. FOR ENGINEMEN. 25 Q. When do you consider the most important time to look at your air gauge ? A. After releasing the brakes, to see if the system is recharged again promptly. Q. How do you handle the brake valve in coupling onto an uncharged train ? A. The brake should be applied and released a couple of times before coupling on the train, to reduce the auxiliary reservoir pressure, and leave brake valve on lap until coupled on, then put in full release position for a moment, and then return to running position. Q. (a) In; testing brakes, could you tell by means of the brake valve, if they went into the emergency ? (b) How ? A. (a) Yes. (b) By the sudden closing of the brake pipe exhaust. Q, Should any attention be given the brake pipe exhaust when applying brakes ? A. Yes, so as to detect any change in length of brake pipe that is cut in. Q. (a) Should brakes by leaked on by plac- ing valve on lap ? (b) Why ? A. (a) No. (b) The brakes will not apply uniformly throughout the train and if they ap- ply from the rear end first, it may cause the train to part. Q. (a) Do you know where the emergency valve is located on the Wooten type boilers ? (b) What is it for ? A. (a) Yes. (b) To apply the brakes in 26 FOR ENGINEMEN. case of an emergency that the engineer was ig- norant of. Q. Which cars hold the most when the air brake is applied, loads or empties ? A. Empties. Q. (a) With unequal piston travel, which brakes release first, long or short travel, after making a ten pound reduction ? (b) Which after a 25 pound reduction ? (c) Why ? A. (a) They should all release practically together. (b) The long travel brakes will re- « lease first, (c) Referring to the table on piston i travel, we see that a 13 pound reduction set the ^ 4 inch travel brake in full and it equalized at 57 pounds, but the 10 inch travel brake contin- ued to apply harder until a 25 pound reduction of brake pipe pressure had been made. With them both fully applied there is 57 pounds press- ure in the auxiliary and cylinder of the 4 inch travel brake and 47 pounds pressure in the 10 inch travel brake. To release the brakes, brake pipe pressure must be higher than the auxil- iary reservoir pressure to force the triple pistons to release position and as there is 10 pounds less pressure in the long piston travel brake to overcome, it will release with 10 pounds less brake pipe pressure than the short travel brake. Q. Can you overcharge a train v/ith a New | York B-1 or old style brake valve ? A. We can overcharge a short train, but not a long freight train, unless, after getting excess pressure and again placing brake valve in re- lease position. If brake pipe pressure is raised above 70 pounds it is overcharged. tH '^ tH .irj rHcqirqcocoTtiio O ^' ;f? ;^ si ^ :^^^ J '^ ^00050iU50t-t-CO .3 rHC^CO^'*-^K5 > < 00 rtOeocoiHt-oot- H d ;^-;^ ^ ^ t- rtMOSt-t-THiHT-lOO •StHC^CO'^LOLOIOLO O m -d;?? ;:^ s CD ^LCOSt^t-t^-t-t^C^ jHM-^ioioioioiocr) S CD* o n d ^ T^ o ^ PLh d o .2 ^ 'd 4^ 03 0) 'd tH tH iH tH Ph 0) ?H s 02 t> H ^ *s o -Q ^ Cl) 6 ^ Oi 5h a> '^ ,. I4. How is the feed valve adjusted for either 70 or 110 pounds brake pipe pressure ? A. By turning the handle one way until the lug strikes the lower stop. The valve will reg- ulate the brake pipe pressure to 70 pounds and by turning it the other way, until the lug strikes the upper stop, it will regulate the brake pipe pressure to 110 pounds. Q. If desired to carry any other pressure, what must be done ? A. The position of the stops must be changed. Q. What are the plugs for in the caps of both* brake valves ? A. To oil the rotary valves. When there is FOR ENGINEMEN. 73 no pressure in the valves, remove the plugs and fill with valve oil. Q. (.a) How many positions has the new Westinghouse H 5 Automatic Brake Valve ? (b) Name them ? A. (a) Six. (b) Release, Running, Holding, Lap, Service and Emergency. Q. Describe the purpose of the different po- sitions ? A. Release position is for releasing and re- charging the train brakes by opening a large and direct passage from the main reservoir to the brake pipe, but not releasing the locomotive brakes, if they were applied. Running position is the proper one to carry handle in when the brakes are charged and ready for use, and to release the locomotive brakes. Holding position is for holding the locomo- tive brakes applied, the same as in release po- sition, while the train brake recharges. The only difference between running and holding position is that in holding position the locomo- tive brake is held applied, while in running position it is released. Lap position is for holding the brakes ap- plied after a service application, or if a conduc- tor's valve was opened, a break-in-two, or a hose burst ; also for all engines in a train that are not controlling the brakes. Service position is for making all ordinary Slops, or when the brakes are to be applied gradually. Emergency position is used when it is de- 74 FOR ENGINEMEN. sired to apply the brakes as hard and as quick- ly as possible. All pipes between the brake* valve and the distributing valve must be positively air tight. Q. As there are no auxiliary reservoirs used with the " E. T." equipment, where is the air taken from to apply the brakes ? A. From the main reservoir, in either auto- matic or an independent application. Q. In double heading, in order to give con- trol of the brakes to the leading engineer, what should the