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THE NEW YORK AIR 
 BRAKE SYSTEM 
 
 A complete and strictly up-to-date treatise containing 
 
 detailed descriptions and explanations of all 
 
 the various parts of the 
 
 NEW YORK AIR BRAKE 
 
 Including the Duplex air pump, all sizes. Engineer's Brake 
 Valves, B-3 Equipment, Accelerator Valve, L Automatic 
 Brake Valve, Duplex and Triplex Pump Governors, the 
 J Triple, K Triple, and Quick Action Triple. Automatic 
 Brake Valve, Automatic Control. 
 
 Compiled and Edited by the World's 
 Leading Air Brake Experts 
 
 The book contains in addition a complete course of cate- 
 chetical instruction on all matters connected with the 
 construction, care and operation of the modern air brake. 
 
 Fully Illustrated Colored Charts 
 
 PUBLISHERS 
 
 FREDERICK J. DRAKE & CO. 
 
 CHICAGO 
 
3" 
 
 <f.V 
 
 COPYEIGHT 1911 
 
 BY 
 
 FREDERICK J. DRAKE 
 
 &• 
 
 ^ 
 
 %k 
 
 Q 
 
 CI.A305177 
 
INTRODUCTION 
 
 It may be truthfully said that no other appliance con- 
 nected with the running of railway trains requires the 
 amount of study, and skill on the part of the operator, 
 as does the modern air brake, with all the varied and im- 
 proved devices which have from time to time been 
 added to it, and those also, which no doubt will be added 
 in the future as occasion demands. 
 
 The air brake undoubtedly stands at the head of the 
 long* list of appliances which todaj^ are considered abso- 
 lutely necessary in the operation of railway trains ; and 
 when viewed from the standpoint of safety and con- 
 venience it is bound to retain its position at the top. 
 
 As many of the great trunk lines of railways have 
 adopted, and are now using the New York Air Brake, 
 the study of this particular system as presented in the 
 following pages cannot fail to be of the greatest ben- 
 efit to all enginemen and trainmen. 
 
 Detailed explanations are given of the principles gov- 
 erning the construction and operation of the system, 
 all the parts, and their various functions being described 
 in language at once plain and practical. 
 
 The information given is strictly up to date, and in- 
 cludes descriptions and illustrations of all the latest 
 improved appliances that have been added to the New 
 York Air Brake equipment. Although a certain amount 
 of purely descriptive matter is indispensable in dealing 
 with mechanical appliances, the fact still remains that 
 
IIN'TEODUCTIO^' 
 
 the conditions connected with air brake practice demand 
 in addition, a large amount of catechetical instruction 
 to enable the student to prepare himself to successfully 
 pass the rigid examinations to which he will be subject 
 while in the line of promotion. 
 
 The answers to the questions are condensed as much 
 as is consistent with reliability and truthfulness. Train 
 handling, both freight and passenger, is dealt with at 
 length, and a full course of instruction given regarding 
 the same. Brake leverage- and braking power are also 
 clearly explained, and simple rules given for their cal- 
 culation. 
 
 The greatest care and diligence have been exercised in 
 the compilation of the book, and the highest authorities 
 on air brake practice have been consulted in an earnest 
 effort to make it complete in every detail. The reason 
 that no references, or names of authors consulted are 
 given in the text or on the Title page of the volume, was 
 for the purpose of presenting these names and authori- 
 ties in a single group, as witness the following list : 
 
 Calvin F. Swingle, 'M. E., President National Institute 
 of Practical Mechanics. Chicago, 111. 
 
 Frederick J. Prior. ^I. A. A., Author of "Operation of 
 Trains;" "AYhat Stops a Moving Train." 
 
 Robert H. Blackall, Air Brake Expert D. & H. C. 
 
 Compan3^ 
 
 AV. W. Wood, Air Brake Expert (Monon Route) 
 C. I. & L. Ry. 
 
 Frank IT. Dukesmith, Director Dukesmith School of 
 
 Air Brakes, 
 
INTRODUCTION 
 
 W. G. Wallace, M. E., Former President Traveling 
 Engineers' Association. 
 
 C. B. Conger, Air Brake Expert, and Author. 
 
 The Locomotive Firemen and Enginemen's Magazine. 
 
 * The Editors and Compilers gratefnlly acknowledge 
 their indebtedness to the Air Brake Association for a 
 portion of the text contained in the following pages ; 
 particularly that pertaining to the examination Ques- 
 tions and Answers. 
 
 Ill 
 
NEW YORK AIR BRAKE SYSTEM 
 
The 
 New York Air Brake Equipment 
 
 DUPLEX AIR PUMP. 
 
 The air cylinders of the New York pumps are located 
 above the steam cylinders, whereas with the Westing- 
 house pumps the air cylinders are located on the bottom 
 end. The low pressure cylinder of the New York pump 
 has a volume capacity of about double that of the high 
 pressure cylinder. The diameter of the steam cylinders 
 is always the same as the diameter of the high pressure 
 air cylinder. 
 
 Another feature in regard to the action of the New 
 York pump is that there is only one steam piston in 
 motion at any one time, for the reason that when a 
 piston has made its stroke it waits for the other piston 
 to make a stroke before it moves again. This is brought 
 about by reason of the fact that the reversing- valve on 
 one piston controls the action of the opposite piston. 
 
 The Duplex Air Pumps manufactured by the The 
 New York Air Brake Company for locomotive service 
 are of four different sizes, and are known as the Nos. i, 
 2, 5 and 6. The dimensions of these pumps are as 
 f ollnws ; 
 
MODERN AIR BRAKE PRACTICE 
 
 
 Pump 
 
 No. 
 
 Diameter of 
 Steam Cyl. 
 
 Diameter of 
 L. P. Air Cyl. 
 
 • Diameter of 
 H. P- Air Cyl. 
 
 Stroke 
 
 
 I 
 
 5 in. 
 
 7 in. 
 
 5 in. 
 
 gin. 
 
 
 2 
 
 7 m. 
 
 10 m. 
 
 7 m. 
 
 9 m. 
 
 
 5 
 
 Sin. 
 
 12 in. 
 
 Sin. 
 
 12 in. 
 
 
 6 
 
 7 in. 
 
 II in. 
 
 7 in. 
 
 10 in. 
 
 The No. I and No. 2 differ somewhat from the No. 
 5 and No. 6 in design as well as in size, although the 
 principle of operation is practically the same. 
 
 To meet the demand for a pump that would furnish 
 air for a freight train of lOO cars, and still be sufficiently 
 within its capacity to reduce the liability of failure to a 
 minimum, the No. 5 pump was designed and perfected, 
 and such structural changes made as to materially im- 
 prove the design, and increase the efficiency and economy 
 of the duplex air pump. 
 
 The valve gear of the duplex air pump is exceedingly 
 simple, consisting of two ordinary D slide valves, simi- 
 lar to the same type of valve used in locomotives, actu- 
 ated by valve stems wdiich extend into the hollow piston 
 rods and are moved by contact with the tappet plates 
 bolted on the steam piston heads. The valve on one side 
 controls the admission of steam to, and exhaust from 
 the opposite cylinder, as shown, so that while one of the 
 pistons is moving the other is at rest. This feature also 
 allows the air valves to seat by gravity. 
 
 The air cylinders are known as the low pressure and 
 high pressure cylinders, and in each type of the pumps 
 that is herein described, the difference in the areas of 
 the air cylinders is in the same proportion, the low pres- 
 sure piston having twice the area of the high, and the 
 
DUPLEX AIR PUMP 
 
 Fig. I — 'Low Pressure Piston Moving! Upward. High 
 Pressure Piston at Rest. 
 
 high pressure the same area as the steam cyhnders. Thus 
 three measures of air are compressed with two measures 
 of steam. 
 
4 MODERN AIR BRAKE PRACTICE 
 
 The operation of all the duplex air pumps is practically 
 the same, the difference being in the arrangement of the 
 air valves. The No. i and No. 2 have six air valves, viz., 
 upper and lower receiving, upper and lower intermediate 
 and upper and lower discharge valves, and the same air 
 inlets for both cylinders. The No. 5 and No. 6 have 
 separate air inlets for each cylinder, and eight air valves, 
 viz., upper and lower receiving for low pressure cylinder, 
 upper and lower intermediate, upper and lower receiving 
 for high pressure cylinder and upper and lower discharge. 
 All air valves of the No. 5 pump are the same size and 
 are interchangeable. This is also the case with those of 
 the No. 6. 
 
 The No. 5 and No. 6 pumps are identical except in 
 size, and as this type of pump is the later one, we will 
 describe the operation of the No. 5. 
 
 By referring to Figures i, 2, 3, and 4, it will be seen 
 that each part has a reference letter and the pump pis- 
 tons are shown in different positions. These letters will 
 be used in the description of the operation, so that the 
 movements can be easily followed, by referring to the 
 cuts when reading the explanation. 
 
 OPERATION. 
 
 Before the pump has been started, both pistons will 
 naturally be at the bottom of the cylinders, due to their 
 own weight, or, if not completely down, will at least have 
 dropped enough to permit the slide valves to fall to the 
 bottom of the steam chests. 
 
 Assuming for convenience of explanation that the pis- 
 tons are both down, when the pump throttle is opened 
 live steam flows into both steam chests B, and is always 
 present in them when the pump is taking steam. In this 
 
DUPLEX AIR PUMP 
 
 Fig. 2 — ^High Pressure Piston Moving Upward. Low 
 Pressure Piston at Rest. 
 
 instance only, steam is admitted to both cylinders at once, 
 through port g" to the upper side of piston H, which be- 
 ing at the bottom is merely held in that position, and 
 
6 MODERN AIR BRAKE PRACTICE 
 
 through port o, to the under side of piston T, (Fig. i). 
 Piston T now moves upward and in doing so forces the 
 air that is above the piston in low pressure cylinder D, 
 through intermediate valve K, into the high pressure 
 cylinder F. At the same time, the low pressure piston 
 tends to create under it a vacuum, which is filled with 
 air at atmospheric pressure through the air inlet at the 
 right, and receiving valve W. Just before piston T 
 reaches the end of its upward stroke, the tappet plate O 
 engages the button on the end of the valve stem P, which 
 moves the slide valve C, to its highest position, allowing 
 the steam above piston H, to pass through ports g, cavity 
 r, in slide valve C, and the exhaust X, to the atmosphere, 
 and live steam through port s, to the under side of piston 
 H. As piston H moves upward (Fig. 2), the high pres- 
 sure piston in cylinder F forces the air above it, which 
 may be said to be under the first stage of compression, 
 through discharge valve ]\I, to the main reservoir, while 
 its upward movement tends to create a vacuum under it 
 in the high pressure cylinder F, which is filled with air 
 at atmospheric pressure through high pressure receiving 
 valve N. 
 
 Just before piston H completes its upward stroke 
 (Fig. 3), tappet plate L engages with the button on the 
 valve stem, raising it with the slide valve A, exhausting 
 the steam under piston T, through port o, cavity r, in 
 slide valve A and the exhaust X to the atmosphere, and 
 admitting steam through ports v to the upper side of pis- 
 ton T, moving it downward. During the downward 
 movement of piston T, the low pressure piston in cylin- 
 der D forces the air under it which was taken in on its 
 upward stroke, through the intermediate valve E to the 
 under side of the piston in high pressure cylinder F, and 
 
DUPLEX AIR PUMP 
 
 Fig. 3 — Low Pressure Piston Moving Downward. High 
 Pressure Piston at Rest. 
 
 at the same time cylinder D is filled with air at atmos- 
 pheric pressure through the air inlet and upper receiv- 
 ing valve U. Just before the piston T completes its 
 
8 MODERN AIR BRAKE PRACTICE 
 
 downward stroke (Fig. 4), the tappet plate Q, coming in 
 contact with the lower tappet or shoulder on the valve 
 stem P, moves the slide valve C to its lowest position, al- 
 lowing the steam under the piston H to exhaust to the 
 atmosphere through port s, cavity r, in slide valve C and 
 the exhaust X, and admitting live steam to the upper side 
 of piston H, through ports g, moving it downward. As 
 piston H moves downward, the high pressure piston 
 forces the air under it through the lower discharge valve 
 I into the main resers'oir, while the cylinder is filled 
 above with air at atmospheric pressure through the air 
 inlet at the left, and receiving valve J. 
 
 The completion of this stroke completes one cycle of 
 the pump. The movements described are repeated 
 through each succeeding cycle. 
 
 The air valves through which air is being received or 
 discharged during the movements of the pistons are 
 shown in the illustrations as being raised from their 
 seats. 
 
 Before starting a pump, open the drain cocks in the 
 steam and exhaust passages. Open the steam valve 
 slightly at first, and run the pump very slowly until all 
 the condensation has been worked out of the steam cylin- 
 ders. Then the steam valve may be opened a little more, 
 but the pump should be run slowly until a pressure of 50 
 or 60 pounds has been accumulated in the main reser- 
 voir. It should be run just fast enough to promptly re- 
 store the pressure in brake system, but never raced. 
 
 The steam cylinders should receive a constant supply 
 of oil from the lubricator (about one drop a minute^, and 
 it is necessary to keep all joints between the lubricator 
 and pump perfectly tight, so that no oil will be wasted. 
 
NEW YORK 
 DUPLEX AIR PUMP 
 
THE NEW YORK AIR BRAKE COMPANY 
 
 NO. 5 DUPLEX AIR PUMP 
 
 Low Pressure Piston Completing Upward Stroke, High Pressure 
 
 Piston at Rest 
 
 No. 1. 
 
 OADK BlUE ^^^H UV[ STIaM 
 UCMI eiUl I I UHAUSl SI!*M 
 
 AIMOSPHtRE 
 
 AIR UNOES MRSI SIACE 
 or COMPRISSION 
 
 MAIN RESERIfOIR 
 PRESSURE 
 
THE NEW YORK AIR BRAKE COMPANY 
 
 NO. 5 DUPLEX AIR PUMP 
 
 High Pressure Piston Completing Upward Stroke, Low Pressure 
 
 Piston at Rest 
 
 No. 2. 
 
 OlBk BlUt 
 
 
 LICHI BlUt 
 
 WW 
 mm 
 
 Y£llOW 
 
 
 
 
 CRAHCi 
 
 m 
 
 m 
 
 UVE STUM 
 UHtUSI STUM 
 AIMOSPHERE 
 
 AID uKooi rins) siAce 
 
 OF COMPASSION 
 
 MAIN RESFRVOII) 
 PSiSSUBi 
 
THE NEW YORK AIR BRAKE COMPANY 
 
 NO. 5 DUPLEX AIR PUMP 
 
 Low Pressure Piston Completing DownAvard Stroke, High Pressure 
 
 Piston at Rest 
 
 No. 3. 
 
 DARK BLUE ^^^H llVt STCAU 
 IICH! BlUE {^^^^ EXHAUST STEAM 
 VEltOW 
 
 ORANCE 
 
 ATMOSPHERE 
 
 ^IR UNDER FIflSI STACE 
 §0F COMPRESSION 
 
 MAIN RESERVOIR 
 PRESSURE 
 
THE NEW YORK AIR BRAKE COMPANY 
 
 NO. 5 DUPLEX AIR PUMP 
 
 High Pressure Piston Completing Down\vard Stroke, Low Pressure 
 
 Piston at Rest 
 
 No. 4. 
 
 §1 AIR UKOIR riRSI STACi 
 Of COMPRSSSION 
 
NEW YORK 
 
 ENGINEER'S 
 
 BRAKE VALVE 
 
THE NEW YORK ENGINEER'S BRAKE VALVE 
 
 RELEASE POSITION 
 
 A M F J C G 
 
 RED 
 
 mm 
 
 ORANGE 
 
 MAUI RESERVOIR PRESSURE 
 IR4IN PIPE PRESSURE 
 
 AIMOSPHERIC PRESSURE 
 SUPPUnCNTART RESERVOIR PRESSURE 
 
THE NEW YORK ENGINEER'S BRAKE VALVE 
 
 RUNNING POSITION 
 
 M A F J C G K 
 
THE NEW YORK ENGINEER'S BRAKE VALVE 
 
 LAP POSITION 
 
 E A F J C G K 
 
 WD I J MAIN R[StflVOiR PRtSSUBl 
 
 "'■'■''** J IRAIN PIPE PRtSSURl 
 
 on*"" I I ATMOSPHtRIC PRESSUBt 
 
 IICHI CREEH ^^^H SUPPlWENTARy RCSEnVQIR PRESSURE 
 
IHE NEW YORK ENGINEER'S BRAKE VALVE 
 
 [Style B] 
 
 SERVICE POSITION 
 
 Automatic Lap 
 
 E A F J C C K 
 
 SUPPLEMENTARY RESERVOIR PRESSURE 
 
THE NEW YORK ENGINEERS BRAKE VALVE 
 
 SERVICE POSITION 
 
 Exhausting 
 
 C G K 
 
 SUPPLEMENTARY RESERVOIR PRESSURI 
 
THE NEW YORK ENGINEER'S BRAKE VALVE 
 
 EMERGENCY POSITION 
 
 F E: J AGCK 
 
 *fl-LOW I I ]RjiN PIPE PRESSURE 
 
 ORANGE ATMOSPHERIC PRESSURE 
 
 1IGH1 CREEN ^^^H SUPPIiMENTARY DESERVDIR PRESSURE 
 
 ^ 
 
 r 
 
DUPLEX AIR PUMP 
 
 9 
 
 Fig. 4 — High Pressure Piston Moving Downward. Low 
 Pressure Piston at Rest. 
 
 Oil can leak away at the steam joints, where there is lit- 
 tle or no indication of steam leakage. 
 
10 
 
 MODERN AIR BRAKE PRACTICE 
 
 The piston rods should be kept well packed, and good,, 
 clean swabs well oiled should be maintained on them. 
 
 AIR PUMP DISORDERS. . 
 
 Broken or stuck air valves or seats will materially 
 reduce the efficiency of the pump. They almost in- 
 variably cause the pump to work unevenly, and can usu- 
 ally be located by watching the action of the pistons. 
 Leaky piston packing rings will also reduce the efficiency 
 of the pump, and cause an uneven stroke. To detect 
 them, pump up about 90 pounds in the main reservoir 
 and stop the pump. Remove the oil cup. If there is a 
 
 STYXEA. 
 
 1—^013 
 
 Fig. 5 — Automatic Oil Cup. 
 
 continuous blow, it denotes a leaky discharge valve. If 
 not, the discharge valve is tight. Start the pump again, 
 and note if there is a blow from the oil cup hole on the 
 down stroke, if so, it denotes leaky packing rings. How- 
 ever, most roads have their air pumps tested in the round- 
 house, and they are supposed to maintain the standard 
 pressure against a certain size orifice, the failure to per- 
 form which results in their removal for repairs. 
 
 Should the pump stop and refuse to go to work again. 
 
AUTOMATIC OIL CUP STYLE A 11 
 
 first see that the governor is working properly, and that 
 the pump is getting a full supply of steam, by opening 
 the drain cock in the steam passage (see governor dis- 
 orders). Sometimes a pump will stop on account of in- 
 sufficient lubrication, and may be started by shutting off 
 the steam for a few moments, opening the drain cock in 
 the steam passage and again turning on the steam, letting 
 the lubricator feed a few extra drops of oil. If it will 
 not then go to work, it will undoubtedly be due to a 
 break-down, which would have to be repaired in the 
 shop or round-house, as engines are not usually equipped 
 with tools and parts necessary to make such repairs on 
 the road. 
 
 The general instructions regarding oiling, speed, drain- 
 age, etc., apply to the New York pumps the same as 
 they do to the Westinghouse pumps. 
 
 AUTOMATIC OIL CUP STYLE A. 
 
 The action of this cup is as follows : 
 
 As the air piston makes its up-stroke, compressed air 
 is driven upward through the passage drilled through 
 the center post in the body of the oil cup, next passes 
 downward inside the extended sleeve of the cap nut, and 
 then through the regulating ports drilled in this sleeve, to 
 the surface of the oil in the reservoir, on which it creates 
 pressure. As the air piston makes its down-stroke, a 
 vacuum is formed in the passage in the center port, and 
 also inside the extended sleeve of the cap nut which en- 
 velops the center port, and the air pressure on the sur- 
 face of the oil, created when the air piston made its up- 
 stroke, forces the oil on the down-stroke to the inside of 
 the sleeve, and a small portion of it is drawn into the air 
 cylinder through the hole in the feed cap, O C 15, which 
 
12 
 
 iIQDEB3r .iZ^ 3i 
 
 PS_\CTICE 
 
 r I OP 58- 
 I PG 33< 
 
 I' I DP 59 
 
 f 1 to StB^ - 
 
 ', X-Jid—- 
 
 ?Q 2! 
 
 -: :o 
 
 v^ 
 
 A.r Pimpi 
 
 ^.4- Fits Nat 
 2 DP 5* 
 
 ¥vg. ^^Stjrle Q ;}*ew York ir .::-.-; 
 
 5:t2.— ValTe Open. 
 
 screws iofeo the center port (F%. 5). Wllii this cnp the 
 €|iEiiitity of oil fed to the sir cjiioder is govefned b^ tiie 
 diameter of tibe heie: drilled in the feed C2^, O C 15. The 
 style A cc^ soEpplies oil to the air c^liiidefs ctatf whoi die 
 pump IS woTkn^, thus perfooiiiiig^ tfie service reqaiFed 
 of it with a eisxiimiiii ecooooiy in the use of oiL It 
 
AUTOMATIC OIL CUP STYLE A. 
 
 13 
 
 should always be filled before starting on a trip. Use 
 only good cylinder oil, as other oils do not lubricate air 
 cylinders on account of their low flash point. This cup 
 
 3^ 
 
 Fits Nut 
 2 DP 56 
 
 ^- 2-lf — 
 
 Fig. 7 — Style C, New York Pump Governor Steam Valve Closed. 
 
 can be filled whether the pump is running or not, and it 
 is a good plan to start the pump first so as to be sure 
 
14 
 
 MODERN AIR BRAKE PRACTICE 
 
 that the small port in the feed cap O C 15 is open. Be 
 careful not to enlarge it when cleaning it out. 
 
 NEW YORK AIR PUMP GOVERNOR. 
 1 
 
 The principles controlling the action of the New York 
 
 pump governor are practically the same as with the 
 
 To Boiler 
 
 Pump 
 
 Fig. 8 — Style A, New York Pump Governor. 
 
NEW YORK AIR PUMP GOVERNOR 15 
 
 Westinghouse. There is a slight difference in the con- 
 struction, but not enough to make it necessary to re- 
 describe the entire governor here. It has a diaphragm, 
 regulating spring and a regulating nut, the same as the 
 Westinghouse, but instead of having a diaphragm pin- 
 valve like the Westinghouse, the diaphragm-valve in the 
 New York governor closes the port leading from the dia- 
 phragm chamber to the steam piston. Another differ- 
 ence is that there is no spring under the steam piston as 
 in the Westinghouse, so that the steam valve and the 
 steam-valve piston are forced up by steam pressure alone, 
 w^hereas with the Westinghouse both steam and spring 
 are used to force the steam-valve piston up. There is an 
 outlet port from the steam piston chamber to allow any 
 back pressure to escape to the atmosphere, which is the 
 same as in the Westinghouse. This vent port prevents 
 the pressure from accumulating under the steam piston, 
 for if not allowed to escape the air pressure on top would 
 not be able to force the steam valve to its seat and shut 
 off the pump, whereas, when steam is operating against 
 the steam-valve alone it only requires about one-third 
 as much air pressure on the large area of the top of the 
 piston to overcome the steam pressure and force the 
 steam valve down. 
 
 Figure 6 shows style C of the New York pump gover- 
 nor with the steam-valve open, and Fig. 7 shows this 
 same style C governor with the steam-valve closed. 
 
 The old style A New York governor requires a key 
 with which to set the regulating spring, and is shown in 
 Fig. 8. 
 
 The New York duplex governor will be described and 
 illustrated in the section on the Automatic Control equip- 
 ment. 
 
16 MODEItN" AIR BRAKE PRACTICE 
 
 dtpptemeotary Reservoir 
 
 «=Y^X=1 ^—^ SINGLE PHESSORE SYSTEM 
 
 I >. / j?=??V\ AjTange«ne«* of Bping 
 
 VVK ; DUPLEX GOVERNOR 
 
 METHOO NO. 1 
 
 « ^*'*"':^ Adjusted to TO tea. ^ ! A 
 
 Main Reservcir Pressure g-^ o 
 
 ^ Adjusted ts 1 » 
 "" orllOlfea. 
 
 3 PufT.p 
 
 Fig. 9 — New York Air Brake. 
 
 The method of piping the governor differs according 
 to whether or not a single or double pressure is to be con- 
 trolled. 
 
 The method o£ piping used in the single pressure sys- 
 tem, that is, the ordinary- automatic air-brake, is shown 
 in Fig. 9. In this diagram it will be noted that the train- 
 pipe pressure is connected to only one side of the gover- 
 nor, and is adjusted to sevent}* pounds, while the other 
 side is connected to the main reservoir, and may be ad- 
 justed at nmety or a hundred pounds, or whatever num- 
 ber of pounds is considered standard on the particular 
 road operating the device. Fig. 9 shows no cut-out cocks 
 on the pipe leading to the Duplex governor, for the rea- 
 son that with this method of piping the movement of the 
 
NEW YORK AIR PUMP GOVERNOR 
 
 17 
 
 brake valve handle determines which side of the gover- 
 nor is operative. This will be explained more fully in 
 the description of the engineer's brake valve. 
 
 Figure lo shows the method of piping a single gover- 
 nor for a single pressure system. With the old style 
 
 VuftoUmtnttryRMsrYOlr 
 
 "jr Copp«f_ 
 Pip* ' 
 
 Cup!exGiu3« 
 
 SINGLE PRESSURE SYSTEM, 
 Arrangement of Piping 
 
 for 
 
 SINGLE GOVERNOR. 
 
 METHOD NO. 4 
 
 Fig. 10 — New York Air Brake. 
 
 New York brake valve the single governor would be 
 connected to the trainpipe, whereas with the Westing- 
 house system the single pump governor is always con- 
 nected to the main reservoir. 
 
18 
 
 MODERN AIR BRAKE I'RACTICE 
 
 Figure ii shows a cut-out cock in the pipe leading 
 from the low pressure side of the governor to a T con- 
 nection with the train pipe, so that by cutting out the low 
 pressure governor, the train pipe pressure will be raised 
 
 Supplementary ReservoFp 
 
 •-g- Cop per Pipe 
 
 Main Reservoir Pressure 
 
 Duplex Gauge 
 
 Copper Pipe 
 
 DOUBLE PRESSURE SYSTEM 
 Arrangement of Piping 
 for 
 
 DUPLEX GOVERNOR 
 
 METHOD NO. 2 
 
 Duplex Governor 
 Tratn Pipe Pressure fl I a 
 
 Adjusted to 70Jbs. B i g Adjusted to IM 
 Cuto ut Cock --^ .^^orllO lbs. 
 
 I ' t ^=W 
 
 mm 
 
 Engineer's BraVce Vaiva 
 
 To Boiler 
 
 Reservoir Pipe 
 
 To P ump 
 
 Fig. II — New York xA.ir Brake. 
 
 to one hundred or a hundred and ten pounds, as the case 
 may be, according to what the high pressuer governor is 
 set at. But it must be remembered that with this method 
 of piping there is no separate governor control for the 
 main reservoir pressure. (See New York Brake Valve.) 
 Figure 12 shows the triplex governor by which the 
 main reservoir pressure is controlled in addition to giv- 
 ing two other degrees of control to the train pipe pressure 
 as may be desired. With the triplex pump governor the 
 
NEW YORK AIR PUMP GOVERNOR 
 
 10 
 
 main reservoir pressure can be adjusted at any point that 
 may be considered safe. If it were the high pressure 
 control system or the high speed brake it would be proper 
 
 SuppTemtnUry fiiseftof?) 
 
 VOuBLC PAESsune system 
 
 Afrang«mant of Piping 
 
 Mlth 
 
 TRIPLEX GOVERNOR 
 
 METHOC NO.a 
 
 Trtin Pipe Top f ''"'*' eov«rfier 
 
 Adjusted to 70 lbs._ Af Af^V^ — Tram Plp« Top 
 
 _ _ Adjusted to 90 or 1 10 Ibt. 
 Cut-out Cock 
 
 t1l more convonltnt mtkt, 
 connection witti main 
 ceservolr top ol G overnor 
 >Wlth T«« 
 
 Adjusted to 100 or 140 IfeSc 
 Main Reservoir Top 
 
 eonvenlenl tht* 
 connection olin be ma(J9 
 •t Engln9er'« V«l«* 
 
 Fig. 12 — New York Air Brake. 
 
 to set the main reservoir governor at one hundred and 
 ten or one hundred and twenty pounds, and the middle 
 pressure-top would be set at ninety or one hundred and 
 ten pounds, and the remaining top at seventy pounds. 
 
 With the New York air brake valve on lap, service or 
 emergency position, there is no connection between the 
 brake valve and the train pipe pump governor, so that if 
 the brake valve had only one governor, as shown in Fig. 
 10, and the handle of the brake valve should be left on 
 lap, service or emergency position, there would be 
 nothing to stop the pump, and consequently it would con- 
 
20 
 
 MODERN AIR BRAKE PRACTICE 
 
 tinue to operate as long as the steam in the boiler could 
 move it, but when the Duplex governor is used and one 
 governor pipe is connected to the train pipe and one to 
 
 gUFPLEMENTARY HE^ERVQIR 
 
 Genera] AiransemeDi of Brake Valve. Supplementary Baenoir^ A$ 
 
 Fig. 13 — New York Air Brake. 
 
 the main reservoir, as shown in Fig. 9, then if the brake 
 valve handle should be on lap, service or emergency posi- 
 tion' the pump would have to shut off when the main res- 
 ervoir pressure reached the point at which the main reser- 
 voir governor was set. 
 
AUTOMATIC BRAKE VALVE — STYLE B 21 
 
 ENGINEER'S AUTOMATIC BRAKE VALVE, 
 
 STYLE B. 
 
 CONSTRUCTION. 
 
 The construction of the Engineer's Automatic Brake 
 Valve, Style B, is shown in the Figs. 14 to 20, inclusive. 
 
 Figures 14 and 15 are external views respectively of 
 rear end and side. Fig. 16 is a cross section through 
 the feed valve (rear view). Fig. 17 is a section through 
 the side, showing travel of main slide valve, EV 114A*, 
 and how graduating slide valve EV no is controlled by 
 piston EV 104A. Fig. 18 is a cross section through the 
 slide valve EV 114A (front view). Fig. 19 is a plan of 
 the valve seat. Fig. 20 shows the face of the slide valve. 
 
 THE PRINCIPAL PARTS AND THEIR DUTIES. 
 
 Referring to Fig, 17 the main reservoir return pipe is 
 connected to chamber B. The brake pipe is connected 
 to chamber A. Discharge of brake pipe air to the at- 
 mosphere, for service application, occurs through ports 
 F and G, in the main slide valve, and exhaust port C, in 
 the slide valve seat, when the handle is placed in the ser- 
 vice graduating notch ; and for emergency applications, 
 through ports J and K, in the main slide valve, and ex- 
 haust port C in the seat. The main slide valve also con- 
 trols the flow of air from the main reservoir into the 
 brake pipe. 
 
 * Note — On the figures 14 to 20, inclusive, the symbol 
 EV is omitted from the reference numbers. 
 
9-) 
 
 MODERX AIR BRAKE PRACTICE 
 
 129 
 
 Fig. 14. 
 
 Small slide valve E\' no is a cut-off or graduating 
 valve, operated by piston EV 104A and lever EV" 112. 
 In service applications it automatically laps port F and 
 stops the discharge of brake pipe air, when the brake 
 pipe reduction, corresponding to the service graduating 
 notch in which the handle is placed, has been made. 
 
 Piston EV i04.-\, vrhich is exposed on one side to 
 
AUTOMATIC BRAKE VALVE — STYLE B 
 
 23 
 
 brake pipe pressure, chamber A, and on the other to 
 chamber D and supplementary reservoir pressure, 
 through the agency of lever EV 112 causes valve EV 
 no to move automatically whatever distance is neces- 
 
 Fig. 15- 
 
 sary to close port F. Reducing brake pipe pressure 
 (chamber A) by placing the handle in the service appli- 
 cation position causes ball check EV 184 to seat and 
 prevent the backward flow of air from chamber D to 
 chamber A through piston EV 104A. 
 
24 
 
 MODERN AIR BRAKE PRACTICE 
 
 The supplementary reservoir pressure, therefore, will 
 push piston EV 104A forward and move the small slide 
 valve EV no as far to the right as the main slide valve 
 was carried to the right, or until it closes port F. 
 
 ^ T ; : X ; 
 
 
 Fig. 16 — Cross Section of New York Brake Valve, Showing 
 Passage '"H" in Bodv and Passage "O" in the Valve Cover. 
 
 Passage H (Fig. 17), runs lengthwise of the valve, one 
 end leading to the supplementary reservoir, as indicated 
 in the figure, while the other end leads to the space D, 
 back of piston EV 104A. 
 
 In the release and the running position, air from cham- 
 ber A passes through piston EV 104A to chamber D, 
 thence through passage H to the supplementary reservoir 
 until there is equal pressure on both sides of this piston. 
 
AUTOMATIC BRAKE VALVE STYLE B 
 
 25 
 
 and the supplementary reservoir pressure is equal to the 
 brake pipe pressure. 
 
 OPERATION. 
 
 The operation of the valve will be easily understood 
 from Figs. 21, 22, 23, 24, 25 and 2^, which show the va- 
 rious internal arrangements of valves and ports for each 
 position of the brake valve handle. 
 
 RELEASE. 
 
 In this position (see Fig. 21), air is flowing direct from 
 chamber B (main reservoir) into chamber A (brake pipe) 
 past the end of valve EV 114A, through the large open- 
 
26 
 
 MODERX AIR BRAKE PRACTICE 
 
 ing in the valve seat. This causes the brake pipe pres- 
 sure lo increase rapidly, and force the triple valve to re- 
 lease position. 
 
 Equalizing pistion E\' 104A and small cut-off valve 
 EV no are also returned to their normal positions, as 
 shown, ready for another application. 
 
 When the handle is placed in release, a light puff of 
 air will be heard at exhaust port C. This is air escaping 
 from chaniber D, through port O. which will reduce 
 chamber D pressure sufficiently to allow piston E\" 104A 
 to return to its normal position and seat check valve E\' 
 
 TO 
 
 GOVERNOR 
 
 TO CAGE 
 
 •BLACK HAND- 
 TRAIN PIPE 
 PRESSURE 
 
 TO 
 
 MAIB 
 RESERVOIR 
 
 TO GAGE 
 
 —RED HANO- 
 
 MAIN 
 
 RESEFVOrS 
 
 PB6S8U88 
 
 Fig. 18. 
 
AUTOMATIC BRAKE VALVE — STYLE B 
 
 27 
 
 i8o, this check valve closing port O, and preventing fur- 
 ther escape of chamber D air. Chamber D and the sup- 
 pulementary reservoir are charged as soon as check valve 
 EV 1 80 seats, through ball check EV 184. 
 
 This is also true when the handle is returned from 
 the application position to lap or to running position. 
 
 USE OF RELEASE POSITION. 
 
 When releasing brakes it is highly Important, unless 
 the train be unusually short, that the handle be placed in 
 
 Fig. 19— Showing Port "O" in Main Slide Valve Seat. 
 
 "release" as shown in Fig. 21, and allowed to remain 
 there until the red and the black hand, moving up to- 
 
 FACE OF SLIDE VALVE 
 K 
 
 Fig. 20 — Face of Slide Valve. 
 
 gether, reach the pressure for which the brake pipe pres- 
 sure top of pump governor is adjusted, and the governor 
 
28 
 
 MODERN AIR BRAKE PRACTICE 
 
 slows dowii the pump, then move the handle to running 
 position, when the pump will accumulate the excess pres- 
 sure. 
 
 The slowing down of the pump, when both gauge hands 
 
 A ,M 
 
 UJ. 
 
 EV-I02A 
 
 Fig. 21 — Full Release Position of B-i Brake Valve. 
 
 are at the brake pipe pressure figure indicates that the 
 auxiliaries are recharged. 
 
AUTOMATIC BRAKE VALVi^' — STYLE B 29 
 
 When handled in this way there is no danger of brakes 
 ''creeping on" on the front portion of the train during 
 the time that the pump is accumulating sufficient excess 
 pressure to lift the feed valve EV 97, and feed the brake 
 pipe, while they are apt to do so if the handle is returned 
 before the auxiliaries and brake pipe are fully recharged. 
 It might be remarked, however, that where large air 
 pumps are employed, such as the No. 5 Duplex Pump, the 
 time required to charge the main reservoir with 20 pounds 
 excess is so short — about 20 seconds for a 60 thousand 
 cubic inch reservoir — ^that there is very little chance of 
 brakes creeping on even though the handle be moved 
 to running position before the brake pipe and auxiliaries 
 are fully equalized. 
 
 When charging trains in yards and terminals, and when 
 recharging auxiliaries while descending grades, carry the 
 handle in release position. 
 
 Under the above conditions of charging and recharg- 
 ing, time is of much more consequence than excess. 
 
 RUNNING POSITION. 
 
 In this position air from chamber B cannot flow di- 
 rectly into chamber A, but must pass the excess pres- 
 sure, or the feed, valve, EV 97, before entering the brake 
 pipe. The spring EV 90 has a tension sufficient to hold 
 valve EV 97 on its seat against a pressure of 15 or 20 
 pounds, whichever amount of excess is carried, acting 
 upwardly on it from chamber B. 
 
 Running position (see Fig. 22), is used, while the 
 brakes are released and train is running, to accumulate 
 the excess pressure in the main reservoir. Should brakes 
 commence to ''creep" on the drivers and front cars shortly 
 
 fe 
 
30 
 
 MODERN AIR BRAKE PRACTICE 
 
 after moving the handle to running from release posi- 
 tion, move the handle quickly to release and back to 
 running again once or twice. While running along with 
 
 Train Pipe Main Reservoir 
 
 Fig. 22 — Running Position B-i New York Brake Valve. 
 
 all brakes properly released, do not practice moving the 
 handle to release and then back to running as this will 
 overcharge brake pipe, and surely cause the brakes to 
 creep on. 
 
AUTOMATIC BRAKE VALVE — STYLE B 31 
 
 POSITIVE LAP POSITION. 
 
 In this position (see Fig. 23), all communication be- 
 tween the main reservoir and the brake pipe, and be- 
 tween the brake pipe and the atmosphere, is closed. This 
 position is used in making the two-application stop, to 
 prevent over-charging of the brake pipe. 
 
 It is also used to test the main slide valve EV 114A, 
 (see instructions on testing), and, should the equalizing 
 feature become inoperative, to cut off the escape of brake 
 pipe air when the required service reduction has been 
 made, and hold the brakes applied. 
 
 Whenever the train parts or a hose bursts, the handle 
 should be placed in positive lap position, to save main 
 reservoir air. 
 
 An Important Use for Lap Position : The best method 
 of stopping ordinary passenger trains at stations is by 
 using the two application method. 
 
 This method requires that the service reduction on 
 the first application be made heavy, while the speed of 
 the train is high, applying the brakes with sufficient force 
 to bring the train down to a speed of about ten miles per 
 hour ; within a few car lengths of the stopping point then 
 releasing all brakes as nearly simultaneously as possible, 
 by placing the handle in release position for a momenf ; 
 then moving it to positive lap preparatory to the second 
 and final application. A light reduction usually suffices 
 for the second application and the brakes may be held on 
 until the train stops, without producing severe recoil and 
 jar at the stop. 
 
 The reason the handle is returned from release to posi- 
 tive lap position is to prevent overcharge of the brake 
 
82 
 
 MODERN AIR BRAKE PRACTICE 
 
 IXXlfJU 
 
 ^ 
 
 -V 
 
 Train Pipe Main Reservoir 
 
 Fig. 23 — Positive Lap Position, Xew York B-i Brake Valve. 
 
 pipe, which, if it occurs, will cause tardy response of the 
 brakes when the second and final application is made. 
 When the handle is placed in release position, the brake 
 
AUTOMATIC BRAKE VALVE STYLE B 
 
 33 
 
 pipe being short, the main reservoir air flows freely into 
 it, and momentarily overcharges it. By quickly return- 
 ing the handle to positive lap position, after first release. 
 
 ^ A F J C G K 
 
 Tram Pipe Main Reservoir 
 
 Fig. 24 — Service Graduating Position, B-i New York Brake 
 
 Valve. 
 
 whatever over pressure there may be in the brake pipe is 
 quickly taken up by the feed grooves in the triple valves, 
 and a quick equalization of pregsure between the auxili- 
 
84 MODERN AIR BRAKE PRACTICE 
 
 ary reservoir and the brake pipe is had. Thus, when the 
 second appHcation is desired, the triples respond promptly 
 to the brake pipe reduction and the brakes apply promptly. 
 On modern long passenger trains, when releasing the 
 brakes at moderate speed, the slack of the train should 
 be held together by the use of the straight air brake, 
 driver brake pressure retaining valves, or by restrictions 
 placed in the driver brake triple valve exhaust ports. 
 This precaution of holding driver brakes applied while 
 train brakes are released is necessary on modern trains 
 because of their greater length and weight and, con- 
 sequently, the greater danger of breaking them in two. 
 On ordinary passenger trains, if but one application is 
 used, the brakes should be released just before coming 
 to a stop, to avoid shock caused by recoil of truck. 
 
 N 
 
 SERVICE GRADUATING POSITION. 
 