second engineer do ? A. The double cut out cock under the auto- matic brake valve must be closed and the handle of the automatic valve placed in lap position. Q. If the brakes were applied from the lead engine, can the second engineer release his en- gine brakes ? A. Yes, by placing his independent brake valve in release position. He could also re- apply them if desired. Q. (a) After making an application of the automatic brake, can the locomotive brake be released and re-applied with the independent brake valve ? (b) How ? A. (a) Yes. (b) The locomotive brake may be released by placing the independent brake valve in release position, and re-applied again by placing it in the service position, admitting the desired pressure, and then moving it back to running position. Q. Why not move it to lap position ? FOR ENGINEMEN. 75 A. Because if this was done the locomotive brake would not release when the automatic brake valve was placed in running position. Q. As the air is taken from the main reser- voir for applying the locomotive brakes, how could they be operated on the second engine in case the air pump was disabled ? A. The main reservoir on the second engine may be charged while the train is at rest by placing the automatic brake valve in release position and opening the cut-out cock under the brake valve. The air will then flow from the brake pipe into tne main reservoir. Before starting the train, this cock must be closed and the automatic brake valve placad in lap posi- tion. MANIPULATION. When not in use carry both brake valves in running position. To apply the brakes on engine and train, place the handle of the automatic brake valve in the service position, making the required brake pipe reduction, and then back to lap po- sition. To release the train brakes, place the handle in release position long enough to release the train brake, being careful not to overcharge the brake pipe ; then move it to holding posi- tion, gradually releasing the locomotive brakes by short, successive movements, between run- ning and holding positions, aiming to have the locomotive brakes off as the train stops. If a full stop is not desired, release the train brakes in release position, and, after the slack in train has adjusted itself, move the handle to 76 FOR ENGINEMEN. running position^ to release the locomotive brakes. To make a smooth and accurate two-applica- tion passenger train stop, make the first appli- cation a heavy one. When the speed has re- duced to about fifteen miles an hour at a con- venient distance from the stopping point, re- lease train brakes by placing valve in release position, then pause a second or two in running position to reduce locomotive brake cylinder pressure a little, then lap the valve, as with the ordinary brake valve, making the second application after, as conditions require. When using the independent brake valve carry the automatic one in running position. The independent application can then be re- leased by placing the independent brake valve in running position. The release position of the independent valve is for use when the automatic brake valve is not in running position. If an emergency should arise while the inde- pendent brake is applied, apply the automatic brake instantly. The safety valves should re- strict the brake cylinder pressure to the proper amount. In descending grades the brake on the loco- motive must be alternated to prevent over-heat- ing the driving wheel tires, and to assist the retaining valves in holding the train while re- charging the auxiliary reservoirs on the train. This can be done by keeping the engine brakes released by use of the independent brake valve while train brakes are applied, and applying engine brakes just before releasing train brakes and then releasing engine brakes before re-applying train brakes, after they are re-charged. FOR ENGIXEMEN. 77 After all brakes are applied automatically, to graduate off, or entirely release the locomo- tive brakes, use release position' of the inde- pendent brake valve. The release position of this valve will release the locomotive brakes at any time. The brake cylinder gauge should be observed closely, as it indicat9s at all times the brake cylinder pressure. In case of a bursted hose, a break-in-two or a conductor's valve opened, place the handle of the automatic valve in lap position. When there are two or more engines in a train turn the double cut out cock in the brake pipe under the automatic brake valve to close the brake pipe, and the automatic brake valve handle should be placed in lap position on all engines, except the one that is operating the brakes. If an emergency should arise, place the handle of the automatic brake valve in the emergency position and leave it there until the train stops. Q. Why is the independent brake valve nec- essary ? A. If desired, the locomotive brakes can be operated at any time, independently of the au- tomatic brakes. Q. (a) How many positions has the inde- pendent brake valve ? (b) Name them ? A. (a) Four, (b) Release, Running, Lap and Service positions. 