 In this position (see Fig. 24), ports F and G connect 
 chamber A with exhaust port C and the atmosphere so 
 that brake pipe air can escape gradually, and cause the 
 brakes to apply gently with the necessary degree of force. 
 
 Also port O in the slide valve seat is closed so that 
 pressure in supplementary reservoir and chamber D can 
 force piston EV 104A forward, and by means of lever 
 EV" 112 move cut-off valve EV no back to cover port F. 
 when the brake pipe reduction is made that corresponds 
 to the service graduating notch in which the handle is 
 placed. 
 
 AMien it is desired to make a service application, the 
 handle should be placed in the service graduating notch 
 that will give the desired intitial brake pipe pressure re- 
 duction. 
 
AUTOMATIC BRAKE VALVE — STYLE B 35 
 
 E A P J C G K 
 
 EV-98 
 
 EV-90 
 
 Tf^m Pipe Mam Reservoir 
 
 Fig. 25— Automatic Lap Position B-i Brake Valve 
 
 Figure 24 shows the handle in the third service gradu- 
 ating notch. 
 
36 MODERN AIR BRAKE PRACTICE 
 
 Regardless of length of train the service graduating 
 notches reduce brake pipe pressure as follows : 
 
 Brake Pipe 
 
 ist Ser Grad. 
 
 2d Ser. Grad. 
 
 3d Ser. Grad. 
 
 4th Ser. Grad. 
 
 5th Ser. 
 Grad. 
 
 Pressure 
 
 Notch 
 
 Notch 
 
 Notch 
 
 Notch 
 
 Notch 
 
 70 lbs 
 
 5 - 5 lbs 
 
 8-3lbs 
 
 1 1 - 3 lbs 
 
 16-5 lbs 
 
 '^Z-l 
 
 90 lbs 
 
 5-5lbs 
 
 9 - 4 lbs 
 
 13 -4 lbs 
 
 19-6 lbs 
 
 27-8 
 
 1 10 lbs 
 
 6 - 6 lbs 
 
 10- 4 lbs 
 
 14 -4 lbs 
 
 21 - 7 lbs 
 
 30-9 
 
 The first figure in the column of notch reductions de- 
 notes the total reduction had when handle is placed in 
 that notch ; the second figures denote the reduction for 
 that notch if handle is moved along successively from 
 the first to the last notch, and the valve is allowed to lap 
 automatically in each notch. The brakes are fully ap- 
 plied in service when the last graduating notch is used. 
 
 AVhen the train consists of five or more cars the first 
 graduating notch should not be used to make the initial 
 service reduction: if less than five cars, the first service 
 graduating notch should be used for the initial reduction. 
 
 When the train is very short, if the second graduating 
 notch is used to make the initial reduction, there is dan- 
 ger of the triples applying in quick action, because of the 
 small brake pipe volume to draw from. 
 
 AUTOMATIC LAP POSITION. 
 
 In this position (see Fig. 25), cut-off valve EV no 
 has covered port F and stopped the escape of brake pipe 
 air. and Fig. 25 shows the equalizing piston E\' 104A 
 moving forward, and cut-oft" A'alve YX no closing port 
 F. the service exhaust port. 
 
 To make a further service reduction in brake pipe 
 pressure the handle must be moved into the next service 
 graduating notch. 
 
AUTOMATIC BRAKE VALVE — STYLE B 
 
 37 
 
 re 4 A G CTK 
 
 — f — — T=r 
 
 Train Pipe Mam Reservoh>^ 
 
 Fig. 26— Emergency Position, New York Brake Val 
 
 ve. 
 
 Should it happen that the automatic lapping feature 
 did not operate perfectly, when making a service reduc- 
 tion, but instead allows the brake pipe exhaust to drag, 
 
 ii 
 
38 MODERN AIR BRAKE PRACTICE 
 
 move the handle back slowly a short distance, or until 
 the exhaust ceases. 
 
 If, through accident, the pipe connecting the supple- 
 mentary reservoir to the brake valve should become 
 broken or disconnected, plug the connection at the brake 
 valve ; then in service applications, lap the brake valve by 
 hand, returning the handle slowly to positive lap posi- 
 tion after the required reduction in brake pipe pressure 
 has been made. 
 
 EMERGENCY POSITION. 
 
 In this position (see Fig. 26), the brake pipe has a 
 large, direct passage to the atmosphere, and the air can 
 escape quickly through the large ports J and K in the 
 slide valve EV 114A to the exhaust port C in the seat, 
 thence to the atmosphere. 
 
 The emergency position is for the purpose of produc- 
 ing a quick, heavy reduction in brake pipe pressure so 
 that all triple valves on the train will operate in quick 
 action and apply the brakes in the shortest possible time. 
 
 Whenever there is danger of wreck or accident, which 
 requires a quick stop to avoid, move the handle quickly 
 to the emergency position and leave it there until the 
 train stops or the danger is removed. This opens the 
 brake pipe wide to the atmosphere, and all brakes apply 
 with full force. 
 
 GENERAL INSTRUCTIONS. 
 
 Before starting out on a trip see that all pipe connec- 
 tions about the brake valve and engine equipment are 
 absolutely air tight and that the piston travel of the 
 driver brake is not over 5 inches ; of the tender and 
 engine truck brakes not over 7 inches. 
 
AUTOMATIC BRAKE VALVE STYLE B 39 
 
 See that the main slide valve EV 1 14A is properly lu- 
 bricated and that the excess pressure valve EV 97 is 
 clean. To lubricate the main slide valve, remove the oil 
 plugs EV 96, place the handle in release and pour two 
 or three drops of machine oil through the rear oil hole ; 
 move handle to emergency and pour the same through 
 the front oil hole; replace oil plugs and work the handle 
 back and forth a few times to spread the oil well over 
 the seat. 
 
 To clean the excess pressure valve EV 97 remove cap 
 EV 97, take out valve and clean with a little kerosene — 
 do not scrape it — and replace perfectly dry. Never put 
 oil on the excess, or feed, valve when replacing it. 
 
 Do not attempt to lubricate the main slide valve or 
 to clean the excess pressure valve while there is pressure 
 in the main reservoir. This should be attended to before 
 air pump is started. 
 
 In setting the regulating spring of the excess pressure 
 valve, place the brake valve handle in running position, 
 and let the pressure pump up until the red hand of the 
 gauge shows twenty pounds before the black hand begins 
 to move. Should the black hand begin to move before 
 the red hand reaches twenty pounds it indicates that the 
 regulating spring needs to be tightened down, while, on 
 the other hand, if the black hand of the gauge did not be- 
 gin to move until the red hand had passed the twenty 
 pound mark, then the regulating spring should be loos- 
 ened up. 
 
 With the New York brake valve handle In running po- 
 sition the excess pressure is accumulated before the train- 
 pipe pressure begins to show, but with the Westinghouse 
 brake valve the excess pressure is not produced until 
 after the train pipe is fully charged. 
 
40 MODERN AIR BRAKE PRACTICE 
 
 The new style brake valves B-2 and B-3 are virtually 
 the same as B-i, excepting that they contain an addi- 
 tional function whereby the engine brakes are applied 
 with straight air when the handle is in full release posi- 
 tion. These valves d© not change the arrangement of 
 triple valves and double check valves on the engine and 
 tender, as these remain the same as before. Should it 
 be desired to release an automatic application of the 
 engine brakes while the train brakes are applied, it can 
 be done by using the independent release valve. Another 
 feature of the B-2 and B-3 equipment is the accelerator 
 valve, which is operated by the exhaust pressure from 
 the train pipe forcing a piston down, thereby creating a 
 second opening from the train pipe to the atmosphere. 
 
 REPAIRS TO STYLE B AND B-I NEW YORK ENGINEER'S 
 BRAKE VALVES. 
 
 Dismantling. — The top cap EV 115 should first be re- 
 moved and then the back cap EV 102 A. The main slide 
 valve EV 114A should be taken off, and the graduating 
 or cut-off slide valve EV no lifted out; also the graduat- 
 ing valve spring EV in. Next remove the graduating 
 slide valve lever fulcrum bolt EV 113, after which re- 
 move graduating piston EV 104A. 
 
 Do not attempt to remove the nuts from piston EV 
 104A before taking it out of the brake valve body, as to 
 do so would probably result either in springing the groove 
 in the piston stem, or in breaking off the dowel pin in the 
 valve body. 
 
 After the brake valve is dismantled the various parts 
 should be placed in a bath of hot lye, and allowed to re- 
 main in it long enough to remove all the gum from the 
 ports. It is not advisable to put the back cap lead gas- 
 
AUTOMATIC BRAKE VALVE — STYLE B 41 
 
 ket EV 167 in this bath as the lead would partly dissolve, 
 and portions of the dissolved lead would adhere to other 
 parts in the lye. 
 
 After removing all the parts from the lye bath, they 
 should be thoroughly blown off with steam, and a careful 
 examination of them made, to note the wear of the main 
 slide valve on its seat, and the wear on the piston bush, 
 and also to note the general condition. 
 
 If the piston bush is worn i /64-inch the brake valve 
 should be returned to the manufacturer for repairs. 
 
 If the slide valve seat is badly worn the valve body 
 should be taken to the planer and a cut taken across the 
 seat just sufficient to clean it up. The main slide valve 
 should be gone over in the same manner. This work is 
 done much more quickly in this way than it could be by 
 filing the valve seat and valve face down to a smooth 
 even surface. 
 
 The main slide valve is made of hard metal, and care 
 should be taken when machining not to allow the tool to 
 break off the sharp edges at the ports or on the ends of 
 the valve. This would enlarge the ports and would prob- 
 ably cause trouble in handling the train. 
 
 The slide valve seat should then be scraped down to a 
 perfect bearing. 
 
 It is much better to scrape than to grind these parts 
 to a bearing, as the valve will handle much better ; the 
 lubricating oil has a chance to lodge in the small scratches 
 left by the scraper in the cast iron seat, making the lubri- 
 cation more efficient and assisting in making a tight joint. 
 
 The graduating slide valve should be fitted in the same 
 manner as the main slide valve ; and when assembling, 
 care should be taken to see that it can be pressed below 
 
42 MODERN AIR BRAKE PR.\CTICE 
 
 the slide valve seat. This is an important point that 
 should not be overlooked. 
 
 The front and back edges of the slide valve and of the 
 graduating valve should be kept perfectly square. When 
 these edges are worn off it allows dirt to work between 
 the faces, which makes it necessary, on account of the 
 extra wear, to reface them oftener ; while if the edges are 
 kept perfectly sharp, the dirt is pushed ahead of the slide 
 valve and off the seat, preventing possibility of leakage, 
 and of undue wear. 
 
 If a small shoulder is found in the piston bush, it should 
 be scraped out, and the cylinder finished up extra smooth. 
 
 If, upon examination, the piston stem should be found 
 bent, it should be straightened perfectly or a new piston 
 and stem should be applied. 
 
 A new packing ring OT 3 should be applied to the 
 graduating piston, care being taken to have it fit per- 
 fectly free in the piston groove, tight enough to prevent 
 leakage, and yet not get follower bound. The packing 
 ring should also be fitted to the cylinder so as to have a 
 perfect bearing all around, and yet be able to move per- 
 fectly free in the cylinder. 
 
 If the vent valve EV 180, on the end of the piston, is 
 badly worn it should be renewed, and if the ball check 
 valve seat is worn it should be reseated, and a new ball 
 E\' 184 applied, grinding it a little to make it tight. 
 
 A new packing leather EV 107 should be applied to 
 the piston, placing the flesh, or rough, side next to the 
 wall of the cylinder. The expander EV 108 should be 
 renewed, if it is worn. If one of the small coils of the 
 expander is higher than the other, it is likely to cut 
 through the leather. In placing it in the cylinder be 
 careful not to spring the coils out of place. 
 
AUTOMATIC BRAKE VALVE — STYLE B 43 
 
 The feed valve EV 97 should be ground in carefully, 
 and the lip on this valve should clear the top of the seat 
 about 1/64 of an inch. If this lip is too close to the seat, 
 it will soon wear down so that it will seat on it ; if it has 
 too much clearance, it will not be sufficiently sensitive. 
 The feed valve spring EV 90 should be examined to 
 ascertain its condition, and to see if it has the proper 
 height. If the spring is worn, a new one should be ap- 
 plied. These springs should have a free height of ly^ 
 inch, and eight coils. 
 
 The link EV 116 A, pins EV 117A, main slide valve 
 lever EV 118, graduating slide valve lever EV 112, and 
 fulcrum pin EV 113, if worn sufficiently to produce any 
 lost motion, should be renewed. There should never be 
 any lost motion in the slide valve connections ; if there is, 
 the valve will not automatically reduce the brake pipe 
 pressure the desired amount in the service graduating 
 notches. 
 
 Assembling. — Before assembling the valve the cylinder 
 surface should be well covered with valve oil or with 
 high grade machine oil, and the packing leather and the 
 packing ring, on the piston, should also be well lubricated. 
 After the piston EV 104A is replaced in the cylinder a 
 new back cap gasket EV 167 should be applied; then the 
 back cap EV 102 A may be replaced, using plumbago on 
 the head screws EV 129. After the head screws are 
 first drawn up tight, the cap should be tapped lightly be- 
 tween the screws with a hammer ; then the screws may 
 be tightened up solid, and this will insure a perfect joint. 
 
 The lever shaft EV 120 may now be put in, using a 
 new leather shaft washer EV 121, well oiled. The slide 
 valve lever EV 118 should be well tightened on the 
 lever shaft, and the taper lever shaft pin EV 95 driven 
 
44 MODERN AIR BRAKE PRACTICE 
 
 in tight. The ^-inch nut should be drawn up tight 
 after' the taper pin is driven in, and the small cotter pin 
 driven through the end of the lever shaft pin. 
 
 Before putting on the handle EV 123, drop a" little oil 
 around the latch pin EV 172. This will prevent the latch 
 from sticking in the quadrant notches. 
 
 The lever EV 112, lever pin EV 113, the graduating 
 valve EV no, with its spring EV in should be put in, 
 then the main slide valve EV 114A placed on its seat and 
 connected to the handle lever shaft by the link EV 116, 
 and link pins EV 117. A heavy-bodied oil should then 
 be used on the slide valve and its seat. A new cover 
 gasket made of heavy oiled paper should be put on, care 
 being taken to see that the small port holes are cut pro- 
 perly in this gasket, and that they register with the 
 corresponding ports in its valve seat. After the valve 
 cover EV 115 A is put on and properly secured the valve 
 is ready for testing. 
 
 TESTING OF BRAKE VALVE. 
 
 The brake valve should be tested with a reservoir 
 volume of about 20,000 cubic inches, corresponding to, or 
 the equivalent of, at least 25 cars. This volume is desir- 
 able in order to test satisfactorily the equalizing feature 
 of the valve, to make sure that it will operate satisfac- 
 torily on a long train. 
 
 The method of testing should be as follows : 
 Empty the brake pipe by placing -the handle in emer- 
 gency position, then place handle in lap position, this 
 will empty the supplementary reservoir ; close the cut-out 
 cock under the brake valve, and place the brake valve 
 handle on positive lap position. Maintain 90 pounds 
 pressure in the main reservoir. 
 
AUTOMATIC BRAKE VALVE — STYLE B 45 
 
 If the slide valve leaks the mam reservoir air will 
 pass into the brake pipe above the cut-out cock, and an 
 increase of pressure will be indicated by the black hand 
 of the air gauge. 
 
 Feed Valve Test. — ^With the brake pipe charged to 70 
 pounds, and a brake pipe volume the equivalent of the 
 engine and tender, and 85 pounds main reservoir pres- 
 sure, the black hand should stand at 70 pounds. If there 
 is any leakage by the excess pressure valve it will in- 
 crease the brake pipe pressure, and this increase will be 
 indicated by the black hand on the air gauge. Where 
 the duplex pump governor is used, 15 pounds excess 
 pressure is recommended, and the excess pressure valve 
 should maintain this. 
 
 Equalizing Piston Test. — With the brake pipe pressure 
 at 70 pounds, and the brake valve handle placed in the 
 first service graduating notch, the brake pipe pressure 
 should reduce five pounds. If the valve fails to cut off 
 it is an indication of a leak past the packing leather, or 
 past the ball check valve EV 184; or a leak past both, 
 allowing the air to pass from chamber D and supplemen- 
 tary reservoir into the brake pipe ; or there is a leak from 
 the back of piston EV 104A to the atmosphere past a 
 defective back head gasket EV 167, from a supplemen- 
 tary reservoir connection, or there is a leak at the small 
 port O in the slide valve seat. 
 
 The reductions from the brake pipe pressure at 70 
 pounds in the service graduating positions should be 5 ; 
 5 ; 3 ; 3 and 7 pounds respectively. 
 
 Care should be taken to have the brake pipe pressure 
 just at 70 pounds when making these reductions. If the 
 valve fails to lap automatically after the brake pipe pres- 
 sure has reduced 5 pounds, in the first service graduat- 
 
46 MODERN AIR BRAKE PRACTICE 
 
 ing notch, there being no leak in the supplementary reser- 
 voir chamber or any of its connections, it is an indica- 
 tion that there is too much lost motion in the connections 
 to the main slide valve. 
 
 Tightness of Cut-Oif Valve — To test this valve, place 
 the handle in the first service graduating notch, with only 
 the volume of the engine and tender piping attached. If 
 a continuous blow occurs at the exhaust port, after mak- 
 ing the required reduction in brake pipe pressure, accom- 
 panied by a falling of the black hand of the gauge, this 
 valve is leaking. 
 
 Before commencing test be sure the air gauge is accu- 
 rate. 
 
EXAMINATION QUESTIONS AND ANSWERS 47 
 
 NEW YORK DUPLEX AIR PUMP. 
 
 QUESTIONS AND ANSWERS. 
 
 Q. How many sizes are there of the New York 
 Duplex Air Pump? 
 
 A. Four; known as Nos. i, 2, 5 and 6. 
 
 Q. How many cylinders has the duplex air pump ? 
 
 A. Four ; two steam and two air cylinders. 
 
 Q. Give the dimensions of each size pump. 
 
 A. The No. i pump has both steam cylinders 5 inches 
 each in diameter ; one air cylinder, known as the high 
 pressure air cylinder, 5 inches in diameter ; and one air 
 cylinder, known as the low pressure air cylinder, 7 inches 
 in diameter. 
 
 The No. 2 pump has both steam cylinders, 7 inches 
 each in diameter ; one high pressure air cylinder 7 inches 
 in diameter, and one low pressure air cylinder 10 inches 
 in diameter. 
 
 The No. 5 pump has both steam cylinders 8 inches each 
 in diameter, one high pressure air cylinder 8 inches in 
 diameter, and one low pressure air cylinder 12 inches in 
 diameter. The stroke of the Nos. i and 2 pumps is 9 
 inches; that of the No. 5 is 12 inches. 
 
 The No. 6 pump has both steam cylinders 7 inches in 
 diameter, one high pressure air cylinder 7 inches in 
 diameter, and one low pressure air cylinder 11 inches in 
 diameter. The stroke of the No. 6 pump is 10 inches. 
 
 Q. What is the relative position of the steam and the 
 
 Ui> 
 
48 MODERN AIR BRAKE PRACTICE 
 
 air cylinders with respect to each other when the pump 
 is in position on the locomotive ? 
 
 A. The air cylinders are above the steam cylinders. 
 
 Q. What are the relative volumes, or capacities, of 
 the high pressure and the low pressure air cylinders of 
 each pump? 
 
 A. The low pressure air cylinder of each size of air 
 pump has a volume, or capacity, about double that of the 
 high pressure air cylinder. 
 
 Q. Are the steam cylinders of each of these pumps 
 always the same size as the high pressure air cylinder ? 
 
 A. Yes. 
 
 Q. Describe the steam end of the pump. 
 
 A. The steam end of the pump consists of two steam 
 cylinders of equal diameter, and a steam head, having in 
 it two reversing valve chambers and two reversing slide 
 valves, one of each for each steam cylinder. The steam 
 pipe connection, from the boiler, is made to this steam 
 head, and the exhaust connection, for the exhaust steam 
 from the cylinders, is also made to this steam head at the 
 opposite end. 
 
 Q. How is the steam distributed In the duplex pump? 
 
 A. The piston in each steam cylinder operates the re- 
 versing slide valve that controls the flow of steam into the 
 other steam cylinder, and from that cylinder to the atmos- 
 phere. 
 
 Q. How Is this accomplished? 
 
 A. By locating the slide valve for the right steam 
 cylinder in the valve chamber under the left steam cylin- 
 der, and the slide valve for the left steam cylinder in the 
 valve chamber under the right steam cylinder ; and by 
 crossing the steam ports as shown in the drawings. 
 
 Q. Describe the steam valves and the seats. 
 
EXAMINATION QUESTIONS AND ANSWERS 49 
 
 A. They are ordinary D slide valves, such as are used 
 in locomotives ; they admit steam to the cylinder by the 
 outside edge, and exhaust it from the cylinder through 
 a cavity in the center ; and the seats have three ports, two 
 steam and one exhaust, the exhaust port being between 
 the two steam ports. 
 
 Q. Which piston will start first when steam is ad- 
 mitted to the pump? 
 
 A. The right, or what is commonly known as the low 
 pressure piston. On account of the arrangement of the 
 steam ports, and design of the reversing valve gear, the 
 low pressure piston will always be the first to start from 
 rest, and will lead the other or high pressure piston. 
 
 Q. What actuates the steam valves? 
 
 A. Valve stems, familiarly known as reversing valve 
 stems or tappet rods, which are attached to the steam 
 valves, and extend into the hollow piston rods. 
 
 Q. How are the tappet rods moved? 
 
 A. The piston rod is made hollow on the steam end 
 for a distance sufficient to clear this valve stem ; a plate 
 is bolted on to the steam piston head in such a manner as 
 alternately to strike a button head, and a shoulder, on 
 the tappet rod, just before the stroke of the piston in 
 either direction is completed, and thus moves this rod up 
 and down a distance equal to the travel of the valve, 
 changing the steam valve from one position to the other 
 in the steam chest. 
 
 Q. Does the upper steam port in each steam chest lead 
 to the upper end of its respective steam cylinder? 
 
 A. No; the upper port in the left steam chest leads 
 to the lower end of the right cylinder, while the upper 
 port in the right chest leads to the upper end of the left 
 cylinder. 
 
50 MODERN AIR BRAKE PRACTICE 
 
 Q. Do both pistons of the duplex pump move at the 
 same time? 
 
 A. No; after one piston makes a stroke, it waits until 
 the other makes a stroke. 
 
 Q. Explain the movement of the pistons. 
 
 A. Both pistons and steam valves being at rest in the 
 lower end of the cylinders, when steam is turned on, the 
 right piston makes a stroke up ; at the completion of this 
 stroke, the piston changes the position of its reversing 
 slide valve, causing the left piston to take steam and 
 make a stroke up. At the completion of the up-stroke of 
 the left piston, this piston changes the position of its 
 reversing slide valve, causing the right piston to take 
 steam and move down. 
 
 When the low pressure piston completes its down stroke 
 it shifts its reversing slide valve so as to admit steam 
 to the upper end of the opposite cylinder, so that the high 
 pressure piston makes its down stroke. 
 
 Q. Describe the air end of the duplex pump. 
 
 A. It consists of two air cylinders, one larger than the 
 other, and of six (the No. 5 pump has 8) air valves, 
 with their seats and cages. The larger air cylinder has 
 a capacity about double that of the smaller air cylinder. 
 Two of the air valves, upper and lower, are known as 
 the air inlet valves, simply ; two, upper and lower, located 
 just above, are called the intermediate air inlet and dis- 
 charge valves ; and two, located in the final discharge pas- 
 sage of the high pressure cylinder, are known as the 
 final discharge valves. The No. 5 pump has independent 
 air inlet and air discharge valves. 
 
 Q. Where are the air valves located? 
 
 A. The air inlet valves are located in the air passages 
 leading from the atmosphere to the low pressure air 
 
EXAMINATION QUESTIONS AND ANSWERS 51 
 
 cylinder ; the intermediate air inlet and discharge valves 
 in air passages leading from low pressure cylinder to high 
 pressure cylinder; the high pressure and the final dis- 
 charge valves in passages leading from high pressure 
 cylinder to the main reservoir. 
 
 Q. Explain how free air is taken into the air cylinders. 
 
 A. The low pressure piston moves up first to the end 
 of its stroke, creating a vacuum behind it, and free air 
 from the atmosphere follows it into the low pressure air 
 cylinder through the lower air inlet valve ; the high pres- 
 sure piston then moves up to the end of its stroke, the air 
 from the atmosphere follows it through the lower air in- 
 let valve and lower intermediate air inlet and discharge 
 valve into the high pressure cylinder ; on the down stroke 
 of the low pressure piston air is taken into the low pres- 
 sure cylinder at the upper end from the atmosphere 
 through the upper air inlet valve in the same manner as it 
 was taken in at the lower end on the previous up stroke ; 
 on the down stroke of the high pressure piston, air is 
 taken into the high pressure air cylinder through the up- 
 per air inlet valve and intermediate air inlet and discharge 
 valve in the same manner as on the previous up stroke. 
 
 Q. Explain how the air is discharged from the air 
 cylinders. 
 
 A. The low pressure piston moving up compresses the 
 air in front of it and discharges it past the upper inter- 
 mediate air inlet valve and discharge valve into the high 
 pressure air cylinder ; the high pressure piston then moves 
 upward, compressing the air in front of it to a pressure 
 equalling that in the main reservoir, and then discharges 
 it past the upper final discharge valve into the discharge 
 pipe and main reservoir. This operation is repeated 
 
52 MODERN AIR BRAKE PRACTICE 
 
 through the lower air valves on the down strokes of the 
 air pistons. 
 
 Q. What air pressure does the low pressure piston al- 
 ways work against? 
 
 A. About 40 pounds, after the pressure in the main 
 reservoir has reached this amount. 
 
 Q. How much pressure does the high pressure piston 
 work against? 
 
 A. When about 30 or 40 pounds pressure has accumu- 
 lated in the main reservoir the high pressure piston al- 
 ways starts on its stroke against the pressure accumulated 
 in its cylinder by the low pressure piston, and must com- 
 press the air it contains to a pressure slightly above that 
 in the main reservoir in order to raise the final discharge 
 valve, and discharge the air to the reservoir. 
 
 O. What should be known about the air pump before 
 leaving the round-house? 
 
 A. That the piston rod packing does not leak ; that 
 there are no unusual knocks or pounds ; that the steam 
 exhausts are regular ; and that the air-compressing capac- 
 ity is normal. 
 
 DISORDERS AND REMEDIES. 
 
 Q. What will be the result if the rod packing blows 
 out? 
 
 A. It will blow the oil from the rod and swabs. If it 
 is the air end high pressure rod packing that is blowing, 
 it will lower the capacity of the pump very materially, 
 and the cushion which the pump should have to prevent 
 the piston from striking the head will be lost. 
 
 If it is the rod packing on the steam end that is blow- 
 ing, it will permit a waste of steam from the steam cylin- 
 ders, and a large portion of this waste steam will be 
 
EXAMINATION QUESTIONS AND ANSWERS 53 
 
 taken in at the lower air receiving valves, helping to in- 
 crease the quantity of water which gathers in the main 
 reservoir. 
 
 Q. Give the common causes for pounding of pump. 
 
 A. The loss of air cushion to stop the pistons at the 
 completion of the stroke, due to air piston packing or air 
 cylinder packing leaking, and on modern engines, high 
 pressure steam and racing the pumps. 
 
 Q. What are the other causes for pump pounding? 
 
 A. Loose reversing plates on the steam piston heads ; 
 badly worn button head on the end of valve stem ; pump 
 loose on its bracket fastenings to boiler; back leakage 
 through the final discharge valve, and racing the pump 
 against low main reservoir pressure. 
 
 O. Suppose either of these troubles had existed and 
 had been remedied and the pump still pounds, what is 
 wrong ? 
 
 A. It will probably be found that either the steam or 
 the air piston head is loose on the rod, which is probably 
 the result of loss of cushion and of permitting the piston 
 to strike the head. 
 
 Q. What are the causes for the steam exhausts to 
 sound irregular? 
 
 A, Air leakage from the main reservoir back into the 
 high pressure cylinder, from the high pressure cylinder 
 into the low pressure cylinder, or an air valve stuck to its 
 seat. 
 
 Q. What is wrong if the steam exhausts sound in two 
 pairs, one pair spaced well apart, and the other pair very 
 close together? 
 
 A. An intermediate air valve, or a cylinder-head gas- 
 ket is leaking at a point between the two cylinders. 
 
 O. How could this cause it? 
 
54 MODERN AIR BRAKE PRACTICE 
 
 A. By permitting the air from the high pressure cyhn- 
 der to pass over into the low pressure cyhnder, thus forc- 
 ing the low pressure piston away from its cylinder end, 
 instead of forcing the air into the main reservoir. As a 
 result, when the low pressure piston takes steam, it has 
 both steam and air pressure to cause it to make a quick 
 stroke, which brings two steam exhausts very close to- 
 gether, 
 
 Q. What is wrong with the pump when the spaces 
 between three exhausts are about equal and the space be- 
 tween the third and fourth exhaust is very long? 
 
 A. A discharge valve is probably broken, or the upper 
 air cylinder gasket is leaking badly between the final dis- 
 charge valve cavity and air cylinder; or the lower inter- 
 mediate valve seat is loose and has worked up sufficiently 
 to raise the intermediate air valve against its stop post. 
 
 Q. What will be the result if the upper Intermediate 
 valve seat works loose? 
 
 A. As it forms the lift stop for the upper air inlet valve, 
 the seat will work down and prevent the opening of the 
 receiving valve. 
 
 Q. When an air pump stops of its own accord, what 
 should be done to correct the trouble? 
 
 A. First examine the pump governor carefully to see 
 that the relief ports are open ; that is, the small relief 
 port above the governor piston, or in the diaphragm body 
 (see pump governor) and also the one in the spring case. 
 If a constant blow of air is found at the little port above 
 the governor piston it is an indication that the governor 
 is at fault, and it should be examined and repaired. 
 
 If it is found that the governor is in perfect order, then 
 jar the steam head lightly. If this does not start the 
 pump close the air pump throttle, open the waste cock on 
 
EXAMINATION QUESTIONS AND ANSWERS 55 
 
 the steam chest of the pump, and allow all steam to drain 
 away, then open the pump throttle. 
 
 Q. If, after making the throttle test, the low pressure 
 piston moves up and stops at the upper end of the stroke, 
 and the high pressure piston refuses to move, where 
 should the trouble be looked for? 
 
 A. In the steam reversing gear on the right, or low 
 pressure, side. Probably the valve stem has broken, or 
 the reversing plate has worn through. 
 
 Q. After the throttle test, suppose the low pressure 
 piston moves up, then the high pressure, too, but the low 
 pressure piston fails to move down, what is the probable 
 cause of the trouble? 
 
 A. The valve stem is probably broken, or the revers- 
 ing plate worn through on the high pressure side. 
 
 Q. How should you test for back leakage from the 
 low pressure air cylinder through air inlet valves? 
 
 A. By holding the hand on, or close to either of these 
 valves while the low pressure piston is moving toward it ; 
 if they leak, air will be felt blowing past them. 
 
 Q. How can leakage past intermediate valves be de- 
 tected ? 
 
 A. By the earlier movement of the low pressure pis- 
 ton away from the defective valve, and the weak intake 
 of air at the inlet valves, upper or lower, as the case may 
 be, and also by the heating of the pump. 
 
 Q. How can leakage past the final discharge valves 
 in high pressure cylinder be detected ? 
 
 A. By the slower movement of both the low and the 
 high pressure pistons toward the leaky valve, and the 
 quicker movement of the high pressure piston aw^ay 
 from it. 
 
56 MODERN AIR BRAKE PRACTICE 
 
 Q. What will be the result if either of the steam pis- 
 ton heads pulls off the rod? 
 
 A. The pump will stop. 
 
 Q. How could you tell that a steam piston head had 
 pulled off? 
 
 A. A hard steam blow at the exhaust will be noticed, 
 the same as though a blower was turned on full. 
 
 Q. Should the pump stop on account of a piston rod 
 nut working off, how could the loose nut be located ? 
 
 A. The piston will strike hard on the air end. By re- 
 moving the oil cups it can be located by running a piece 
 of wire through the oil cup hole. 
 
 Q. Could this defect be remedied on the road? 
 
 A. If the top air head is removed, the nut can be put 
 back on the rod, or removed entirely from the cylinder, 
 with very little trouble. Usually, however, but little 
 can be done on the road in the way of extensive repairs. 
 
 Q. What usually causes the intermediate air inlet 
 valves to stick open? 
 
 A. If the low pressure cylinder is given too much oil 
 it will collect on the intermediate discharge valve, and 
 probably cause it to stick open. 
 
 O. What are the probable causes for the air pump 
 running hot? 
 
 A. Leaks by the piston rod packing ; also a leaky inter- 
 mediate discharge valve ; leaky receiving valves or badly 
 worn packing rings in the air end, and racing under high 
 pressure steam. 
 
 Q. If the pump runs hot what should be done to 
 cool it off? 
 
 A. If the air valves are clean, and the piston rod pack- 
 ing tight a small quantity of valve oil should be used in 
 the high pressure air cylinder, and the pump run as slow 
 
EXAMINATION QUESTIONS AND ANSWERS 57 
 
 as possible, for a short period of time, to give it a chance 
 to cool. 
 
 Q. How should an air pump be started? 
 
 A. The pump drain cock should be opened until all 
 water is drained off, and then the pump started very 
 slowly, running it slowly until 35 or 40 pounds air pres- 
 sure is accumulated in the main reservoir. This pres- 
 sure is needed to form a cushion for the air piston. 
 
 Q. Why should the pump be started slowly? 
 
 A. Because all locomotive air pumps depend more or 
 less on the air pressure in the main reservoir cushioning 
 the air pistons to prevent them from striking the heads, 
 and starting them up rapidly causes the pistons to pound 
 and get loose. 
 
 Q. How fast should the pump be run, and how should 
 the steam cylinders be lubricated? 
 
 A. Just fast enough to maintain the maximum pres- 
 sure and the train pipe leakage, and oil should be fed con- 
 tinuously to the steam cylinders, according to the work it 
 is doing. 
 
 Q. If this pump is run at a high rate of speed would 
 any more air be compressed than at a moderate speed ? 
 
 A. As the air valves must have time to seat, the pump 
 will do better at a reasonable speed, not over 60 double 
 strokes per minute. 
 
 THE NO. 5 DUPLEX AIR PUMP. 
 
 Q. Is there any difference in principle of operation be- 
 tween the No. 5 Duplex Air Pump and the Nos. i and 2 
 Duplex Pumps. 
 
 A. No ; the principle of operation is the same. 
 
 Q. In what particulars does the No. 5 pump differ 
 from the others ? 
 
58 MODERN AIR BRAKE PRACTICE 
 
 A. Principally in design and proportions of parts, and 
 in having larger pumping capacity. 
 
 Q. In what ways is the design of the No. 5 pump an 
 improvement over the others? 
 
 A. In the air end an independent set of air inlet valves 
 is provided for the high pressure air cylinder, and each 
 air valve for the air cylinders is in a cage by itself, where 
 it is easily accessible for repairs and renewals, and air 
 inlet passages of large capacity are provided for the air 
 inlet valves. 
 
 In the steam end the reversing slide valves are provided 
 with flat seats and the reversing valve chamber caps are 
 bolted to the steam head with tap bolts, instead of being 
 screwed in, as in the other pumps. 
 
 The stroke of the pump is considerably increased, the 
 ratio of clearance space to cylinder volume is materially 
 reduced. 
 
 Q. What benefit is derived from reducing the clear- 
 ance spaces of the pump cylinders? 
 
 A. It increases the efficiency of the pump in both the 
 air and steam ends, and materially reduces the chances 
 of heating and damage due to working the pump too 
 fast. 
 
 Q. What size pipe is used with the No. 5 pump for the 
 various connections? 
 
 A. For the air discharge to the main reservoir and for 
 the steam exhaust, i^-inch pipe is used. For the steam 
 supply i>4-inch pipe is used, although i-inch pipe may 
 be used with good results. 
 
 LUBRICATION OF AIR CYLINDERS. 
 
 Q. How many styles of automatic oil cups are there? 
 A. Two, one known as style A, and the other style B. 
 
EXAMINATION QUESTIONS AND ANSWERS 59 
 
 Q. What is the difference between the two styles of 
 automatic oil cups? 
 
 A. Style A has a fixed feed, while style B has an ad- 
 justable feed. 
 
 Q. What can render the operation of the cup defec- 
 tive? 
 
 A. Should scale or dirt get into the small feed port in 
 the cap or adjustable needle feed on top of the center 
 post, blocking it up, then the cup would not feed properly. 
 
 Q. In filling up the cup with oil, should care be taken 
 to see that the oil is clean ? 
 
 A. Yes ; since the feed port through the oil cup must 
 be very small, care should be taken to see that the oil is 
 perfectly clean before being put into the cup. 
 
 Q. Should the automatic oil cup be filled level full ? 
 
 A. No ; in filling the cup leave a little space in the top 
 so that as the cylinder warms up, a little room will be 
 left for expansion of the oil, and so that there will be no 
 waste. 
 
 Q. How often should these cups be filled with oil? 
 
 A. That will depend upon the service in which the 
 pump is employed and the amount of work it is required 
 to do. 
 
 O, What kind of oil should be used in the automatic 
 oil cup? 
 
 A. Good valve oil always ; never use engine oil. 
 
 Q. Why should engine oil never be used to lubricate 
 the air cylinder? 
 
 A. As the temperature in the air cylinders, due to the 
 compression of the air, is usually higher than the flashing 
 point of engine oil, this oil cannot lubricate them properly. 
 Good valve oil should always be used for lubricating the 
 
60 MODERN AIR BRAKE PRACTICE 
 
 air cylinders, because it remains oil instead of gas at a 
 higher temperature than the air cylinders usually reach. 
 
 O. When the governor causes the pump to run very 
 slowly or stop momentarily, will the automatic oil cup 
 feed oil at the same rate as when the pump is running at 
 its normal rate? 
 
 A. No ; the automatic oil cup can feed oil only when 
 the pistons are moving. When the pump is stopped the 
 automatic oil cups cease to supply oil to the air cylinders, 
 and retain what remains in the cup until the time when 
 the pump is again started. 
 
 Q. Can the cup be filled without stopping the pump ? 
 
 A. Yes ; as easily as when the pump is stopped. 
 
 O. Why is automatic lubrication of the air cylinders 
 more necessary now than formerly? 
 
 A. Because of the much harder work the air pump is 
 required to do, and the inability of the engineman to 
 lubricate it frequently enough by hand to prevent groan- 
 ing and cutting. 
 
 PUMP GOVERNORS. 
 
 Note. — As the construction and action of the single 
 styles of the New York pump governors are practically 
 the same as the Westinghouse single governors, the ques- 
 tions and answers pertaining to the Westinghouse will 
 also apply to the New York type of single governor. 
 
 DUPLEX PUMP GOVERNOR HIGH PRESSURE CONTROL. 
 
 Q. When the duplex pump governor is used for the 
 "double pressure" system, how is it piped? 
 
 A. Both tops are connected to chamber E at the brake 
 valve, or the brake valve governor connection proper, in 
 
EXAMINATION QUESTIONS AND ANSWERS 61 
 
 front of the feed valve, and a tee for dividing the con- 
 necting pipe is put in at a convenient point ; a stop cock 
 is placed between the tee and the low pressure governor 
 top. 
 
 Q. How are these governor tops adjusted? 
 
 A. One is adjusted to operate when the ordinary brake 
 pipe pressure of 70 pounds has accumulated, and the 
 other, when using the high pressure control, is usually 
 adjusted at 90 pounds, and sometimes 100, to operate 
 when this pressure has accumulated in the brake pipe. 
 
 Q. When it is desired to use the higher brake pipe 
 pressure, what is it necessary to do? 
 
 A. To cut out the low pressure governor top. This is 
 done by closing the stop cock in the branch pipe to this 
 top, thus placing the control of the pump under the high 
 pressure top. 
 
 Q. For what class of service is the high pressure con- 
 trol used? 
 
 A. It is used on coal and mineral roads and in places 
 where the majority of the trains are hauled with the cars 
 empty in one direction, and with them loaded in the 
 other ; the light or ordinary pressure is used on trains 
 when running with the cars empty, and the higher pres- 
 sure is used on them when they are loaded. 
 
 Q. In addition to the duplex pump governor, properly 
 piped, what other apparatus is necessary? 
 
 A. Safety valves, such as are used with the combined 
 automatic and straight air brake, are necessary for the 
 driver brakes, tender brakes, and for the engine trucks if 
 it has a brake. 
 
 Q. Why are safety valves necessary for the brake 
 cylinders named? 
 
 A. Because the braking force upon the locomotive is 
 
62 MODERN AIR BRAKE PRACTICE 
 
 calculated from a brake pipe pressure of 70 pounds to- 
 give all the wheels will stand ordinarily, and the weight 
 of the locomotive hardly ever varies much ; so that if a 
 higher braking force were employed one time than an- 
 other it would probably tend to slide the wheels. 
 
 Q. When using the ''high pressure control" how much 
 excess pressure is carried? 
 
 A. Just the same as with the ordinary pressure, about 
 20 pounds. 
 
 TRIPLEX GOVERNOR. 
 
 Q. In what service is the triplex governor used? 
 
 A. It is used in place of the duplex with the "high 
 pressure control" system, in freight service on both level 
 and mountainous roads, and also for high speed passen- 
 ger service. 
 
 Q. How is the triplex governor piped up? 
 
 A. One top is piped direct to the brake pipe connec- 
 tion at the brake valve, and sometimes to the brake pipe 
 direct, below the cut-out cock, and this top is adjusted 
 for the higher brake pipe pressure; in this pipe a tee is 
 placed, and connection from this tee is made to another 
 governor top, which is adjusted for the lower brake pipe 
 pressure ; the third top is piped to the main reservoir 
 pressure direct, either at the brake valve, or at the main 
 reservoir, as convenience requires. 
 
 Q. With the triplex governor, how can the change be 
 made from the lower brake pipe pressure to the higher, 
 when desired? 
 
 A. By closing the stop cock in the branch pipe leading 
 from the main governor pipe connection to the low pres- 
 sure governor top, just as in the ''duplex high pressure 
 control." 
 
EXAMINATION QUESTIONS AND ANSWERS 63 
 
 Q. Where is the advantage in having the third pres- 
 sure top? 
 
 A. It permits of any desired excess pressure being ac- 
 cumulated in the main reservoir while the brakes are ap- 
 plied ; and while brakes are released requires the pump to 
 operate against the ordinary main reservoir pressure 
 only. 
 
 Q. What are the advantages to be had from the use of 
 the triplex governor when using "single pressure" sys- 
 tem and with the triplex governor when using the "double 
 pressure" system? 
 
 A. In a main reservoir of ordinary size a high pres- 
 sure may be accumulated while brakes are applied, and 
 when releasing brakes this pressure is very effective in 
 causing the prompt and certain release of all brakes. 
 Also, on account of the smaller main reservoir capacity 
 and higher pressure, a much quicker recharging of all 
 the auxiliary reservoirs in the train may be effected, 
 which is a very desirable feature, especially in mountain- 
 ous service. 
 
 NEW YORK AUTOMATIC BRAKE VALVE. 
 
 Q. What are the principal parts of the engineer's 
 automatic brake valve? 
 
 A. The main slide valve and its seat, controlling the 
 ports between the main reservoir and the brake pipe, and 
 between the brake pipe and the atmosphere ; the quad- 
 rant, the handle, handle shaft, and link for moving the 
 main slide valve ; the equalizing piston with valves and 
 lever, and small cut-off valve for regulating the brake 
 pipe reduction in service applications and for automat- 
 ically closing the service opening; the excess pressure 
 valve and spring for maintaining excess pressure in the 
 
64 MODERN AIR BRAKE PRACTICE 
 
 main reservoir; the body, and cover for enclosing these 
 parts, and the supplementary reservoir. 
 
 Q. What are the air pipe connections to the brake 
 valve and how many ? 
 
 A. There is a main reservoir, brake pipe, pump gov- 
 ernor, air gauge, red hand, and air gauge, black hand, con- 
 nection, five in all. 
 
 Q. How many positions are there on the automatic 
 brake valve for the handle? 
 
 A. Five. 
 
 Q. Name them. 
 
 A. Release, running, positive lap, service graduating, 
 sub-divided into five notches, and emergency. 
 
 Q. How does the brake valve reduce the brake pipe 
 pressure when it is desired to apply the brakes in serv- 
 ice applications? In emergency applications? 
 
 A. The service exhaust port in main slide valve be- 
 tween the brake pipe and the atmosphere, is opened, by 
 placing the handle in the service graduating notch, cor- 
 responding to the amount of reduction it is desired to 
 make. Air from the brake pipe and chamber A can now 
 escape through port F and G in slide valve and exhaust 
 port C, in its seat, to the atmosphere. The graduating 
 slide valve, operated by the equalizing piston and lever, 
 gradually reduces the service port opening as the reduc- 
 tion in brake pipe pressure is being made, until it en- 
 tirely closes or automatically laps port F. In emergency 
 applications the main slide valve opens the brake pipe 
 wide through the large ports J and K, making a quick, 
 heavy reduction in pressure. 
 
 Q. In emergency application does the valve automat- 
 ically lap itself? 
 
 A. No; when the handle of the brake valve is placed 
 
EXAMINATION QUESTIONS AND ANSWERS 65 
 
 in the emergency position a large direct opening is made 
 between the brake pipe and the atmosphere, which will 
 be closed only when the handle is moved to any one of 
 the other positions. 
 
 Q. When making any kind of a brake application, is 
 communication between the brake pipe and the main res- 
 ervoir closed? 
 
 A. Yes ; always by the main slide valve. 
 
 Q. In positive lap position are all ports closed? 
 
 A. Yes ; all except port O. 
 
 Q. Where is main reservoir pressure found in the 
 valve ? 
 
 A. In chamber B on top of the main slide valve under 
 the excess pressure valve, and in the pipe to the red 
 hand of the air gauge. 
 
 Q. Where is brake pipe pressure found? 
 
 A. In chamber A ; on the face of the main slide valve ; 
 on the brake pipe (chamber A) side of the equalizing 
 piston; in the pipe to the black hand of the air gauge, 
 and the pump governor cavity. 
 
 Q. Where is the supplementary reservoir pressure 
 found ? 
 
 A. In chamber D, between the equalizing piston and 
 the back cap, in passages H to the supplementary reser- 
 voir and in the supplementary reservoir. 
 
 Q. How does air pass from the main reservoir through 
 the engineer's brake valve Into the brake pipe? 
 
 A. In full release position, it flows through a large, 
 free opening in the valve seat, past the end of the main 
 slide valve, and in running position, this direct passage 
 being closed, it flows past the excess pressure valve which 
 holds a definite amount of pressure in the main reservoir 
 above that contained in the brake pipe, and through a 
 
66 MODERN AIR BRAKE PRACTICE 
 
 small opening or passage in the slide valve seat, and a 
 cavity in the main slide valve into chamber A and the 
 brake pipe. 
 
 Q. What takes place when the handle is placed in full 
 release position, after a brake application? 
 . A. Main reservoir air, as already explained, flows in 
 large volume direct into, the brake pipe, releasing the 
 brakes and recharging the auxiliary reservoirs. At the 
 same time a portion of the air in the supplementary res- 
 ervoir and chamber D is discharged to the atmosphere. 
 Main reservoir air also flows into passage E and the 
 pump governor cavity, thence direct to the pump governor. 
 
 O. Why is it necessary to discharge a small quantity 
 of air from the supplementary reservoir and chamber D 
 when the handle is moved to release position? 
 
 A. In order to permit brake pipe pressure in chamber 
 A to force the piston to its normal position, where it 
 should always be at the commencement of a service re- 
 duction. 
 
 Q. What takes place when the brake valve handle is 
 placed in running position? 
 
 A. The large, free opening from the main reservoir to 
 the brake pipe, past the end of the main slide valve, is 
 closed, and governor cavity E is connected direct to the 
 brake pipe through cavity M in the main slide valve. 
 Main reservoir air then flows past the excess pressure 
 valve, as already explained, into pump governor cavity 
 E and brake pipe. 
 
 O. What is the function of the excess pressure valve? 
 
 A. To maintain in the main reservoir, with the handle 
 in running position, a predetermined pressure above that 
 in the brake pipe. After this pressure has been accu- 
 
EXAMINATION QUESTIONS AND ANSWERS 87 
 
 mulated in the main reservoir, the excess pressure valve 
 will unseat and permit air to flow into the brake pipe. 
 
 Q. What is excess pressure used for ? 
 
 A. For releasing brakes promptly, and for quickly re- 
 charging auxiliary reservoirs. 
 
 Q. What is the positive lap position used for? 
 
 A. To blank all ports, excepting port O, between the 
 atmosphere and the supplementary reservoir, and to pre- 
 vent the flow of air in any direction through the valve. 
 
 Q. What valve controls or closes passage and port O, 
 when the handle is in any position except service and 
 emergency ? 
 
 A. The vent valve. 
 
 Q. What occurs when the handle of the brake valve is 
 placed in any one of the service graduating notches? 
 
 A. -Communication is cut off between the main reser- 
 voir and the brake pipe; port O (the end in the main 
 slide valve seat) is closed by the main slide valve; the 
 brake pipe exhaust port F, in the main slide valve, is 
 moved past the edge of the graduating slide valve so as 
 to open this port. Brake pipe air then passes into ports 
 and passage F and G, in the main slide valve and out 
 through exhaust port C, in the slide valve seat, to the 
 atmosphere. This reduction of brake pipe pressure in 
 chamber A, on the brake pipe side of the equalizing pis- 
 ton allows the supplementary reservoir pressure in cham- 
 ber D (equal to the initial brake pipe pressure before 
 service brake pipe reduction began) to expand, and move 
 the equalizing piston forward. This piston, by means. of 
 the connecting lever, then moves the graduating slide 
 valve backward, on the face of the main slide valve until 
 it gradually closes exhaust port F. 
 
 Q. After exhaust port F is thus closed, what occurs 
 
68 MODERN AIR BRAKE PRACTICE 
 
 if the brake handle is moved to the next graduating serv- 
 ice notch ? 
 
 A. The same as explained in the preceding answer. 
 
 Q. Why is port F, with the handle of the brake valve 
 in the first service graduating notch, only half uncovered? 
 
 A. So that on trains consisting of four cars or less the 
 initial reduction in brake pipe pressure, which should be 
 made in this notch, will not be heavy enough to cause 
 quick action of the triple valves. But with five or more 
 cars any service graduating notch except the first may be 
 used in making the initial reduction. 
 
 Q. How much pressure will be drawn from the brake 
 pipe if all the service notches have been used? 
 
 A. From 23 to 25 pounds, the initial brake pipe pres- 
 sure being 70 pounds. 
 
 Q. If all the service graduating notches on the engi- 
 neer's brake valve are used, will the brakes be set in full 
 service ? 
 
 A. Yes ; as a total service reduction of from 23 to 25 
 pounds will apply the brakes in full. 
 
 Q. If, after a service application has been made, either 
 partial or full, an emergency should arise, where should 
 the handle be placed ? 
 
 A. In emergency position always. 
 
 Q. Of what benefit would this be? 
 
 A. If any brakes on the train had partially leaked off, 
 thereby reducing their holding power, the additional re- 
 duction in brake pipe pressure would increase brake 
 cylinder pressure and set them harder; those that were 
 only partly set would be set in full. 
 
 Q. How does air escape from the brake pipe when the 
 handle is placed in the emergency position? 
 
 A. The air is discharged direct from the brake pipe 
 
EXAMINATION QUESTIONS AND ANSWERS 69 
 
 through large exhaust ports J and K in the main slide 
 valve, and exhaust port C, in the seat, to the atmosphere. 
 
 Q. Why are exhaust ports J and K made large? 
 
 A. So that in emergencies the reduction in brake pipe 
 pressure may be made sufficiently quick and heavy to pro- 
 duce serial action of the triple valves. 
 
 Q. If upon making service application the graduating 
 valve fails to lap automatically, what should be done? 
 
 A. Move the handle gradually back until brake pipe ex- 
 haust ceases, or to positive lap position, after the desired 
 reduction in brake pipe pressure has been made. 
 
 Q. What is usually the cause of the graduating valve 
 failing to lap automatically ? 
 
 A. Leakage from the supplementary reservoir and its 
 connections ; also from chamber D through the back head 
 gasket. Leakage past the piston packing leather and the 
 packing ring will also cause the valve to fail to lap auto- 
 matically. 
 
 Q. How can this leakage from chamber D and the sup- 
 plementary reservoir be located? 
 
 A. If the leakage is to the atmosphere it may be found 
 by coating the joints with soapsuds. If it is in the piston 
 packing leather or ball check valve, after ascertaining 
 that there is no leak in the main slide valve, move engi- 
 neer's valve handle to emergency position, letting all air 
 out of the brake pipe. If now the cut-out cock in the 
 brake pipe beneath the brake valve be closed, and the 
 handle placed in any service notch, a leak by the packing 
 leather or the ball check valve from supplementary res- 
 ervoir and chamber D will be manifest by the rising of 
 the black hand of the duplex air gauge. With the handle 
 left in emergency position it will be manifested by a blow 
 at the exhaust port C. 
 
70 MODESX AIR BRAKE PRACTICE 
 
 Q. Should a more exacting test be desired, how 
 should it be made? 
 
 A. By increasing brake pipe volume, making it equiv- 
 alent to the volume found with a long train. Then ope- 
 rate the valve to be tested, in service application position. 
 to ascertain if the valve will automatically close off. If 
 the brake pipe discharge fails to close off entirely there is 
 leakage at some point from the supplementary^ reservoir, 
 its connections or chamber D, probably past the packing 
 leather of the equalizing piston. 
 
 O. What would cause leakage past the piston packing 
 leather ? 
 
 A. Packing leather improperly fitting the cylinder, be- 
 ing worn through by the expanding spring, or bot- 
 tom of the cylinder cut by dirt accumulating there from 
 the brake pipe. 
 
 Q. How could you test the main slide valve for leak- 
 age? 
 
 A. With the engine alone, by first moving the handle 
 to emergency position and exhausting the brake pipe air, 
 then returning the handle to positive lap position, ex- 
 hausting the supplementary reservoir air, then closing 
 the stop cock under the brake valve. With the reduced 
 brake pipe volume any leak through the main slide valve 
 will be quickly manifested by an increase of pressure m 
 the brake pipe and chamber A, indicated by the rising of 
 the black hand on the air gauge, or by a blow at the ex- 
 haust port C, or by both. 
 
 O. How could you test the small cut-off valve for 
 leakage ? 
 
 A. Place the handle in the second service graduating 
 notch, and after the automatic cut-off has taken place, 
 close the cut-out cock under the brake valve. If a blow 
 
EXAMINATION QUESTIONS ANI> ANSWERS 71 
 
 is heard at the exhaust port, accompanied by a falling of 
 the black hand on the air gauge, the cut-off valve is leak- 
 ing. 
 
 CLEANING AND OILING. 
 
 Q. What parts of the valve require lubrication? 
 
 A. The main slide valve, the graduating slide valve, 
 the equalizing piston, and the handle shaft. 
 
 Q. What is likely to be wrong if, after applying brakes 
 on a train or while the brake valve handle is on lap, the 
 governor stops the pump (where the single governor is 
 used) and prevents the accumulation of excess pressure. 
 
 A. Leakage past the excess pressure valve will most 
 likely be the cause, provided the small relief port in the 
 pump governor is plugged up. With this relief port open 
 excessive leakage past the excess pressure valve would 
 prevent the pump from accumulating the excess pressure. 
 
 Q. How would you proceed to clean the excess pres- 
 sure valve? 
 
 A. After closing the stop cock in the brake pipe below 
 the brake valve, and drawing off all the main reservoir 
 air, remove the cap of the excess pressure valve, take out 
 the valve and rub it clean with a little kerosene oil, re- 
 placing it perfectly dry. 
 
 Q. When is the best time to clean the excess pressure 
 valve ? 
 
 A. Before starting the pump and before any pressure 
 has accumulated in the main reservoir. All then that is 
 necessary to do is simply unscrew the cap, clean the valve, 
 and replace it dry. 
 
 Q. If with a long train and the brake valve handle in 
 release position brake pipe pressure increases slowly, 
 where should the trouble be looked for? 
 
72 MODERN AIR BRAKE PRACTICE 
 
 A. Lost motion on the inner end of the handle shaft, 
 or in the link and pins in the main slide valve. 
 
 Q. What provision has been made to assist the engi- 
 neer in finding the running position on the older style of 
 valves, when the sharp point of the handle latch has been 
 worn off? 
 
 A. A pin is set on the inside face of the quadrant, just 
 below the running notch, by which the engineer may be 
 guided to running position. On the later form, however, 
 the quadrant has been modified so as to contain deeper 
 notches. 
 
 Q. For what purpose are the two brass plugs in the 
 cover of the automatic brake valve ? 
 
 A. To enable the engineer or air brake inspectors to 
 oil the main slide valve without taking the brake valve 
 apart. 
 
 Q. When and how should the main slide valve be 
 oiled ? 
 
 A. The best time to oil the valve is before starting the 
 air pump, and when there is no pressure in the main res- 
 ervoir; when this is the case remove both brass plugs, 
 place the handle in full release position and pour a few 
 drops of good oil through the hole back of the main slide 
 valve, then place the handle in emergency position, and 
 pour a few drops through the hole in front of the main 
 slide valve, replace the brass plugs and work the handle 
 back and forth a few times to spread the oil over the 
 seat. The slide valve should receive a little oil through 
 the oil plugs only when it commences to work harder 
 than usual. Don't pour in too much oil ; it will only serve 
 to gum up the working parts. 
 
 Q> Suppose there is pressure in the main reservoir and 
 it is desired to oil the main slide valve ? 
 
EXAMINATION QUESTIONS AND ANSWERS 73 
 
 A. Then take the same steps as would be necessary to 
 clean the excess pressure valve. Close the stop cock in 
 the brake pipe, under the brake valve, stop the pump and 
 exhaust the air from the main reservoir, when the oil 
 plugs may be removed for oiling the slide valve, and the 
 excess pressure valve may be removed for cleaning. 
 However, the best time to do this work is before the 
 pump has been started and before commencing the trip. 
 
 LEAKS AND OTHER DISORDERS. 
 
 Q. Will an ordinary leak in the main slide valve re- 
 lease the brakes ? 
 
 A. No ; with an ordinary leak from the main reservoir 
 through the main slide valve during the time of applica- 
 tion of the brakes, air will be going out to the atmosphere 
 along with the brake pipe air and, as the main reservoir 
 leak will augment the brake pipe pressure in front of the 
 equalizing discharge piston somewhat, the graduating 
 slide valve will hold the service port in the main slide 
 valve open sufficiently to accommodate the main reser- 
 voir leak, and thus prevent increase of brake pipe pres- 
 sure sufficient to release brakes. 
 
 Q. Suppose such a leak exists and the handle is moved 
 back to positive lap position, after a service reduction, 
 what will be the effect? 
 
 A. The brake will probably release, especially if the 
 train is a short one. 
 
 Q. If a continuous blow of air is heard at the main 
 exhaust port when the handle is in release, running or 
 positive lap position, where would the trouble likely be 
 found ? 
 
 A. The vent valve on the end of the graduating valve 
 is probably leaking. 
 
 kfc- 
 
74 MODERN AIR BRAKE PRACTICE 
 
 O. In applying new leathers to the equalizing pistion 
 what precautions should be taken? 
 
 A. The piston should be removed from the cylinder 
 and all parts cleaned with kerosene. Care should be 
 taken not to bend or kink the coil spring expander as, if 
 this is done, the tendency will be for the expander on 
 account of being distorted, to cut the leather. 
 
 O. If the copper pipe between the brake valve and the 
 supplementary reservoir be broken off on the road, could 
 the train be handled satisfactorily with the brake valve? 
 
 A. Yes ; it could be handled satisfactorily. 
 
 Q. In what manner? 
 
 A. By plugging the connection at the brake valve of 
 this pipe, and by making the required brake pipe reduc- 
 tion in the first or second graduating notch, depending on 
 the length of the train, and moving the handle slowly to 
 positive lap position when this is done. As the brake 
 pipe and gauge is connected to chamber A, it shows the 
 actual brake pipe pressure in all positions of the brake 
 valve handle, and the engineer will have no difficulty in 
 controlling the flow of air from the brake pipe without 
 danger of an emergency, or of making an insufficient 
 reduction. 
 
 O. Will the brake valve reduce pressure in service 
 applications and automatically lap the valve, as it should, 
 if any other initial brake pipe pressure than 70 pounds 
 be used ? 
 
 A. Yes ; if the brake pipe pressure be carried to 90 or 
 no pounds and the handle of the brake valve be placed 
 in the last service graduating notch, a reduction in pres- 
 sure sufficient to equalize the auxiliary reservoir and 
 brake cylinder pressure will be,had before the valve auto- 
 matically laps. 
 
EXAMINATION QUESTIONS AND ANSWERS 75 
 
 Q. What are the reductions made at the brake valve 
 corresponding to the different notches when the brake 
 pipe pressure is_90 pounds? When no pounds? 
 
 A. 70 lbs. 90 lbs. 1 10 lbs. 
 
 1st Service Graduating Notch 5-5 5-5 6-6 
 
 2nd " " '' 8-3 ' 9-4 10-4 
 
 3rd " " " 1 1-3 13-4 14-4 
 
 4th '" " " 16-5 19-6 21-7 
 
 5th " " '' 23-7 27-8 30-9 
 
 Q. Will these reductions in each case fully equalize 
 the auxiliary and the brake cylinder pressures? 
 
 A. Yes ; from 70 pounds a reduction of 23 pounds will 
 allow the brake to set in full ; from 90 pounds a reduc- 
 tion of 27 pounds will allow it to be set in full, and from 
 no pounds, provided there are no reducing valves on the 
 brake cylinder, a brake pipe»reduction of 30 pounds will 
 set the brake in full. 
 
 Q. When the handle of the brake valve is moved to 
 any one of the service graduating notches, is air allowed 
 to escape direct from the brake pipe? 
 
 A. Yes ; brake pipe reductions are always made direct 
 from the brake pipe with this valve. 
 
 O. In making water tank stops, and in fact all station 
 stops, with high speed trains how should the brake valve 
 be handled? 
 
 A. By the two application method, 
 
/b 
 
 MODERX AIR BRAKE PRACTICE 
 
 NEW YORK TRIPLE VAL\X. 
 
 PLAIN TRIPLE STYLE A. 
 
 Figure 2"/ illustrates this valve which is intended for 
 use only on engines and tenders, in conjunction with 
 6-inch and 8-inch brake cylinders. The essential parts 
 
 BC829 
 
 ExhaursV' V^ 
 
 QT 
 QT 50 
 
 Fig. 2~ — Sr/Ie A. Plain Triple Valve. 
 
 are, the triple piston valve PT-40, the exhaust slide 
 valve OT-38. and the graduating slide valve OT-48. ope- 
 rating in a suitable casing or body. PT-27. The pipe 
 connections are, brake pipe, auxiliar}' reservoir, and 
 
NEW YORK TRIPLE VALVE 77 
 
 brake cylinder. The functions of the operating parts 
 are as follows : 
 
 Exhaust slide valve QT-38 controls the exhaust of air 
 from the brake cylinder to the atmosphere, to release 
 brakes ; and the graduating valve QT-48 controls the 
 admission of air from the auxiliary reservoir to the 
 brake cylinder, to apply the brakes. The triple piston 
 PT-40 moves the exhaust valve QT-38 and the graduat- 
 ing valve QT-48, when brake pipe pressure is reduced 
 below auxiliary reservoir pressure, so that the exhaust 
 valve will close the exhaust port, in its seat, before the 
 graduating valve QT-48 opens the service port, in its 
 seat, leading to the brake cylinder. The slide valve 
 QT-38 remains stationary after once reaching applica- 
 tion position, while the piston PT-40, in partial service 
 applications (brake pipe reductions of less than 20 
 pounds), returns part way, and causes graduating valve 
 QT-48 to cover, or lap, the service port. The abutments 
 on the triple piston stem that move valve QT-38 are 
 about one-quarter inch farther apart than the length of 
 the valve, so as to permit the triple piston to move grad- 
 uating valve QT-48 this limited distance without dis- 
 turbing the exhaust valve. 
 
 To charge the auxiliary reservoir, air from the brake 
 pipe passes to the cylinder and chamber on the plain side 
 of piston PT-40, then through a small charging groove 
 shown in the top of bushing QT-54 and passage on the 
 shoulder of piston PT-40 to the chamber on the slide 
 valve side of piston PT-40, thence into the auxiliary 
 reservoir, until the latter is charged up equal to the 
 brake pipe. 
 
 The operation of this valve in an application of the 
 brakes is as follows: 
 
78 
 
 MODERN AIR BR.\KE PRACTICE 
 
 When the brake pipe pressure is reduced below that 
 in the auxiliary, the piston PT-40 moves its full stroke, 
 
 PT 70 
 PT 72 
 
 8/4 Pipe to 
 Auxiliary Res ervoir 
 
 3/» Pipe 
 t-To Tra4n 
 ^ Pipe 
 
 w 3^4 - - --^Srr 
 
 2j,g^r-v 
 
 Fig. 28 — Style C, Plain Triple Valve. 
 
 first cutting off the communication between the auxiliary 
 reservoir and the brake pipe through the charging 
 grooves in the top of its bushing OT-54, then moving the 
 
NEW YORK TRIPLE VALVE 
 
 w 
 
 exhaust valve QT-38 and the graduating valve QT-48 
 to application position, covering the exhaust port and 
 opening the service, or graduating, port. This move- 
 
 41 " 
 
 V4 Pipe to 
 
 Auxiliary Reservoli 
 
 % Pipe 
 _ J_To Train 
 I Pip© 
 
 Fig. 29— Style E, Plain Triple Valve. 
 
 ment of the triple piston, and the position of the slide 
 valves allows reservoir air to enter the brake cylinder, 
 the quantity admitted being in proportion to the brake 
 
80 
 
 MODERN AIR BRAKE PRACTICE 
 
 pipe reduction. If the brake pipe pressure is reduced 
 but little, the pressure in the reser\-oir is soon reduced, 
 by expansion, into the brake cylinder, to slightly less than 
 
 <JT 137 
 
 QT 139 
 
 Fig. 30 — New York Quick Action Triple Valve, 
 Release Position. 
 
 that in the brake pipe, when the piston PT-40 starts 
 back and carries graduating valve QT-48 to lap position, 
 
NEW YORK TRIPLE VALVE 81 
 
 closing the service port, without disturbing the exhaust 
 valve QT-38, and cutting off further flow of auxiliary 
 air to the brake cylinder. The exhaust valve is held to 
 its seat with some force by the air pressure on top of it, 
 aided by spring QT-9, and checks the return stroke when 
 graduating valve QT-48 has closed the service port. 
 
 A further reduction of brake pipe pressure repeats the 
 same action of the triple piston, and the graduating 
 valve, and applies the brake a little harder. A reduction 
 of 5 to 8 pounds applies the brake with but moderate 
 force, and a reduction of 20 pounds or a trifle more 
 causes the graduating valve QT-48 to remain open, and 
 the brake to apply with full force, as the auxiliary will 
 then continue to flow into the brake cylinder until both 
 pressures are equalized. The brakes are released by in- 
 creasing the pressure in the brake pipe over that in the 
 auxiliary. This will cause the triple piston and slide 
 valves to move back to normal position as shown in 
 Fig. 27, where exhaust valve QT-38 uncovers the port 
 leading to the atmosphere, thus releasing the brakes, 
 and permitting the recharging of the auxiliary reservoir. 
 
 PLAIN TRIPLE, STYLE C. 
 
 This triple valve, shown in Fig. 28, is intended for 
 use with 12-inch and 14-inch tender brake cylinders; 
 also 12-inch, 14-inch and 16-inch driver brake cylinders, 
 operated either separately, or in combination with the 
 engine truck cylinders. The principal difference be- 
 tween the interior construction of Style C and Style E 
 triple valves is that the triple piston in Style C is larger 
 in diameter than that in Style E. 
 
82 
 
 MODERN AIR BRAKE PRACTICE 
 
 Fig. 31 — New York Quick Action Triple, Service 
 Application Position. 
 
 PLAIN TRIPLE, STYLE E. 
 
 Figure 29 shows this valve which is intended for use 
 with 6-inch, 8-inch and lo-inch tender brake cylinders, 
 and driver brake cylinders, operated either separately, 
 or in conjunction with engine truck brake cylinder. 
 
NEW YORK TRIPLE VALVE 
 
 83 
 
 Three-quarter-inch pipe is required for the connections 
 of this valve, the same as with the Style C plain triple. 
 
 QT <37 
 
 Fig. 32 — New York Quick Action Triple Valve, 
 Automatic Lap Position. 
 
 The operation of the Styles E and C plain triples is sim- 
 ilar to that of Style A. The method of charging the 
 auxiliary reservoir is the same also. However, the con- 
 
84 MODERN AIR BRAKE PRACTICE 
 
 struction of the triples is different in that the graduating 
 valves PT-55, in styles C and E, Figs. 28 and 29, are of 
 the poppet or check valve type, instead of the slide valve 
 type, and the triple pistons PT-71 and PT-87 have a 
 double stroke, for the reason that in service applications 
 the triple piston moves over only a portion of its stroke, 
 bringing the small service port in the slide valve PT-72 
 opposite the port in its seat leading to the brake cylin- 
 der. In emergency applications it moves its full stroke, 
 and the slide valve uncovers the whole of the brake 
 cylinder port, thus permitting a quick and full equaliza- 
 tion of pressure between the auxiliaries and brake cylin- 
 ders. The graduating spring PT-57 prevents the triple 
 piston from moving too far, and applying the brakes in 
 emergency when such an application is not required. 
 
 NEW YORK QUICK ACTION TRIPLE VALVE. 
 
 The principal operative parts of the New York Quick 
 Action Triple are the main triple piston, 128, the 
 exhaust slide valve, 38, the graduating sliding 
 valve, 48, the vent piston, 129, the rubber seated 
 vent-valve, 131, and spring, 132, emergency piston, 137, 
 with rubber seated quick action valve, 139, and spring, 
 140, non-return brake cylinder check valve, 117, and its 
 spring, 118. 
 
 The vent piston, 129, has a port F, which leads through 
 the center of it into chamber G of the main triple piston. 
 This allows train pipe pressure to get in between the pis- 
 tons, forming a cushion which does away with the grad- 
 uating spring as used in the Westinghouse triple. 
 
NEW YORK QUICK ACTION TRIPLE VALVE 
 
 85 
 
 RELEASE AND CHARGING POSITION. 
 
 The passage of the air through the New York quick 
 action triple is as follows : referring to Fig. 30, train pipe 
 pressure passes through the strainer, fills the cavity back 
 
 QT55F 
 
 QT49 
 
 'QT48 
 
 QT28 
 QT30 
 QT31 
 QT29 
 
 Fig. 33 — New York Quick Action Triple Valve. 
 
 of tne rubber seated vent-valve, 131, thereby holding that 
 valve to its seat, and also passes through a large 
 opening into the main piston chamber causing the main 
 piston to be forced to charging position, which allows the 
 
86 
 
 :moderx air br,\ke practice 
 
 train pipe pressure to pass through feed groove B into the 
 slide-valve chamber and on into the auxiliarv reservoir ; 
 
 ^TtSt 
 
 CJTI39 
 
 qfr.i33 
 
 Fig. 34 — New York Quick Action Triple Valve, Emergency Po- 
 sition (Special View for Showing Emergency Valve). 
 
 at the same time that this action is taking place, train 
 pipe air is feeding through port F in the stem of the vent- 
 
NEW YORK QUICK ACTION TRIPLE VALVE 
 
 87 
 
 piston, 129, thereby charging chamber G between the pis- 
 tons. 
 
 SERVICE APPLICATION. 
 
 Figure 31 shows the quick action triple in service ap- 
 pHcation, The main triple piston has moved back until 
 
 QT t4» 
 QT 145 
 QT 138 
 QT 139 
 
 QT 119 
 QT 119 
 QT 117 
 
 Fig- 35 — New York Quick Action Triple Valve. 
 
 it has touched the vent piston, 129, and moved it back far 
 enough so that port F is just closed ; as the train pipe 
 pressure is reduced, the pressure in chamber G is also re- 
 
88 MODERN AIR BRAKE PRACTICE 
 
 duced, but as it reduces slower than the train pipe pres- 
 sure it graduates the movement of the main triple piston, 
 so that when the main piston has made its full stroke it 
 has not disturbed the rubber-seated vent-valve, 131, but 
 has moved the graduating slide valve, 48, to a position 
 which opens the supply port from the auxiliary reservoir 
 to the brake cylinder, and at the same time has moved 
 the exhaust slide-valve, 138, forward and closed the ex- 
 haust port from the brake cylinder to the atmosphere. 
 When the main piston moves forward it gradually closes 
 port F before all the pressure from chamber G has ex- 
 hausted, consequently when the auxiliary pressure has 
 reduced to a degree slightly less than train-pipe pressure 
 the air which is confined in chamber G expands and 
 forces the main piston back just sufficient to cause the 
 graduating slide-valve to close the port from the auxili- 
 ary reservoir to the brake cylinder without disturbing the 
 exhaust slide-valve that controls the exhaust port from 
 the brake cylinder to the atmosphere. The triple is now 
 in lap position as shown by Fig. 32. 
 
 EMERGEXCY POSITIOX. 
 
 The emergency action of this triple valve is brought 
 about as follows, referring to Fig. 34: 
 
 The air cushion in chamber G cannot be reduced 
 through port F as quickly as the train pipe pressure is re- 
 duced, consequently when a sudden reduction is made on 
 the train pipe pressure it causes the auxiliary pressure to 
 drive the main piston back so quickly that port F is closed 
 before chamber G can empty itself, and with an air cush- 
 ion between the two pistons, the stem of the vent-piston 
 strikes the rubber seated vent valve and drives it from its 
 seat, which allow^s train pipe pressure to pass into pas- 
 
NEW YORK QUICK ACTION TRIPLE VALVE 
 
 89 
 
 in oj v3 to^ 
 
 - ffi O <° A 
 2 = ^ 2 Q 
 
 -4-> 
 
 m 
 
 <u 
 > 
 
 H 
 
 c 
 o 
 
 < 
 o 
 
 a 
 
 bo 
 
90 MODERN AIR BRAKE PRACTICE 
 
 sage H and thereby forces the emergency piston, 137, 
 forward, which action not only opens port J to the atmos- 
 phere for the purpose of still further reducing the train- 
 pipe pressure, but it also unseats the rubber seated emer- 
 gency valve, 139, which allows the auxiliary pressure to 
 flow from chamber K by the rubber seated valve into 
 chamber L, and unseat the non-return check-valve, 
 thereby causing the auxiliary reservoir pressure to quickly 
 equalize with the brake cylinder. When the train pipe 
 pressure has reduced less than the auxiliary reservoir 
 pressure, the emergency valve, 139, is forced to its 
 seat and the brake cylinder pressure equalizes with the 
 pressure in chamber L, causing the non-return check- 
 valve to go to its seat, and it is held thereby both by the 
 brake cylinder pressure and the spring, 118. 
 
 The venting of the train pipe air at the first quick 
 action triple on the train causes an equally quick reduc- 
 tion in train pipe pressure at the next quick action triple 
 of the next car, throwing it into quick action ; that in 
 turn operates the next one, and so on throughout the 
 whole train, no matter how many cars it may consist of. 
 
 Venting train pipe air in this way provides for the 
 almost instantaneous application of all the brakes 
 throughout a train of fifty or more cars in a little over 
 two seconds. 
 
 After an emergency application of the brakes is made 
 the release is accomplished in the same manner as in serv- 
 ice applications ; that is, by restoring the train pipe pres- 
 sure, or, in other words, by making train pipe pressure 
 greater than the auxiliary reservoir pressure. 
 
 While the foregoing description covers more specif- 
 ically the Fi and Pi valves , it will be seen by reference 
 to the Hi and Si styles shown in Figs. 36 and 37 that the 
 
NEW YORK QUICK ACTION TRIPLE VALVE 
 
 91 
 
92 MODERN AIR BRAKE PRACTICE 
 
 graduating slide valve is mounted on the exhaust slide 
 valve. This changes the description, inasmuch as when 
 the triple piston moves to close the feed groove, the grad- 
 uating slide valve is moved with it, uncovering the serv- 
 ice port in the exhaust slide valve, and by further move- 
 ment of the piston the service port is connected with the 
 brake cylinder. 
 
 In order to make the triple valve perform its functions 
 satisfactorily, it is necessary that it be maintained in good 
 condition and kept clean. 
 
EXAMINATION QUESTIONS AND ANSWERS 93 
 
 QUESTIONS AND ANSWERS— NEW YORBI 
 TRIPLE VALVE. 
 
 PLAIN TRIPLE — STYLES A, C, AND E. 
 
 Q. What are the essential parts of the plain triple 
 valve ? 
 
 A. The triple piston valve, the exhaust slide valve, and 
 the graduating slide valve. 
 
 Q. What are the pipe connections to the plain triple 
 valve ? 
 
 A. Brake pipe, auxiliary reservoir, and brake cylinder. 
 
 Q. What are the functions of the operating parts? 
 
 A. The exhaust slide valve controls the exhaust of air 
 from the brake cylinder to the atmosphere, to release 
 brakes ; and the graduating valve controls the admission 
 of air from the auxiliary reservoir to the brake cylinder, 
 to apply the brakes. The triple piston moves the exhaust 
 valve and the graduating valve, when brake pipe pressure 
 is reduced below auxiliary reservoir pressure, so that the 
 exhaust valve will close the exhaust port, in its seat, be- 
 fore the graduating valve opens the service port, in its 
 seat, leading to the brake cylinder. The slide valve re- 
 mains stationary after once reaching application position, 
 while the piston in partial service applications (brake pipe 
 reductions of less than 20 pounds), returns part way, and 
 causes graduating valve to cover, or lap, the service port. 
 
 Q. How does the air pass through the triple to charge 
 the auxiliary reservoir? 
 
 A. Air from the brake pipe passes to the cylinder and 
 chamber on the plain side of the piston, then through a 
 
94 MODERN AIR BRAKE PRACTICE 
 
 small charging groove shown in the top of bushing and 
 passage on the shoulder of the piston, to the chamber on 
 tlie slide valve side of piston, thence into the auxiliary 
 reservoir, until the latter is charged up equal to the brake 
 pipe. 
 
 Q. What causes a brake application with the plain 
 triple ? 
 
 A. A reduction of brake pipe pressure which makes 
 that pressure less than the auxiliary reservoir pressure. 
 
 Q. Explain the operation of the plain triple in a brake 
 application. 
 
 A. When the brake pipe pressure is reduced below that 
 in the auxiliary, the piston moves its full stroke, first cut- 
 ting off the communication between the auxiliary reser- 
 voir and the brake pipe through the charging grooves in 
 the top of its bushing, then moving the exhaust valve and 
 the graduating valve to application position, covering the 
 exhaust port and opening the service, or graduating, port. 
 This movement of the triple piston, and the position of 
 the slide valves allow reservoir air to enter the brake 
 cylinder, the quantity admitted being in proportion to the 
 brake pipe reduction. If the brake pipe pressure is re- 
 duced but little, the pressure in the reservoir is soon re- 
 duced, by expansion, into the brake cylinder, to slightly 
 less than that in the brake pipe, when the piston starts 
 back and carries graduating valve to lap position, closing 
 the service port, without disturbing the exhaust valve 
 and cutting off further flow of auxiliary air to the brake 
 cylinder. The exhaust valve is held to its seat with some 
 force by the air pressure on top of it, aided by the spring, 
 and checks the return stroke when graduating valve has 
 closed the service port. 
 
EXAMINATION QUESTIONS AND ANSWERS 95 
 
 Q. Should an increased or full application of the brake 
 be desired, how could it be had? 
 
 A. A further reduction of brake pipe pressure repeats 
 the same action of the triple piston and the graduating 
 valve, and applies the brakes a little harder. If the brake 
 pipe pressure is reduced 5 to 8 pounds, the brakes will be 
 applied with but moderate force; if, however, the brake 
 pipe pressure is reduced 20 pounds or a trifle more, the 
 graduating valve will remain open and the brakes go full 
 on, as the auxiliary reservoir pressure will then continue 
 to flow into the brake cylinder until the pressure in both 
 is equalized. 
 
 Q. How is the brake released? 
 
 A. An increase in brake pipe pressure, over that in the 
 auxiliary, will cause the triple piston and the slide valves 
 to move back to normal position, where the exhaust valve 
 uncovers the exhaust port to the atmosphere, releasing 
 the brakes, and allowing the reservoir to be recharged. 
 
 Q. For what purpose is the small chamber? 
 
 A. To allow moisture from the brake pipe to collect in 
 this chamber, where it can be readily drained away by un- 
 screwing the plug. 
 
 Q. What oil is recommended for lubricating the plain 
 triple ? 
 
 A. After cleaning, the triple valve requires hardly any 
 oil, just enough to dim the surface of the slide valves and 
 seats, and the piston and the cylinder surrounding it. 
 Vaseline is excellent when used in this way. The oil 
 used, however, should be one that will not gum. 
 
 Q. Why is there no graduating spring in this triple 
 valve ? 
 
 A. The piston and the slide valves have the same stroke 
 
96 MODERN AIR BRAKE PRACTICE 
 
 for both service and emergency applications, thus making 
 a graduating spring unnecessary. 
 
 Q. Suppose the triple valve while in use on an engine 
 or tender should become defective, how could it be cut 
 out? 
 
 A. By closing the stop-cock in the branch or cross-over 
 pipe put there for that purpose. 
 
 Q. Is the plain triple valve, style A, intended for use 
 on cars ? 
 
 A. No ; it is intended for use only on engines and ten- 
 ders in conjunction with 6-inch and 8-inch brake cylin- 
 ders. 
 
 Q. If the exhaust valve should leak how can it be de- 
 tected ? 
 
 A. By a blow from the exhaust port of the triple, both 
 while the valve is in release and in application positions. 
 
 Q. Should graduating valve leak how can it be de- 
 tected ? 
 
 A. By a blow from the exhaust port of the triple while 
 the valve is in release position, which ceases when it is in 
 application position ; and in partial service applications 
 possibly by the brake releasing without increase of brake 
 pipe pressure. 
 
 Q. What size auxiliary reservoir should be used with 
 style A triple valve ? 
 
 A. A lo-inch by 24-inch auxiliary reservoir should be 
 used with this triple in connection with 6-inch driver 
 brake cylinders, and 6-inch and 8-inch tender and engine 
 truck brake cylinders. 
 
 Q. For what is the style C plain triple valve intended? 
 
 A. For use with 12-inch and 14-inch tender brake 
 cylinders, and for use with 12-inch, 14-inch and 16-inch 
 
EXAMINATION QUESTIONS AND ANSWERS 97 
 
 driver brake cylinders, operated either separately or in 
 combination with the engine truck cylinders. 
 