78 FOR ENGINEMEN. Q. Describe the use of the different posi- tions ? A. Release position is for releasing the loco- motive brakes , regardless of the position of the automatic brake valve. A spring automatically returns the handle from release to running po- sition, as otherwise it would be impossible to operate the locomotive brakes with the auto- matic brake valve. Running position is for carrying the handle in when the valve is not in use, also to release the locomotive brakes, if the automatic brake valve is in running position. It is necessary for it to be in this position tor the locomotive brakes to release when the handle of the auto- matic brake valve is placed in running position. Lap position is for holding the independent brakes applied, all ports being closed. Service position is for applying the locomo- tive brakes independently. Q. What is the maximum cylinder pressure obtained with the independent brake valve ? A. 45 pounds. Q. What regulates the cylinder pressure to this amount ? A. The automatic pressure reducing valve, located in the pipe between the main reservoir and the brake valve. Q. When is it necessary to use the release position of the independent brake valve in or- der to release the locomotive brakes ? A. Only when the automatic brake valve is not in running position. For Trainmen. Q. Why should we begin at the rear end of train to get the air brakes ready ? A. To prevent the brakes applying on the cars that are charged each time an angle cock is opened ; also an angle cock may be opened allowing all brake pressure to escape. Q. Commencing at the rear, how do we pro- ceed to get the air brakes ready ? A. By closing the rear angle cock, cutting in all brakes that are in good working order, cutting out and carding all those that are not, observing that the release valves are (closed, the pressure retaining valve handles turned down, (unless they are to be tested, then they should be turned up) and unless re- quired account of grade hand brakes released, the hose coupling gaskets examined to see if they will make tight joints, the hose coupled and the angle cocks opened. Q. What should be done before coupling the hose between engine and train ? A. The brake pipe on the engine should be blown out. Q. What should be done before turning the air into the train ? 80 FOR TRAINMEN. A. The slack should be stretched to see if all couplings are made, also to locate any leakage due to a short hose. Q. While the train is being charged, what should be done ? A. The brakes should be inspected and all leakage stopped, Q. (a) When coupling engine onto cars al- ready charged, which angle cock should be opened first ? (b) Why ? A. (a) The one on the engine. (b) So as to fill the empty hose from the engine and thus prevent the train brakes applying in the emer- gency, which they will do if the angle cock on the car is opened first suddenly. Q. When coupling an uncharged car to others already charged, how should the angle cocks be opened ? A. The' one on the uncharged car should be opened first so the empty hose and brake pipe will be connected, then open the one on the charged car slowly. Q. Why is it necessary to test the brakes be- fore leaving a terminal ? A. To know before starting the train that the brakes will apply and release properly, and not go into undesired quick action and also that the piston travel is correct. Q. (a) At what other times should the brakes be tested ? (b) Why ? A. (a) At any time there has been any change in the make up of the train, except FOR TRAINMEN. 81 where cars have been set off from the rear end, also at any time the hose has been uncoupled, (b) To prove that all necessary angle cocks have been opened. Q. If an angle cock was only partly open how would it affect the operation of the brakes? A. They would apply in a service applica- tion behind the partly closed cock, but would be slow in releasing. The reduction of brake pipe pressure being so gradual, quick action v/ould fail, if an emergency should arise. Q. (a) Can a train be made up so it will be impossible to get quick action from the brake valve ? (b) How ? A. (a) Yes. (b) By having too many brakes cut out next to the engine. The head car should have a quick action triple cut in and working, and there should not be over two cars with brakes cut out, or cars equipped with plain triple valves together in the train. Q. (a) What would cause the brakes to ap- ply quick action when only a service reduction was made ? (b) How may the defective brake be located ? (c) What should be done when it is found ? A. (a) It is generally caused by a defective triple valve usually one that is simply dirty and sticky, (b) The Engineer should be asked how heavy a reduction was made before the brakes applied quick action. If he sajB 8 or 10 pounds have him make a 5-pound reduction and look for one that has not applied. If one is found cut it out, and have him make a second reduc- tion. If they now work all right the one cut out, must be the one causing the trouble; to 82 FOR TRAINMEN. prove it cut it in, release, recharge and have them applied again; if it does not move on first reduction and goes on in the emergency on the second it is surely the one. If quick action is ob- tained with the first reduction, say of 5 ponuds, close any angle cock in the middle of the train ; if they still apply in quick action the trouble is in first half of train, if not it is in the rear part ; divide up again the half trouble is on un- til the defective one is located, (c) It should be cut out, the auxiliary reservoir bled of all air and a defect card applied. Q. Within what limits should the piston travel be maintained ? A. Between 6 and 8 inches. Q. If the piston travel is too long or too short what effect does it have on the holding power of the brake ? A. See table on piston travel on page 27, Q. What would prevent the charging of an auxiliary reservoir. A. Dirty strainers, either at T in cross over pipe, or the one in the triple valve, the feed port in triple valve may be stopped up, or the auxiliary reservoir may leak. Q. Y/here would you look for the trouble if a brake applied properly but would not release? A. The' pressure retaining valve may be turned up, the push rod bound in the piston sleeve, or the sleeve bound in the cylinder head, levers or rods may catch on something under the car or the hand brake may be applied. Q (a) What is the retaining valve connected to ? (b) If broken off should the pipe be FOR TRAINMEN. 