 Q. How may the style C plain triple valve be distin- 
 guished from the earlier plain triples ? 
 
 A. A three-quarter inch pipe is necessary to use with 
 this triple to allow the air to flow freely enough to the 
 larger brake cylinders with which it is used. One-half - 
 inch pipe is not large enough. 
 
 Q. What is the principal difference in the interior con- 
 struction of style C and style E triple valves ? 
 
 A. The triple piston in style C triple is larger in diame- 
 ter than that in style E. 
 
 Q. For what service is the plain triple valve style E 
 intended ? 
 
 A. For use with 6-inch, 8-inch and lO-inch tender 
 cylinders and driver brake cylinders, operated either sep- 
 arately or in conjunction with engine truck brake 
 cylinder. 
 
 Q. What size of pipe is necessary with this triple 
 valve ? 
 
 A. Three-quarter-inch pipe is necessary, the same as 
 with the style C plain triple. 
 
 Q. Is the operation of the plain triple valves, styles 
 C and E, the same as that of style A? 
 
 A. The method of charging the auxiliary reservoir is 
 the same, and the principle of operation is the same. 
 However, the construction of the triples is different, in 
 that the graduating valves are of the poppet or check 
 valve variety instead of the slide valve type, and the 
 triple pistons have a double stroke. 
 
 Q. Why do these triple valves have a double stroke? 
 A. In service applications the triple piston moves over 
 only a portion of its stroke, bringing the small service 
 
98 MODERN" AIR BRAKE PRACTICE 
 
 port in the slide valve opposite the port in its seat leading 
 to the brake cylinder. In emergency applications it moves 
 its full stroke, and the slide valve uncovers the whole of 
 the brake cylinder port, thus permitting a very quick and 
 full equalization of pressure to take place between the 
 auxiliaries and the brake cylinders. 
 
 O. For what purpose is the graduating spring? 
 
 A. In service applications it prevents the triple piston 
 from moving too far, and applying the brakes in emer- 
 gency. 
 
 NEW YORK QUICK ACTION TRIPLE VALVE. 
 
 Q. Xame the principal operative parts of the Xew 
 York quick action triple. 
 
 A. Main triple piston, exhaust slide valve, graduating 
 slide valve, the vent piston, emergency piston, a rubber 
 seated vent valve, a rubber seated quick action valve, and 
 a non-return brake cylinder check valve. 
 
 O. The plain triple valves have the triple piston, the 
 exhaust valve and the graduating valve. Why are the 
 additional valves placed in the quick action valves? 
 
 A. So that in emergency applications the triple may 
 vent the brake pipe locally and at the same time cause 
 quick equalization of auxiliary and brake cylinder pres- 
 sures. 
 
 0. Why is it necessary to vent brake pipe air to the 
 atmosphere ? 
 
 A. To produce a quick, serial action of all the quick 
 action triple valves throughout the train, thus getting the 
 brakes on the whole train quickly. 
 
 O. Is any greater pressure obtained in the brake cylin- 
 der in an emergency application than in a full service? 
 
 A. No : as this triple valve uses auxiliary reser^'oir air 
 
EXAMINATION QUESTIONS AND ANSWERS 99 
 
 alone in both service and emergency applications, no 
 higher maximum brake cylinder pressure is obtained in 
 one kind of application than in the other. In service the 
 brakes apply gradually; in emergency they apply almost 
 instantly with the full cylinder pressure. 
 
 Q. Why is this triple valve called a quick action triple ? 
 
 A. For the reason that in emergency applications it 
 carries the auxiliary air to the brake cylinder almost in- 
 stantly to the full equalized pressure. 
 
 Q. How does venting of brake pipe air at the triple 
 produce quick serial action throughout the train? 
 
 A. Brake pipe pressure, in an emergency application, 
 is first quickly vented at the engineer's brake valve ; this 
 sudden venting actuates the quick action parts in the 
 quick action triple valve on the car next to the engine. 
 This quick action triple then vents brake pipe air to the 
 atmosphere, and the venting at this triple actuates the 
 quick action parts in the quick action triple on the next 
 car, causing it to vent brake pipe air to the atmosphere, 
 and so on throughout the train. 
 
 Q. Explain the operation of this quick action triple. 
 
 A. The exhaust valve and graduating slide valve cover 
 the exhaust and the service graduating ports, and these 
 valves are moved by the main piston to apply and to re- 
 lease the brakes in the usual manner. ( See Plain Triple 
 C and A.) Thus it will be seen that in the quick action 
 triple valve, piston, exhaust valve and graduating slide 
 valve alone are used in making service applications, and 
 its operation in these applications is precisely the same as 
 that of the plain triple valve. 
 
 Q. Name the quick action parts of the triple valve. 
 
 A. They are the vent valve piston, the vent valve, the 
 
100 MODERX AIR BRAKE PRACTICE 
 
 plain (quick action) piston, the quick action valve, and 
 the brake cylinder check valve. 
 
 Q. Do these parts operate in a serv^ice application? 
 
 A. Xo ; in ser^^ice applications these parts remain in- 
 operative, but in emergency applications they are called 
 into action. \'ent valve is held to its seat by spring, as- 
 sisted by brake pipe pressure, and is opened by piston 
 when that piston is forced to the left. Quick action 
 valve is held to its seat by spring, assisted by auxiliary 
 reservoir pressure, and can only be opened when quick 
 action piston moves to the right. 
 
 Q. How does the quick action triple operate in service 
 applications? How in energency applications? 
 
 A. ]\Iain piston has the same stroke for both ser\dce 
 and emergency applications, and is extended to form a 
 cylinder in which the vent piston is fitted. 
 
 O. Will the vent valve stand open and exhaust all 
 brake pipe air ? 
 
 A. Xo ; since port F is always open the momentary ex- 
 cess pressure exerted on the piston will quickly equalize 
 with the brake pipe pressure, and the spring, together 
 with the brake pipe pressure, will return the vent valve to 
 its seat, thus stopping the escape of air when brake pipe 
 pressure is sufficiently reduced to apply the brakes with 
 full force. As the vent valve closes it returns the piston 
 to its normal position, its travel in that direction being 
 limited by the stop. Valve and piston, after equalization 
 has been .eftected in the brake cylinder, will return to 
 their normal positions. 
 
 Q. How does the valve release the brakes? 
 
 A. Increasing the brake pipe pressure until it is greater 
 than that in the auxiliary reser\^oir causes the main pis- 
 ton and with it the slide valves, to return to their normal 
 
EXAMINATION QUESTIONS AND ANSWERS 101 
 
 (release) positions, closing the service port and allowing 
 the auxiliary reservoir to recharge through the feed 
 groove, and at the same time the air in the brake cylinder 
 to escape into the atmosphere through the exhaust cavity 
 in slide valve, and the exhaust port in its seat. 
 
 DISORDERS AND REMEDIES. 
 
 Q. What would happen if the cap nut were not se- 
 curely tightened, or the emergency valve leaked ? 
 
 A. It would leak away auxiliary reservoir air the same 
 as a slightly opened release valve, and if fast enough, 
 cause the brake to release. 
 
 Q. Suppose the check valve leaked or the cap nut were 
 not securely tightened and leaked? 
 
 A. Brake cylinder air would leak away and the brak- 
 ing force would reduce the same as with a leaky piston 
 packing leather. 
 
 Q. Although it is not necessary to disconnect the brake 
 pipe to clean the operative parts of the triple, is it not 
 advisable to disconnect, inspect and clean the triple valve 
 strainer ? 
 
 A. Yes ; the improved drain cup and brake pipe strainer 
 has largely reduced the amount of dirt that usually finds 
 its way to the triple valve but does not entirely exclude it. 
 
 Q. Describe this improved brake pipe strainer. 
 
 A. The strainer is mounted on a removable spider and 
 may be removed without breaking the pipe joints, for the 
 purpose of examination. The strainer is placed at the 
 top where no water or dirt rolling along in the pipe can 
 reach it. The drainage pocket may be emptied by un- 
 screwing the plug. 
 
102 MODERN AIR BRAKE PRACTICE 
 
 Q. Is it not highly essential that dirt should be ex- 
 cluded as far as possible from the triple? 
 
 A. Yes ; dirt causes the packing rings to stick in their 
 cylinders, and sometimes lodges on the vent valve, causing 
 it to stick. To prevent these troubles as far as possible 
 the strainer should be taken out and cleaned occasionally, 
 and also the strainer in the brake pipe drain cup. 
 
 Q. Where would you look for trouble if there was a 
 constant flow of air out of port J in the side of the triple 
 valve ? 
 
 A. A blow at port J indicates that the vent valve is 
 leaking, or accompanied sometimes by a blow at the ex- 
 haust port of the triple valve indicates that the quick 
 action or emergency valve is leaking. Occasionally the 
 quick action valve is held from its seat by the quick action 
 piston cylinder, which prevents that piston from return- 
 ing properly. If it is the vent valve that is leaking it will 
 be indicated by the application of the brake when the cut- 
 out cock in the branch pipe is closed. 
 
 Q. If, while the air pump labored hard, brake pipe 
 pressure continued to fall and brakes could not be prop- 
 erly released, indicating that there was a bad leak in the 
 brake pipe somewhere, where would you look for the 
 trouble ? 
 
 A. Examine hose connections and brake pipe connec- 
 tions proper and listen for leaks at port J of the triple 
 valve. 
 
 Q. How could the particular triple or triples giving 
 the trouble be located ? 
 
 A. By blowing or leakage of pressure at port J. 
 
 Q. Where would this leakage be coming from, and 
 what defective parts would cause it? 
 
 A. The leakage would be coming direct from the 
 
EXAMINATION QUESTIONS AND ANSWERS 103 
 
 brake pipe, through vent valve on account of it not being 
 seated properly, or the rubber seat being defective. 
 
 Q. What causes would prevent the vent valve from 
 seating properly and securely? 
 
 A. First, there might be some dirt or other foreign 
 matter lodged between the valve and its seat. Second, a 
 too tight fit of the packing ring in vent piston due to poor 
 repair work, or dirty and gummy cylinder. Third, bent 
 vent piston stem, caused by repairman or cleaner wrench- 
 ing the valve apart or forcing it together, which holds the 
 vent valve off its seat. Fourth, stop plate taken off dur- 
 ing cleaning and put back out of line, binding the piston 
 and holding the vent valve partly open. Fifth, in the 
 older triples, the rubber seat of the vent valve, becoming 
 worn at the bottom, will allow the lever arm of the vent 
 valve and the stem of the vent piston to come in contact, 
 thus leaving an opening past the worn seat for brake pipe 
 pressure to escape. This does not occur with the im- 
 proved vent valve. 
 
 Q. Suppose the pump labors hard and brakes refuse 
 to release, and while search is being made to locate the 
 cause of the trouble, it corrects itself and disappears. 
 Where should we look for the trouble ? 
 
 A. The vent piston is probably gummed up and for 
 this reason is allowing vent valve to return to its seat 
 gradually, and while doing so to discharge brake pipe air 
 to the atmosphere via passage H and port J, the leakage 
 ceasing when the vent valve finally seats. When this dis- 
 order is located the triple should be put in order, or should 
 be cut out. 
 
 Q. If a quick reduction be made in brake pipe pres- 
 sure and the quick action parts of the triple do not re- 
 spond properly, where should the trouble be looked for? 
 
104 MODERN AIR BRAKE PRACTICE 
 
 A. Port F should be examined to determine whether 
 it has been enlarged in size or not, and the packing ring 
 in the vent valve piston should be examined for leakage. 
 Port F enlarged beyond standard size and excessive leak- 
 age past the piston ring would permit chamber G pres- 
 sure to reduce almost uniformly with that in the brake 
 pipe and possibly prevent the operation of the quick 
 action parts. 
 
 Q. Are the New York and the Westinghouse quick 
 action triples interchangeable? 
 
 A. The one will fit on the cylinder and auxiliary reser- 
 voir of the other, but the internal working parts of one 
 will not fit into the body of the other. 
 
 Q. If, in a train of mixed New York and Westinghouse 
 triples, a brake works in quick action with a service appli- 
 cation, can it be told whether the defective triple valve 
 is a New York or a Westinghouse? 
 
 A. It can in many cases ; a New York triple that works 
 in quick action, when making a service application, usu- 
 ally does so with less than a five-pound reduction ; while 
 a Westinghouse in same condition, usually requires a 
 five-pound service reduction to apply it in quick action, 
 and sometimes more. 
 
 Q. How can a defective triple valve be located? 
 
 A. By stationing the trainmen along the train and not- 
 ing which valve, in a service application, vents air to the 
 atmosphere. If the ground is dry the defective triple can 
 be located by the dust that will be stirred up by the 
 vented air. Another method is to close an angle cock 
 about the middle of the train and have an application 
 made to determine whether it is in front, or back of this 
 point, proceeding in this manner until located. In cases 
 where quick action occurs during a service reduction, the 
 
EXAMINATION QUESTIONS AND ANSWERS 105 
 
 length of service reduction had at the brake valve before 
 it suddenly terminates the service reduction, is an indi- 
 cation of the location of the point in the train at which 
 the defective triple is located. 
 
 Q. What is the object of the small plug in vent piston? 
 
 A. To permit of easily grinding in the vent piston ring ; 
 a ^-inch hole is drilled through the piston, which gives 
 a free passage of air to and from chamber G during the 
 process of grinding. After the ring has been fitted the 
 plug referred to is inserted. 
 
 Q. Formerly port F was located in the vent piston. 
 What improvement in the action of the triple is had from 
 the present location of port F in the piston stem? 
 
 A. In emergency applications the vent valve piston stem 
 is carried to the left, and port F in this stem is carried into 
 the bushing in the vent valve seat, the bushing being 
 made a close fit around the stem, so that the escape of air 
 from chamber G is considerably retarded. This prolonged 
 retardation of the escape of air from chamber G causes 
 the vent piston to hold the vent valve from its seat longer, 
 and thus to vent more of the brake pipe air to chamber 
 H. The increased quantity of brake pipe air vented to 
 chamber H has the effect, after forcing over the quick 
 action piston, of holding it there longer, which results in 
 holding the quick action valve off its seat longer ; and the 
 effect of the combined action is to cause an almost instan- 
 taneous equalization of pressure between the brake cylin- 
 der and the auxiliary reservoir, and a quicker serial appli- 
 cation. 
 
 Q. What other effect is produced in the operation of 
 the triple valves by the present form of port F? 
 
 A. It enables quick action to jump a greater number 
 of plain triple valves placed together in succession or a 
 
106 MODERN AIR BRAKE PRACTICE 
 
 greater number of cut-out quick action triple valves in 
 succession than formerly. Also it provides for a suffi- 
 cient venting of air from the longer train pipes found on 
 modern cars, and insures a sufficient reduction to produce 
 serial quick action throughout the whole train. 
 
 Q. What is the function of the port and passage lead- 
 ing from port J in front of the piston to the rear of this 
 piston, then back under the bushing to port J again ? 
 
 A. To relieve the cushioning effect which would be 
 had due to the quick movement of this piston, and to en- 
 able the vented train pipe to hold it over the required 
 period of time. 
 
 Q. Can the present vent piston, having port F drilled 
 through the stem, be substituted in the older triples and 
 produce the same effect in quick action as is had in the 
 modified triple? 
 
 A. Yes ; and this is done when the older triples come in 
 for cleaning and repairs. 
 
 Q. With the exception of the above, is the operation 
 of the present quick action triple and the older triples the 
 same? 
 
 A. Yes ; and all the answers given to the questions rela- 
 tive to the present form, with the exception of those 
 given below, apply to the older style. 
 
 IMPROVED QUICK ACTION PASSENGER TRIPLE, STYLE S-I. 
 
 Q. In what does the style S-i passenger quick action 
 triple differ from the standard quick action triple? 
 
 A. It is larger, has a larger service graduating port for 
 the air to pass through to the brake cylinder, also a larger 
 exhaust port ; the exhaust valve has a service graduating 
 port drilled through it, and carries the graduating valve 
 mounted on top. 
 
EXAMINATION QUESTIONS AND ANSWERS 107 
 
 Q. What advantage is there in placing the graduating 
 valve on top of the exhaust valve? 
 
 A. It reduces the friction of the moving parts. When 
 the triple piston begins to move, the graduating valve is 
 moved first to uncover the service port in the exhaust 
 valve; then the exhaust valve is moved until the gradu- 
 ating ports in the exhaust valve and its seat come in reg- 
 ister. In this style of triple but one slide valve is moved at 
 a time. 
 
 Q. Should the graduating valve in the style S-i quick 
 action passenger triple leak, how could it be detected? 
 
 A. By making a partial service application, and then 
 noting whether the brake released of its own accord 
 or not. 
 
 Q. If the graduating valve in this triple leaks will it 
 allow air to escape through the exhaust port while in re- 
 lease position? 
 
 A. No ; when the exhaust valve is in release position it 
 controls the opening from the auxiliary to the brake cylin- 
 der and atmosphere, and no air leaking by the graduating 
 valve can escape through this port. 
 
 Q. With what size brake cylinders are the style S-i 
 quick action triple valves used ? 
 
 A. With 12, 14 and i6-inch brake cylinders. 
 
 Q. How may this triple valve be distinguished from 
 the freight and lo-inch passenger triple valve? 
 
 A. The letter S is cast on the triple valve and it fastens 
 to the brake cylinder with three studs. 
 
 Q, How may the parts of this triple that are not inter- 
 changeable with similar ones of the other triples be dis- 
 tinguished ? 
 
 A. The letter S is stamped on the parts that are not in- 
 terchangeable. 
 
108 MODERN AIR BRAKE PRACTICE 
 
 Q. Is there any difference in the side cap of the style 
 S-i and P-i and the freight triple valves? 
 
 A. Yes ; the side cap of the triples S-i and P-i are tap- 
 ped out for ^-inch pipe and a pipe plug inserted. 
 
 Q. Why is this side cap tapped out for ^-inch pipe? 
 
 A. To permit of the attachment of the compensating 
 valve for high speed braking. 
 
 O, The drawings show the brake cylinder check valve 
 made of metal (brass). What is the latest practice in 
 connection with this valve? 
 
 A. The brake cylinder check valve is now made with a 
 rubber seat in all styles of quick action triples, and will 
 interchange with quick action valves. 
 
 QUICK ACTION TRIPLE, STYLE H-I. 
 
 Q. For what is style H-i triple valve intended? 
 
 A. For use on lo-inch freight car equipment. 
 
 Q. How may this triple valve be distinguished from 
 other forms of triple valves ? 
 
 A. The letter H is cast on the side of the triple, and it 
 fastens to the auxiliary reservoir with three studs. 
 
 Q. What triple is the style H-i similar to in appear- 
 ance and construction? 
 
 A. The appearance and construction of this triple is 
 similar in many respects to the style S-i. 
 
 Q. As the style S-i triple fastens to the auxiliary res- 
 ervoir with the same number of studs as the style H-i, is 
 it possible to get these triples on the wrong size brake 
 cylinder ? 
 
 A. No ; while both these triples fasten with three studs 
 the spacing of the holes is different. 
 
 Q. How can the parts of this triple that are not inter- 
 changeable be distinguished? 
 
NEW YORK STRAIGHT AIR BRAKE VALVE 109 
 
 A. The letter H is stamped on the parts that are not 
 interchangeable. 
 
 QUICK ACTION TRIPLE, STYLE P-I. 
 
 Q. For what use is the style P-i triple valve intended? 
 
 A. For use on lo-inch passenger and tender cylinders. 
 
 Q. How can this triple valve be distinguished from 
 style F triple valve which is for freight car use ? 
 
 A. The letter P is cast on the side of this triple valve. 
 
 Q. In what points does this triple valve differ from 
 the freight triple valve? 
 
 A. The feed grooves in the main piston bushing, and in 
 the piston are larger. The vent port F in the vent piston 
 stem is also larger. 
 
 Q. What parts of this triple valve are not interchange- 
 able with the freight triple valve? 
 
 A. The main piston and the vent piston. 
 
 Q. How may the parts of this triple valve that are not 
 interchangeable with the freight triple valve be distin- 
 guished ? 
 
 A. The parts that are not interchangeable have the let- 
 ter P stamped on them. 
 
 Q. Is there any difference in the operation of this 
 triple from that of the others ? 
 
 A. No ; its operation is the same as that of the others. 
 
 Q. Is its side cap tapped out for the piping of the 
 compensating valve? 
 
 A. Yes ; compensating valves are used on all sizes of 
 passenger triples. 
 
110 
 
 MODERN AIR BRAKE PRACTICE 
 
 NEW YORK COMBINED AUTOMATIC AND 
 STRAIGHT AIR BRAKE. 
 
 The New York straight air equipment consists of a 
 straight air brake valve, a reducing valve, a double check- 
 
 eV222 
 
 EV09 
 
 EVI72 
 
 €V47a 
 
 tV9^ 
 EV223 
 
 EV74 
 
 evzze 
 
 EV,253 
 EV255 
 EV254 
 
 '7« BraiM Cylinder *" Ta Main Roswvoir 
 
 Fig. 38 — New York Straight Air Brake Valve. 
 
 valve, a brake cylinder gauge and a safety valve on the 
 brake cylinder, the same as is used in the Westinghouse 
 
New Vork straight air brake valve 111 
 
 system, but the New York straight air valve is modeled 
 after their automatic engineer's brake valve. It will be 
 seen by reference to Fig. 38, illustrating the straight air 
 brake valve that the essential parts of this valve (aside 
 from the case) is a slide-valve operated by a handle 
 working over a quadrant. There are two oil plugs for 
 the purpose of oiling the slide-valve seat, the same as with 
 the automatic brake valve. There are two pipe connec- 
 tions and one exhaust. One pipe connection admits main 
 reservoir pressure into the brake valve and the other pipe 
 connection allows the pressure to pass into the brake 
 cylinder. 
 
 STRAIGHT air BRAKE VALVE. 
 
 The New York Straight Air Brake Valve performs 
 the same functions as the Westinghouse, that is it applies 
 the engine and tender brakes independent of the triple 
 valve when the triple is in release position. 
 
 There are four positions on the New York straight air 
 brake valve as follows : Release, Lap, Service, and 
 Emergency. 
 
 Referring to Fig. 38 it will be seen that the handle is 
 in full release position, and brake cylinder pressure can 
 pass under the slide-valve and out at the exhaust cavity. 
 Should the handle be moved to lap position the slide- 
 valve will close the passage leading to the brake cylinder, 
 thereby preventing main reservoir pressure from getting 
 into the cylinder and also preventing the cylinder pres- 
 sure from escaping to the atmosphere. Now should the 
 handle be moved to the next notch, or service position, 
 the slide-valve will be moved further back, thereby creat- 
 ing a small opening to the brake cylinder and allowing 
 the engine brakes to be set gradually, but should the 
 
112 
 
 MODERN AIR BRAKE PRACTICE. 
 
 handle be thrown to emergency position the slide-valve 
 will be moved still further back, so that the passage to 
 the brake cylinder is wide open, which permits a quick 
 rush of air into the cylinders. Between the main reser- 
 
 -SA. 30 
 
 •8.A. 25 
 
 Fig. 39 — New York Straight Air Pressure Reducing Valve. 
 
 voir and the straight air brake yalve there is a reducing 
 valve, Fig. 39, for the purpose of keeping the main 
 reservoir pressure down to a predetermined standard, 
 which is usually 45 pounds. 
 
 The straight air reducing valve is connected at one end 
 to the main reservoir and at the other end to the straight 
 
NEW YORK STRAIGHT AIR BRAKE VALVE 113 
 
 air brake valve, and as the regulating spring is supposed 
 to be screwed down to 45 pounds, the force of the regu- 
 lating spring will drive the diaphragm down so that it 
 unseats the check-valve, 26, therefore when no air is in 
 the brake cylinder the main reservoir pressure can pass 
 by the check-valve and flow through the pipe connection 
 leading to the straight air brake valve, and when the 
 pressure under the diaphragm becomes a fraction greater 
 than what the regulating spring 20 is set at, the dia- 
 phragm will be moved up, thereby allowing the check- 
 valve to reseat and shut off the main reservoir pressure, 
 but should the brake cylinder leathers leak, as soon as 
 the leakage brings the pressure down below the tension 
 of the graduating spring the- diaphragm will be forced 
 down and again unseat the check-valve to admit main 
 reservoir pressure. 
 
 This action enables the engineer to place the straight 
 air brake valve in service position and work under his 
 engine with perfect safety, because he knows that as long 
 as the pump works the straight air brake valve will auto- 
 matically supply main reservoir pressure to the brake 
 cylinders, and keep the engine from moving. 
 
 One of the greatest benefits that the straight air brake 
 valve confers in road service is that it enables the engi- 
 neer to set the engine brakes independently of the train 
 brakes, so that in slowing down or in making a stop he 
 can keep the train bunched, and thereby prevent a break- 
 in-two. 
 
 The safety valve Fig. 40, on the brake cylinders is for 
 the purpose of taking care of any leakage in the reduc- 
 ing valve, for, should the check-valve of the reducing 
 valve leak the main reservoir pressure would of course 
 equalize with the brake cylinder pressure, and in order 
 
114 
 
 MODERN AIR BRAKE PRACTICE 
 
 to prevent this the safety valve is placed on the brake 
 cylinder to allow any extra pressure that might get into 
 the cylinders to automatically blow down. 
 
 R.V?4I0 
 R.V-llS 
 R.V-1 14 
 
 R.V-IOT 
 
 -^ PIPE THREAD 
 
 Fig. 40 — New York Safety Valve, with Hand Release. 
 
 The diagram which illustrates the general arrange- 
 ment and method of piping the New York Combined 
 Automatic and Straight Air Brake Valve, Fig. 41, will 
 show the relative positions of the several parts. 
 
 Referring to Fig. 40, the pipe shown in dotted lines 
 leading from the brake pipe, and having a cock on it is 
 for the purpose of. opening the cylinders when descend- 
 
115 
 
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 1 the 
 n the 
 f this 
 
TENDER 
 
 ENGINE 
 
 ijx'pjp' 
 
 l-jf Cut out Cock 
 
 FIG. 41 GENERAL ARRANGEMENT AND M'ETHOD OF PIPING THE NEW YORK COMBINED AUTOMATIC AND STRAIGHT AIR BRAKE.. 
 
 1 Pi 
 
 To Staam Valve and Boili 
 
 
n4 
 
 to ■i3aH3T 
 
 cyli 
 the 
 
 Th 
 ment 
 Autoi 
 show- 
 Re: 
 leadir 
 for th 
 
 V 
 
 2^ 
 
NEW YORK STRAIGHT AIR BRAKE VALVE 
 
 115 
 
 ing heavy grades or in case of a hose bursting, thereby 
 
 saving the engine tires from being loosened or skidded. 
 
 There is also another pipe with a release cock shown 
 
 in dotted lines, connected with the tender brake pipe. 
 
 TO BRAKE CYUNDERj 
 5^'PIPE 
 
 3/4" PIPE 
 TO BRAKE CYLINDER 
 
 Fig. 42 — ^-inch Straight Air Double Check Valve. 
 
 These release cocks are placed one in the engine cab and 
 the other in the gangway on the tender. The descending 
 of long heavy grades makes it absolutely essential to have 
 some means by which the engine and tender brake cylin- 
 der pressure can be reduced without having to release 
 the train brakes, or in case a hose bursts. Fig. 42 shows 
 the double throw check valve, the function of which is 
 to close the communication between the triple valve and 
 the brake cylinder when the straight air brake is being 
 used, and also to close communication between the 
 straight air brake pipe and the brake cylinder when the 
 automatic brake is being used. The construction of this 
 valve is plainly shown in Fig. 42. 
 
116 MODERN AIR BRAKE PRACTICE 
 
 NEW YORK HIGH SPEED BRAKE. 
 
 The New York high speed brake consists essentially 
 of a compensating valve for each brake cylinder, a triplex 
 pump governor and the ordinary quick action mechanism. 
 The brake pipe pressure is carried at lOO to no pounds. 
 The high speed brake is used in modern heavy, fast pas- 
 senger service. With the high speed brake a train can 
 be stopped in about thirty per cent less distance than it 
 can with a quick-action brake. For instance, a train 
 running forty-five miles an hour can be stopped in 560 
 feet with the high-speed brake, as against 710 feet with 
 the quick-action brake. Consequently a train running 
 sixty miles an hour can be stopped in 1,060 feet with the 
 high-speed brake, making a net gain of 300 feet over a 
 stop made with the quick-action brake, which requires 
 1,360 feet within which to stop a train running sixty 
 miles an hour. 
 
 Two applications should always be made with the 
 high-speed brake in making a stop, but the initial reduc- 
 tion can be fifteen pounds instead of ten pounds, as wouid 
 be proper when using the automatic brake. In making 
 a ten or fifteen-pound reduction with the high-speed brake 
 from no-pound train pipe pressure, the same cylinder 
 pressure is produced as there would be if the same reduc- 
 tion were made with the automatic brake from seventy- 
 pound train pipe pressure, provided the piston-travel is 
 the same. But, after the brake cylinder pressure has been 
 raised with the high-speed brake to the point at which 
 equalization would take place with the automatic brake, 
 then any further reduction of the train pipe pressure with 
 the high-speed brake would raise the brake cylinder pres- 
 sure accordingly. For example, an emergency applica- 
 
3MtOH3 
 
 117 
 
 DUld 
 
 the 
 
 'JU'-- 
 
 B AO 
 
 ke. 
 
 luce 
 nds. 
 
TENDER 
 
 ENGINE 
 
 Iver Brake 
 
 A Cut 
 
 aulCock 
 
 
 H 
 
 P= 
 
 Truck Brake 
 Auxiliary Reservoir 
 
 FIG. 43 GENERAL ARRAMGEMENT AND METHOD OF PIPING THE NEW YORK COMBINED HIGH SPEED AUTOMATIC AND STRAIGHT AIR BRAKE. 
 
116 
 
 f\'3r\-j'^T 
 
 Th 
 
 of a c 
 
 pump 
 
 Theb 
 
 The 1 
 
 senge: 
 
 be stc 
 
 can \A 
 
 runnii 
 
 feet \A 
 
 the qi 
 
 sixty 1 
 
 high-s; 
 
 stop n 
 
 1,360 ' 
 
 miles c 
 Twc 
 
 high-s J 
 
 tion ca 
 be pro 
 a ten 01 
 
 from I 
 
 pressur 
 
 tion w( ^. 
 
 pound \ 
 
 the sam 
 
 raised ^ 
 
 equalize 
 
 then an 
 
 the higl- 
 
 sure ac( 
 
NEW YORK: HIGH SPEED BRAKE 
 
 117 
 
 tion of the automatic brake with an 8-inch cylinder would 
 produce a cylinder pressure of sixty pounds, but with the 
 
 ..4__5:i Ji 
 
 i- PIPE TO SIDE CAP 
 OF QUICK ACTION 
 TRIPLE VALVE 
 
 Fig. 44 — Style A, Compensating Valve, High Speed Brake. 
 
 high-speed brake an emergency application will produce 
 a brake cylinder pressure of about eighty-eight pounds. 
 
118 
 
 MODERN AIR BRAKE PRACTICE 
 
 The diagram, Fig. 43, shows a general view of the 
 arrangement and method of piping of the New York 
 
 AUXILIARY 
 R£SERVOIR 
 
 .LI 
 
 BRAKE 
 
 o o 
 
 CYLINDER 
 
 o o 
 
 J3 a- 
 
 COMPENSATfNO 
 VALVE 
 
 J4 PIPE TO 
 SIDE CAP OF TRIPLE 
 
 PIPING DIAGRAM 
 COMPENSATING VALVE. STYLE A. 
 Diagram 114 
 Diagram Showing Method of Piping Style A and A- 1 CompensatiDg, 
 Valve. 
 
 Fig. 45 — New York High Speed Brake. 
 
 combined high speed automatic and straight air brake. 
 The high speed reducing valve or compensating valve as 
 
NEW YORK HIGH SPEED BRAKE 119 
 
 it is termed, consists essentially of a piston valve H S-77 
 (see Fig. 44) working in a bushing or cylinder; two 
 packing rings H S-81, that act as valves for the relief 
 and leakage ports; a regulating spring H S-ii, by which 
 the piston is held in its normal position against the brake 
 cylinder pressure; a regulating nut or screw H S-12, by 
 which the tension of the regulating spring may be ad- 
 justed; a body H S-75 ; a spring case H S-76; a spring 
 box H S-22 ; a cap nut H S-io, and a non-return check 
 valve H S-83, with casing complete. Fig. 45 shows the 
 method of piping the style A and A-i compensating 
 valve, the operation of which in an emergency applica- 
 tion is as follows : A portion of the brake pipe air 
 vented at the side cap of the quick action triple valve, 
 passes through the pipe leading to the non-return check 
 valve and spring box air chamber, charging the spring 
 box chamber, under the piston, with air pressure. This 
 air pressure augments, or reinforces, the regulating spring 
 pressure under the piston, and permits the full equalized 
 pressure from the auxiliary reservoir to be had in the 
 brake cylinder, and to be retained therein for several 
 seconds before the piston H S-77, ^^^ descend and open 
 the relief ports. The air vented into, and trapped in, the 
 the spring box air chamber requires several seconds to 
 pass back to the atmosphere through the small port in 
 the non-return check valve H S-83. When the air pres- 
 sure in the spring box air chamber has reduced suffi- 
 ciently the piston will be forced down by the brake cylin- 
 der pressure above it, the relief ports controlled by pack- 
 ing rings H S-81 will be opened, and brake cylinder pres- 
 sure will be gradually reduced to the point of adjust- 
 ment of the valve. 
 
 In service applications, there being no air vented into 
 
120 
 
 MODERN AIR BRAKE PRACTICE 
 
 the Spring box air chamber, the only pressure which the 
 piston has to overcome is that of the regulating spring; 
 therefore, when the brake cylinder pressure is sufficient 
 to overcome the spring pressure the piston will descend 
 promptly and open the relief ports. 
 
 The function of the non-return check valve H S-83 
 
 •/^ PI peThd 
 To Main Reservoir 
 
 I, 2f 1 
 
 Fig. 46 — New York Air Signal Pressure Reducing Valve. 
 
 which is screwed into the spring box (see Fig. 44) is 
 as follows: 
 
 In emergency applications the air which is vented from 
 the brake pipe into the spring box H S-76 must pass the 
 non-return check valve, which then seats, and prevents 
 
NEW YORK SIGNAL EQUIPMENT 
 
 121 
 
 the air thus trapped in the spring box from escaping or 
 backing out, except as it passes out slowly through the 
 small port drilled through this check valve. (See Pip- 
 ing Diagram, Fig. 45). 
 
 NEW YORK SIGNAL EQUIPMENT. 
 
 The number of parts constituting the equipment of 
 the New York Signal is the same as the Westinghouse, 
 
 V3 Signal 
 PI pa 
 
 To Whistfdi 
 SV 12 
 
 SV4A 
 
 |_SV22 
 
 .(a) 
 
 Plate 117— Fig. 47— Style B, New York Air Signal Valve. 
 
 but the construction of the parts is somewhat different. 
 The essential parts are a pressure reducing valve,. Fig. 
 46, and air signal valve, Fig. 47, the car discharge valve, 
 Fig. 48, and the signal whistle, Fig. 49. 
 
 The operation of the reducing valve is as follows : 
 When the regulating spring 6 is screwed down to 40 
 pounds it causes the diaphragm 8 to force the check- 
 
122 
 
 MODERX AIR BRAKE PRACTICE 
 
 valve 5 from its seat, which . allows the main reservoir 
 pressure to flow by the check-valve into the diaphragm 
 chamber and out at the pipe connection hading to the 
 signal pipe, and when the signal pipe is charged up to 
 a fraction over 40 pounds it causes the diaphragm to be 
 
 L 1 -, 1 1t • 
 
 Fig. 48 — Car Discharge Valve. 
 
 forced away from the check-valve, and thereby enables 
 the check-valve to reseat and shut off main reservoir 
 pressure. As soon as the signal pipe pressure is again 
 reduced below the tension of the graduating spring, the 
 diaphragm again unseats the check-valve and allows the 
 main reservoir pressure to again flow into the signal 
 pipe. 
 
 The air signal valve, Fig. 47, is connected to the sig- 
 
NEW YORK SIGNAL EQUIPMENT 
 
 123 
 
 nal pipe and to the signal whistle, and when the pressure 
 from the signal pipe enters the signal valve it passes 
 down through the port in the diaphragm stem into the 
 lower air chamber, and equalizes on both sides of the 
 diaphragm, and at the same time passes up into the air 
 valve chamber and equalizes on both sides of that valve. 
 When a sudden reduction is made from the signal pipe 
 the air on the top side of the diaphragm is also reduced 
 so that the pressure in the lower air chamber lifts the 
 
 y* PIPE 
 
 TO SIGNAL VALVe 
 
 Fig. 49 — Signal Whistle. 
 
 diaphragm and causes the upright pins which are fas- 
 tened to the diaphragm stem to force the air valve 8 
 from its seat, and thereby permit the air from the lower 
 chamber to blow into the whistle. As soon as the signal 
 pipe pressure has stopped exhausting, the diaphragm is 
 forced back to its seat, which allows the air valve to 
 again drop to its seat. The same instructions regarding 
 the manner of operating the air signal that governs the 
 Westinghouse system apply equally as well to the New 
 York Air Signal. 
 
124 MODERX AIR BRAKE PRACTICE 
 
 QUESTIONS AND ANSWERS. 
 
 THE NEW YORK COMBINED AUTOMATIC AND STRAIGHT 
 
 AIR BR.\KE. 
 
 O. AMiat is the combined automatic and straight air 
 brake ? 
 
 A. It is a combination, upon the engine and the tender, 
 of an automatic and a straight air brake, so that either 
 of them may be operated separately at the desire of the 
 engineer. 
 
 O. Whv was it necessar^^ to combine the strais^ht air 
 brake with the automatic air brake on engines and 
 tenders ? 
 
 A. Because it was found that in switching ser\-ice the 
 straight air brake was more satisfactor}' than the auto- 
 matic, and would give much better results : that in road 
 service, in slovring up long freight trains, bunching the 
 slack preparaton- to a stop with the automatic, and hold- 
 ing trains bunched when releasing the automatic brake. 
 as well as in controlling the speed of trains down long 
 grades, it was an efficient aid. 
 
 O. In addition to the usual automatic air brake parts 
 on the engine and tender, what straight air brake parts 
 are necessary to prodtice the combined apparatus? 
 
 A. There is required one 3 i -inch straight air brake 
 valve, st}-le C : one straight air pressure reducing valve, 
 two double throw check valves, and two safety valves 
 with hand release : one each for the driver and the tender 
 brake cylinder ; one hose connection and union, with 
 
EXAMINATION QUESTIONS AND ANSWERS 125 
 
 angle fittings, and the necessary stop cocks, cut-out cocks 
 and piping. 
 
 Q. What are the functions of the straight air brake 
 valve ? 
 
 A. With this valve, air is admitted to and exhausted 
 from the brake cylinders in applying and in releasing the 
 brakes. 
 
 Q. How many positions are there on the straight air 
 brake valve for the handle? 
 
 A. Four; the release, lap, service and emergency ap- 
 plication positions. 
 
 O. How can these positions be told?" 
 
 A. By means of the notches made upon the quadrant 
 and the stops at each end. 
 
 Q. What is the type of air valve, in the engineer's 
 straight air brake valve, that controls the flow of air be- 
 tween the main reservoir, brake cylinder and atmos- 
 phere ? 
 
 A. It is an ordinary D slide valve. 
 
 Q. Should this valve ever become dry and hard to 
 operate, how could it be lubricated? 
 
 A. By first closing stop cock in the main reservoir pipe 
 and working the handle back and forth a few times to 
 exhaust the air from the brake valve ; then by removing 
 the oil plugs in the cover ; the slide valve and its seat 
 may then be lubricated. 
 
 Q. What is the function of the straight air brake 
 pressure reducing valve ? 
 
 A. The straight air brake pressure reducing valve, 
 limits the pressure obtainable in the straight air brake 
 pipe and in the brake cylinder to the desired amount. 
 
 Q. At what pressure does the reducing valve usually 
 limit the air for the straight air brake? 
 
126 MODERN AIR BRAKE PRACTICE 
 
 A. Usually at 45 pounds, but this may be varied to 
 suit special conditions, and the valve may be set to fur- 
 nish either more or less. 
 
 Q. How is the straight air pressure reducing valve 
 adjusted? 
 
 A. By removing the cap nut and screwing the regulat- 
 ing screw to increase the pressure, and by unscrewing it 
 to reduce the pressure. 
 
 O. Why are the spring case, the regulating spring, and 
 regulating nut located above the supply valve? 
 
 A. To prevent moisture, dirt and oil coming from the 
 main reservoir from lodging upon the rubber diaphragm, 
 which constitutes the wall between the straight air brake 
 pipe pressure and the regulating spring. 
 
 Q. What is the duty of the regulating spring? 
 
 A. Its duty is to keep diaphragm stem in position to 
 hold the supply valve away -from its seat until the brake 
 cylinder pressure reaches the limit of its adjustment. 
 
 Q. Should the reducing valve leak, what would be the 
 result ? 
 
 A. Main reservoir pressure would then be had in the 
 main reservoir pipe as far as the straight air brake valve, 
 and in case of a straight air brake application, the leak 
 would continue to raise the pressure in the brake cylin- 
 ders until the relief valves opened. 
 
 Q. How can the supply valves be cleaned? 
 
 A. By closing the cut-out cock between the main 
 reservoir and the pressure reducing valve and unscrew- 
 ing the cap nut. The supply valve may then be removed 
 and cleaned. 
 
 Q. How should the supply valve be cleaned? 
 
 A. By softening up the gum or dirt with a little kero- 
 
EXAMINATION QUESTIONS AND ANSWERS 127 
 
 sene or other light oil that will cut it, then wiping it per- 
 fectly clean. 
 
 Q. Should the supply valve be oiled when placed back 
 in position? 
 
 A. No; it should be replaced perfectly dry. 
 
 Q. Should care be used about screwing up the spring 
 case against the body? 
 
 A. Yes ; care should be taken, when renewing the dia- 
 phragms and in replacing the spring case, not to screw 
 the latter up so tight as to crush the diaphragms. A 
 little space should always be left between the spring case 
 and the body. 
 
 0. How many sizes of double throw check valves are 
 there ? 
 A. Two. 
 
 Q. What are the sizes and why are two needed? 
 
 A. One is for ^-inch pipe connections and is for use 
 with the smaller plain triples ; the other is for ^-inch 
 pipe connections and is for use with quick action triple 
 valves and the larger plain triples. 
 
 Q. Describe the double throw check valve. 
 A. It is a check valve of the piston variety with two 
 faces, each having a leather washer or seat. 
 
 Q. What are the duties of the double throw check 
 valves ? 
 
 A. To close the communication between the triple 
 valve and the brake cylinder, when the straight air brake 
 is being used ; and to close the communication between 
 the straight air brake pipe and the brake cylinder, when 
 the automatic brake is being used. 
 
 O. How does the double throw check valve operate 
 to close the communication between the triple valve, or 
 
128 MODERN AIR BRAKE PRACTICE 
 
 the straight air brake pipe, and the brake cylinder, when 
 either brake is being operated? 
 
 A. If the straight air brake is being used, air is ad- 
 mitted to the straight air brake pipe, and the pressure 
 will force the double check valve to the right, provided 
 there be no pressure other than atmospheric on the other 
 side of it, causing the leather seat on the triple connec- 
 tion end to seat air tight against the cap ; the check valve 
 will thus close the communication between the triple and 
 the brake cylinder, and at the same time will open the 
 ports in the check valve bush leading from the straight 
 air brake pipe to the brake cylinder, in this manner es- 
 tablishing a communication between the straight air brake 
 valve and the brake cylinder. 
 
 If it is the automatic brake that is being used, when 
 air passes from the triple valve to the pipe leading to the 
 brake cylinder the air pressure will force the double 
 throw check to the left, and close the communication 
 between the straight air brake pipe and the brake cylin- 
 der, and open the communication between the triple 
 valve and the brake cylinder. 
 
 Q. Why are safety valves placed in the brake cyl- 
 inders ? 
 
 A. For the purpose of relieving the cylinders of any 
 overpressure that might accumulate in them because of 
 leaks from the straight air pressure reducing valve, the 
 double throw check valve, or from an emergency appli- 
 cation of the automatic brake while the straight air brake 
 is applied. 
 
 Q. Why are these safety valves supplied with a hand 
 release ? 
 
 A. In order that there may be a double protection 
 against wheel sliding, and so that on slippery or bad rail, 
 
EXAMINATION QUESTIONS AND ANSWERS 129 
 
 should the wheels slide, the engineer may quickly relieve 
 the pressure sufficiently to start them rotating again. 
 Also to prevent overheating of tires on long down 
 grades. 
 
 Q. Should both the automatic and the straight air 
 brake ordinarily be kept cut in ready for use at all times ? 
 
 A. Yes; unless failure of some part requires cutting 
 one or the other out. 
 
 Q. Should an excess pressure always be kept in the 
 main reservoir? 
 
 A. Yes ; to insure the satisfactory operation of the 
 brake and a certain release at all times, an excess pres- 
 sure of 10 or more pounds should be maintained in the 
 main reservoir. 
 
 Q. In what position should the handle of the straight 
 air brake valve be kept while the automatic brake is 
 being used? 
 
 A. When using the automatic brake be sure that the 
 handle of the straight air brake valve is in release posi- 
 tion. 
 
 Q. What might happen if the handle of the straight 
 air brake was in lap position while the automatic brake 
 was being released? 
 
 A. There would be a likelihood of the driver and the 
 tender brakes sticking. 
 
 Q. Should the automatic brake be used while the 
 straight air brake is applied? 
 
 A. Ordinarily the straight air brake should be released 
 before the automatic brake is applied, but in cases of 
 emergency occurring after the straight air is applied no 
 attention should be paid to this instruction, but apply the 
 automatic brake in emergency immediately. 
 
 Q. Where should the handle of the automatic brake 
 
 ^ I 
 
130 MODERX AIR BRAKE PRACTICE 
 
 valve be carried while the straight air brake is being 
 used? 
 
 A. In the running position, 
 
 Q. \\'hy should the handle of the automatic brake 
 valve be carried in the running position while the straight 
 air brake is being used? 
 
 A. For the same reason that the straight air brake 
 valve handle should be carried in full release while the 
 automatic brake valve is being used ; that is, to avoid 
 sticking of the driver and the tender brakes when it is 
 desired to release them. 
 
 O. ^^^hy are the driver and the tender brakes likely 
 to stick unless the brake valve handles are carried as 
 directed above? 
 
 A. In the case of using the automatic brake, while the 
 straight air brake valve handle is on lap, leakage of air 
 from the brake cylinder, or past the seat of the straight 
 air brake valve as far as the seat of the double throw 
 check valve will charge the straight air brake pipe with 
 pressure ; then, when releasing the automatic brake, as 
 soon as the cylinder pressure has reduced below that the 
 straight air brake pipe contains, the double throw check 
 will shift its position and open communication between 
 the straight air brake valve and the brake cylinder, and 
 thus hold the brake applied with the remaining cylinder 
 pressure, augmented somewhat by the higher pressure 
 in the straight air brake pipe. 
 
 0. Should care be used in handling the straight air 
 brake ? 
 
 A. Yes ; as the straight air brake is nearly as power- 
 ful as the automatic on the engine and tender, it should 
 be handled with judgment and skill. Care should be 
 taken to avoid rough handling of trains with it. as it 
 
EXAMINATION QUESTIONS AND ANSWERS 131 
 
 must be remembered that the braking power is all on the 
 engine and tender. 
 
 When using the straight air brake to steady trains on 
 long down grades care should be taken to avoid loosen- 
 ing the tires on the drivers, from overheating them. This 
 can be done by alternating the straight air on the drivers 
 and the automatic on the train. 
 
 O. When the safety valves that are placed in the 
 brake cylinders operate in a full application of the 
 straight air brake, what does it indicate? 
 
 A. Either the safety valves or the special straight air 
 brake pressure reducing valve is out of adjustment or is 
 leaking, and that these parts should be tested and ad- 
 justed at once. 
 
 O. What is the best location for the brake cylinder 
 safety valves? 
 
 A. It is better to have them piped up to the cab so that 
 the hand release with which they are provided can be 
 operated by the engine crew, whenever it is desirable to 
 do so, to avoid wheel sliding or overheating of tires. 
 
 O. How should the double throw check valve be 
 tested for leakage? 
 
 A. With the handle of the automatic brake valve in 
 running position, and the triple valve in release position, 
 apply the straight air brake ; should there be any leakage 
 past the double throw check valve from the brake cylin- 
 der it will appear at the exhaust port of the triple valve 
 in the form of a blow. 
 
 Having tested with the straight air brake valve in this 
 way for leakage past one seat, next place the handle of 
 the straight air brake valve in full release position and 
 apply the automatic brake ; any leakage past the other 
 seat will appear at the exhaust port of the straight air 
 
132 MODERN AIR BRAKE PRACTICE 
 
 brake valve. When making this latter test, however, it 
 should be known that the slide valve itself, of the 
 straight air brake valve, is tight. 
 
 Q. If the automatic brake is partially applied, and 
 straight air is then used, what will be the result ? 
 
 A. In this case brake cylinder pressure will not be 
 raised above that at which the pressure reducing valve 
 is set. 
 
 Q. Where is the straight air brake valve located ? 
 
 A. In the cab; usually on the side, in the most con- 
 venient place for operating. 
 
 Q. Whereabouts on the engine is the straight air brake 
 pressure reducing valve usually located? 
 
 A. At some convenient point in the cab, where there 
 is little or no danger of its freezing, and not too close to 
 the boiler head, where it might possibly become over- 
 heated. 
 
 Q. How may errors in piping the straight air brake 
 valve be avoided ? 
 
 A. By noting that the main reservoir connection be 
 made at that part of the brake valve that is marked in 
 raised letters "Front." The brake pipe connection is 
 made to the other connection, and in this brake pipe con- 
 nection there is a hole drilled and tapped for the air 
 gauge pipe. 
 
 Q. How would you test for a leaky slide valve in the 
 straight air valve? 
 
 A. With the brake released, and the handle in full re- 
 lease position ; if a blow is heard at the exhaust port the 
 slixie valve is leaking. 
 
 Q. What effect does a leak through the slide valve of 
 the brake valve have upon the operation of the straight 
 air brake? 
 
EXAMINATION QUESTIONS AND ANSWERS 133 
 
 A.. Ordinarily during the time that a straight air brake 
 appHcation is held applied, if the leak is from the main 
 reservoir pressure, the brake cylinder pressure will in- 
 crease to the limit of the pressure reducing valve; but it 
 might happen that the leak be from the brake cylinder 
 to the atmosphere, in which event it would reduce the 
 brake cylinder pressure. 
 
 NEW YORK HIGH SPEED BRAKE. 
 
 Q. Of what does the high speed brake consist essen- 
 tially? 
 
 A. A brake pipe pressure of from loo to no pounds, 
 a compensating valve for each brake cylinder, a triplex 
 pump governor, and the ordinary quick action mechan- 
 ism. 
 
 Q. In what class of passenger service is the high 
 speed brake used? 
 
 A. In modern, heavy, fast passenger service. 
 
 Q. Why is the high speed reducing valve called a com- 
 pensating valve? 
 
 A. Because while operating in service applications as 
 an ordinary safety, or pressure, reducing valve, in emer- 
 gency applications they hold the maximum cylinder 
 pressure for a limited period of time before commencing 
 to relieve the brake cylinder. This period of time of 
 holding the maximum cylinder pressure is automatically 
 lengthened or shortened according to the variations had 
 in the maximum brake cylinder pressure, or in the piston 
 travel, or in both combined. As the valve makes allow- 
 ance or "compensates" in time of hold of maximum 
 brake cylinder pressure on account of these variations, 
 the closure of all the valves upon a train will be prac- 
 tically uniform. 
 
134 MODERN AIR BRAKE PRACTICE 
 
 Q. Of what does the compensating valve consist 
 
 essentially ? 
 
 A. Of a piston valve working in a bushing or cylin- 
 der ; two packing rings that act as valves for the relief 
 and leakage ports ; a regulating spring by which the 
 piston is held in its normal position against the brake 
 cylinder pressure ; a regulating nut or screw by which 
 the tension of the regulating spring may be adjusted ; a 
 body ; spring case ; a spring box ; a cap nut, and a non- 
 return check valve, with casing complete. 
 
 Q. What is the duty of the non-return check valve, 
 which is screwed into spring box? 
 
 A. In emergency applications the air which is vented 
 from the brake pipe into the spring box must pass the 
 non-return check valve, which then seats and prevents 
 the air thus trapped in the spring box from escaping or 
 backing out, except as it passes out slowly through the 
 small port drilled through this check valve. 
 
 O. How is the compensating valve piped to the brake 
 cylinder and to the triple valve? 
 
 A. A ^-inch pipe connection is made from the cham- 
 ber above the piston in style A to the brake cylinder ; and 
 another is made from the side cap of the quick action 
 triple valve to the spring box and air chamber below 
 piston. In style B but one pipe connection is necessary, 
 
 that from chamber B to the brake cvlinder. 
 ♦ ^ 
 
 Q. Should these pipe connections be absolutely air 
 tight ? 
 
 A. The pipe connection from the brake cylinder to the 
 chamber above the piston should be absolutely air tight; 
 the pipe connection from the side cap of the triple to the 
 non-return check valve and spring box air chamber 
 should be securely tight. 
 
EXAMINATION QUESTIONS AND ANSWERS 135 
 
 Q. Describe the operation of the compensating valve, 
 style A. 
 
 A. During an emergency application a portion of the 
 brake pipe air vented at the side cap of the quick action 
 triple valve, passes through the pipe leading to the non- 
 return check valve and spring box air chamber, charging 
 the spring box chamber, under the piston, with air pres- 
 sure. This air pressure augments, or reinforces, the 
 regulating spring pressure under the piston, and permits 
 the full equalized pressure from the auxiliary reservoir 
 to be had in the brake cylinder, and to be retained therein 
 for several seconds before the piston can descend and 
 open the relief ports. The air vented into, and trapped 
 in, the spring box air chamber requires several seconds 
 to pass back to the atmosphere through the small port in 
 the non-return check valve. When the air pressure in 
 the spring box chamber has reduced sufficiently the pis- 
 ton will be forced down by the brake cylinder pressure 
 above it, the relief ports controlled by packing rings will 
 be opened, and brake cylinder pressure will be gradually 
 reduced to the point of adjustment of the valve. 
 
 In service applications, there being no air vented into 
 the spring box air chamber, the only pressure which the 
 piston has to overcome is that of the regulating spring; 
 therefore, when the brake cylinder pressure is sufficient 
 to overcome the spring pressure the piston will descend 
 promptly and open the relief ports. 
 
 Q. Should all joints around the spring box air cham- 
 ber be made air tight? 
 
 A. Yes; in bolting the spring box to the body of the 
 valve care should be taken to see that the gasket is in 
 good condition and bolted up tight ; next the plug that is 
 screwed into the hole that is not used for the non-return 
 
136 MODERN AIR BRAKE PRACTICE 
 
 check valve, in the spring box, should have a little lead 
 rubbed upon it and be screwed so as to make an air tight 
 joint. The same rule should be observed when screwing 
 the non-return check valve into the other hole. After 
 adjusting the regulating spring the cap nut should be 
 screwed up tight so that no leakage will be had past it. 
 
 Q. Why is it necessary to have the spring box air 
 chamber air tight? 
 
 A. So that air trapped in there by the non-return 
 check valve will find no means of escape except through 
 the small port in this check valve. 
 
 Q. What is the duty of the leather washer on top of 
 the piston? 
 
 A. It forms an air tight joint between the brake cyl- 
 inder and the atmosphere. 
 
 Q. What is the function of the upper packing ring of 
 the piston? 
 
 A. It makes an air tight joint all around in the cylin- 
 der, preventing brake cylinder pressure from leaking 
 past it into the spring box chamber, and it also seals, or 
 closes, the relief ports when in normal position. 
 
 Q. What is the function of the lower ports controlled 
 by the lower packing ring? 
 
 A. The lower ports are leakage ports, and their func- 
 tion is to carry away to the atmosphere what air may 
 possibly leak by the upper packing ring, thus preventing 
 any leakage down into the spring box air chamber. 
 Leakage from above the piston into the spring box 
 chamber would form a pressure there which might tend 
 to balance the piston, and retard the escape of air from 
 the brake cylinder. 
 
 Q. What is the function of the lower packing ring in 
 the piston? 
 
EXAMINATION QUESTIONS AND ANSWERS 137 
 
 A. The lower packing ring when the piston is in its 
 normal position, seals the leakage ports, and prevents the 
 spring box air leaking by this ring to the atmosphere in 
 emergency applications. 
 
 Q. When the piston has moved to the lower end of its 
 stroke, what is the position of the leakage ports relative 
 to the upper and lower packing ring? 
 
 . A. When the piston moves down its full stroke these 
 ports are about midway between the upper and the lower 
 packing rings ; from this it may be seen that the leakage 
 by the upper packing ring would pass out through these 
 ports. 
 
 Q. What is the advantage of holding the maximum 
 cylinder pressure obtainable from a reservoir pressure of 
 no pounds in emergency applications? 
 
 A. At speeds of 60 miles per hour and higher, usually 
 considered high speed, an emergency application is more 
 effective in retarding the motion of the train if the max- 
 imum cylinder pressure is retained Until the speed of the 
 train has reduced to 15 or 10 miles per hour. 
 
 Q. At what pressure is the compensating valve usually 
 adjusted? 
 
 A. About 60 pounds, although for driver brakes, 
 tender brakes, and such cars as have not standard foun- 
 dation brake gear, the adjustment is sometimes varied 
 from this. 
 
 Q. Aside from the advantages had in an emergency 
 application with the use of the compensating valve and 
 the brake pipe pressure of no pounds, what other 
 advantages are had? 
 
 A. In service two or more powerful applications can 
 be made, without recharging the auxiliary reservoirs, 
 and still have sufficient pressure left to make an ordinary 
 
138 MODERN AIR BRAKE PRACTICE 
 
 emergency application, such as would be had from a 
 70-pound brake pipe pressure. 
 
 Q. Suppose a service application were made, reduc- 
 ing the brake pipe pressure 15 pounds, then a release 
 was made, and then suddenly an emergency application 
 was required, what would the result be? 
 
 A. The reservoirs would probably contain about 95 
 pounds pressure; this would equalize in the brake cylin- 
 der at about 75 pounds or a little over with 7-inch piston 
 travel, and the spring box chamber would be charged 
 with the vented brake pipe air to about the same pres- 
 sure as from no pounds. The effect, therefore, would 
 be to maintain the lower maximum cylinder pressure of 
 75 pounds for several seconds longer than the higher 
 maximum of 85 pounds, had in an emergency applica- 
 tion from no pounds pressure. 
 
 Q. Why is this ? 
 
 A. Because the spring box chamber air pressure 
 would have to reduce to a lower point before the cylin- 
 der pressure could force the piston down to open the 
 ports. 
 
 Q. Can the compensating valve be used on any size 
 of cylinder? 
 
 A. Yes ; the compensating valve can be used on any 
 size of cylinder — 6, 8, 10, 12, 14 or 16-inch. 
 
 O. Will the rate of reduction in brake cylinder pres- 
 sure be about the same when the compensating valve is 
 used on the 16-inch cylinder as it is on the lO-inch? 
 
 A. Yes. 
 
 NEW YORK AIR SIGNAL EQUIPMENT. 
 
 Q. What are the essential parts of the train air signal 
 equipment ? 
 
EXAMINATION QUESTIONS AND ANSWERS 139 
 
 A. They consist of a signal pressure reducing valve, 
 a signal valve, a signal whistle, a car discharge valve, a 
 signal hose and coupling, with the necessary signal 
 piping, stop cocks, cut-out cocks and signal pipe strain- 
 ers. 
 
 Q. What is the function of the signal pressure reduc- 
 ing valve ? 
 
 A. To maintain the required signal pipe pressure 
 regardless of what the main reservoir pressure may be. 
 
 Q. What is the recommended amount of pressure for 
 use with the air signal? 
 
 A. About 40 pounds ; practice having demonstrated 
 that under average conditions the best results are ob- 
 tained with this amount of pressure. 
 
 Q. How does the pressure reducing valve operate? 
 
 A. The tension of the regulating spring on the dia- 
 phragm holds the supply valve off its seat to allow main 
 reservoir air to flow into the signal pipe. As soon as the 
 pressure in the signal pipe and the chamber under the 
 diaphragm is sufficient to overcome the tension of the 
 regulating spring (usually about 40 pounds) the 
 diaphragm rises, and the supply valve spring, assisted by 
 main reservoir pressure, forces the supply valve to its 
 seat, thus closing the communication between the main 
 reservoir and the signal pipe. 
 
 When the signal pipe pressure reduces below 40 
 pounds, or whatever the adjustment may be of the valve 
 regulating spring, this spring forces the diaphragm 
 down, unseating the supply valve and establishes com- 
 munication again between the main reservoir and the 
 signal pipe. 
 
 O. What parts are contained in the signal valve? 
 A. The upper case, the rubber diaphragm, the dia- 
 
140 MODERN AIR BRAKE PRACTICE 
 
 phragm stem complete, the lower diaphragm plate, the 
 diaphragm nut, the air valve, four >4-inch tee head bolts, 
 the cap, the upper diaphragm washer and the lower case. 
 
 Q. What is the function of the signal valve dia- 
 phragm ? 
 
 A. When a reduction is made in signal pipe pressure, 
 to raise the air valve and cause the whistle to sound a 
 blast. 
 
 Q. What is the function of the air valve? 
 A. To control the flow of air from the signal valve to 
 the signal whistle. 
 
 Q. How does the signal valve operate? 
 
 A. When the signal pipe pressure is reduced suddenly, 
 as when the car discharge valve is opened, the air flows 
 from the chamber above the signal valve diaphragm 
 faster than it can come back through the equalizing port 
 in the diaphragm stem from the lower air chamber. As 
 a consequence, the diaphragm is then forced upward, 
 and the three prongs, or uprights, of the diaphragm stem 
 force the air valve from its seat. Air then flows to the 
 whistle, causing it to make a blast. As soon as the dia- 
 phragm rises, the pressure on both sides of it, above and 
 below, equalize quickly through the passage in the 
 diaphragm stem, and it drops back to its normal position, 
 the air valve is seated, and the flow of air to the whistle 
 is cut off. 
 
 Q. How should the car discharge valve be operated 
 to obtain the best results? 
 
 A. It should be operated quickly so as to produce a 
 short, quick reduction of the signal pipe pressure. 
 
 O. How much of an opening should be made at the 
 car discharge valve when the cord is pulled? 
 
EXAMINATION QUESTIONS AND ANSWERS 141 
 
 A. The cord should be pulled hard enough to insure 
 the full opening of the car discharge valve. 
 
 Q. How long should the cord be held when giving a 
 signal ? 
 
 A. About one second. 
 
 Q. How long should the car discharge valve remain 
 closed before giving the next blast? 
 
 A. About three seconds. 
 
 Q. Should more time be given between the blasts on 
 long trains ? 
 
 A. Yes; better results will be obtained if for every 
 six additional cars placed in a train originally of eight 
 cars, a second is added to the time between the blasts. 
 
 Q. Why is the opening in the signal pressure reducing 
 valve at the signal pipe connection made small, or re- 
 stricted ? 
 
 A. In order to make the main reservoir air feed gently 
 into the signal pipe. 
 
 Q. Where would you look for trouble if, when you re- 
 lease brakes, the signal whistle were to blow? 
 
 A. In the signal pressure reducing valve. 
 
 Q. What would be the probable trouble ? 
 
 A. The supply valve would probably be stuck open or 
 be leaking, and as a consequence the signal pipe would 
 have main reservoir pressure in it. 
 
 Q. With this condition prevailing, how could releasing 
 the brakes cause the signal to operate ? 
 
 A. When brakes are released the main reservoir pres- 
 sure is reduced and the signal pipe pressure being equal 
 to main reservoir pressure before the release, signal pipe 
 air will flow back through the signal pressure reducing 
 '5alve into the main reservoir. The reduction of pressure 
 
142 MODERN AIR BRAKE PRACTICE 
 
 in the signal pipe thus made will cause the whistle to 
 blow. 
 
 O. If no air can be had in the signal pipe, where would 
 you look for the trouble ? 
 
 A. The reducing valve is probably cut out or stopped 
 up, so that no air can pass through it. 
 
 O. If the signal whistle gives the proper blasts from 
 a short train, but it is impossible to get more than one 
 blast from the rear of a long train, where w^ould you look 
 for the trouble ? 
 
 A. Examine the signal valve diaphragm; it is probably 
 stretched or distorted. 
 
 0. Why will a distorted diaphragm in the signal valve 
 cause this action? 
 
 A. When the pressures are all perfectly equalized, as 
 when the cord is pulled for the first time, the signal valve 
 will probably work with a poor diaphragm, but as the air 
 wave from the second reduction will not flow so perfect 
 to the signal valve, the diaphragm that is in poor shape 
 will operate weakly without moving the diaphragm stem 
 and the air valve. 
 
 O. If the whistle keeps blowing constantly, where 
 would you look for the trouble ? 
 
 A. Dirt on the seat of the air valve, allowing air to flow 
 constantly to the whistle. If a piece of dirt gets between 
 the diaphragm stem and the center post in the signal valve 
 lower chamber, that is large enough, it will raise the dia- 
 phragm up so that the whistle valve will be held off its 
 seat. 
 
 O. If the signal pipe is charged up to the proper pres- 
 sure, and the whistle does not blow when the cord is pulled 
 from the first car, where would you look for the trouble ? 
 
 A. The whistle or the pipe leading from the signal valve 
 
Examination questions and answers 14^ 
 
 to the whistle may be stopped up. A bad leak m this pipe 
 would prevent the whistle blowing. 
 
 Q. How would you ascertain if the trouble was in the 
 whistle ? 
 
 A. Remove the whistle from the pipe to see if any air 
 comes through the pipe when the cord is pulled. 
 
 Q. If on pulling the signal cord on one car it is found 
 that air does not escape at the car discharge valves ahead 
 and back of this one, where will the trouble be? 
 
 A. If the cut-out cock is open to the discharge valve it 
 is likely the leather seat is loose in the discharge valve 
 stem, or what is more likely, the pipe strainer is blocked 
 up with dirt. 
 
 Q. How will this prevent the escape ? 
 
 A. If the leather seat is loose the pressure will get in 
 behind the seat and the stem will be operated without 
 forcing it off its seat. If the strainer is blocked with dirt 
 no air can get through it. 
 
 Q. If the car discharge valve leaks, what should be 
 done? 
 
 A. The cut-out cock in the branch pipe should be 
 closed, if it leaks badly, and the valve removed for inspec- 
 tion and repairs. 
 
 Q. Where and in what position should the signal pres- 
 sure reducing valve be located? 
 
 A. In the cab, in an upright position, to prevent freez- 
 ing. 
 
New York Automatic Control 
 
 Equipment for Locomotive 
 
 and Tender 
 
 Among the recent improvements in air brake equipment 
 desen^ing of special mention, there should be included a 
 detailed description and illustration of the above named 
 apparatus which has recently been added to the Xew York 
 air brake system. This device, it is claimed by the makers, 
 possesses all of the advantages of the combined automatic 
 and straight air brake, besides some additional features 
 that are necessary to meet the requirements of present day 
 ser^^ce. 
 
 The apparatus is the same for all locomotives, and the 
 Automatic Control Equipment can. therefore, be applied 
 to passenger engines hauling either high speed trains or 
 ordinary passenger trains, and to locomotives in freight 
 or switching service, or for double pressure control opera- 
 tion, the Automatic Control Euipment being identical in 
 all cases and simply adjusted for the character of service. 
 
 The locom.otive and train brakes can be used together, 
 or the locomotive brakes separately, as desired, and it 
 makes no difference in what part of the train the locomo- 
 tive is located. 
 
 The brakes can be applied as lightly or as heavily as de- 
 sired, and ihe brake pressure so obtained will be auto- 
 maticallv maintained in the locomotive brake cvlinders, 
 in spite of leakage or variation of piston travel. 
 
 The locomotive brakes can be graduated on and off as 
 
 144 
 
145 
 
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 uip- 
 
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 J 
 
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Piping Diagram. Style A. (Automatic Control Equipment). 
 
Ne^ 
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 Am( 
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 The 
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NEW YORK AUTOMATIC CONTROL EQUIPMENT 145 
 
 desired, — thus enabling better stops to be made, and assur- 
 ing smooth handHng of trains. 
 
 One very important feature of the former automatic 
 and straight air brake is part of the Automatic Control 
 Equipment, viz : — maintaining the automatic and straight 
 air brakes as two separate units, so that their operation can 
 be independent of one another. If either tlie automatic 
 or straight air brake should become inoperative, the de- 
 fective brake will therefore not interfere with the proper 
 operation of the other brake. This is a feature of great 
 value, as it is very necessary that a good brake shall always 
 be available on the locomotive and tender, particularly 
 when the locomotive is detached from the train. 
 
 The following parts of the Automatic Control Equip- 
 ment are of special interest, viz : 
 
 I — ^Automatic Control Valve complete with double 
 chamber reservoir, and taking the place of triple valves, 
 auxiliary reservoirs, high speed reducing valves, etc., 
 heretofore required in the automatic brake system for loco- 
 motive and tender. 
 
 2 — Automatic Brake Valve, for operating the automatic 
 brakes on engine and train as usual. 
 
 3 — Independent Brake Valve, for operating the loco- 
 motive brakes only. 
 
 4 — Double Throw Check Valve, to Insure the independ- 
 ent brake operation under all conditions, and regardless 
 of the Automatic Control Valve. 
 
 5 — Double Pressure Feed Valve, for supply and control 
 of brake pipe pressure. 
 
 6 — Reducing Valve, for obtaining the pressure which 
 the independent locomotive brake is designed to use ; also 
 
146 MODERN AIR BRAKE FRACTICE 
 
 for obtaining tiie required air signal pressure on passen- 
 ger engines, when so desired. 
 
 7 — 5-inch Duplex Air Gauge, one hand of which shows 
 main reservoir pressure ; the other hand showing pressure 
 in the equalizing reservoir. 
 
 8 — 3^ -inch Duplex Air Gauge, one hand of which 
 shows brake pipe pressure ; the other hand showing brake 
 cylinder pressure on the locomotive. 
 
 9 — Special Release Valve, to keep the brakes released 
 on locomotive while remaining applied on the train, when 
 so desired. 
 
 When repair or replacement of the valves is necessary, 
 they can be removed without breaking pipe joints. 
 
 OPERATION 
 
 For operating the Automatic Control Equipment the 
 instructions are about the same as issued for the combined 
 automatic and straight air brake, viz : — 
 
 When not in use, keep handle of automatic brake valve 
 in Running position, and handle of straight air brake valve 
 in Release position. 
 
 For Service Application, move handle of the automatic 
 brake valve to the Service position until the required 
 brake pipe reduction is made, then back to Lap position, 
 which is the position used to keep brakes on. 
 
 To release the train brakes, move handle of the auto- 
 matic brake valve to the Release position and hold it 
 there until all triple valves are released ; if the locomotive 
 brakes are to be released at once, use Running position, 
 but if they are to be held on for a time, move to Holding 
 position, and then graduate ofif as desired, by short move- 
 ments between Running and Holding positions. 
 
0r 
 
 
 3VJAV .,^ 
 
 
 .47 
 
 ise 
 aiii 
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 to- 
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 ten 
 
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 H003 
 
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 v'es 
 the 
 
Piling Diagram Style B (Automatic Control Equipment). 
 
146 
 
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 7- 
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 shou 
 
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 «aMM«rt 
 
., NEW YORK AUTOMATIC CONTROL EgUlPMENT 147 
 
 How long to hold the automatic brake valve in Release 
 and Holding positions depends upon the length of train 
 and other conditions that would affect the matter, such 
 as speed, grade, etc. 
 
 For Emergency Application, move the handle of auto- 
 matic brake valve to Emergency position and leave it there 
 until the train is brought to a stop or the danger has been 
 avoided. 
 
 The desirable two application stop for passenger ser- 
 vice is very easily made with the Automatic Control Equip- 
 ment. Use the automatic brake valve and make the first 
 application strong enough to reduce speed to about fifteen 
 (15) miles an hour; then move handle into Release posi- 
 tion in order to release only the train brakes, after which 
 release the locomotive brakes, by moving handle into Run- 
 ning position for two or three seconds before making the 
 second application of the brakes. 
 
 When the independent brake is used alone, carry auto- 
 matic brake valve handle in Running position, and release 
 the independent brake, when desired, by moving handle of 
 independent brake valve into the Release position. 
 
 With long trains, careful operation of the independent 
 locomotive brake is necessary to avoid injury to cars and 
 contents, by bunching the train too suddenly, or letting 
 the slack run out with a jerk. 
 
 H emergency conditions occur while the independent 
 locomotive brake is already on, immediately set the auto- 
 matic brake also, and the safety valve will keep the brake 
 cylinder pressure within safe limits. 
 
 On heavy grades, use the locomotive and train brakes 
 alternately, so that the tires of the driving wheels will not 
 become over-heated and that the pressure retaining valves 
 may have assistance in controlling the train while the 
 
148 MODERN AIR BRAKE PRACTICE 
 
 auxiliary reservoirs are being recharged. To use the loco- 
 motive and train brakes alternately in this manner, pro- 
 ceed as follows : When train brakes are set, use the special 
 release valve to keep the locomotive brakes off ; then apply 
 locomotive brakes and immediately release the train 
 brakes. After again applying brakes on the train, imme- 
 diately release the locomotive brakes with the special re- 
 lease valve, as described above. 
 
 If all brakes have been automatically applied in the 
 usual manner, and it is desired to only release the loco- 
 motive brakes, either wholly or gradually, this can be done 
 by means of the special release valve. 
 
 In operating the Automatic Control Equipment, observe 
 the pressure obtained in the locomotive brake cylinders, 
 as shown by red hand of the gauge connected to them. 
 
 Never detach a locomotive without first releasing air 
 brakes upon the train, and setting hand brakes when nec- 
 essary to hold the train. This is of vital importance on 
 grades, as the automatic brakes should never be relied upon 
 to hold cars or locomotives that are to stand on a grade, 
 whether the locomotive is attached to the train or not, as 
 if anything caused the air brakes to leak oft', the locomo- 
 tive, or cars would start down the grade. 
 
 Hand brakes should always be used to hold any loco- 
 motive or cars that are to stand more than a few minutes 
 on grades, and also keep the auxiliary reservoirs fully 
 charged, so that full brake power could be used at once 
 if a start down grade occurs. 
 
 If, with the automatic brake applied, it happens that the 
 brake pipe and chamber pressures leak so much as to get 
 below the adjustment for which the straight air reducing 
 valve is set, the full power or the straight air brake will 
 still be available, as this is constantly maintained by 
 the Automatic Control valve. 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 149 
 
 The independent or straight air brake is a very effec- 
 tive and desirable safety provision, and is capable of hold- 
 ing, on ordinary grades, a train of the usual tonnage 
 handled on such grades, after the train has been brought 
 to a stop and the slack is all in. It is always advisable, 
 however, to have the automatic brake in condition to apply 
 also, should anything occur to make this necessary, and 
 to set hand brakes whenever it seems advisable. 
 
 When the engine is standing at a water crane, or coal 
 chute, or when the engineer is working about it, the 
 straight air brake valve should be left in the applied posi- 
 tion. 
 
 If the brakes are automatically applied by parting of 
 train or burst hose, or if the brakes have been set with the 
 conductor's valve, the automatic brake valve handle must 
 be placed in Lap position. 
 
 If more than one locomotive is attached to a train, all 
 except the one from which the brakes are being operated, 
 must have the cut-out cock closed in the brake pipe under 
 the automatic brake valve, and the handles of the auto- 
 matic brake valves carried in Running position. 
 
 Always try both brake valves before leaving the round 
 house, and make sure that there are no leaks of impor- 
 tance. The pipes must be perfectly tight that connect the 
 Automatic Control Valve to the automatic brake valve. 
 
 PIPING ARRANGEMENTS 
 
 The piping diagrams show the parts of this equipment 
 and the method of piping it correctly. Parts to be con- 
 nected are designated by duplicate Letters and Numbers 
 on Brake Valve and Divided Reservoir. 
 
 Control Reservoir Pipe: This connects the Control 
 
150 MODERN AIR BRAKE PRACTICE 
 
 reservoir of the Automatic Control A'alve to the automatic 
 brake vake. The release valve is attached to this pipe. 
 
 Brake Pipe : This connects the automatic brake valve 
 to the Automatic Control valve and all triple valves. 
 
 Br.\ke Cylinder Pipe: This connects the Automatic 
 Control A'alve to the driver, tender and truck brake cylin- 
 ders, through the double check valve. 
 
 CoxTixuous Feed Pipe: This connects the reducing 
 valve pipe to the auxiliary reservoir of Automatic Control 
 valve. 
 
 Discharge Pipe : This connects the air pump to first 
 main reservoir. 
 
 Automatic Control \'alve Release Pipe : This con- 
 nects the control reser^-oir exhaust port of the Automatic 
 Control \'alve to the automatic brake valve. 
 
 Equalizing Pipe : Connects the two main reservoirs. 
 
 Excess Pressure Goverxor Pipe : This connects feed 
 valve pipe to the excess-pressure head of pump governor. 
 
 Feed \'alve Pipes : This leads from feed valve to the 
 automatic brake valve. 
 
 Maix Reservoir Pipe : This leads from the second main 
 
 reservoir to pump governor, reducing valve, feed valve, 
 Automatic Control valve and automatic brake valve. 
 
 Reducixg A'alve Pipe: This connects the reducing 
 valve to straight air brake valve ; also to the signal system 
 when desired. 
 
 Straight Air Pipe : This leads from straight air brake 
 valve to the double check valve. 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 151 
 
 > 
 > 
 
 c 
 o 
 U 
 
 < 
 
 bfl 
 
152 MODERN AIR BRAKE PRACTICE 
 
 THE AUTOMATIC CONTROL VALVE. 
 
 The main functions of this valve have been briefly 
 mentioned in the foregoing description, and its operation 
 in detail is shown on following pages. The names and 
 piece numbers of parts, as shown by figures 50 and 51, 
 are as follows: 
 
 PT 75, Pin; PT 151, Body; PT 152, Triple Valve 
 Piston; PT 153, Control Piston; PT 154, Piston Fol- 
 lower; PT 155, Slide Valve; PT 156, Piston Nut; PT 
 157, Triple Cylinder Cap; PT 158, Control Cylinder Cap; 
 PT 159, Control Cylinder Gasket; PT 160, Triple Cylin- 
 der Gasket; PT 161, Exhaust Valve Spring; PT 162, 
 Exhaust Valve; PT 163, Auxiliary Reservoir Cap; PT 
 164, Graduating Stem Nut; PT 165, Main Reservoir 
 Chamber Cap; PT 167, Check Valve; PT 168, Check 
 Valve Stem; PT 169, Check Valve Spring; PT 170, 
 Graduating Stem; PT 184, Check Valve Guide; PT 186, 
 Graduating Valve; PT 187, Graduating Spring; PT 188, 
 Valve Seat; QT 3, Packing Ring; QT 49, Service Valve 
 Spring; QT 504, Slide Valve Spring; EV 107, Packing 
 Leather; EV 108A, Expander; iDP 52 C, Bolt; 37 RV, 
 Safety Valve. 
 
 Referring to Fig. 51, the names of the parts of the 
 Quick Action Cylinder Cap are as follows : ' PT 177, 
 Emergency Head; PT 179, Emergency Graduating Stem; 
 PT 180, Emergency Slide Valve; PT 182, Cap Nut; PT 
 183, Emergency Head Plug; PT 187, Graduating Spring; 
 QT 20, Rubber Seat ; QT 49, Service Valve Spring ; QT 
 1 18A, Check Valve Spring ; QT 138, Quick Action Valve ; 
 QT 139, Guide; QT 141, Cap. 
 
 Fig. 52 shows the exact location of the ports in the 
 graduating valve, slide valve and seat of the slide valve. 
 
 To enable the ports and connections of the Automatic 
 Control valve to be more easily followed and understood, 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT j 
 
 > 
 
 C 
 
 o 
 U 
 
 be 
 
154 
 
 MODERN AIR BRAKE PRACTICE 
 
 Plan of Graduating Valve. 
 
 w p 
 
 K U 
 
 Face of Slide Vake. 
 
 M 
 
 Plan of Slide Valve. 
 
 Slide Valve Seat. 
 Fig. 52. 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 155 
 
 the actual construction has been disregarded in the dia- 
 grammatic views. Nos. 54-60 inclusive, that show the 
 different positions of this valve in the most convenient 
 way to understand the matter. For this reason, the reser- 
 voir chambers are shown at bottom of these drawings. 
 
 Ports E lead to the control reservoir, and are connected 
 by a cored passage underneath ; port L leads to the safety 
 valve and port M to the Automatic Control valve release 
 pipe. • ^ . 
 
 Figure 53 shows a plan view of the exhaust valve and 
 seat. Port N is the brake cylinder exhaust port. 
 
 AUTOMATIC RELEASE POSITION. 
 
 Figure 54 shows what occurs when the automatic brake 
 valve is put in release position, the increase of brake pipe 
 pressure in chamber F moving piston 3, graduating valve 
 10 and slide valve 4, to the positions shown, allowing 
 brake pipe pressure to flow through feed groove G until 
 the pressure is the same on both sides of the piston. 
 
 The train brakes are released in this way, but the loco- 
 motive brakes remain on because the pressure is retained 
 in the control cylinder, and the release pipe is closed, in 
 this position, by the rotary valve of the automatic brake 
 valve. 
 
 For releasing locomotive brakes, put automatic brake 
 valve into Running position. The rotar^ valve then con- 
 nects the release pipe to the atmosphere, allowing control 
 reservoir pressure to be discharged through exhaust cavity 
 K in valve 4, and passages E and M. Pressure in chamber 
 B and the brake cylinder, will now force piston 2 upward, 
 carrying with it exhaust valve 7, uncovering exhaust port 
 N, and allowing the pressure in the brake cylinder and 
 
156 
 
 MODERN AIR BRAKE PRACTICE 
 
 chamber B to escape to the atmosphere, and thus release 
 the brakes. 
 
 Plan of Exhaust Valve 
 
 Exhaust Valve Seat 
 
 Fig. 53- 
 
 FULL RELEASE OR NORMAL POSITION. 
 
 Figure 54 shows the parts in their normal position, of 
 full release. In the chamber about control valve i and lA 
 there is always main reservoir pressure, which has free 
 communication through A. On the under side of control 
 piston 2, the chamber B is always connected to the brake 
 cylinders through passage C and the brake cylinder pipe. 
 