83 plugged ? Why ? (c) If broken off will the brake apply and release properly ? A. (a) The exhaust port of the triple valve, (b) No, after the brake was applied it could not release, (c) Yes, Q. How are retaining valves tested ? A. The handles should be turned up either before or after the brakes are applied. The brakes should then be released and after air ceases to discharge from the retainer the handle should be turned down ; if a blow accompanies the turning down of the handle it is working properly, if not it has leaked off. Q. V/hen using retaining valves what may be the result if the 1-1 Gth inch exnaust port in the bottom was stopped up ? A. It would retain all brake cylinder press- ure when the brake was released 'and be liable to overheat the wheels and cause them to break. Q. There is a large three position retaining valve used on some heavy cars, how does it op- erate ? A. When the handle points downward all brake cylinder pressure escapes freely to the atmosphere ; when the handle is turned half way up, it retains 50 pounds' pressure in the cylinder when the brake is released ; when the handle is turned horizontal it retains 2 5 pounds. Q. Will a retainer hold more pressure on a long or a short piston travel brake ? A. It holds the same amount of pressure in 84 FOR TRAINMEN. either case the volume of air is greater on the long travel brake. Q. (a) At which end of the train should the retainers be turned up from ? (b) Which end in turning them down ? (c) Why should they be turned down from the rear end ? A. (a) The head end. (b) The rear end. (c) To prevent the slack running out of the train which may result in a break-in-two. Q. What would be the effect of starting a train with tha retainers holding, especially on empty cars ? A. It would be liable to slide the wheels. Q. (a) How should the angle cock handles stand when open ? (b) How does the cut out cock handle stand when open ? A. (a) In line with pipe, (b) Crosswise to the pipe. Q. If the handle was missing or possibly put on wrong how could you tell if cock was open or closed ? A. A creas.e in the top of the plug is always in line with the opening through the cock. Q. (a) On a passenger train where should the signal be given from to apply the brakes ? Why ? (b) Where given from to release them ? Why ? A. (a^ From the head car, so as to hear if the whistle on the engine blows, also to com- municate with the engineer if necessary. (b) From the rear end, to prove there is com- FOR TRAINMEN. 85 munication in the signal line throughout the train. Q. V/hat is the signal for applying or releas- ing the brakes ? A. Four blasts of the air signal whistle. Q, How should the signal cord be pulled to transmit proper signals to the engine ? A. It should be pulled directly down, for one second and aliow three seconds to elapse between each pull. Q. What would prevent the signal respond- ing from one car and operate from all others ? A. The cut out cock being closed under the car discharge valve, a dirty £5trainer in the T where the branch pipes joins the main signal pipe, or the car discharge valve may not open a sufficient amount to cause a sudden enough reduction in signal line pressure. Q. If on a passenger train the Engineer whistles for brakes, what must be done ? A. The Conductor and each trainman should open a Conductor's Valve first, and then apply the hand brakes. Q. In the event Ol a burst hose on a passen- ger train and there was no extra one on the train, what could be done ? A. Remove the one on rear end of last car or the one on the front end of the engine. Q. What should be done with a car in a passenger train that has a broken brake pipe ? 86 FOR TRAINMEN. A. It depends on conditions, air may be made to pass through It by coupling the brake pipe of the other cars to the signal pipe on the car with the broken brake pipe; this will do away with the signal on all cars in the rear, but will make all the brakes operative except the one with the broken pipe, or it way be placed on the rear end, provided its hand brake is in good order. Q. When such a car is placed in the rear, what precaution must be taken ? A. Its hose must be coupled to the car ahead and all angle cocks opened except the one on front end of the car with broken pipe. If hand brake was out of order the car must be placed second from the rear end, the rear car must have a hand brake in goor order and a man on it to handle brake at all times. Q. When hand brakes are necessary on a part air brake train where should they be ap- plied ? A. Immediately behind the air brake cars. Q. In backing a freight train only partly equipped with air brakes where should hand brakes be applied ? A. At the rear end. Q. If stopped on a grade how should hand brakes be applied ? A. If on a descending grade brakes should be applied on the head end ; if on an ascending grade brakes should be applied on the rear end. Q. V/hen setting out a car what should be done ? FOR TRAINMEN. 