 Control cylinder D, above piston 2, is connected by pas- 
 sage E to the slide valve seat, and through passage K in 
 slide valve 4, which registers with port M, to the automatic 
 brake valve through the control cylinder release pipe at 
 IV. 
 
 CHARGING POSITION. 
 
 As shown by Figure 54 the chamber F is connected to 
 the brake pipe at the place marked BP. When the parts 
 are in release position, as shown, air from the brake pipe 
 passes around piston 3, through charging groove G at the 
 top of piston, into the chamber around slide valve 4, and 
 thence through port H to the Auxiliary reservoir, until 
 the air pressure is equalized on both sides of piston 3. 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 157 
 
 eXHAUST 
 
 e CYu 
 
 MR 
 
 BP 
 
 TOteveRReL£ASE 
 
 TO BRAKE VALVE 
 
 Fig. 54 — Automatic Control Valve. 
 Full Release. 
 
158 X MODERN AIR BRAKE PRACTICE 
 
 SERVICE POSITION 
 
 A service application, caused with the automatic brake 
 valve, reduces the brake pipe pressure in chamber F, and 
 piston 3 is accordingly moved upward by the higher pres- 
 sure that remains below it. This movement of the piston 
 immediately closes feed groove G, and moves graduating 
 valve lO far enough to cause port J, in slide valve 4, to 
 register with port E in the seat. Next, a shoulder on the 
 end of the piston stem, moves slide valve 4 upward until 
 the piston reaches stem 5, and further movement is pre- 
 vented by spring 6. In this position the graduating valve, 
 through cavity Y, connects the control reservoir and safety 
 valve through ports U and W in the slide valve, and ports 
 E and L in the seat, while exhaust port M of the control 
 reservoir is closed. 
 
 The slide valve chamber and the auxiliary reservoir 
 being connected together at all times, this position allows 
 air to flow from the auxiliary reservoir to the control 
 cylinder D, and to the control reservoir also. The pressure 
 on control piston 2, therefore, moves the piston down, as 
 shown in Fig. 55, the exhaust valve 7 closing exhaust 
 port N and movmg the preliminary admission valve lA 
 from its seat, against the tension of spring 8 and the pres- 
 sure in chamber O. As the valve lA has a small area 
 compared with the admission valve i, it is opened by a very 
 light pressure in chamber D. 
 
 A^alve I is extended so as to form a guide in cap nut 9, 
 thus forming a chamber O. A\'hen the preliminary ad- 
 mission valve I A is forced from its seat, the air in chamber 
 O passes by valve lA to the brake cylinders. The air 
 from chamber O can be discharged to the brake cylinders 
 more rapidly than it can be supplied around the close fit- 
 ting extension of admission valve i, thus creating a balanc- 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 159 
 
 tolEver release 
 
 TO BRAKE VALVE 
 
 Fig. 55 — Automatic Control Valve. 
 Service Position. 
 
 ing effect on valve i , which allows it to be opened against 
 main reservoir pressure with a slight increase of pressure 
 in chamber D. Air from the auxiliary reservoir will flow 
 
160 
 
 MODERN AIR BRAKE PRACTICE 
 
 TO BRAKE VALVt 
 
 Fig. 56— Automatic Control Valve. 
 Service Lap Position. 
 
 through port J in the slide valve, and passage E, to the 
 control reservoir and chamber D above control piston 2, 
 until the pressure in the auxiliary reservoir has been re- 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 161 
 
 duced slightly below the pressure in chamber F and the 
 brake pipe, when piston 3 and graduating valve 10 move 
 down to the position shown in Fig. 56. The pressure 
 admitted to the control reservoir will hold piston 2 down, 
 in the position shown in Fig. 55, admitting air from 
 chamber A and the main reservoir, to chamber B and the 
 brake cylinders. Air will continue to flow from chamber 
 A to chamber B and the brake cylinders, until the pressure 
 in chamber B is slightly greater than that in chamber D, 
 when piston 2 will move up and allow valves i and lA to 
 be seated, as shown in Fig. 56. Should any leakage oc- 
 cur in the brake cylinders from any cause, the pressure in 
 chamber B will be reduced, and the pressure; in chamber 
 D, remaining constant while the triple piston and gradua- 
 ting valve are in Lap position, piston 2 will be forced 
 down, unseating valves i and lA and replenishing the loss 
 of air in the brake cylinders. Thus the brake cylinder 
 pressure is automatically maintained against leakage and 
 regardless of piston travel. 
 
 Should it be desired to increase the brake cylinder pres- 
 sure, further brake pipe reduction can be made with the 
 automatic brake valve, thus repeating the operation here- 
 inbefore described, until the pressures in the auxiliary 
 reservoir, and the control reservoir become equalized. 
 
 The relative volumes of these two reservoirs are such 
 that they will equalize at a pressure of about 50 pounds 
 with a full service application from 70 pounds brake pipe 
 pressure. 
 
 SERVICE LAP POSITION. 
 
 This position, shown by Fig. 56, is called Service Lap, 
 and occurs when the reduction of brake pipe pressure is 
 not enough to cause a full service application. The parts 
 
i' - MODERN ATR BRAKE PRACTICE 
 
 remain as in the foregoing description until the pressure 
 in auxihary reservoir has fallen sufficiently to allow brake 
 pipe pressure, on the other side of piston 3, to move the 
 piston down until further movement is prevented by slide 
 valve 4, when a shoulder on the piston comes in contact 
 Avith tlie upper part of this valve. The downward mov- 
 ment of the piston carries graduating valve 10 along, 
 closing port J, and stopping the flow of air from auxihary 
 reservoir into control cylinder and reservoir. The pres- 
 sure in chamber B and brake cylinder, having equalized 
 with chamber D and the control reservoir, valves i and 
 tA have become seated by the greater pressure in chamber 
 A. The safety valve is cut off from the control reservoir 
 in this position, port W being closed by the graduating 
 valve, so that any possible leak in the former cannot affect 
 the pressure in the control reservoir and brake cylinders. 
 
 EMERGENCY POSITION 
 
 Fig. 57 shows the position that the parts assume when 
 the brakes are applied with emergency suddenness and 
 force. The rapid reduction of brake pipe pressure causes 
 the air in auxiliary reservoir to move piston 3 upward with 
 such force as to overcome the resistance of spring 6 and 
 strike against leather gasket 11, causing the full opening 
 of large port E to be uncovered by valve 4, and thereby 
 allowing air from the auxiliary reservoir to flow to the 
 control reservoir much more rapidly than in a service 
 application, thus forcing piston 2 down and unseating 
 valves I and lA to their full capacity, admitting air from 
 chamber A and the main reservoir to chamber B and the 
 brake cylinders very rapidly. Port P now registers wath 
 port L to the safety valve, permitting the pressure in the 
 auxiliary reservoir, and control reservoir to be governed 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 1G3 
 
 EXHAUST 
 
 B CVL 
 
 TO LEVER RELEASE 
 
 TO BRAKE VALVE 
 
 Fig. 57— Automatic Control Valve. 
 
 Emergency Position. 
 
 Standard Plain Cylinder Cap. 
 
 by the adjustment of the safety valve. At the same time 
 a small port provided for that purpose in the rotary valve 
 
164 MODERN AIR BRAKE PRACTICE 
 
 of the automatic brake valve, allows main reservoir air to 
 feed into the control reservoir and to control cylinder D. 
 The port in the rotary valve of the automatic brake valve 
 is of such size that the air from the main reservoir, feed- 
 ing to the control reservoir, supplies this reservoir at a 
 faster rate than port P can carry it off at the safety valve 
 adjustment, consequently there is a building up of pres- 
 sure in the control reservoir to a point where port P 
 will carry it off through the safety valve, as rapidly as it 
 is being supplied from the main reservoir, thus giving a 
 higher brake cylinder pressure in emergency than in a 
 service application. 
 
 EMERGENCY LAP POSITION 
 
 Figure 58 shows the valve in this position. The parts 
 remain in the position shown by Fig. 57 until pressure 
 in the brake cylinder is a little higher than pressure in 
 the control cylinder, when the control piston accordingly 
 moves upward and allows valves i and lA to seat. 
 
 For releasing brakes after an emergency application, 
 proceed the same as previously described for releasing 
 brakes after service application. 
 
 THE QUICK ACTION CYLINDER CAP 
 
 (Only Supplied when Specially Ordered.) 
 
 The triple valve portion of the Automatic Control valve 
 takes the place of the plain triple valve in former locomo- 
 tive brake apparatus, and this is standard Automatic Con- 
 trol Equipment. 
 
 Figure 59, however, illustrates a quick action cylinder 
 cap to take the place of cylinder cap 12, Fig. 54, when it 
 is desired to have this portion of the Automatic Control 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 165 
 
 exMAusi 
 
 M R 
 
 ^ ^^^.^/.^w//^.^^/y/^^^^^ 
 
 TOLEV£R RELEASE 
 
 TO BRAKE VALVE 
 
 Fig. 58 — Automatic Control Valve. 
 Emergency Lap Position. 
 
 I 
 
 valve Gorrespond to a quick action triple valve, by venting 
 
 brake pipe air into brake cylinder on emergency applica- 
 tion of the brakes. 
 
166 
 
 MODERN AIR BRAKE PRACTICE 
 
 e CYL 
 
 TO LtVER RELEASE 
 
 TO BRAKE VAUVE 
 
 Fig- 59 — Automatic Control Valve. 
 Emergency Position, with Quick Action Cylinder Cap. 
 
 W^hen a quick action cylinder cap is substituted and ati 
 emergency application is made, piston 3 is moved upward 
 
NEW \ORK AUTOMATIC CONTROL EQUIPMENT 167 
 
 to seat against gasket ii, and the piston button, coming 
 in contact with graduating stem 13, causes it to overcome 
 the resistance of graduating spring 14 and move slide 
 valve 15 upward, thus opening port Q. Check valve 16 
 is moved from its seat by brake pipe pressure in chamber 
 R, which flows into chamber S, connecting with passage 
 T to chamber B, and thence into the brake cylinders. 
 
 When pressure is equalized between brake cylinder and 
 brake pipe, the spring 17 moves valve 16 to its seat, so 
 that air from the brake cylinder cannot flow back into the 
 brake pipe. 
 
 When brakes are released, piston 3 returns to its nor- 
 mal position, as in Fig. 54, and spring 14 returns gradu- 
 ating stem 13 and slide valve 15 to their normal position 
 again, as shown in Fig. 51. 
 
 , INDEPENDENT RELEASE 
 
 After making an application of the brakes, should it be 
 desired to release the engine brakes independently of the 
 train brakes, the engineer will discharge air from the con- 
 trol reservoir through the release valve, provided for this 
 purpose, attached to connection II and located conven- 
 iently in the cab. By discharging a small amount of air 
 from the control reservoir through the above mentioned 
 release valve, the pressure in the control reservoir will be 
 less than the pressure in chamber B and the brake cylin- 
 ders, causing piston 2 to move upward, carrying with it 
 exhaust valve 7, and assume the position shown in Fig. 
 60, allowing the air to escape from chamber B and the 
 brake cylinders through port N to the atmosphere, until 
 the pressure in the brake cylinders and chamber B has 
 been reduced slightly below the pressure remaining in the 
 
163 
 
 MODERX AIR BRAKE PRACTICE 
 
 ■-,; ; I 3 p 
 
 EXMAUS 
 
 a cyi. 
 
 M n 
 
 i^-N^"^*^-^^ 
 
 Z u 
 j/^ « 
 
 ' IP 
 
 >--^ ? 
 
 tolEver release 
 
 TO BR^KE VALVE 
 
 Fig. 6o — Automatic Control Valve. 
 Locomotive Release Position. 
 
 control reservoir when piston 2 will move down, carrying 
 with it the exhaust valve 7. closing the exhaust port N. 
 This operation can be repeated until the brake cylinder 
 
NEW YORK AUTOMATIC CONTROL EQUIPMENT 169 
 
 pressure has been entirely exhausted, or the Iccomotive 
 brakes can be entirely released at once by holding the 
 release valve open until the pressure is wholly exhausted 
 from the control reservoir and chamber D. 
 
 Should it be desired to again apply the locomotive 
 brakes, without making a further reduction of brake pipe 
 pressure, and thereby increase the braking force on the 
 train, they can be applied and released by the Straight Air 
 Brake Valve, without disturbing the Automatic Control 
 valve. Should this be done, the Automatic Control valve 
 will remain in the position shown in Fig, 60, until re- 
 turned to its normal position by the usual movements of 
 the automatic brake valve for releasing brakes, or a 
 further reduction is made in brake pipe pressure. If a 
 further reduction of brake pipe pressure is made to in- 
 crease the braking force on the train, the triple piston and 
 valve and control valve will again assume the piston 
 shown in Fig. 55. 
 
 Should only a partial release of the automatic brakes on 
 the locomotive be made with the release valve, and the 
 straight air brake applied, and it is desired to again release 
 the locomotive brakes without releasing the train brakes, 
 it will be necessary to use the release valve in addition to 
 placing the straight air brake valve in release position. 
 
 INDEPENDENT STRAIGHT AIR BRAKE 
 
 The Independent brake operation is accomplished by 
 the use of the Straight Air Brake Valve, and is entirely 
 independent of the automatic brake, a double throw check 
 valve being inserted in the piping between the straight air 
 brake valve and the Automatic Control valve. See piping 
 diagrams. 
 
170 MODERN AIR BR.\KE PRACTICE 
 
 AUTOMATIC MAIXTEXANXE OF CYLIXDER PRESSURE 
 
 With this equipment there is provided a pipe connection, 
 between the reducing valve pipe and connection \'I. to tiie 
 auxihary reservoir. 
 
 In this pipe there is a combined non-return check valve 
 and strainer. Should it so happen from any cause that 
 the pressure in the brake system becomes depleted, un- 
 known to the engineer, it would not be possible to lose tlie 
 braking power on the engine, for when the pressure is 
 reduced in the brake system (including auxilian,- reser- 
 voir), below the adjustment of tlie straight air reducing* 
 valve, air will flow through the straight air reducing valve 
 and combined strainer and check valve into the auxiliary 
 reser^-oir, forcing piston 3 upward, carrying with it the 
 graduating valve 10 and slide valve 4, and apply the loco- 
 motive brakes to a pressure equal to the adjustment of the 
 straight air reducing valve, and maintain this pressure as 
 long as there is sufficient air in the main reservoir, thereby 
 notifying the engineer, by the application of the locomo- 
 tive and tender brakes, that the brake system is danger- 
 ously depleted, caused either by stoppage of pump or tlie 
 automatic brake valve being inadvertently left in Lap 
 position. 
 
 TYPE ''"l'' AUTOMATIC BIL\KE VALVE 
 
 Fig. 61 illustrates the t}'pe *'L" automatic brake valve, 
 showing a vertical plan, a cross section, and also a plan 
 view of the rotar\- valve. It is of the construction require:! 
 to operate the Automatic Control Equipment, providing 
 the functions of former brake valves and the new ones now 
 required. 
 
 Reading from left to right, the six positions of the 
 
171 
 
 PtEO VALVE 
 
 Fig. 6i — Type L. Automatic Brake Valve. 
 
172 MODERN AIR BRAKE TRACTTCE 
 
 handle are — Release, Running, Holding, Lap, Service and 
 Emergency. 
 
 The parts are designated as follows : 
 
 EV-60, Union Nut; EV-128, Union Stud; EV-158, 
 Small Union Swivel ; EV-606, Handle Lock Nut ; EV-607, 
 Handle Nut; EV-608, Handle; E\^-6o9, Handle Latch; 
 EV-610, Handle Latch Spring; EV-611, Llandle Latch 
 Screw; EV-613, Key Washer; EV-616, Union Nut; EV- 
 621, Large Union Swivel; EV-625, Bracket Stud Nut; 
 EV-649, Bracket Stud; EV-650, Handle Pin; EV-671, 
 Bottom Case ; E\''-673, Top Case ; EV-676, Rotary Valve 
 Key; E\"-677, Equalizing Piston; EV-678, Valve Seat 
 Upper Gasket; EV-679, \^alve Seat Lower Gasket; EV- 
 682, Bolt & Nut ; E\^-683, Cap Screw ; EV-684, Oil Plug ; 
 EV-685, Rotary Valve Spring; EV-686, i" Pipe Plug; 
 E\^-687, Service Exhaust Fitting ; EV-688, Rotary Valve 
 Seat ; E\^-689, P^P^ Bracket ; EV-690, Rotary Valve ; EV- 
 692, Pipe Bracket Gasket ; EV-697, Large Union Nut ; 
 EV-721, Brake Valve Tee; QT-32, >^" Pipe Plug; QT- 
 53, ^" Pipe Plug; PT-3, Equalizing Piston Packing Ring. 
 
 In the rotary valve. Fig. 61, ports a, j and s go through 
 it, port s connecting to a groove in the face ; f and k are 
 cavities in the face ; o is the exhaust cavity ; x and t are 
 ports in the face of the valve, connected to o by cored pas- 
 sages ; h is a port in the face above cavity k connecting 
 with exhaust cavity o ; n is a groove in the face and having 
 a small port that connects with cavity k through a cavity 
 in the valve. Port d in the seat leads to the feed valve 
 pipe; b and c go to the brake pipe and g to chamber D. 
 The exhaust port EX leads to an opening at the back of 
 the valve; e is the preliminary exhaust port connecting 
 with chamber D ; r is a warning port leading to the ex- 
 haust ; p connects to the pump governor ; 1 to the distribu- 
 
AUTOMATIC BRAKE VALVE 173 
 
 ting valve release pipe and n to the application chamber 
 pipe. 
 
 CHARGING AND RELEASE POSITION 
 
 This position provides a direct passage of large size 
 irom main reservoir to brake pipe, for quick release and 
 recharge of the brakes ; and, if locomotive brakes are 
 applied, to prevent their release. 
 
 Air from the main reservoir goes to the brake pipe 
 through port a of the rotary valve, and port b in the valve 
 seat. Chamber D, above the equalizing piston, also re- 
 ceives the main reservoir air through port j of the rotary 
 valve and port g in the valve seat. 
 
 The brake system would be charged with air at 
 main reservoir pressure, if handle was kept in the charg- 
 ing and Release position. To prevent this, move handle 
 to Running or Holding position when the desired effect 
 has been obtained. That the engineer may not forget to 
 do this, air from the feed valve pipe escapes to the at- 
 mosphere, through a small port, while the handle is in 
 Release position, viz., through cavity f in the rotary valve, 
 connecting warning port r in the seat to port d, thereby 
 causing a small flow of air into EX that makes noise 
 enough to remind the engineer that the handle is in Charg- 
 ing and Release position. 
 
 In the face of the rotary valve a small groove, con- 
 necting with port s that extends to porl^ p in the valve 
 seat, permits air from the main reservoir to reach the 
 excess pressure head of the pump governor. 
 
 RUNNING POSITION 
 
 The brake valve handle should be in this position when 
 the brakes are not being operated, and to release the 
 locomotive brakes. 
 
174 MODERN AIR BRAKE PRACTICE 
 
 While in this position a direct passage of large size leads 
 from the feed valve pipe to the brake pipe, through ports 
 b and d in the valve seat, connected by cavity f of the 
 rotary valve, and brake pipe pressure will increase to 
 the pressure at which the feed valve is adjusted, as 
 rapidly as the capacity of feed valve permits. 
 
 Chamber D and the equalizing reservoir are charged 
 with air at the same rate as the brake pipe, through cavity 
 k of the rotary valve, which connects ports c and g in the 
 valve seat, thus keeping pressure the same on both sides 
 of the equalizing piston. 
 
 Air from main reservoir also passes to the pump 
 governor through port s of the rotary valve, port p in 
 the seat, and thence to the lower connection of the excess 
 pressure head of the governor. 
 
 The release pipe of the Automatic Control valve is also 
 connected to the atmosphere through exhaust cavity EX, 
 port h of the rotary valve being connected with port I 
 in the valve seat. 
 
 If uncharged cars are cut in while the handle of the 
 automatic brake valve is in Running position, or if the 
 handle is moved back into Running position too quickly 
 after releasing brakes following a heavy application, the 
 pump will be stopped by the governor until there is less 
 than 20 lbs. difference showing between the hands on 
 gauge No. i. Do not move handle into Running position 
 before the brakes have all been released and the system 
 nearly recharged, or some brakes may stick, caused by the 
 slower charging rate that Running position permits. 
 
 SERVICE POSITION 
 
 This position causes gradual reduction of brake pipe 
 pressure to produce service application, air being dis- 
 
TYPE "l" automatic URAKE VALVE 1^5 
 
 charged to the atmosphere at the proper rate from chamber 
 D and the equaHzing reservoir, through port h and cavity 
 o of the rotary valve, connecting with port e and cavity 
 EX in the valve seat. The other ports are all closed in 
 the Service position, and gradual discharge of the air is 
 insured by the size of port e. 
 
 As the pressure in chamber D has been reduced, the 
 greater pressure that remains below the equalizing piston 
 causes the piston to rise and unseat its valve, so that 
 brake pipe pressure will discharge to the atmosphere at 
 the opening marked EXHAUST. When the reduction 
 of pressure in chamber D has caused the desired brake 
 pipe reduction, move handle to Lap position in order to 
 stop the loss of air from chamber D. Brake pipe air will 
 continue to discharge, however, until brake pipe pressure 
 gets a little below the pressure that remains in chamber 
 D, when the preponderance of pressure moves equalizing 
 piston slowly downward, gradually cutting off the dis- 
 charge of air. The amount of brake pipe reduction is 
 regulated by the quantity of air discharged from the 
 equalizing reservoir, whether the train is long or short. 
 
 Brake pipe pressure is reduced slowly, so that quick 
 action will not occur. Gradual closure of brake pipe ex- 
 haust is to prevent undesired release of the head brakes, 
 which might otherwise occur owing to air from the rear 
 part of train accumulating at the front end. 
 
 LAP POSITION 
 
 In the Lap position all ports are closed. It is the posi- 
 tion for holding brakes applied after service application, 
 until ready to release or re-apply them. 
 
 Also use Lap position to prevent loss of main reservoir 
 pressure if the brakes are automatically applied by a 
 
176 MODERN AIR BRAKE PRACTICE 
 
 break in two or burst hose, or through use of the con- 
 ductor's valve. 
 
 RELEASE POSITION 
 
 This is for releasing train brakes only, the locomotive 
 brakes remaining appHed. See "Charging and Release." 
 
 While handle is in Release position, brake pipe pres- 
 sure is restored from the main reservoir, through port a 
 of the rotary valve, and port b in the valve seat. This in- 
 crease of brake pipe pressure moves the triple valves on 
 the cars, and the triple valve piston of the Automatic Con- 
 trol valve, to their normal positions of full release, — thus 
 releasing train brakes and allowing auxiliary reservoirs 
 on the cars and the auxiliary reservoir of the Automatic 
 Control valve, to be recharged. 
 
 When the desired effect has been obtained, move handle 
 to Holding position, if locomotive brakes should be kept 
 on, or into Running position to release them. 
 
 HOLDING POSITION 
 
 This is to keep the locomotive brakes on after the train 
 brakes have been released as above. Port 1 is closed, but 
 all the other ports remain as in Running position. 
 
 EMERGENCY POSITION 
 
 This is for applying the brakes as quickly and power- 
 fully as possible. In this position brake pipe pressure is 
 suddenly discharged to the atmosphere, through a large 
 passage that is made when port x, in the rotary valve, con- 
 nects port c in the valve seat, with cavity o of the rotary 
 valve and cavity EX in the valve seat, the sudden dis- 
 
TYPE "l" automatic BRAKE VALVE 177 
 
 charge of a large quantity of brake pipe pressure causing 
 emergency action of the triple valves on the cars and the 
 Automatic Control valve, so that the full power of the 
 brakes is instantly applied. 
 
 Air pressure is maintained in the control reservoir of 
 the Automatic Control A^alve; however, as explained in 
 describing the emergency position of that valve, as air 
 from the main reservoir comes through port j of the rotary 
 valve, connected by a groove in the seat with cavity k, 
 and then goes through port n of the rotary valve and 
 port u in the seat, to the control reservoir. 
 
 Air from the equalizing reservoir is all discharged dur- 
 ing an emergency application, port t in the rotary valve 
 connecting with port g in the valve seat, and air from the 
 equalizing reservoir will therefore pass to the atmosphere 
 through port o. 
 
 THE INDEPENDENT BRAKE VALVE 
 
 This is of the slide valve type, and figure 62 shows 
 two sectional views, with pipe connections. Reading from 
 right to left the four positions of the handle are Release, 
 Lap, Service and Emergency. The parts are designated 
 as follows : 
 
 E\^-69, Handle Spring; EV-74, Cotter; EV-75, Handle 
 Pin; EV-77, Handle Set Screw; EV-95, Lever Shaft 
 Pin; EV-96, Oil Plug; EV-121, Lever Shaft Packing; 
 EV-165, Lever Shaft Nut; EV-172, Quadrant Latch; 
 EV-173, Latch Screw; EV-220, Cover; EV-221, Body; 
 EV-223, Lever Shaft Plug; EV-226, Bracket Stud and 
 Nut ; EV-227, Slide Valve ; EV-228, Slide Valve Thimble ; 
 EV-229, Slide Valve Pin; EV-230, Cover Gasket; EV- 
 253, y4" Union Nut; EV-254, ^" Union Swivel; EV- 
 
178 
 
 MODERN AIR BRAKE PRACTICE 
 
 255, ^i" Union Gasket; E\^-256, M" Plug; EA'-323. Xut 
 Lock Bolt: Ey-^2^, Xut Lock Spring; E\"-328, Handle; 
 EV-329. Lever Shaft ; EA'-330, Slide Valve Lever ; S\'-io, 
 Colt and Xiit. 
 
 The connection marked ^IR leads to the Reducing \"alve 
 Pipe; EC leads to the brake cylinder pipe through the 
 double check valve ; EX is the exhaust. Reducing A'alve 
 Pipe pressure (45 pounds) is above the slide valve, EV- 
 227. at all times. 
 
INDEPExNDKNT BRAKE VALVE IVO 
 
 RELEASE POSITION 
 
 Always carry the handle of the independent brake valve 
 in Release position, when the independent brake is not 
 in use. 
 
 In this position the brake cylinder pipe is in communi- 
 cation with the exhaust, through the cavity in the slide 
 valve. 
 
 LAP POSITION 
 
 This is the position for keeping the locomotive brakes 
 on after they have been applied at the desired pressure. 
 All ports are closed when the handle is in lap position. 
 
 SERVICE POSITION 
 
 In this position a small port in the slide valve seat is 
 uncovered by the slide valve, through which air can pass, 
 from the chamber above the slide valve, to the locomotive 
 brake cylinders, applying the brakes gradually. 
 
 EMERGENCY POSITION 
 
 This is for quick application of the independent loco- 
 motive brakes at full power. 
 
 In this position the slide valve fully uncovers the large 
 port leading to the brake cylinder pipe, allowing the air 
 to flow rapidly from the reducing valve pipe to the loco- 
 motive brake cylinders until the maximum pressure of 
 45 pounds is obtained. This supply is governed by the 
 adjustment of the reducing valve. 
 
 THE 37 RV SAFETY VALVE 
 
 Figure 63 is a sectional view of the special safety valve 
 that is really part of the Automatic Control valve, — being 
 a necessary attachment of same. Its functions will be 
 
180 
 
 MODERN AIR BRAKE PRACTICE 
 
 readily understood from the description of how the 
 brakes are manipulated. The parts are designated as 
 follows : 
 
 RV-162, Cap nut ; RV-163, \'alve ; RV-164, Valve stem ; 
 RV-166, Spring; RV-176, Exhaust regulating ring; RV- 
 177, Lock ring; RV- 179, Regulating nut; RV-180, Body; 
 RV-185, Body bush; RV-186, Valve seat; RV-203, 
 Reducer. 
 
 —m 
 
 ^ P.pe Thd 
 
 Fig. 63 — The 37 RV Safety Valve. 
 
 It is constructed to close quickly and seat firmly. Valve 
 RV-163 is held to its seat by spring RV-166. If the air 
 pressure under valve R\^-i63 rises sufficiently to overcome 
 the resistance of the spring, it will raise the valve and 
 escape to the atmosphere through the lower ports. 
 
 As the air pressure reduces under valve RV-163, the 
 spring moves the valve down far enough to partially close 
 the lower ports to the atmosphere, and also open ports in 
 
DOUBLE PRESSURE FEED VALVE 181 
 
 the bushing RV-185 that allow air to pass into the spring 
 chamber, where it will assist the spring to close the valve 
 quickly and firmly, by accumulating above the valve faster 
 than it can escape through the two small holes with which 
 the spring chamber is provided. 
 
 THE DOUBLE PRESSURE FEED VALVE 
 
 Fig. 64 shows two sectional views of the Double Pres- 
 sure Feed Valve used with the Automatic Control Equip- 
 ment, located between the main reservoir and the auto- 
 matic brake valve. It provides high and low brake pres- 
 sure control, and the pressure in feed valve pipe and brake 
 pipe is regulated by this valve, when the handle of the 
 Automatic Brake Valve is in Running and in Holding 
 positions. 
 
 This Feed Valve has one set of parts for supply pur- 
 poses, viz : EV-705, Supply Valve ; EV-656, Supply Valve 
 Spring; EV-704, Supply Valve Piston; EV-706, Piston 
 Spring ; and another set of parts for regulating purposes, 
 viz: EV-707, Regulating Valve; EV-660, Regulating 
 Valve Spring; EV-657, Diaphragm; EV-710, Diaphragm 
 Spindle; PG-141, Regulating Spring; EV-711, Adjusting 
 Handle. 
 
 The other parts are as follows: EV-661, Regulating 
 Valve Cap; EV-663, Diaphragm Ring; EV-668, Piston 
 Spring Tip; EV-701, Valve Body; EV-702, Flush Nut; 
 EV-703, Cap Nut; EV-709, Spring Box; EV-712, Up- 
 per Stop; EV-713, Lower Stop; EV-714, Stop Screw. 
 
 Main reservoir air, entering chamber surrounding the 
 supply valve, moves piston EV-704 towards the left 
 against the resistance of spring EV-656, until the port 
 of supply ^'alve connects with the port that leads to the 
 
182 
 
 MODERN AIR BRAKE PRACTICE 
 
 0^ 
 
 n 
 
 K 
 
 O 
 
 
 
 p 
 
 iO 
 
 o 
 
 ^ 
 
 CD 
 
 r^. 
 
 CO 
 
 r^ 
 
 ^ 
 
 (D 
 
 > 
 
 > 
 
 > 
 
 > 
 
 > 
 
 u u u 
 
 feed valve pipe, and also to diaphragm chamber. This 
 movement of the piston opens regulating valve EV-707, 
 thus connecting diaphragm chamber to the feed valve 
 
DOUBLE PRESSURE FEED VALVE 183 
 
 pipe. \Mien the pressure in the feed valve pipe and di- 
 aphragm chamber is just sufficient to overcome the com- 
 pression of the regulating spring, the diaphragm allows 
 the regulating valve to close. The air feeding by the 
 piston now builds up to main reservoir pressure and the 
 piston spring moves the piston to the right causing the 
 supply valve to close the port admitting air to the feed 
 valve pipe. 
 
 When the pressure of the regulating spring is greater 
 than the feed valve pipe pressure in the diaphragm 
 chamber, it opens the regulating valve. This allows the 
 supply valve to admit air to the feed valve pipe, until 
 the pressure for which the feed valve is adjusted is ob- 
 tained, when 'the operation described in the preceding 
 paragraph stops the flow to the feed valve pipe. 
 
 The stops EA^-712 and EV-713 may be secured in an}^ 
 position on the spring box by the screw EV-714, and limil: 
 the movement of the adjusting handle, to the distance 
 between them, by means of the pin wdiich is part of the 
 handle. 
 
 By turning the handle EV-711 until its pin strikes 
 either one of the stops, increasing or decreasing the com- 
 pression of the regulating spring, the regulation of tho 
 feed valve is changed from the high pressure to the low 
 or the opposite, as desired. 
 
 The duplex adjusting arrangement of this feed valve 
 avoids the necessity of using two feed valves in high and 
 low pressure service. 
 
 To adjust the double pressure feed valve loosen the 
 screws EV-714 and turn the adjusting handle until the 
 valve closes at the lower brake pipe pressure that is 
 desired. Then move stop E\'^-7I2 into contact with the 
 handle pin, and fasten it securely there with screw EV- 
 
181 MODERX AIR BRAKE TRACTICE 
 
 714. Next turn adjusting handle until the high pres- 
 sure adjustment is obtained, moving Stop EV-713 into 
 contact with the handle pin and fasten it securely in 
 that position with the screw. We advise adjustment for 
 high brake pipe pressure at 1 10 pounds, and for low brake 
 pipe pressure at 80 pounds. 
 
 Care should be taken when replacing the feed valve 
 on its pipe bracket, that the gasket is in place, and in con- 
 dition to insure a tight joint. 
 
 THE REDUCING VALVE OR SINGLE PRESSURE FEED VALVE 
 
 Fig. 55 illustrates the Single Pressure Feed Valve, 
 which is used in connection with the Automatic Control 
 Equipment to control the pressure for operating the in- 
 dependent brake (and signal system when desired). 
 When used for this purpose it is called a reducing valve, 
 that it may be readily distinguished from the double pres- 
 sure feed valve used for the automatic brake. 
 
 It is the same as the double pressure feed valve ex- 
 cepting the adjustment feature, which is used for reduc- 
 ing main reservoir pressure to the 45 pounds that the 
 independent brake is designed to use. To adjust this 
 valve, remove the cap nut EV-666 and by the use of the 
 adjusting screw EA'-665, increase or decrease the com- 
 pression of spring EA^-667, as desired. 
 
 Two styles of feed valve brackets are illustrated herein 
 (Figs. 66 and 67). Unless otherwise specified the one 
 into which the main reservoir pressure enters at the right, 
 will be furnished with the equipment. However, there 
 may be cabs in which it would be more convenient to 
 use the other style in which the main reservoir pressure 
 enters the bracket at the left, to prevent crossing the 
 pipes. 
 
SINGLE PRESSURE FEED VALVE 
 
 185 
 
 Aj n 
 
 (0 - 
 
 iD (D o iD (D 
 
 (D ^ K (S) (O 
 
 > > > > >^ 
 
 U U LJ U. 
 
 - CD 
 O in 
 
 > > 
 
 ■;; rs 
 
 ^ fVJ 10 
 > > > 
 
 Ixl U U U liJ IjJ 
 
 K CD in ^ 
 
 to vD CO (9 
 
 CO CO CO CD 
 
 > > > > 
 
 bJ U UJ u 
 
 bfl 
 
 en 
 
 I 
 
 in 
 bh 
 
]83 
 
 MODERN AIR BRAKE PRACTICE 
 
 THE DUPLEX PUMP GOVERNOR 
 
 Fig. 68 and piping diagram, Style A, shows the "Ex- 
 cess Pressure" type of pump governor, used with the 
 
 be 
 
 
 U 
 
 
 > 
 
 > 
 
 a; 
 
 
 Automatic Control Equipment to prevent more than the 
 desired pressure being obtained in the main reservoir. 
 While the brakes are not in use, the automatic brave 
 valve should be in Running position, keeping the brakes 
 
DUPLEX PUMP GOVERNOR 
 
 187 
 
 charged. As little excess is then needed, the governor 
 regulates the main reservoir pressure to about 20 pounds 
 above the brake pipe pressure. When an application of 
 
 9^ 
 be 
 
 03 
 
 l-c 
 
 -4-> 
 
 in 
 
 u 
 u 
 
 > 
 <u 
 
 w 
 
 o 
 
 
 the brakes has been made, a higher main reservoir pres- 
 sure is needed to effect a prompt release and recharge. 
 When the handle of Automatic Brake Valve is moved 
 into Lap, Service or Emergency position, this Governor 
 
188 
 
 MODERX AIR BRAKE TRACTICE 
 
 lets the pump run without interference until maximum 
 main reservoir pressure is again obtained. 
 
 The governor changes the main reservoir pressure 
 
 PGI83 
 PGI84 
 
 P G 1 7 7 - 
 DC8 
 PGI87 
 DC 7 
 
 I^PIPE TAP 
 
 P&I7^ PGI7I 
 
 Fig. 68 — Duplex Pump Governor. 
 
 avtomatically, when the brake pipe pressure is changed 
 from one pressure to another by the feed valve, and 
 governs the pump as described just the same. 
 
DUPLEX PUMP GOVERNOR - l89 
 
 Fig. 68 illustrates this Governor with the steam valve 
 open. When handle of Automatic Brake Valve is in 
 either Release, Running or Holding positions, air from 
 the main reservoir passes through the brake valve to the 
 connection marked ABV and into the chamber below 
 the diaphragm. The feed valve pipe is connected to FVP, 
 and air pressure in the chamber above the diaphragm 
 will therefore increase the pressure exerted by the regu- 
 lating spring. The spring is adjusted for a pressure of 
 about 20 pounds and the diaphragm will therefore be 
 kept down until the main reservoir pressure under it be- 
 comes a little higher than the spring and air pressure 
 together on top.. The diaphragm will then rise and by- 
 unseating the pin valve allow air to pass to the top of 
 the Governor piston and move it downward to lessen the 
 flow of steam past the steam valve until there is only 
 enough to run the pump sufficiently to offset any loss of 
 air in the brake system caused by leakage. Reduction 
 of main reservoir pressure under the diaphragm allows 
 the spring and air pressure on the other side to move the 
 diaphragm down and thereby seat the pin valve. The 
 air above the piston will escape through the small vent 
 port, w^hich is always open to the atmosphere, when the 
 steam pressure and piston spring will raise the steam 
 valve to the position shown in the illustration. This 
 governor top is cut out in all positions of the automatic 
 brake valve except Release, Running and Holding. 
 
 The maximum pressure head of the Governor must 
 always have direct communication with the main reser- 
 voir,' so that this head will control the pump when the 
 other or excess pressure head is cut out by the brake 
 valve, or the main reservoir cut-out cock is closed. 
 Therefore connect the Governor head marked MR to 
 
190 MODERX AIR BRAKE PRACTICE 
 
 the main reservoir cut-out cock, or so that it will be di- 
 rectly connected to the main reservoir at all times. When 
 the main reservoir pressure overcomes the resistance of 
 the regulating spring, and the diaphragm Hfts the pin 
 valve, air will flow to the top of the Governor piston and 
 control the pump as described above. While the handle 
 of the x\utomatic Brake Valve is in either Lap, Service 
 or Emergency positions, the maximum reservoir pres- 
 sure will be what the maximum pressure head of the 
 Governor has been adjusted for. 
 
 Each governor head has a small vent port to the at- 
 mosphere, through which air escapes whenever there is 
 pressure above the governor piston, and one of these 
 should be plugged, to prevent unnecessary waste of air. 
 
 Adjustment of the maximum pressure head is made 
 by placing the handle of Automatic Brake Valve into 
 Lap position, removing the cap nut of Governor, and 
 changing the tension of the spring, by means of the regu- 
 lating nut, until the adjustment is such as to stop the 
 pump when the desired maximum main reservoir pres- 
 sure is obtained. This head should be adjusted for a 
 pressure of from 120 to 140 pounds, according to the 
 service. 
 
 Adjustment of the excess pressure head is made by 
 placing the handle of Automatic Brake A^alve in Run- 
 ning position, removing the cap nut and altering the ten- 
 sion of the spring, by means of the regulating nut, until 
 the desired difference is obtained between main reservoir 
 and brake pipe pressure. Adjust this head to give 20 
 pounds excess pressure in main reservoir. 
 
 The piping diagram, Style B, shows the Automatic 
 Control Equipment with the ordinary style of duplex 
 Governor instead of the "Excess Pressure Governor" 
 
DUPLEX PUMP GOVERNOR 191 
 
 previously described. Both regulating heads are the 
 same as the maximum pressure head just described. One 
 is adjusted to control the pump at the maximum and the 
 other at a lower main reservoir pressure. The low pres- 
 sure head is connected to the brake valve at the governor 
 connection, and the high pressure top is connected with 
 the main reservoir as explained for the ''Excess Pressure 
 Governor." Main reservoir pressure flows through the 
 automatic brake valve to the diaphragm chamber of the 
 low pressure top and controls the pump when the brake 
 valve is in Release, Running and Holding positions. It 
 should be adjusted to allow 20 pounds excess pressure, 
 and is cut out in Lap, Service and Emergency positions, 
 at which time the high or maximum pressure head con- 
 trols the pump. The latter head should be adjusted to 
 control the pump when the highest main reservoir pres- 
 sure necessary for the service, is obtained. These heads 
 are adjusted in the same manner as those on the "Excess 
 Pressure Governor" previously described. 
 
 THE COMBINED AIR STRAINER AND CHECK VALVE 
 
 Fig. 69 illustrates the combined air strainer and check 
 valve, having one end arranged to restrict the flow of 
 air, which can only psiss through a small bushing shown 
 in the center at the end marked MR. 
 
 Two of these are used with the Automatic Control 
 Equipment, as shown by the piping diagrams. One be- 
 ing in the Continuous Feed Pipe, to prevent back leak- 
 age from the auxiliary reservoir of the Automatic Con- 
 trol valve, and the other being part of the Dead Engine 
 Fixtures. The latter consists of a pipe leading from the 
 brake pipe to the main reservoir pipe, a cut-out cock, and 
 
192 
 
 MODERX Am ER--.K 
 
 the combined check valve and strainer. AMien, from 
 any cause the air pxmip on a locomotive becomes inoper- 
 ative, the air for operating the brakes on such locomotive 
 must then be suppUed through the brake pipe from the 
 locomotive that is operating the train brakes. 
 