87 A. The brakes should first be released, the angle cocks closed on each end of the brake pipe where hose is to be parted and the hose parted by hand, the auxiliary reservoir bled of all air and after car is placed on the siding the hand brake applied. Q. Why not set the hand brake before re- leasing the air brake ? A. On some cars it would be set too tight and may break the chain when the air press- ure on the piston was released, on others it would not be set at all. Q. What is the proper way of releasing a brake with the release valve ? A. It should be opened until air commences to escape at the exhaust of triple valve, when it should be closed. If it is held open longer it may apply other braKes. Q. (a) Where is the pressure stored that applies the automatic brake ? (b) Where does it draw its air from direct ? A. (a) In the auxiliary reservoir. (b) The brake pipe. Q. What is the duty of the triple valve ? A. To charge the auxiliary reservoir, apply and release the brake. Q. How long does it take to charge an aux- iliary reservoir from zero to 70 pounds ? A. About 70 seconds. Q. When, charged up and ready to apply the brakes how does the pressure in the auxiliary reservoir, and the brake pipe stand ? FOR TRAINMEN. A. They are equal. Q. What has to be done to apply the auto- matic air brake ? A, Reduce the brake pipe pressure, which reduction causes the triple valve to move and allow the auxiliary reservoir pressure to flow into the brake cylinder. Q. When the brake is fully applied how do the pressures in the auxiliary reservoir and brake cylinder stand ? A. Equal. Q. How much would it be necessary to re- duce the brake pipe pressure to accomplish this ? A. About 20 pounds. Q. What must be done to release the brake ? A. The brake pipe pressure must be made stronger than the remaining auxiliary reservoir pressure, that it may force the triple valve to release position against that pressure; in so doing the communication between the auxili- ary reservoir and brake cylinder is closed, the exhaust port between the brake cylinder and atmosphere is opened, also the feed port between the brake pipe and the auxiliary reser-* voir. Q. How is the brake pipe pressure made the stronger ? A. By either admitting air from the main reservoir into the brake pipe, or decreasing the auxiliary reservoir pressure by the release valve. FOR TRAINMEN. " 89 Q. What position must the triple valve be in to recharge the auxiliary ? A. Release position. Q, Can the auxiliary reservoir be recharged without entirely releasing the brake ? A. Yes, by turning up the retaining valve handle. Q. What effect has leaks on the operation of the brakes ? A. If the brake pipe leaks, the brake will apply harder than the engineer intended, or until they are fully applied ; if there is a leak from an auxiliary reservoir the brake will re- lease on that car ; a leak in a brake cylinder will allow the pressure to escape thus releas- ing the brake. Q. What effect would a weak or broken grad- uating spring have on a Westinghouse quick action triple valve ? A. There would be nothing to stop the triple piston when it reached service position and it would move on to emergency position. Q. What effect would one quick action triple going on in emergency have on the other brakes ? A. If one quick action triple valve goes into quick action it makes a sudden brake pipe re- duction which starts the next triple valve, and that one the next, and so on until they are all applied. Q. Does a weak or broken graduating spring 90 FOR TRAINMEN. have the same effect on a long train, as it does on a short one ? A. No, on a long train due to the larger volume of brake pipe air the auxiliary reservoir pressure can flow into the brake cylinder faster than the brake valve can reduce the brake pipe pressure, therefore, it is not necessary to have anything to hold the triple valve in service po- sition. The absence of the graduating stem or spring will cause quick action on short trains only. Q. How many cars must there be in a train to prevent quick action from a broken or weak graduating spring ? A. With over six or eight cars a triple valv-e with a broken or weak graduating spring would not be noticed if the triple valve was working properly otherwise. Q. Quick action triple valves are often found where there is a blow at the exhaust port ; what would cause this ? A. Sometim.es it is dirt under the slide valve or on the seat of the emergency valve, which may sometimes be stopped by jarring the triple lightly around the emergency valve; if this does not stop it, apply the brake in quick action by parting the hose and opening the angle cock. Q. Should this not stop it, where could the leak be if a Westinghouse triple valve ? A. It may be due to a leaky emergency valve, a leaky check valve ease gasket, a leaky slide valve, a leaky gasket between the triple valve and auxiliary on freight, or the brake cylinder FOR TRAINMEN. 91 Dn passenger, or a leaky tube in the freight auxiliary. Q. How can the defective part be located without taking the triple valve down ? A. A leaky emergency valve and a check valve case gasket produce the same effect and are reached by taking the same part down. To tell if it is either of these parts, charge the auxiliary reservoir and then cut the brake out ; if either of these parts are leaking they reduce the brake pipe pressure and apply the brakes ; if the brake does not apply it indicates that these parts are all right. The cut out cock should then be opened, the auxiliary reservoir recharged after which the brakes should be ap- plied lightly ; if the blow continues after the brake is applied the slide valve is leaking as it should close the exhaust port when the brake is applied. If the blow stops when the brake is applied it is generally the gasket between the triple valve and auxiliary reservoir or brake cylinder as the case may be, or the tube in the freight auxiliary. The slide valve, the triple valve gasket, or the auxiliary tube leaking, would all reduce the auxiliary reservoir press- ure and therefore have a tendency to release the brake when applied; the slide valve would leak to the atmosphere and would release the brake no matter how it was applied; the triple valve gasket or the auxiliary tube leaking would be a leak to the brake cylinder, and therefore could only release a partly applied brake, because when the brake was fully ap- plied the auxiliary and brake cylinder press- ures would be equal, therefore one could not leak into the other. Q. If there was a blow at the exhaust port 92 FOR TRAINMEN. of a triple valve or a pressure retainer would you plug the exhaust port or turn up the re- tainer ? A. The exhaust port of the triple valve must never be plugged for the reason the brake could not release ; if the retainer was turned up it would also keep the brake aDplied ; never use a retaining valve that has a blow, if necessary use the hand brake lightly on that car. Q. Where is the pressure stored that applies the Westinghouse quick action automatic brake in a service application ? A. In the auxiliary reservoirs. Q. Where does it all come from that applies it in an emergency application ? A. The auxiliary reservoir and the brake pipe. Q. What is the difference between cutting the air out of a car and cutting it out of a brake ? A. Closing an angle cock at the head end of a car cuts out that car and all behind it, while closing the cut out cock in the branch pipe cuts out the brake on that car only. Q. (a) Does the New York Quick Action Brake apply any harder in an emergency ap- plication than it does in full service? (b) Why? A. (a) It does not. (b) Because all the air that goes inXo the brake cylinder in either a service or emergency application comes from the auxiliary reservoir, and all they can do is to equalize. FOR TRAINMEN. 93 Q. In case a brake is noticed to be sticking how may you help it to release with the others ? A. If it is caused by short piston travel it may be remedied by extending the travel, as this will lower the auxiliary pressure on a full application, as brakes are more liable to stick on the rear end of long trains than when near the engine ; this car can be set ahead, also stop any leaks in the brake pipe. Q. What is usuallj'^ the trouble with a brake which when applied will sometimes remain ap- plied and at other times release ? A. A dirty slide valve which sometimes seats properly and at others not ; if it does not seat, auxiliary reservoir pressure leaks to the atmos- phere through the exhaust port thus releasing the brake. Q. (a) What defect will cause a constant blow at the exhaust port of a New York Quick Action Triple Valve? (b) What effect will it have* when brake is applied ? A. (a) A leaky slide valve. (b) It will re- duce the auxiliary pressure and release the brake. Q. What defect would cause a blow at the side cap vent ports of a New York Triple Valve? A. The brake cylinder check valve, the emergency, or vent valve leaking. Q. How may the defective valve be located without taking the valve apart ? A, The brake cylinder check valve leaking can only cause a blow while the brake is ap- 94 FOR TRAIKMEN. plied, as at other times there is no pressure in the cylinder. A laaky emergency valve, or vent valve can leak whether the brake is applied or released. To distinguish one from the other, cut the brake out. If the vent valve is leaking it \,ill cause a reduction of brake pipe pressure and apply the brake ; if the brake does not ap- ply cut it in again and then have it applied ; if the emergency valve is leaking it will reduce the auxiliary pressure and generally release the brake. Q. What effect would a leaky gasket between the triple valve and auxiliary reservoir on freight, or the brake c;j^linder on passenger, or a leaky tube in a freignt auxiliary have on the brake ? A. It would cause a blow at the exhaust port of the triple valve when brake was released, and by reducing auxiliary reservoir pressure would release a partly applied brake. Q. Why would it not release a fully applied brake ? A. Because when the brake is fully applied the auxiliary and brake cylinder pressures are equal and one pressure could not leak into the other. Q. How may poor brakes be detected at the foot of a grade ? A. By feeling of the wheels. Q. Would you expect to find the wheels all the same temperature ? A. No, the heavier cars having more brak- ing power than the lighter ones will naturally have the warmest wheels. FOR TRAINMEN. 