 With the cut-out cock open, air from the brake cire 
 enters at the union connection, passes through the curled 
 hair srrair.er. arh lifting the check valve that is held to 
 - a spring 
 
 -.^ iCc, 
 
 fiows through the small hole in the 
 
 C 93 xDC9; 
 C 9^ /yD07\ 
 
 DO .20 
 
 -^ 
 
 -C .. C...CZ 
 
 c.ZL^ C-lcC^ \ c^"* C. 
 
 bushing and thence to the main reservoir, thus supplying 
 this locomotive with the necessary air pressure to enable 
 its brakes to operate with the others. The cut-out cock 
 in the brake pipe under the automatic brake valve should 
 be closed and the handle of the brake valve should be in 
 Running positicJn. Should it be necessary to keep the 
 maximum braking power of a "dead engine* below the 
 standard, it can be done by suitably changing the adjust- 
 ment of the safety valve of the Automatic Control vahve. 
 It can also be reduced at will b)" using the Release valve. 
 
STYLE "l" automatic BRAKE VALVE 193 
 
 as previously explained, under heading "Independent 
 Release." 
 
 The check valve and the choked passage are protected 
 from dirt by the strainer. The spring insures seating of 
 the check valve, allows ample pressure^ for operating the 
 brakes and keeps main reservoir pressure below that of 
 the brake pipe, thus reducing any leakage from the reser- 
 voir pressure. The restricted passage or choke is pro- 
 vided so that flow of air from brake pipe will not be too 
 rapid and cause an application of the train brakes if an 
 undercharged reservoir is connected up with brake pipe 
 fully charged. 
 
 STYLE "L" AUTOMATIC BRAKE VALVE 
 NEW YORK AIR BRAKE SYSTEM. 
 
 This valve has already been alluded to, and partly de- 
 scribed in the section on the ''Automatic Control Equip- 
 ment," and its construction shown by Fig. 6i. Its func- 
 tions, and operations will be further illustrated, and de- 
 scribed in detail in the following pages. 
 
 It is of the rotary valve type, having a detachable pipe 
 bracket for convenience in removing the valve for repairs 
 or cleaning, without disturbing the pipe joints. 
 
 The six positions of the valve are shown in Fig. 6i, 
 which represents the actual construction of the valve, 
 but the positions are shown in detail by diagrammatic 
 drawing, Figs. 71 to 76. In order to show the rotary valve 
 and seat in one plane, it was necessary to disregard the 
 actual construction of the valve and the position of the 
 mechanism, ports, passages and cavities, the arrangement 
 being such that the air can be easily traced in all posi- 
 tions and the results readily understood. 
 
i:u 
 
 MODERN AIR BRAKE PRACTICE 
 
 PIPE BRACKET 
 
 Fig, 70 illustrates the pipe bracket in detail, showing 
 the ports and pipe connections. The connections hav- 
 ing two outlets, one at the side, and one at the bottom 
 of the bracket for convenience in piping. The outlet 
 not bein'g' used must be plugged. The letters which 
 appear on the bracket are explained as follows: BP con- 
 
 Fig. 70 — Pipe Bracket. 
 
 nects with the brake pipe ; CR connects with control 
 reservoir continuous feed pipe; ER connects with the 
 equahzing reservoir; F\' connects with the feed valve; 
 GO\' connects with excess pressure top of pump gov- 
 ernor; MR connects with the main reservoir and 3 con- 
 nects with the control reservoir retain or release pipe. 
 
STYLE "l" automatic T.RAKE VALVE 195 
 
 RELEASE POSITION 
 
 Fig. 71 shoAvs the Release Position, in which the 
 train brakes are released and the engine brakes held on. 
 Air from the main reservoir enters at the connection 
 m.arked MR and passes to the top of the rotary valve, 
 this being true for all positions, passing from the top 
 of the rotary valve, down through port a in the rotary 
 valve to port b in the seat which also connects with 
 port c, and then to the brake pipe at the connection 
 marked BP, to charge the brakes or to release and re- 
 charge them in case the brakes have been previously 
 appHed. 
 
 In the Release Position, main reservoir air also passes 
 from the top of the rotary valve, down through port j 
 in the rotary valve to port g in the seat, which leads to 
 chamber D above Equalizing Piston, EV-677, thus mov- 
 ing Equalizing Piston, EV-677, down, until its stem 
 seats on Bushing, EV-720, closing the port which leads 
 from the train or brake pipe to the atmosphere by way 
 of the Service Exhaust Fitting, EV-687. The air then 
 passes from Chamber D to the Equalizing Reservoir at 
 the connection marked ER. Air from the main reser- 
 voir also passes through port s in the rotary valve to 
 port p in the seat, and then to the excess pressure top 
 of pump governor by way of the connection marked 
 GOV. 
 
 Air from the Feed Valve, at reduced pressure or the 
 pressure which the train or brake pipe is to carry, enters 
 the Brake Valve at the connection marked FV, passes 
 through port d in the seat to cavity f in the rotary valve, 
 then through warning port i in the seat, which leads to 
 the exhaust port EX and the atmosphere, to warn the 
 engineer that to prevent overcharging the auxiliary res- 
 
196 
 
 MODERN AIR BRAKE PRACTICE 
 
 ervoirs, the handle of the brake valve should be moved 
 from Release to Running Position, as soon as all brakes 
 
 C 
 
 MR 
 
 OOV 
 
 FV 8P eXHAUST EV677 
 
 Fig. 71 — Release Position. 
 
 are released and auxiliary reservoirs nearly recharged; 
 the time varying according to length of train. 
 
STYLE ''l" automatic BRAKE VALVE 
 
 197 
 
 r 
 
 ^///////////y/////m' 
 
 M R 
 
 GOV 
 
 TO GAGE 
 
 ER 
 
 FW BP EXHAUST e SI ait 
 
 Fig. 72 — Running Position. 
 RUNNING POSITION 
 
 In this position, air from the main reservoir reaches 
 the top of the rotary valve by way of the connection 
 marked MR, the same as described in Release Position, 
 
198 MODERX AIR BRAKE PRACTICE 
 
 passes through p>ort s in the rotary valve to port p in 
 the seat, then to the excess pressure top of the pump 
 governor, by way of the connection marked GO\'. 
 
 In the Running Position main re5er\'oir air is sup- 
 pHed to the train pipe at a pressure corresponding to 
 the adjustment of the feed valve, which is connected to 
 the main resenoir pipe. The air from the feed valve 
 enters the Brake ^'ah-e at the connection marked FA'. 
 the same as described in Release Position, passes through 
 port d in the seat, cavit}* f in the rotar\- valve, then 
 through port b in the seat and enters the train pipe at 
 the connection marked BP; also at the same time, air 
 passes from port b in the seat, through port c in the seat. 
 cavity k, in the rotar\' valve port g. in the seat to chamber 
 D, above the equalizing piston. EV-677, and then to the 
 equalizing reservoir by way of the connection marked 
 ER. 
 
 In the Running Position, the locomotive or automatic 
 control brakes are released by reason of the air contained 
 in the control reser\-oir of the automatic control valve, 
 flowing into the brake valve at the connection marked 
 3, passing through port 1 in the seat, ports h and o in 
 the rotar}- valve and flowing through exhaust port EX 
 in the seat to the atmosphere. 
 
 HOLDING POSITION 
 
 Holding position is for the purpose of holding the 
 locomotive brakes on and not overcharging the train 
 Hne. after the train brakes have been released. 
 
 This is accompHshed by mo\-ing the handle of the 
 brake valve to Holding Position, in which the rotary 
 valve closes port 1 in the seat ; thus retaining or holding 
 the air in the control chamber of the automatic control 
 
STYLE L AUTOMATIC BRAKE VALVE 
 
 199 
 
 valve. When desired, the locomotive brakes can be 
 graduated off by short movements of the brake valve 
 
 r 
 
 TTVTTzr^^ K^-rrr-- 
 
 mmzszszz::^^^^ 
 
 ^^2<r% M ^TTT-. 
 
 ^m,yy,.m^A'A W//m'^ 
 
 w n 
 
 fiOV 
 
 TO GAGE 
 
 E B 
 
 F V B P &XHAUST E V 677 
 
 Fig. Tz — Holding Position. 
 
 handle from Holding to Running position, or released 
 entirely by leaving it in Running Position. 
 
200 MODERN AIR BRAKE PRACTICE . 
 
 In the Holding Position, main reservoir air from the 
 connection marked MR and the top of the rotary valve, 
 passes down through port s in the rotary valve, port p 
 in the seat to the connection marked GOV and the excess 
 pressure top of the pump governor, the same as described 
 in Release Position. 
 
 The air from the Feed Valve, in Holding Position, 
 enters the brake valve at the connection marked FV, the 
 same as described in Release and Running Positions, 
 passes through port d in the seat, cavity f in the rotary 
 valve and port b in the seat to the train pipe, at the con- 
 nection marked BP, and also at the same time, passes 
 from port b in the seat, through port c in the seat, cavity 
 k in the rotary valve, port g in the seat, to chamber D 
 above the equalizing piston, EV-677, and then to the 
 equalizing reservoir at the connection marked ER, the 
 same as described in Running Position. 
 
 LAP POSITION 
 
 In the Lap Position, all ports are closed. It is the 
 position used in connection with service applications for 
 graduating the service reductions and holding the brakes 
 when Lpplied. It is also used to prevent the loss of 
 main reservoir air, when brakes are applied from the 
 conductors valve, bursted or parted hose or from any 
 cause outside of the brake valve itself. 
 
 SERVICE POSITION 
 
 This position causes gradual reduction of brake pipe 
 pressure to produce service application. Air is dis- 
 charged from chamber D and the equalizing reservoir, 
 through preliminary exhaust port e in the seat, ports h 
 
STYLE "l" automatic BRAKE VALVE 
 
 201 
 
 and o in the rotary valve, and EX in the seat to the at- 
 mosphere. The other ports are all closed in Service 
 
 M R 
 
 GOV 
 
 TO GAGE 
 
 FV bP EXHAUST eV677 
 
 Fig. 74 — Lap Position. 
 
 Position, and gradual discharge of the air is insured by 
 the size of port e. As the pressure in chamber D and 
 
202 
 
 MODERN AIR CRAKE PRACTICE 
 
 the equalizing reservoir, which is above the equalizing 
 piston, EV-677, has been reduced, the train pipe pres- 
 
 C 
 
 £0V 
 
 TO GACe 
 
 F V © P EXHAUST E V 677 
 
 Fig. 75 — Service Position. 
 
 sure or pressure below equalizing piston EV-677, is 
 greater and causes the piston to rise, unseating its stem 
 
STYLE "l" automatic BRAKE VALVE 203 
 
 or valve, and discharging train pipe pressure through 
 service exhaust fitting, EV-687, to the atmosphere at 
 the point marked "EXHAUST." 
 
 The operation just described, may be repeated a 
 number of times, during a service appHcation, if desired 
 or necessary, by returning the handle tO' Lap Position 
 after each preliminary reduction. The first reduction, 
 however, should be sufficient to insure all brakes going 
 on, and the following reductions according to necessity, 
 all of which will vary, according to condition of brakes, 
 train, gradient, atmospheric and other conditions met 
 with in train operation. 
 
 When desired, or necessary, a continuous or complete 
 service application can be made by placing the valve in 
 Service Position, and leaving it there until a full service 
 reduction has been made, when the valve should be 
 placed in Lap Position to prevent waste of air. When 
 the valve has been placed in Lap Position, after all 
 service reductions, the train pipe pressure continues to 
 flow to the atmosphere as described above, until the 
 pressure of chamber D and the equalizing reservoir, 
 above equalizing piston EV-677, is slightly greater than 
 train pipe pressure below the equalizing piston, when 
 the piston will gradually move down to its seat, closing 
 the service or train line exhaust. After a service appli- 
 cation, the brakes are released, as described in the Re- 
 lease and Running Positions. 
 
 EMERGENCY POSITION 
 
 In Emergency Position, the brakes are applied sud- 
 denly and with full force throughout the train. Train 
 pipe pressure flows rapidly through ports x and o in the 
 rotary valve, and port EX in the seat, to the atmosphere. 
 
1^04 MODERN AIR BRAKE PRACTICE 
 
 The pressure in chamber D and the equalizing reser- 
 voir is discharged through port g in the seat, ports t 
 
 c 
 
 
 M R 
 
 COV 
 
 TO GAGe 
 
 F V B P EXHAUST E V 677 
 
 Fig. 76 — Emergency Position. 
 
 and o in the rotary valve, and port EX in the seat to 
 the atmosphere. This causes equalizing piston, EV-677, 
 
STYLE ''l" automatic BRAKE VALVE 205 
 
 to rise and a portion of the train pipe pressure to be 
 discharged through service exhaust fitting, EV-687. 
 
 In the Emergency Position, main reservoir air flows 
 from the connection marked MR and the top of the 
 rotary valve, down through port j in the rotary valve, 
 port d and groove in the seat, cavity k in the rotary valve, 
 groove and port n in the rotary valve and port u in the 
 seat to the connection marked CR and the control reser- 
 voir of the automatic control valve, thus insuring the 
 automatic maintenance of cylinder pressure in the Auto- 
 matic Control Equipment. 
 
 After an Emergency application, the train brakes are 
 released in Release Position, and the locomotive brakes 
 are released in Running Position, the same as described 
 for releasing after a service application. 
 
 OILING 
 
 Use good heavy oil, such as valve oil, that will not 
 gum or harden. The valve should be taken apart occa- 
 sionally for cleaning and oiling, the necessity for which 
 will vary according to conditions of service and loca- 
 tion of the valve. However, for ordinary purposes, the 
 key washer EV-613 can be oiled by removing the handle 
 lock nut, EV-606, and filling the hole in Rotary Valve 
 Key EV-676, and the rotary valve EV-690 can be oiled 
 by removing the plug EV-684, and filling the hole which 
 leads to a groove in the top case, EV-673, around the 
 edge of the rotary valve and seat. 
 
 VARIETY OF SERVICE 
 
 Although the Style "L" Brake Valve Is for use in 
 connection with the Automatic Control Equipment, it 
 will successfully operate the brakes on locomotives which 
 are equipped with triple valves, if the connections for 
 Automatic Control Equipment In the pipe bracket are 
 plugged and the feed valve properly connected. 
 
206 MODERN AIR BRAKE PRACTICE 
 
 QUESTIONS AND ANSWERS 
 
 NEW YORK AUTOMATIC CONTROL EQUIPMENT 
 
 Q. What advantages are claimed for the automatic 
 control equipment? 
 
 A. It posses all the advantages of the combined auto- 
 matic and straight air system, besides being adapted for 
 use on all locomotives, whether high speed or ordinary 
 passenger service, freight or switching service. 
 
 Q. Mention three prominent characteristics of this 
 equipment. 
 
 A. With it the locomotive or train brakes can be used 
 together or separately as desired. The brakes can be ap- 
 plied as lightly, or as heavily as desired. 
 
 The locomotive brakes may be graduated on and off as 
 desired. 
 
 Q. What is one very important feature of the auto- 
 matic control equipment? 
 
 A. The automatic and straight air brakes are main- 
 tained as two separate units. If either should become 
 inoperative it will not interfere with the proper opera- 
 tion of the other. 
 
 Q. Name the different parts of the automatic control 
 equipment. 
 
 A. I, Automatic control valve; 2, automatic brake 
 valve ; 3, independent brake valve ; 4, double throw check 
 valve; 5, double pressure feed valve; 6, reducing valve; 
 7, 8, two duplex air gauges ; 9, special release valve. 
 
 Q. What rules should be observed in the operation of 
 this equipment? 
 
EXAMINATION QUESTIONS AND ANSWERS 207 
 
 A. Practically the same as those given for the com- 
 bined automatic and straight air equipment. 
 
 Q. When the independent brake alone is used where 
 should the handle of the automatic brake valve be 
 carried ? 
 
 A. In running position. 
 
 Q. What method should be pursued when descending 
 heavy grades? 
 
 A. Use the locomotive and train brakes alternately. 
 
 AUTOMATIC CONTROL VALVE. 
 
 Q. What are the main functions of the automatic con- 
 trol valve ? 
 
 A. The automatic control valve with double chamber 
 reservoir takes the place of triple valves, auxiliary reser- 
 voirs, high-speed reducing valves, etc.^ heretofore re- 
 quired in the automatic brake system for locomotive and 
 tender. 
 
 Q. What is the function of the quick action cylinder 
 cap? 
 
 A. It enables the automatic control valve to vent brake 
 pipe air into brake cylinder in emergency applications, in 
 the same manner as does the quick action triple valve. 
 
 Q. After an application, how may the engine brakes 
 be released independently of the train brakes ? 
 
 A. By allowing air to discharge from the control reser- 
 voir through the release valve located in the cab. 
 
 Q. Should it be desired to again apply the engine 
 brakes without making a further reduction of brake pipe 
 pressure, how may it be done? 
 
 A. By means of the straight air brake valve. 
 
 Q. If a partial release of the automatic brakes on the 
 engine is made with the release valve, and straight air 
 
208 MODERN AIR BRAKE PRACTICE 
 
 is then applied, how can the engine brakes be released 
 without releasing train brakes? 
 
 A. By using the release valve in addition to placing 
 the straight air brake valve in release position. 
 
 TYPE L AUTOMATIC BRAKE VALVE. 
 
 Q. What brake valve is used with the automatic con- 
 trol equipment? 
 
 A. The type L automatic brake valve. 
 
 A. How many and what are the positions of the type 
 L brake valve handle? 
 
 A. Six ; as follows : release, running, holding, lap, serv- 
 ice and emergency. 
 
 Q. What occurs when the handle is in release position ? 
 
 A. A large direct passage is provided for the air from 
 main reservoir to brake pipe, for quick release and re- 
 charge of the brakes ; and, if locomotive brakes are ap- 
 plied, to prevent their release. 
 
 Q. What would occur if handle was kept in release 
 and charging position? 
 
 A. The entire brake system would be charged with 
 air at main reservoir pressure. 
 
 Q. How is this prevented? 
 
 A. By moving the handle to running or holding posi- 
 tion when the desired effect has been obtained. 
 
 Q. How is the engineer warned that the handle is in 
 release and charging position? 
 
 A. By the escape of air to the atmosphere through a 
 small warning port. 
 
 Q, In what position should the handle be when the 
 brakes are not being operated, and to release the locomo- 
 tive brakes? 
 
 A. Running position. 
 
EXAMINATION QUESTIONS AND ANSWERS 209 
 
 Q. What occurs during the time that the brake valve 
 is in running position ? 
 
 A. A direct air passage of large size leads from the 
 feed valve pipe to brake pipe, and brake pipe pressure 
 will increase to the pressure at which the feed valve is 
 adjusted. Chamber D and the equalizing reservoir are 
 charged with air at the same rate as the brake pipe. Air 
 from main reservoir also passes to the pump governor 
 through ports in the rotary valve and seat, and thence to 
 the lower connection of the excess pressure head of the 
 governor. 
 
 Q. If uncharged cars are cut in while the handle oi 
 the automatic brake valve is in running position, or if the 
 handle is moved back into running position too quickly 
 after releasing brakes, what will happen? 
 
 A. The pump will be stopped by the governor until 
 there is less than 20 pounds difference showing between 
 the hands on gauge No. i. 
 
 Q. What pressures are indicated by gauge No. i ? 
 
 A. One hand shows main reservoir pressure, the other 
 shows the pressure in the equalizing reservoir. 
 
 Q. What pressures are indicated by gauge No. 2? 
 
 A. One hand shows brake pipe pressure, and the other 
 shows locomotive brake cylinder pressure. 
 
 Q. What rule should be observed when releasing brakes 
 after a heavy appHcation? 
 
 A. Do not move the handle into running position be- 
 fore all brakes have been released and the system nearly 
 recharged. 
 
 Q. What results when the handle is placed in serv- 
 ice position? 
 
 A. A gradual reduction of brake pipe pressure, air be- 
 
210 MODERN AIR BRAKE PRACTICE 
 
 ing discharged to the atmosphere at the proper rate from 
 chamber D, and equaHzing reservoirs. 
 
 Q. What are the functions of lap position? 
 
 A. It holds the brakes applied until it is time to release, 
 or re-apply them. It is also used to prevent loss of main 
 reservoir pressure in case the train breaks in two, or burst 
 hose, or the use of conductor's valve. 
 
 Q. What is release position for? 
 
 A. For releasing train brakes only, the engine brakes 
 remaining applied. 
 
 Q. When the desired effect has been obtained with the 
 handle in release, where should it then be placed ? 
 
 A. In holding position if the engine brakes are to be 
 kept on ; or running position to release them. 
 
 Q. What is the purpose of holding position? 
 
 A. To keep the locomotive brakes on after train brakes 
 have been released. 
 
 Q. What occurs when the handle is moved to emer- 
 gency position? 
 
 A. Brake pipe pressure is suddenly discharged to the 
 atmosphere through a large passage by way of the ro- 
 tary valve and seat thus causing emergency action of 
 the triple valves, and instantaneous application of the 
 brakes at full power. 
 
 Q. Is air pressure maintained in the control reservoir 
 of the automatic control valve during an emergency ap- 
 plication ? 
 
 A. Yes. 
 
 Q. What becomes of the air in the equalizing reservoir 
 during emergency? 
 
 A. It is all discharged through the rotary valve and 
 passes to the atmosphere. 
 
EXAMINATION QUESTIONS AND ANSWERS 211 
 
 INDEPENDENT BRAKE VALVE. 
 
 Q. Of what type is the independent brake valve? 
 
 A. It is a slide valve operated by a lever. 
 
 Q. How many, and what are the positions of this 
 valve ? 
 
 A. Four; release, lap, service and emergency. 
 
 Q. In what position should the handle of the inde- 
 pendent brake valve be carried when this brake is not in 
 use ? 
 
 A. Release position, always. 
 
 Q. What is the purpose of lap position with this valve ? 
 
 A. To keep the engine brakes on after they have been 
 applied at the desired pressure. 
 
 Q. What occurs when the independent brake valve is 
 placed in service position? 
 
 A. A small port in the slide valve seat is uncovered 
 through which air can pass from the chamber above the 
 slide valve to the locomotive brake cylinders, applying 
 the brakes gradually. 
 
 Q. What is the result when the handle of the inde- 
 pendent brake valve is placed in emergency position? 
 
 A. The slide valve fully uncovers the large port lead- 
 ing to the brake cylinder pipe, allowing the air to pass 
 rapidly from the reducing valve pipe to the engine brake 
 cylinders. 
 
 Q. What is usually the maximum pressure obtained 
 in the engine brake cylinders? 
 
 A. Forty-five pounds. This supply is controlled by the 
 adjustment of the reducing valve. 
 
212 MODERX AIS BRAKE PRACTICE 
 
 DOUBLE PRESSUI.Z FZED VALVE. 
 
 Q. What is the purpose of the douhle pressure feed 
 valve? 
 
 A. To proA^de high and low brake pipe pressure 
 control. 
 
 Q. What pressures are regulated b}^ this valve? 
 
 A. Brake pipe pressure, and feed valve pipe pressure, 
 when the handle of the automatic brake valve is in either 
 running or holding position. 
 
 O. \\Tiat is the advantage of having the duplex adjust- 
 ing arrangement of this feed valve? 
 
 A. It avoids the necessit)* of using two feed valves in 
 high and low pressure service. 
 
 Q. How is the regulation of the \^lve accomplished? 
 
 A. By turning the handle until its pin strikes either one 
 of the stops, thus incfeasing or decreasing the compres- 
 sion of the regulating spring. 
 
 SINGLE PRESSURE FEED VALVE. 
 
 Q. What is the purpose of the single pressure feed 
 valve ? 
 
 A. It is used to control the pressure for operating the 
 independent brake ; also the signal system when desired ; 
 in which case it is called a reducing valve. 
 
 Q. In what way does it differ from the double pres- 
 sure feed valve? 
 
 A. In the adjustment feature which is used for re- 
 ducing main reser^^oir pressure to the 45 pounds required 
 for the independent brake. 
 
 O. How is this valve adjusted? 
 
 A. Remove the cap nut, and adjust the tension of the 
 spring by means of the adjusting screw. 
 
EXAMINATION QUESTIONS AND ANSWERS 213 
 
 DUPLEX PUMP GOVERNOR. 
 
 Q. Describe the function of the duplex pump governor 
 used with the automatic control. 
 
 A. It changes the main reservoir pressure automat- 
 ically when the brake pipe pressure is changed from low 
 to high by the feed valve ; and controls the speed of the 
 pump accordingly. 
 
 Q. In what positions of the automatic brake valve is 
 this governor in action? 
 
 A. Release, running and holding positions. 
 
 Q. Is it cut out in all the other positions of the auto- 
 matic brake valve ? 
 
 A. It is. 
 
 Q. With what is the maximum pressure head of the 
 duplex governor always in direct communication ? 
 
 A. The main reservoir. 
 
 Q. Why? Explain. 
 
 A. So that this head will control the pump when the 
 other or excess pressure head is cut out by the brake 
 valve ; or the main reservoir cut-out cock is closed. 
 
 Q. How is the maximum pressure head adjusted? 
 
 A. Place the handle of the automatic brake valve in lap 
 position, remove cap nut of governor and change tension 
 of the spring with regulating nut until it is adjusted so as 
 to stop the pump when the desired maximum main reser- 
 voir pressure is obtained. 
 
 Q. For what pressure should this head be adjusted? 
 
 A. A pressure of from 120 to 140 pounds, according to 
 the service. 
 
 Q. How is the excess pressure head of this governor 
 adjusted? 
 
 A. Place the handle of automatic brake valve in run- 
 
214 MODERN AIR BRAKE PRACTICE 
 
 iiing position, remove cap nut, and change tension of the 
 spring by means of the regulating nut, until the desired 
 difference between main reservoir and brake pipe pres- 
 sure is obtained. 
 
 Q. How much excess pressure should this head be ad- 
 justed for? 
 
 A. Twenty pounds excess pressure in main reservoir. 
 
 COMBINED AIR STRAINER AND CHECK VALVE. 
 
 Q. Describe the location and purpose of the combined 
 air strainer and check valve. 
 
 A. Two of these are used with the automatic control 
 equipment ; one being in the continuous feed pipe to pre- 
 vent back leakage from the auxiliary reservoir of the 
 automatic control valve, and the other being part of the 
 dead engine fixture. 
 
 Q. Of what does the dead engine fixture consist? 
 
 A. A pipe leading from brake pipe to main reservoir, 
 a cut-out cock and the combined check valve and strainer. 
 
 Q. When two or more locomotives are operating to- 
 gether on one train and the air pump on one engine be- 
 comes inoperative, how may the air for operating the 
 brakes on such locomotive be supplied to it? 
 
 A. With the cut-out cock open, air from the brake pipe 
 enters and passes through the strainer, lifts the check 
 valve and flows on into the main reservoir thus supplying 
 this engine with the air pressure necessary to operate its 
 brakes. 
 
 Q. What precautions should be observed when operat- 
 ing engine brakes in this way? 
 
 A. The cut-out cock in the brake pipe under the auto- 
 matic brake valve should be closed, and the handle of 
 the brake valve placed in running position. 
 
EXAMINATION QUESTIONS AND ANSWERS 215 
 
 Q. If it becomes necessary to keep the maximum brak- 
 ing power of a dead engine below standard how may it 
 be done? 
 
 A. By changing the adjustment of the safety valve of 
 the automatic control valve. The pressure can also be 
 reduced by using the release valve. 
 
 Q. How is the seating of the check valve assured ? 
 
 A. By means of the spring. 
 
216 MODERN AIR BRAKE PRACTICE 
 
 B2 H. S. EQUIPMENT—NEW YORK AIR BRAKE. 
 
 The locomotive brake equipment described and illus- 
 trated herewith is known as the B2-HS equipment and 
 is arranged in three different schedules to cover the re- 
 quirements of railroad service in general. 
 
 Schedule B2 covers the single pressure system, B2- 
 HP the double pressure system, and B2-HS the double 
 pressure system with high speed attachment such as 
 shown herewith. 
 
 The equipment differs materially from any schedule 
 heretofore furnished. As with the Combined Automatic 
 and Straight Air Brake, the independent brake valve 
 has been dispensed with, and by the addition of the Du- 
 plex Pressure Controller and Accelerator Valve, more has 
 been accomplished than was heretofore possible, and with 
 less apparatus. 
 
 With this equipment the train brakes can be released, 
 and the locomotive brakes held on. The locomotive 
 brakes can then be released when desired, or can be ap- 
 plied and released independently of the train brakes, or 
 together with same at the option of the engineer. 
 
 The locomotive brakes can be operated at all times by 
 automatic or independent application, and without re- 
 gard to position of the locomotive in a train, whether 
 used as a helper, coupled to another or assigned to any 
 other part of train. They can be applied and released 
 at will, and can be graduated off after an application of 
 the train brakes; therefore, in all kinds of service the 
 train brakes can be handled without shock to the train. 
 
NEW YORK B2 EQUIPMENT 217 
 
 The accelerator valve will be found a valuable addi- 
 tion to these equipments when operating long trains, for, 
 with the use of same, shorter stops will be effected, and 
 a more uniform application of the train brakes obtained. 
 
 All excess pressure is confined to the main reservoir, 
 and in no position of the brake valve handle can the 
 brake pipe pressure increase above its maximum. This 
 will prevent over-charging of auxiliary reservoirs on the 
 head end of trains, and also reduce the strain on air brake 
 hose. 
 
 B2 EQUIPMENT. 
 
 This equipment is designed for passenger or freight 
 service where but one brake pipe pressure is used. 
 
 Both pump governor and pressure controller have 
 single regulating heads. The pressure head for the pres- 
 sure controller should be adjusted to 70 lbs. for brake 
 pipe pressure, and the pump governor head adjusted to 
 90 lbs. for main reservoir pressure. 
 
 B2-S EQUIPMENT. 
 
 This equipment is for use with switch engines as be- 
 fore stated. A single pump governor is provided, also a 
 single pressure controller for brake pipe pressure regu- 
 lation. In the pipe connecting the regulating and sup- 
 ply portions of the pressure controller is located cut-out 
 cock No. 2. When this cock is open the controller should 
 give a maxim.um brake pipe pressure of 70 lbs. and the 
 pump governor adjusted to no lbs. for main reservoir 
 pressure. This will give the necessary air pressure for 
 freight service. By closing the cut-out cock the pressure 
 
lis MODERN Alii nriAKl:: PRACTICE 
 
 controller will become inoperative, allowing the main 
 reservoir pressure of no lbs. to pass to the brake valve, 
 and brake pipe for high speed service. 
 
 B2-HP EQUIPMENT. 
 
 This equipment is for use in freight service only. Both 
 regulating portions of the pump governor and pressure 
 controller are duplex, so that pressures of 70 and 90 lbs. 
 can be carried in the brake pipe and 90 and no lbs. in 
 the main reservoir for the ordinary brake pipe pressure 
 and the high pressure control. 
 
 For the operation of these duplex regulating portions, 
 three way cocks are provided, being connected as shown 
 in the piping diagram. 
 
 To operate these cocks turn the handle in line with 
 the pipe leading to the regulating head to be used, high 
 or low pressure as desired. This will cut in the head to 
 regulate the supply portion, and cut oft the one not in 
 use. 
 
 B2-HS EQUIPMENT. 
 
 ^ High speed locomotive brake equipment. The system 
 of regulation of pressure for the high speed equipment 
 is the same as with the B2-HP except that the regulat- 
 ing heads of the pressure controller should be adjusted 
 to 70 and no lbs. for brake pipe pressure, and the pump 
 governor heads adjusted to 90 and 120 or 130 Ifes. as 
 desired for main reservoir pressure. 
 
NEW YORK B2 EQUIPMENT 219 
 
 MANIPULATION. 
 
 On the folded sheet -(Insert) will be found piping 
 diagrams of the several B-2 equipments, and it should 
 be referred to in connection with the following instruc- 
 tions : 
 
 GENERAL. 
 
 To apply the locom.otive and train brakes (automatic), 
 move the handle of the brake valve to the graduating 
 notch necessary to make the required brake pipe reduc- 
 tion. 
 
 To release both locomotive and train brakes, move 
 the handle to Running and Straight Air release position. 
 
 To release the train brakes and hold the locomotive 
 brakes set (Straight Air), move the handle to Full Auto- 
 matic release and Straight Air application position. 
 
 . To release the locomotive brakes, move the handle to 
 Running and Straight Air release position. 
 
 To apply the locomotive brakes (Straight Air), move 
 the handle to Full Automatic release and Straight Air 
 application position. 
 
 To apply the brakes in an emergency, move the handle 
 quickly to Emergency position, and leave it there until the 
 train stops, or the danger has passed. 
 
 In case the automatic brakes are applied by the burst- 
 ing of a hose, the train parts, or a conductor's valve is 
 opened, place the handle in Lap position to retain the 
 main reservoir pressure. 
 
 To graduate off or entirely release the locomotive 
 brakes after an application of the train brakes, use the 
 lever safety valve to make the required reduction. 
 
220 MODERN AIR BRAKE PKACTTCE 
 
 The handle of the brake valve will be found to work 
 freely and easily at all times, as the pressure on the main 
 slide valve does not exceed the maximum brake pipe pres- 
 sure. 
 
 The cylinder gauge will show at all times the pressure 
 in the locomotive brake cylinders, and should be observed 
 in all brake manipulations. 
 
 Where there are two or more locomotives in a train 
 cut-out cock No. I, shown in plate 36, should be turned 
 to close the brake pipe, and the brake valve handle carried 
 in Running and Straight Air release position on all loco- 
 motives, except the one from which the brakes are oper- 
 ated. 
 
 In case it becomes necessary to cut out the Straight 
 Air brake, close cut-out cock No. 3 which is located in 
 the straight air pipe between the Brake Valve and the 
 Reducing Valve. 
 
 To cut out the Automatic Brake, close cut-out cock 
 No. 6 located in the pipe connecting the Triple Valve 
 with the Double Check Valve. 
 
 By locating the cut-out cock between the Triple and 
 Double Check Valves, the auxiliary reservoirs will re- 
 main charged, while the brake is cut out, and can be 
 alternated with the train brakes in descending long grades 
 to prevent overheating of the locomotive tires. 
 
 Cut-out cocks Nos. 3 and 6 are special, they are of 
 the three-way pattern, and when turned off drain the 
 pipes leading to the double check valve to keep the latter 
 seated in the direction of the closed cock. 
 
 The main reservoir cock No. 4 is to cut off the sup- 
 ply of air when removing any of the apparatus except 
 the governor. 
 
 The straight air controller is to limit the pressure in 
 
NEW YORK r.2 EQUIPMENT 221 
 
 the driver, truck and tender brake cylinders for the 
 straight air brake, and should be adjusted to 40 pounds 
 pressure. 
 
 Cut-out cocks Nos. 5, 6 and 7 are recommended when 
 truck brake is used, their purpose being fully understood. 
 Nos. 9 and 10 can be added, if desired, so that the driver 
 brake cylinders and reservoir can be cut out, and engine 
 truck brake operated by truck brake reservoir. 
 
222 
 
 MODERN AIR BRAKE PRACTICE 
 
 THE B2 BRAKE VALVE. 
 
 This brake valve, although modeled somewhat upon 
 the principles of the B and Bi valves, is necessarily dif- 
 ferent in detail so as to embody the features of the pres- 
 sure controller and those of the united straight air. Fig. 
 'J'] is a photographic view of the valve. Fig. 'j% is a 
 
 Fig"- 11 — B-2 Brake Valve. 
 
 longitudinal side section showing travel of main slide 
 valve EV 194 and how the graduating valve EV no 
 is controlled by the piston EV 193. This view also shows 
 the different positions of the brake valve handle. Fig. 
 79 is a top view of the valve with the cover, slide valve 
 
NEW YORK B2 EQUIPMENT 
 
 223 
 
 and handle removed, showing seat and connections for 
 the straight air and divided reservoir pipes. Fig. 80 is a 
 cross section through the valve (rear view). Fig. 81 is 
 a cross section through the main slide valve. Fig. S2 
 shows the face of the main slide valve. 
 
 rn f 
 
 VIS» 
 EV60 
 
 Visa 
 Jqoppcr pipc 
 TO supflcmcntaR* 
 
 Fig. 78. 
 
 The main reservoir pipe is connected from the pressure 
 controller to chamber B (Fig. 78) in the top of the 
 valve. The brake pipe is connected to chamber A. Dis- 
 charge of brake pipe air to the atmosphere for service 
 applications occurs through ports F and G in the main 
 slide valve and exhaust passages C in the valve body and 
 for emergency applications through ports J and K in 
 
22^ 
 
 MODERN -MR BRAKE PRACTICE 
 
 evfio 
 
 I 
 
 I Xm 
 
 ^ 
 
 TO AfcCELERATOR 
 
 VALVE RESERVOIR 
 
 
 w--^ 
 
 f^^^^LlF^ 
 
 •TOjUPPLCMeNTARV 
 RtSERVOIR 
 
 STRAIOHTAIR 
 TO BRAKE CVUNOCRS 
 
 Fig. 79' 
 
 { PIPE I'PIPE 
 
 TO TRAIN PIPC TO MAIN SCSeRVOUl 
 
 I 
 
 Fig. 8a 
 
 Fig. 8i. 
 
NEW YORK B2 EQUIPMENT 
 
 225 
 
 the slide valve (Fig. 82) and exhaust passage C. The 
 main slide valve also controls the flow of air from the 
 main reservoir to the brake pipe. In Full automatic re- 
 lease position air is free to pass from the main reservoir 
 to the brake pipe through ports M and also around 
 the slide valve, as in this position the slide valve is moved 
 forward, uncovering a portion of the passage. (See Fig. 
 83.) When the handle is in Running position only 
 ports M are open but are of a size to promptly release 
 all train brakes. (See Fig. 84.) 
 
 FACe OF SUDE VALVE 
 
 IT P P /G 
 
 Mcii 
 
 Small slide valve EV no is a cut-off or graduating 
 valve, operated by piston EV 193, and lever EV 112. 
 In service applications it automatically laps port F, and 
 stops the discharge of brake pipe air when the brake 
 pipe reduction, corresponding to the service graduating 
 notch in which the handle is placed, has been made. 
 Piston EV 193, which is exposed on one side to brake 
 pipe pressure (Chamber A) and on the other to Chamber 
 D, and supplementary reservoir pressure, through the 
 agency of lever EV 112 causes valve EV no to move 
 automatically whatever distance is necessary to close 
 port F. 
 
 Passage H (Figs. 78 and 80), runs lengthwise to the 
 valve, one end leading to the supplementary reservoir 
 
22( 
 
 MODERN AIR BRAKE PRACTICE 
 
 as indicated in Fig. yS, while the other end leads to the 
 space D, back of the piston EV 193. In Full auto- 
 matic release, and in Running and Straight Air release 
 positions, air from chamber B, Fig. 79, passes through 
 port \V to passage H and supplementary reservoir, until 
 there is equal pressure on both sides of the piston EV 
 193 and the supplementary reservoir pressure is equal to 
 the brake pipe pressure. 
 
 [ W £ 
 
 F D J P V R 
 
 Fig. 83 — Release Position. 
 
 Port O (Fig. 78), is used to return the piston EV 
 193 to its normal position when releasing the brakes, and 
 is open to the exhaust passage C when the handle of 
 the brake valve is in Full x\utomatic Release, Running, 
 and Lap positions, and closes just before the handle is 
 brought to the first graduating notch. During the time 
 the brake vahx handle is in any of these positions, 
 port O is open through passage C to the atmosphere, 
 as stated, and if it were not for the vent valve E\' 180 the 
 function of piston EV 193 would be destroyed, as a con- 
 tinual blow from chamber D would result while the pis- 
 ton E\' 193 is in operation the vent valve EV 180 is 
 away from its seat, thus opening port O to the slide valve 
 
NEW YORK B2 EQUIPMENT 227 
 
 seat, to be opened when the handle is again returned to 
 release position. 
 
 Connection is made with the straight air pipe through 
 passage L (See Figs. 79 and 83) to which ports E 
 and V connect from the main slide valve seat. Port E 
 is the admission port and is open to receive pressure 
 from chamber B when the handle of the brake valve is 
 in Full automatic release and Straight Air application 
 position. Port V is the exhaust port and is used to ex- 
 haust the pressure from the driver brake cylinders in 
 releasing the straight air brake, the release being accom- 
 plished through ports R and J in the main slide valve, 
 and passage C in the valve body. (See Fig. 84.) 
 
 Fig. 84 — Running Position. 
 
 Port V is also used to pass pressure from chamber B to 
 the straight air brake when the handle is in the Fifth 
 graduating notch and Emergency position. This is done 
 so that if there is cylinder leakage or excessive piston 
 travel, the Straight Air brake will hold the pressure in 
 these cylinders to the adjustment of the Reducing Valve. 
 
 In all graduating positions of the Brake Valve, brake 
 pipe pressure is admitted to the divided reservoir (Large 
 compartment Fig. 90) to operate the Accelerator Valve. 
 
228 MODERN AIR BRAKE PRACTICE 
 
 When the Brake Valve handle is moved to any of the 
 graduating notches, brake pipe pressure will flow through 
 port S, passage X, and cavity AC in the main slide valve 
 (Fig. 82) and through port T, and passage Y in the 
 \'alve body (Fig. 79) to the divided reservoir until the 
 port S is cut off by the Graduating A'alve EV no, 
 when the latter closes the service port F. To guard 
 against possibility of the Accelerator Valve being open 
 while the Brake \'alve handle is in a Release position, 
 which might occur if the handle was returned before a 
 service application had been completed, port J in the main 
 slide valve (Fig. 82) has been enlarged so as to open 
 port T to the exhaust passage C, and the atmosphere 
 when the handle is in a release position. These ports are 
 large enough to rapidly discharge the air accumulated 
 in the divided reservoir, and thereby permit the accele- 
 rator valve to immediately close. By referring to the 
 diagrammatic views of the main slide valve and seat 
 shown in Figs. 83 to 88 inclusive, it will be seen what 
 ports are open and closed in the different positions of the 
 slide valve. 
 