95 Q. If all brakes applied in the test at the top of a grade what would cause some cars to have cold wheels at the foot of the grade ? A. It may De caused by low braking power, poor packing leathers in brake cylinders, poor retaining valves or dirty feed ports in the triple valves. Q. How could dirty feed ports cause cold wheels ? A. In descending heavy grades there are but a fev/ seconds in which to re-charge the auxil- iary reservoirs, consequently they are never fully recharged after the first application that is made, therefore, they do not do their share of the holding. Q. When not necessary to use all retainers, how should they be used ? A. At the head end, if the grade is short, otherwise chaiige them occasionally and use every other one so as not to overheat any wheels, Q. If a train was stopped on a grade can the air brake be depended on to hold it ? A. No, the air brake should be released and hand brakes applied to hold the train. Q. In testing brakes, why should they always be applied and released from the engine ? A. It may happen that a Brakeman could open an angle cock on the rear end and apply the brakes, and the Engineer release them, but that the Engineer could not apply them from the engine, due to a hose lining getting loose 96 FOR TRAIXMEN. and rolling up, closing the hose when the air was flowing in the opposite direction. Q. How should a freight train be steadied over a bad piece of track on a descending grade ? A. By applying the necessary number of hand brakes on the head end of the train. Q. Why is this necessary ? A. If the air brake was applied it would have to be released perhaps to prevent stalling the train, and which may result in a break-in-two ; if not, the speed will gain so rapidly that it will have to be re-applied, while if a few hand brakes were applied the train will run uni- formly. Q. Why should the hose always be uncoupled by hand ? A. If allowed to pull apart it springs the couplings so they do not make tight joints ; it may tear the hose off or break the pipe ; it also strains the rubber so it soaks in moisture which soon rots the hose ; it alsr freezes in cold weather, making the hose rigid, which causes excessive leakage besides being hard to couple. Q. Why are the couplings for the air signal hose made smaller than those on the air brake hose ? A. So they can not be coupled easily togeth- er. The signal hose coupling is usually painted red so as to further distinguish it from the air brake CQupling. Q. What could cause a bad blow at the ex- FOR TRAINMEN. 97 haust port of a Westinghouse, or the side cap of the New York Triple Valve and also prevent the other brakes releasing after an emergency application ? A. The emergency valve of the Westing- house, or the vent valve of a New York Triple Valve stuck open. Q. How may you stop it and get all brakes released ? A. If jarring around the triple valve did not stop it, would cut the brake out, bleed the aux- iliary reservoir and then cut it in quickly ; if this did not stop it, would cut it out, bleed the reservoir of all air and card the triple for re- pairs. Q. If on a high speed brake train it became necessary to change engines for one not so equipped what should be done ? A. The auxiliary reservoir pressure on each car should be reduced with the release cocks until the low pressure engine can apply and re- lease the brakes. Q. Can a car equipped with the high speed brake be placed in a train not so equipped ? A. Yes, it would make no difference. Q. If a car not equipped with the high speed brake was attached to a high speed brake train, what precaution should be taken ? A. A safety valve provided for the purpose should be screwed into the oil plug hole of the brake cylinder head. Q. What is necessary to make a high speed 98 FOR TRAINMEN. brake on a car already ectuipped with the quick action brake ? A. The addition of an automatic reducing valve, and applying heavy brake beams, rods and levers. Q. What pressure is carried in the brake pipe and auxiliary reservoirs with the high speed brake ? A. 110 pounds. Q. At what pressure Will the auxiliary reser- voirs and brake cylinders equalize at in an emer- gency application when using 110 pounds press- A. About 85 pounds. Q. What reduces it to 60 pounds, the safe limit for slow speeds ? A. The automatic pressure reducing valve if a Westinghouse, or the compensating valve if a New York. (For description of see pages 49 and 50.) Q. What may cause the reducing valve to fail to properly reduce the brake cylinder press- ure and thus slide wheels ? A. The vent port in the bottom of the spring box in a Westinghouse reducing valve being stopped up, usually frozen over by drippings from steam heat traps. Q. Is there a vent port in the bottom of the New York Ccvopensating Valve ? A. No. FOR TRAINMEN. 99 Air Signal Code, Two (2) Blasts of the air signal whistle when train is standing is the signal to start. Two (2) Blasts of the air signal whistle when train is running is the signal to stop at once. Three (3) Blasts of the air signal whistle when the train is standing is the signal to back the train. Three (3) Blasts of the air signal whistle when the train is running is the signal to stop at the next station. Four (4) Blasts of the air signal whistle when the train is standing is the signal to apply or release air brakes. Four (4) Blasts of the air signal whistle when the train is running is the signal to re- duce speed. Five (5) Blasts of the air signal whistle when the train is standing is the signal to call in the flagman. Five (5) Blasts of the air signal whistle when the train is running is the signal to in- crease speed. When one blast of the air signal whistle is heard while train is running, the enginemen must immediately ascertain if the train is parted. tora 100 SPEED TABLE. Table Showing Rate of Speed Required Per Mile to Equal a Given Num- ber of Miles Per Hour Time Per Miles Time Per Miles Mile. Per Hour. Mile. Per Hour min. 36 sec. 100.00 min. 4 sec. 56.25 ' ' 37 " 9730 5 - 55.38 ' 38 " 94.73 6 " 54.55 ' 39 " 92.31 7 " 53.73 ' 40 " 90.00 8 " 9 " 52.94 52.17 ' 41 " 87.80 " 10 " 51.43 ' ' 42 " 85.71 " 11 " 50.70 ' 43 " 83.72 " 12 " bO ')0 ' 44 " 81.82 " 13 " 49.31 ' 45 " 80.00 •' 14 " 48.65 ' 46 " 78.36 " 15 " 48.00 ' 47 '' 76.59 " 16 " 47.37 ' 48 " 75.00 " 17 " 46.74 ' 49 " 73.47 " 18 " 46.15 ' 50 " 72.00 " 19 " 45.57 ' 51 " 70.59 " 20 " 45.00 ' 52 " 69.23 " 21 " 44.44 ' 53 " 67.92 " 22 " 43.90 ' 54 " %^M " 23 " 43.37 ' 55 " 65.45 " 24 " 42.86 ' 56 " 64.29 " 25 " 42.35 ' 57 " 63.16 " 26 " 41.86 • 58 " 62.07 » 27 " 41.38 ' 59 " 61.02 " 28 " 40.91 1 ' " 60.00 " 29 " 40.45 1 ' 1 " 59.02 " 30 " 40.00 1 ' 2 " 58.06 " 31 " 39.56 1 ' 3 " 57.14 '' 32 " 39.13 SPEED TABLE. 101 Time Per Miles Time Per Miles Mile. Per Hour. 38.29 Mile. Per Hour 1 min. 34 sec. 2 min. 48 sec. 21.43 '' 36 " 37.50 2 " 50 " 21.17 " 38 " 36.73 2 " 52 " 20.93 " 40 " 36.00 2 " 54 " 20.69 " "42 " 35.29 2 " 56 " 20.45 " 44 " 34.61 2 " 58 " 20.22 " 46 " ' 33.96 3 " 20.00 " 48 " 33.33 3 2 " 19.78 " 50 " 32.73 3 4 - 19.56 " 52 " 32.14 3 6 " 19.35 " 54 " 31.58 3 8 " 19.15 " 56 " 31.03 3 " 10 " 18.95 " 58 " 30.51 3 " 12 " 18.75 2 " 30.00 3 " 14 " 18.55 2 2 " 29.50 3 " 16 " 18.37 2 4 - 29.03 3 " 18 " 18.18 2 6 " 28.57 3 " 20 " 18.00 2 8 " 28.12 3 " 22 " 17.82 2 '' 10 " 27.69 2 " 24 " 17.64 2 " 12 " 27.27 3 " 26 " 17.48 2 " 14 " 26.87 3 " 28 " 17.31 2 " 16 " 26.47 3 " 30 *• 17.14 2 " 18 " 26.09 3 ^* 32 " 16.98 2 " 20 " 25.71 3 " 34 " 16.82 2 " 22 " 25.35 3 " 36 " 16.66 2 " 24 " 25.00 3 " 38 " 16.51 2 " 26 " 24.66 3 " 40 " 16.36 2 " 28 " 24.32 3 " 42 " 16.22 2 " 30 " 24.00 3 " 44 " 16.07 2 " 32 " 23.68 3 " 46 " 15.93 2 " 34 " 23.38 3 " 48 " 15.79 2 " 36 " 23.08 3 " 50 " 15.65 2 " 38 " 22.78 3 " 52 " 15.51 2 " 40 " 22.50 3 " 54 " 15.38 2 " 42 " 22.22 3 " 56 " 15.25 2 " 44 " 21.95 3 " 58 " 15.12 2 " 46 " 21.69 4 " 15.00 Index. Page Air Pump, Starting and Speed of 3 Air Pump Stopping 4, 10 Air Signal Code 99 Air Signal 7, 17, 35 Angle Cocks 24, 46, 80, 81, 84 Brake Valve 11, 18, 33, 44, 46 Bleeding Off Brakes 46 Breaking In Two 17, 60, 61, 63, 77 Brakes Creeping On 11, 12 Brakes Leaking Off 20, 32, 54 Brakes Sticking 43, 44, 61, 62 Bursted Hose 17, 63, 77 Charging Auxiliaries 8 Cutting Out Brakes 24, 30, 42 Cut Out Cocks 24 Defective Air Pump 5, 6, 33 Defective Brake Valve 31, 32, 44 Double Heading 22, 24, 64, 74, 77 Draining Main Reservoir 7 Duplex Pump Governor 41, 42 Emergency Application .... 23, 30, 48, 53, 60 Emergency Valve 25 Equalizing Reservoir 17, 18, 21 E. T. Equipment 70 to 78 Exhaust at Brake Valve 21, 22, 25 Excess Pressure 8, 31, 41 Feed Valve Attachment 8, 13, 43 Governor . 8, 13, 54 Graduating Valve 20, 21 Handling Trains on Grades 54 to 57 High Speed Brake 47 to 54 Kicking Off Brakes 5 8 Leaks in Air Signal Line 13 Leaks in Brake Cylinder 32 Leaks in Brake Pipe 13, 20, 43, 56, 62 Leaks in Brake Valve 18, 31, 32, 44 Leaks in Triple Valve 40, 90, 91, 93, 94 Leakage Grooves .24 Lift of Air Valves 16 Lubricamts 62 Over-charged Brake Pipe. 11, 12, 23, 43, 44, 75 Piston Travel 20, 26, 27 Position of Brake Valve . .10, 11, 21, 73 to 78 Pressure Retaining Valve 28, 29 Pump Governor Adjusting .9, 10, 13, 41, 54, 72 Pump Governor Troubles 4, 30, 37, 43 Quick Action Triple Valves 23, 30 Recharging on a Grade 29, 55 Releasing Brakes 43, 54, 57 to 61 Reducing Valves 35, 41, 48, 49 Running Test 22 Speed table 10 0, 101 Service Applications .16, 17, 46, 50 to 60 Straight Air Brake .... 38, 39, 40, 59, 61, 62 Testing Air Gauge 17 Testing Air Signal Pressure 13, 17 Testing for Leakage 7, 13 Testing Brakes 21, 22, 25, 34, 61 Two Application Stops 47, 53, 57 Trainmen's Questions and Answers. . 79 to 9 8 Watching the Air Gauge 25 NEW YORK AIR BRAKE. Accelerator Valve 65 Air Pump 14, 15, 16 Brake Valve 33, 36, 37 B-2 Brake Valve 9, 17, 63 to 66 Compensating Valve 48 to 52 Defects in Air Pump 4, 15 Defects in Brake Valve . . 18, 36, 37, 42, 44, 45 Double Heading 22 Duplex Brake 67, 68, 69 Excess Pressure Valve 9, 45 High Speed Controller 66 Lift of Air Valves 16 Oiling Brake Valve 37 Overcharging Brake Pipe 11, 12, 26 Position of Brake Valve 11, 22, 33 Pump Governor 9, 10 Page Pump Governor Troubles 4, 30, 31, 32 Quick Action Triple Valve 35, 93, 94 Releasing Brakes 11, 12 TRAINMEN. Air Signal 84, 85 Applying Brakfes . 88 Angle Cocks 80, 81, 84 Bleeding Off Brakes 87 Brakes Releasing 93 Brakes Failing to Release 82, 92, 93, 97 Broken Graduating Spring 89, 90 Burst Hose 85 Charging Auxiliaries 82, 87 Cutting Out Brakes 92 Defective Triple Valve 81, 90, 91, 93, 94 Effect of Leaks 89 Getting Brakes Ready 79, 80 Hand Brakes 86 High Speed Brake 97, 98 Piston Travel 26, 27, 82 Quick Action Failing 81 Retaining Valves 28, 82, 83, 84, 95 Releasing Brakes 8 8 Setting Out a Car 86; 87 Stopped oin a Grade 9 5 Uncoupling Hose 96 Undesired Quick Action 81 PRESS OF THE TRI-STATES PUBLISHING CO. PORT JERVIS, N. Y.---1907. MY IC '«*^-^^