 FULL AUTOMATIC RELEASE AND STRAIGHT AIR APPLI- 
 CATION POSITION (fig. 83). 
 
 The purpose of this position is to promptly release the 
 automatic brakes and to apply the straight air brakes on 
 the Locomotive. In this position, air is flowing directly 
 from chamber B (main reservoir) into chamber A (brake 
 pipe) past the end of the slide valve and through ports 
 M. Port O is open to port J and exhaust passage C to 
 return the piston EV 193, and port W is open to charge 
 the supplementary reservoir. Port T, also by means of 
 
NEW YORK B2 EQUIPMENT 229 
 
 port J, is open to the exhaust passage C to discharge 
 the pressure from the large compartment of the divided 
 reservoir. Port E is also open for pressure to pass to the 
 driver brake cylinders through the straight air pipe until 
 shut off by the reducing valve. 
 
 running position. 
 
 Running and Straight Air Release Position. 
 (Fig. 84.) This is the proper position of the handle 
 when wishing to release both Straight Air and Automatic 
 brakes simultaneously, or to release the Straight Air 
 Brake. Connection from Chamber B into Chamber A 
 
 Fig. 85 — Lap Position. 
 
 is made through the ports M. Port E is lapped. Ports 
 O, T and W remain the same as in Release Position. 
 Ports R and V register with each other, thus connecting 
 the straight air brake with the exhaust passage C as 
 shown, to discharge the pressure from the driver brake 
 cylinders. 
 
 Lap Position. (Fig. 85.) This position should be 
 used in case a hose bursts, the train parts or a con- 
 ductor's valve is opened, to save the main reservoir pres- 
 
230 
 
 MODERN AIR BRAKE PRACTICE 
 
 sure. In this position all ports are blanked, excepting 
 port O. As in Release and Running Positions, this port 
 is open to the exhaust passage C. In this particular posi- 
 tion cavity P in the. slide valve seat is made use of to 
 connect the port with passage C. 
 
 Fig. 86 — First Graduating Position. 
 
 Gr-\duatixg Positions. (Figs. 86 and 87.) These 
 positions give a gradual reduction of brake pipe pres- 
 sure for service applications. In Fig. 86 ports I\I are 
 
 W.E F A P O: R 
 
 Fig. 87 — Last Graduating Position. 
 
 blanked and communication from the main reservoir to 
 the brake pipe is cut off. The straight air ports E and 
 V are also blanked, as well as ports O and W, which are 
 cut off just before the handle reaches the First Gradual- 
 
NEW YORK B2 EQUIPMENT 231 
 
 ing Notch. Ports F and G are open to the exhaust pass- 
 age C, and port S is open through passage X to port T 
 to receive pressure from the brake pipe and pass it to the 
 divided reservoir to operate the Accelerator Valve. Ports 
 F and S will remain open to receive brake pipe pressure 
 until cut off by the graduating valve EV no "when the 
 service reduction has been made. 
 
 In the remainder of the Graduating Positions, the rela- 
 tion of ports remains the same with the exception of the 
 restricted passage N (Fig 87) in the end of the slide 
 valve which in the Fifth Graduating notch is over the 
 straight air port V, and should there be excessive piston 
 travel or cylinder leakage the Straight Air equipment 
 will hold the pressure in these cylinders to the adjustment 
 of the reducing valve. The restriction of port N is to 
 prevent the pressure from passing to the driver brake 
 cylinders in advance of pressure from the auxiliary reser- 
 voir of the automatic brake. 
 
 Fig. 88 — Emergency Position. 
 EMERGENCY POSITION (fIG. 88) 
 
 This position is to be used when it is desired to apply 
 the brakes to their quickest and fullest capacity. In this 
 position, the active ports are J and K, which are open 
 to exhaust brake pipe pressure from chamber A to the 
 
282 MODERX AIR BRAKE PRACTICE 
 
 atmosphere. Port V as in the fifth graduating notch is 
 open to maintain the pressure in the driver brake cylin- 
 ders against leakage, etc. Port E is closed, also ports F, 
 M, O, S, T and W. 
 
 To dismantle the Valve, the valve' cover EV 195 should 
 first be removed, and then the back cap EY 191. The 
 main slide valve EV 194 should be taken off, and the 
 Graduating valve EV no lifted out — also the Graduat- 
 ing valve spring EV in. Xext remove the fulcrum 
 pin EV 113, after which remove the piston EV 193. 
 
 Do not attempt to remove the follower cap nut EV 
 181 from the piston EV 193 while the piston is in the 
 valve body, as to do this would probably result either in 
 springing the groove in the piston stem, or in breaking 
 off the dowel pin in the valve body. 
 
 Figs. 78 to 81 show the dift'erent parts of the valve, 
 their names being as follows : EV 60, Small union nut ; 
 EV 62, Small union ell; EV 69, Handle spring; EV 75, 
 Handle pin; EV yy. Handle set screw; EV 95, Lever 
 shaft pin with cotter; EV 96, }i" plug; EV 103, End 
 plug; EV 105-A, Follower; EV 107, Packing Leather; 
 EV 108, Expander; EV no, Graduating Valve; EV in, 
 Graduating valve spring; EV 112, Graduating valve 
 lever; EV 113, Fulcrum pin; EV 116-A, Link; EV 117-A 
 Link pin; EV 118, Slide valve lever; EV 120, Lever 
 shaft; EV 121, Lever shaft packing; EV 123, Handle; 
 EV 128, Small union stud; EV 129, Cover screw; EV 
 130, Quadrant screw; EV 158, Small union swivel; EV 
 159, Cover gasket ; EV 172, Latch ; EV 173, Latch screw ; 
 EV 175, Link pin cotter; EV 180, Vent valve; EV 181, 
 Follower cap nut; EV 182, Vent valve spring; EV 183, 
 Piston cotter; EV 190, Body; EV 191, Back cap ; EV 192, 
 Cap gasket; EV 193, Piston; EV 194, Main shde valve; 
 
NEW YORK B2 EOUIPMEXT 
 
 233 
 
 EV 195, Valve cover; EV 196, Lever shaft plug; EV 198, 
 Quadrant ; EV 199, Back cap stud and nut ; QT 3, Piston 
 ring; QT 29, i" Union nut; QT 30, i" Union swivel; 
 QT 31, l" Union gasket. 
 
 n 
 
 <P^—i 
 
 I 
 I 
 
 ■6| 
 
 ^gV__, 
 
 ^=^ 
 
 •<ew.iMs. 
 
 CAMCITT 
 
 eviss ^-^"-^ 
 
 ev6o 
 evi5< 
 
 ^ 
 
 J 
 
 TO BRAKe VAbVC 
 
 Fig. 89. 
 
 rUPPLEMENTARY RESERVOIR USED WITH SWITCH ENGINE 
 
 EQUIPMENT, SCHEDULE B2-S (FiG. 89). 
 
 NAMES OF PARTS. 
 
 EV 60, Small union nut ; EV 155, Supplementary reser- 
 voir; EV 156, Reservoir plug; EV 158, Union swivel (}i" 
 copper pipe). 
 
 Piece No. 16RV 
 
 Fig 
 E V 60— Small union nut 
 EV 62— Small union ell. 
 E V 156— Reservoir plug. 
 E V 158— Union swivel. 
 
 "ev2oo 
 90 — Divided Reservoir. 
 
 E V 197— Divided reservoir. 
 
 E V 200— Botton plug. 
 
 R V 134-K-lnch stud and nut. 
 
 R V 143— Accelerator valve gask»t. 
 
234 
 
 MODERN AIR BRAKE PRACTICE 
 
 THE DUPLEX PRESSURE CONTROLLER AND 
 DOUBLE PRESSURE SYSTEM. 
 
 This valve, in reality, is a part of the Brake Valve, 
 taking place of the excess pressure or feed valve, and 
 is connected in the main reservoir pipe near the Brake 
 Valve, to control the brake pipe pressure. The Con- 
 
 Fig. 91 — Duplex Regulating Portion of Pressure Controller. 
 
 troller is in principle the same as that of a Duplex 
 Pump Governor with the exception of the regulating tops, 
 which connect to the brake pipe. In no position of 
 the Brake Valve handle is there danger of the brake 
 
DUPLEX PRESSURE CONTROLLER 
 
 235 
 
 pipe becoming over-charged, or equal to that in the main 
 reservoir. 
 
 This equipment is designed so that two pressures 
 may be carried in the brake pipe, and also in the main 
 reservoir. It will be seen by reference to the piping 
 diagram that there is a union three-way cock, from which 
 pipes lead to the regulating tops, and supply which in 
 this case is brake pipe pressure. The same arrange- 
 
 Fig. 92 — Supply Portion of Pressure Controller. 
 
 ment also applies to the pump governor. A sectional 
 view of this cock is shown in Figs. 95 and 96. When 
 one regulating top is cut in the other one is cut out and 
 vice versa. This is done to relieve the strain on the regu- 
 lating tops when not working. When the cocks are in 
 the position shown in the piping diagram the low pres- 
 sure regulating tops of the Controller and Duplex Pump 
 
236 
 
 MODERN AIR BRAKE PRACTICE 
 
 Governor are cut in, giving a pressure of seventy pounds 
 to the brake pipe, and ninety pounds to the main reser- 
 voir. When the cocks are reversed, one hundred and 
 ten pounds will then be carried in the brake pipe, and 
 one hundred and thirty pounds in the main reservoir. 
 
 Fig. 91 is a photographic view of the Duplex Pres- 
 sure controller, and Fig. 92 is a view of the supply por- 
 tion. Figs. 93 and 94 are sectional views of both the 
 
 hH 
 
 
 Fig. 93- 
 
 duplex and single regulating portions. Fig. 97 shows 
 the supply portion in section. Referring to Fig. 97, con- 
 nection is made with the main reservoir at M. R. and 
 by means of the cored passage, air is free to pass to the 
 under side of the valve P G 95. Connection BV leads to 
 the brake valve, main reservoir connection, and connec- 
 tion D to the regulating portion (single or duplex) also 
 connecting at D in Figs. 93 and 94. 
 
 In operation with either a single or duplex regulat- 
 
DUPLEX TRESSURE CONTROLLER 
 
 237 
 
 ing portion, as soon as the pressure in the brake , pip6 
 is great enough to overcome the resistance of the spring 
 PG lo which is. holding the diaphragm PG 13 seated over 
 port B, the pressure will pass through passage E to 
 connection D, and by piping to the space E in the sup- 
 ply portion' of the controller above the piston PG 4, forc- 
 ing the piston, and valve PG 95 down until seated, cut- 
 ting off communication between main reservoir and brake 
 pipe. 
 
 PiAnm 
 
 Fig. 94. 
 
 As soon as the pressure falls in the brake pipe below 
 the adjustment of spring PG 10, the latter will force 
 diaphragm PG 13 to its seat, closing off port B, where- 
 upon pressure in passage E, and piping connecting 
 supply and regulating portions, and space E above pis- 
 ton PG 4 will immediately escape to the atmosphere 
 through the small port C in the regulating head of the 
 controller, after which main reservoir pressure will lift 
 valve PG 95 off its seat, and again open communication 
 to the brake pipe. 
 
28« 
 
 MODERN AIR BRAKE PRACTICE 
 
 Port X in the supply portion of the controller con- 
 nects the under side of piston PG 4 with atmosphere, 
 so that it will be free to operate and to discharge any 
 leakage by the ring PG 24 or valve PG 95. 
 
 The regulating portions are provided with brackets 
 so that they can be attached to the cab in some con- 
 venient place where they will be handy for adjustment. 
 The adjustment of these regulating heads is accomplished 
 by means of nut PG 35 which regulates the tension of 
 spring PG 10. 
 
 Fig. 95- 
 
 Fig. 96. 
 
 Each regulating head has a vent port C, and to avoid 
 any unnecessary waste of air, one of these heads should 
 be plugged with screw PG 33. The cut-out cock shown 
 in Fig. 96 is used with the B2S equipment, between the 
 regulating and supply portions. When this cock is closed 
 the supply portion of the controller is cut off. 
 
 The hand wheel PG 45 can be used in descending 
 grades if desired, to increase the brake pipe pressure 
 to that of the main reservoir. By screwing the wheel 
 up, it will lift the valve PG 95 off its seat and thus al- 
 low the two pressures to become equal. The Controller 
 will then be inoperative, and main reservoir pressure will 
 be free to pass to the brake pipe until the Controller is 
 again restored to its operative condition. 
 
DUPLEX PRESSURE CONTROLLER 
 
 239 
 
 Tb.c names of parts of the regulating portion are : PG 
 3A Spring Casing; PG 10 Regulating Spring; PG 12A 
 and B Diaphragm button ; PG 13 Diaphragm ; PG 14 
 Air valve seat; PG 32 Diaphragm body; PG 33 Vent 
 plug; PG 34 Cap; PG 35 Regulating nut; PG 36 Air 
 union swivel (^" copper pipe) ; PG 37 Air union nut; 
 PG 98 Duplex bracket; EV 60 Small union nut; EV 
 128 Small union stud; EV 158 small union swivel (^" 
 copper pipe). The parts of the three-way cock are: SC 
 57 Washer; SC 58 Nut; SC 129 Body; SC 130 Plug; 
 E\' 60 Small union nut; EV 158 Union Swivel (^" cop- 
 per pipe). 
 
 Fig. 97. 
 
 The parts of the supply portion are: PG 4 Piston; 
 PG 6A Valve guide; PG 24 Piston ring; PG 45 Hand 
 wheel ; PG 46 Lifting Stem ; PG 48 Body ; PG 49 Cap ; 
 PG 94 Guide; PG 95 Valve; PG 99 i>4" union nut; PG 
 100 1%" union swivel; EV 60 Small union nut; EV 128 
 Small union stud; EV 158 Union swivel (%" copper 
 pipe) ; SA 6 Leather seat ; SA 39 Valve stem nut ; AV 28 
 Hand wheel nut. 
 
240 
 
 MODERN AIR BRAKE PRACTICE 
 
 ACCELERATOR VALVE. 
 
 This valve is designed to assist the Brake Valve in 
 discharging brake pipe pressure v^hen making service 
 stops on long trains to bring about a more uniform ap- 
 plication of the brakes, and to apply them more promptly 
 than heretofore. 
 
 Fig. 98 — Accelerator Valve. 
 
 The Valve is perfectly automatic in its operation, be- 
 ing governed entirely by the volume of air in the brake 
 pipe, operating only when the train is of such a length 
 
ACCELERATOR VALVE 
 
 241 
 
 as to vv^arrant the use of same. The operation is similar 
 to that of the graduating mechanism in the Brake Valve, 
 opening about four seconds after the Brake Valve han- 
 dle has been moved to a graduating notch, and closing 
 in about the same length of time after the graduating 
 valve has closed. 
 
 Figure 98 is an outside view of the Valve showing con- 
 nection to brake pipe and exhaust which is through the 
 street ell. A sectional view is shown in Fig. 99. The 
 Valve is bolted to the end of the divided reservoir (Fig. 
 
 JXXt«ve3 
 
 \— HS24 
 
 Ssi%§\tft 
 
 ^ Brake PiM^ 
 Connection^ 
 
 «»RV64 
 
 Fig. 99. 
 
 90), and receives pressure from same through passage 
 Q which connects to the space C above the piston RV 
 65. The brake pipe connection leads to the slide valve 
 chamber O. 
 
 Chamber B is open to the atmosphere through port 
 T, and in the operation of the Valve, will carry off the 
 discharge of pressure through port S, and any leakage 
 by the piston RV 65 or valve stem RV 67. 
 
242 MODERN AIR BRAKE TRACTICfi 
 
 The slide valve RV 74, when at rest, laps the port 
 b and exhaust, and is held in this position by the spring 
 QT 231 through the medium of valve stem RV 67, 
 which seats in the manner shown. Port b is triangular, 
 the larger portion being at the bottom, and in oper- 
 ation brake pipe pressure is gradually cut off as the 
 slide valve closes. Port a in the slide valve is oblong 
 being just long enough to uncover the triangular port 
 b, when the slide valve is wide open. To give the slide 
 valve a slow closure port R is provided in the valve body, 
 and port S through the piston RV 65 as shown. When 
 the valve is in operation and brake pipe pressure is being 
 discharged to the atmosphere through ports a and b, 
 ports R and S are open to discharge the pressure above 
 the piston and divided reservoir. As soon as the pres- 
 sure in the divided reservoir has reduced sufficiently for 
 the spring QT 231 to operate, it will move the valve 
 slowly upward until the port R is cut off, which will then 
 reduce the discharge from the reservoir about one-half, 
 giving the slide valve the slow closure desired. 
 
 The valve operates when there are eight or more cars 
 in a train, and requires from fifteen to seventeen pounds 
 pressure in the divided reservoir to operate it. Any 
 pressure passing into this reservoir, as with a shorter 
 train than eight cars, will be discharged to the atmos- 
 phere through ports S and T, the slide valve remaining 
 closed. 
 
 The proper names of parts of the accelerator valve 
 are as follows : PG 24, Piston ring ; RV 62, Body ; 
 RV 63, Upper cap; RV 64, Lower cap; RV 65, Piston; 
 RV Gy, Valve stem ; RV 70, Leather seat ; RV 74, Slide 
 valve; QT 231, Spring; EV 656, Slide valve spring; 
 HS 24, y2" Street ell. 
 
STRAIGHT AIR REDUCING VALVE 
 
 243 
 
 STRAIGHT AIR REDUCING VALVE. 
 
 The purpose of this valve is to limit the pressure in 
 the driver, and truck brake cylinders, to 40 pounds when 
 using the straight air brake. 
 
 Fig. 100 — Straight Air Reducing Valve. 
 
 Fig. TOO is a photographic view of the reducing valve 
 and Fig. 100 a section showing the valves, passages, etc. 
 
 Connection from the brake valve is made to the union 
 fitting A and by means of the passage C pressure is free 
 to pass to the feed valve SA 26. Connection B leads to 
 
244 
 
 MODERN AIR BRAKE J'RACTICE 
 
 double check valve and brake cylinders. During the time 
 the tension of the spring against the diaphragm is 
 stronger than the force exerted against it by the brake 
 cylinder pressure, valve SA 26 will be held open, where- 
 upon pressure from the main reservoir will be free to 
 pass to the brake cylinders. As soon as the pressure 
 
 f «»»^ 
 
 Fis. loi. 
 
 against the diaphragm is strong enough to overcome the 
 resistance of the- spring, the diaphragm will be moved 
 upward, allowing the feed valve SA 26 to be closed by 
 the spring SA 28, shutting off communication from the 
 supply to the brake cylinders. 
 
 The names of the parts of this valve are as follows : 
 SA 19, Regulating stem; SA 20, Regulating spring; SA 
 
STRAIGHT AIR REDUCING VALVE 245 
 
 21, Diaphragm stem; SA 22, Nut; SA 23, Diaphragm 
 Washer; SA 24, Body; SA 25, Feed valve cap nut; Sx\ 
 26, Feed Valve; SA 28, Feed valve spring; SA 29, 
 Spring box; SA 30, Check nut; SA 31, Diaphragm Hng; 
 SA 32, Diaphragm; SA 33, Diaphragm Shield; SA 34, 
 Regulating nut; EV 253, ^" Union nut; EV 254, ^" 
 Union swivel ; EV 255, Y^' Union gasket. 
 
246 
 
 MODERN AIR BRAKE PRACTICE 
 
 HIGH SPEED CONTROLLER WITH LEVER 
 SAFETY VALVE. 
 
 This valve is operative when the loeomotive equipment 
 is set for high speed service. 
 
 pH::::««SSB;0 
 
 Fig. 102 — High Speed Controller. 
 
 Fig. 102 is an outside view showing the general ar- 
 rangement. Fig. T03 is a section showing the operative 
 parts. 
 
 The Safety Valve is for use at all times to graduate 
 off brake cyHnder pressure after an application of the 
 
HIGH SPEED CONTROLLER 
 
 247 
 
 train brakes when same is desired and to regulate the 
 pressure in the brake cyHnders during high speed oper- 
 ations. It is set at 53 pounds, and should so be adjusted 
 in service. 
 
 RVI04 
 
 HSI08 
 HSI06 
 
 To Brake Pip« 
 J»" Pipe 
 
 To Brake Cylinder^ 
 fA' Pibe 
 
 The High Speed Valve to which the Safety Valve is 
 fastened connects with the brake cylinder pipe at BC 
 and with brake pipe at BP. 
 
 The valve HS 108 with piston HS 107 operates when 
 the brake pipe pressure is less than the pressure in brake 
 cylinders. During all ordinary service applications the 
 valve HS 108 will remain in position shown. In an 
 emergency application when brake pipe pressure is 
 
218 
 
 MODERN AIR BRAKE PRACTICE 
 
 greatly reduced, the brake cylinder pressure will move 
 the piston HS 107, and valve its full traverse to the seat 
 C. This movement will restrict passage G leading to the 
 safety valve, and atmosphere by the circular groove in 
 the valve HS 108 being moved forward, closing a por- 
 tion of the passage. This will give a gradual blow down 
 from the brake cylinders through passage G until shut 
 off by the Safety Valve. The valve will remain in this 
 position until the brakes are released. 
 
 Fig. 104. 
 
 Ports F and D allow the brake cylinder pressure around 
 the piston HS 107, and back of the valve HS 108, so 
 that the piston is free to operate at a slight difference 
 of pressure. 
 
 Fig. 104 is a sectional view of the lever safety valve, 
 furnished with schedules B2, B2-S and B2-HP. 
 
 Fig. 105 shows the quick release valve which is used 
 
H s T. !§ & i, .3 
 
 llsl^ 
 
 PIPING UIAUKA.M Bi— HS KyUlPMENT. 
 

HIGH SPEED CONTROLLER 
 
 249 
 
 with the B2-S equipment, for switch engine service, to 
 quickly release the pressure from the driver brake 
 cylinders. 
 
 The lever safety valves shown in Figs. 103 and 104 are 
 for use at all times to graduate off brake cylinder pres- 
 sure, after an application of train brakes, when the same 
 is desired. These valves are set at fifty-three pounds, and 
 should be so adjusted in service. 
 
 ev£9a 
 
 Fig. 105. 
 
 The two lever safety valves, although similar in ap- 
 pearance, are different in operation. In Fig. 103 the 
 valve RV 133 is of a pop-safety valve design, and when 
 forced open will remain so until the pressure beneath 
 it has fallen to a trifle less than the force exerted against 
 it by the spring RV 105 A. The safety valve shown in 
 Fig, 104 is an ordinary blow-down pop valve, and while 
 it will operate and reduce brake cylinder pressure to 
 the desired amount, is not as free an operating valve as 
 
250 MODERN AIR BRAKE PRACTICE 
 
 the one shown in Fig. 103. It is obvious to state that 
 these lever safety valves are also for use to keep the 
 brake cylinder pressure within a certain prescribed limit, 
 as, if they were not used, an application of the straight 
 air brake, followed by one of the automatic, would 
 greatly increase the brake cylinder pressure over the pre- 
 scribed limit. 
 
 • The quick release valve shown in Fig. 105, as before 
 stated, is for use with schedule B2-S switch engine equip- 
 ment. This valve is to hasten the release after an ap- 
 plication of the automatic or straight air brakes. Re- 
 ferring to Fig. 105, connection A leads to the double 
 check valve as shown in the piping diagram of this 
 equipment. Connection B leads to the driver brake cyl- 
 inders and connection X to the exhaust. 
 
51 
 
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 fU'l.No UlAOKAM. daiEUULt B^i. (.SlSOJ-t PlU-SSURE tJVSU-M.J 
 
 Pipivi; PiAtjRAM. Schedule B3-HP. For. use in Freiuht Service. (High Pressure Control Apparatus) 
 
 V 
 
 DiAuKAM. Schedule B3-15S. Foe use ix Passenger Service. (High Spki-d Brak.) 
 
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NEW YORK B3 EQUIPMENT 251 
 
 THE NEW YORK B-3 LOCOMOTIVE BRAKE 
 
 EOUIPMENT. 
 
 This locomotive brake equipment is known as the B-3 
 equipment, and is arranged in four different schedules to 
 cover the general requirements of railroad service. 
 
 Schedule B-3 is for engines in passenger or freight 
 service, where but one brake pipe pressure is used. Both 
 pump governor and pressure controller have single regu- 
 lating heads, which should be adjusted for the standard 
 brake pipe and main reservoir pressure. 
 
 Schedule B-3S is for switch engines only. A single 
 pump governor and single presGure controller are used. 
 The controller is set to give a brake pipe pressure of 70 
 pounds and the pump governor for 90 pounds main 
 reservoir pressure, for ordinary switching service. How- 
 ever, when the engine is used for passenger switching 
 service, and handles trains that are using no pounds 
 brake pipe pressure, the pump governor should be ad- 
 justed to no pounds main reservoir pressure. When 
 handling a train using the high pressure, close cock No. 2 
 between the regulating and supply portions of the con- 
 troller. This renders the controller inoperative, allowing 
 tne main reservoir pressure of no pounds to pass tc the 
 brake valve and brake pipe, so that trains using the high 
 speed brake can be handled without delay without the 
 necessity of carrying additional apparatus. A quick re- 
 
252 NEW YORK B3 EQUIPMENT 
 
 lease valve is furnished with this schedule, to be placed 
 in the straight air pipe, so that the brakes can be re- 
 leased quickly, permitting quicker movement. The 
 divided reservoir and accelerator valve are not furnished 
 with this schedule. The supplementary reservoir is sub- 
 stituted for the divided reservoir. 
 
 Schedule B-3HP is for freight service where heavily 
 loaded trains are handled on heavy grades, or loads 
 handled down grades and empties up. Both regulating 
 portions of the pump governor and pressure controller 
 are duplex, so that pressures of 70 and 90 pounds can 
 be carried in the brake pipe and 90 and no pounds in 
 the main reservoir for the ordinary brake pipe pressure 
 and the high pressure control. 
 
 For the operation of these duplex regulating portions, 
 three-way cocks are provided, being connected as shown 
 in the piping diagram. To operate these cocks, turn the 
 handle in line with the pipe leading to the regulating 
 head to be used, high or low pressure as desired. This 
 will cut in the head to regulate the supply portion, and 
 cut off the pressure to the one not in use. 
 
 Schedule B3-HS is the high speed brake. It includes 
 the duplex pressure controller and the duplex pump 
 governor. The regulating heads of the pressure con- 
 troller should be adjusted to 70 pounds and no pounds 
 for brake pipe pressure, and the pump governor heads 
 adjusted to 90 pounds and 130 pounds for the main 
 reservoir pressure. A union four-way cock is used with 
 the regulating heads of the pressure controller. This is a 
 special cock with a connection to each regulating top, 
 one to the supply pipe, between the controller and brake 
 valve, and one to the pipe between the brake valve and 
 accelerator reservoir. When the handle of the four-way 
 
NEW YORK P.3 EQUIPMENT 253 
 
 cock is in the position to operate the regulating head ad- 
 justed to no pounds brake pipe pressure, a small port in 
 the accelerator reservoir connection is brought into com- 
 munication with a port to the atmosphere. The obiect of 
 this port is to prevent more than the usual precTetermined 
 reduction of brake pipe air, obtained in the graduating 
 notches, taking place with no pounds pressure. A union 
 three-way cock connected to the main reservoir and pump 
 governor regulating tops, is used to change the main 
 reservoir pressures. 
 
 The piping diagrams of the four schedules of the B-3 
 equipment, inserted at the beginning of this section, show 
 the several parts comprising each schedule, as well as the 
 proper pipe connections. This equipment is an improve- 
 ment on former equipments. It not only includes all 
 necessary features for the automatic brake, but also a 
 straight air brake for the locomotive and tender, all 
 operated by the automatic brake valve, without any 
 additional positions. 
 
 Some of the notable improvements incorporated in the 
 B-3 brake valve, which will be appreciated by those who 
 come in contact with it, are : the use of tap bolts instead 
 of screws to fasten the valve cover to the body. Port O 
 is bored instead of being drilled through the cover. The 
 projection for centering the piston packing leather, EV- 
 107, is on the piston instead of on the follower. A new 
 packing leather can now be applied without removing the 
 piston from the brake valve. It is only necessary to re- 
 move the back cap and the follower. Other parts of this 
 equipment, such as the pressure controller, the accelerator 
 valve, and the high-speed controller, are each and all fully 
 described and illustrated in the section on the B-2HS 
 equipment. 
 
254 MODERN AIR BRAKE PRACTICE 
 
 MANIPULATION. 
 
 To apply the automatic brakes on the locomotive and 
 train, move the handle of the brake valve to the gradu- 
 ating notch necessary to make the required brake pipe 
 reduction. 
 
 Fig. 1 06 — B-3 Brake Valve. 
 
 To release both locomotive and train brakes, move the 
 handle to Running and Straight air release position. 
 
 To release the train brakes and hold the locomotive 
 brakes set, move the handle to Automatic release and 
 Straight Air Application position. 
 
 To apply the locomotive brakes (Straight Air), move 
 the Jiandle to Full Automatic release and Straight Air 
 Application position. 
 
NEW YORK P,3 EQUIPMENT f^^5 
 
 To release the locomotive brakes move the handle to 
 Running and Straight Air release position. 
 
 To apply the brakes in an emergency, move the han- 
 dle quickly to Emergency position and leave it there until 
 the train stops. 
 
 In case the automatic brakes are applied by the burst- 
 ing of a hose, the train parts, or a conductor's valve 
 is opened, place the handle in Lap position to retain the 
 main reservoir pressure. , 
 
 To graduate off or entirely release the locomotive 
 brakes while holding the train brakes applied, use the 
 lever safety valve to make the required reduction. 
 
 The handle of the brake valve will be found to work 
 freely and easily at all times, as the pressure on the main 
 slide valve does not exceed the maximum brake pipe 
 pressure. 
 
 The cylinder gauge will show at all times the pressure 
 in the locomotive brake cylinder and should be observed 
 in brake manipulations. 
 
 Where there are two or more locomotives in a train, 
 cut-out cock Xo. I should be turned to close the brake 
 pipe and the brake valve handle carried in Running and 
 Straight Air release position on all locomotives except 
 the one from which the brakes are operated. 
 
 In case it becomes necessary to cut out the Straight 
 Air brake, close cut-out cock No. 3, located in the straight 
 air pipe. 
 
 To cut out the automatic brake on the engine, close 
 cut-out cock No. 6, located in the pipe connecting the 
 triple valve with the double check valve. By locating 
 the cut-out cock at this point the auxiliary reservoir will 
 remain charged if the brake is cut out, and can be cut in 
 immediatelv should it be so desired. This cut-out cock 
 
256 
 
 MODERN AIR BRAKE PRACTICE 
 
 and also cut-out cock Xo. 3 are special ; they are of the 
 three-way pattern and when turned off, drain the pipes 
 leading to the double check valve, which insures the 
 check valve remaining- seated in the direction of the closed 
 
 cock. If desired, cut-out cock Xo. 8 can be substituted 
 for cock X'o. 6 ; the latter is, however, recommended. 
 
 The main reservoir cock Xo. 4 is to cut off the supply 
 of air when removing any of the apparatus except the 
 governor. 
 
NEW YORK B3 EQUIPMENT 
 
 257 
 
 n> 
 
 2^ 
 
 C 
 
 :rnr . £n.. 
 
 "^^ 
 
 :;a:i-tl4h' 
 
 o — . 
 
 ; -:^^iL^jMg^l 
 
 
 
 ) ) u 
 
 -TOACCELCRATOR 
 
 Jf/ \7Tl 
 
 RESERVOIR--^ \^ ^:7 
 
 Fiff. 108. 
 
 TO 
 'CVUNOEM 
 
 Ok 
 
 EVI96 
 
 Fig. 109. 
 
f^58 MODERN AIR BRAKE PRACTICE 
 
 The straight air controller is to limit the pressure in 
 the driver, truck and tender brake cylinders for the 
 straight air brake, and should be adjusted to 40 pounds 
 pressure. 
 
 Cut-out cocks Nos. 5, 6 and 7 are recommended when 
 truck brake is used, their purpose being fully understood. 
 Nos. 9 and 10 can be added, if desired, so that the driver 
 brake cylinders, and reservoir can be cut out, and engine 
 truck brake operated by truck brake reservoir. 
 
 B-3 BRAKE VALVE. 
 
 Figure 107 is a longitudinal side section of the brake 
 valve (Running position), showing the main slide valve 
 EV 312, and how the graduating valve EV 317 is con- 
 trolled by the piston EV 311 and lever EV 302, also 
 port O in the back cap closed by the vent valve, 
 EV 180. This view also shows the different positions 
 of the brake valve handle. Fig. 109 is a cross section 
 through the valve (rear view). Fig. no is a cross 
 section through the main slide valve, EV 312. This 
 view shows the main reservoir and brake pipe con- 
 nection. It also shows the location of passage H, which 
 • connects the supplementary reservoir and chamber D, 
 back of piston EV 311* also port O drilled to the slide 
 valve seat and cavity R in the slide valve. Fig. 108 is a 
 top view of the valve with the cover, slide valve and 
 handle removed, showing the seat and connections for 
 the straight air and divided reservoir pipes. A shows 
 the opening through the slide valve seat to the brake 
 valve chamber A, beneath the slide valve. B is a cavity 
 back of the slide valve seat, into which the air flows from 
 the main reservoir pipe, although all the space under the 
 
NEW YORK P.3 EQUIPMENT 
 
 ^59 
 
 valve cover and above the slide valve is known as cham- 
 ber B. C is the exhaust passage. V is through to the 
 exhaust passage and is an exhaust port for the straight 
 air brake in running, and straight air release positions, 
 
 1 PIPE I prpt 
 
 TO BRAKE PIPE TO MAIN RESERVOIR 
 
 rig;, no. 
 
 and is also an exhaust port for the air from chamber D, 
 through port O in the release, running and lap positions. 
 Port T is to the accelerator reservoir. Port W is to the 
 passage H and the supplementary reservoir. The loca- 
 tion of port O in the seat is also shown. 
 
260 
 
 MODERN AIR BRAKE PRACTICE 
 
 Port O is used for the purpose of venting air from 
 chamber D to the atmosphere, so as to permit piston EV 
 311 to return to its normal position (Fig. 107), when re- 
 leasing brakes. It runs from the vent valve seat through 
 the back cap, lengthwise through the body of the brake 
 valve to a point shown in Fig. no, thence up to the 
 seat of the slide valve. It is connected to the exhaust 
 passage by cavity R in the slide valve, and port V in the 
 seat, in full release, running and lap positions. 
 
 JL J H 
 
 Chamber D air is prevented from escaping to the 
 atmosphere in these positions by the vent valve EV 180 
 on the end of piston EV 311. Just before the slide valve 
 reaches the first graduating notch, it covers port O, so 
 that when the piston moves forward to automatically 
 close the service exhaust port F, and unseats vent valve 
 EV 180, chamber D air only gets to the face of the slide 
 valve. When the brake valve is placed in the full re- 
 lease, running or lap positions, air from chamber D flows 
 through port O, cavity R and port V to the atmosphere 
 until the pressure in chamber D is slightly below that in 
 chamber A (brake pipe), when the brake pipe pressure 
 being the greater it forces piston EV 311 to the position 
 
NEW YORK B3 EQUIPMENT 261 
 
 shown in Fig. 107, seating the vent valve, and preventing 
 further escape of chamber D air. 
 
 EV ^26 is a pipe bracket bolted to the side of the 
 brake valve. It has two pipe connections, one to the 
 main reservoir and the other to the brake cylinders. 
 Dotted lines show the cored passage from the main 
 reservoir connection to port N^ and from port E to the 
 cylinder pipe connection. 
 
 Figure iii shows the face of the slide valve. F and G 
 are the service exhaust ports and are connected by a 
 passage through the center of the slide valve. J and K 
 are the emergency exhaust ports connected by passages 
 on each side of the central passage, connecting F and 
 G. S is a small port connected by passage X to the 
 elongated port Ac, which registers with port T in the 
 seat in all the service application positions. P is a groove 
 whose function is to connect port W and the supplemen- 
 tary reservoir with brake pipe pressure in release and run- 
 ning positions. L is a passage through which air passes 
 from the main reservoir pipe to the brake cylinder pipe 
 in straight air application position. R is a cavity con- 
 necting ports E and V in the running and straight air 
 release positions, to release the straight air brake, and O 
 and V in release, running and lap positions. It also per- 
 mits the partial opening of port N to E in the last gradu- 
 ating notch and full opening in emergency position. 
 Ports M are through the slide valve and are for charging 
 the brake pipe. 
 
 Main reservoir air, reduced to brake pipe pressure by 
 the pressure controller, flows into chamber B. The slide 
 valve EV 312 controls the flow of air from the main 
 reservoir to the brake pipe, and from the brake pipe to 
 the atmosphere. The brake pipe is connected to chambef 
 
262 
 
 MODERN AIR BRAKE PRACTICE 
 
 A. Discharge of brake pipe air to the atmosphere for 
 service appHcations occurs through ports F and G, and 
 exhaust passage C, but for emergency appHcations 
 through ports J and K and exhaust passage C. In full 
 automatic release position air is free to pass from the 
 main reservoir to the brake pipe through ports M, and 
 past the end of the slide valve EV 312. In the running 
 position, ports M only are open between the main reservoir 
 and brake pipe, but they are sufficiently large to permit 
 release of train brakes. Small slide valve EV 317 is a 
 
 A F S C T J X Ac 
 
 WNLEVOJF-^ 
 
 Fig. 112 — Release Position. 
 
 cut-of? or graduating valve operated by piston EV 311 
 and lever EV 312. In service applications it automatic- 
 ally laps port F and stops the discharge of brake pipe 
 air, when the brake pipe reduction corresponding to the 
 service graduating notch in which the handle is placed 
 has been made. Piston EV 311, which is exposed on 
 one side to brake pipe pressure and on the other to 
 chamber D or supplementary reservoir pressure, through 
 the agency of lever EV 302 causes valve EV 317 to 
 move automatically whatever distance is necessary to 
 close port F. 
 
NEW YORK n3 EQUIPMENT 263 
 
 Automatic Release and Straight Air AprLicA- 
 TiON Position (Fig. 112). The purpose of this posi- 
 tion is to promptly release and recharge the automatic 
 brakes and to apply the straight air brakes, or retain 
 the pressure in the locomotive and tender brake 
 cylinders. In this position air fiows directly from 
 chamber B (main reservoir), into chamber A (brake 
 pipe), past the end of the slide valve and through 
 ports M. Port O is open to the atmosphere through 
 port V to permit piston EV 311 to return to its 
 normal position. Port T is open to the atmosphere 
 through J and C. The supplementary reservoir is being 
 charged to brake pipe pressure through groove P and 
 port W from chamber A. Port E is brought into com- 
 munication with port N by passage L, permitting air to 
 pass to the locomotive and tender brake cylinders through 
 the straight air pipe and double check valve until shut off 
 by the ^" pressure controller, the regulating top of 
 which is connected to the straight air pipe and adjusted 
 at 40 pounds. By placing the valve handle about mid- 
 way between release and running positions the straight 
 air ports can be lapped, making it possible to increase 
 or decrease the brake cylinder pressure as may be neces- 
 sary. 
 
 Running and Straight Air Release Position (Fig. 
 113). This is the proper position in which to place the 
 handle when wishing to release the train and locomo- 
 tive brakes simultaneously, or to release the straight 
 air brake ,when it only has been applied. Air passes 
 from the main reservoir to the brake pipe through ports 
 M. Port N is closed. Port E is brought into com- 
 munication with port V and the atmosphere by cavity R, 
 releasing the straight air brake. Ports O and T are 
 
264 
 
 MODERN AIR BRAKE PRACTICE 
 
 Still Open to the atmosphere as in full release position. 
 Port T is open to the atmosphere through J and C in 
 release and running positions, so that in case of a re- 
 lease following a partial application, the accelerator reser- 
 
 L E J V 
 
 Fig. 113 — Running Position. 
 
 voir pressure can escape and prevent the operation of the 
 accelerator valve. Groove P still holds port W in com- 
 munication with the brake pipe pressure in chamber A. 
 
 AFSJCTXAc 
 
 WLNJERVO 
 
 Fig. 114 — Lap Position. 
 
 Lap Position (Fig. 114). The brake valve handle 
 should be placed in this position when a hose bursts, the 
 train parts or a conductor's valve is opened to save the 
 main reservoir air. All ports are closed in this position 
 
 I 
 
NEW YORK B3 EQUIPMENT 
 
 265 
 
 excepting port O, which is open to the atmosphere 
 through port V and the exhaust passage in release, run- 
 ning and lap positions. 
 
 WLNJERVO 
 
 Fig. IIS — First Graduating Notch. 
 
 Service Application Position (Figs, 304 and 305). 
 This position is for the purpose of gradually applying the 
 brakes and is divided into five graduating positions desig- 
 nated by notches on the quadrant. The reductions ob- 
 
 LWNJREVO 
 
 Fig. 116 — Last Graduating Notch. 
 
 tained in the different notches are respectively, 5, 8, 11, 
 15 and 23 pounds. The amount of the initial reduction 
 should always be governed by the length of the train, 
 speed, grade, etc. Always place the handle of the brake 
 
266 MODERX AIR BRAKE PRACTICE 
 
 valve in the notch which will give the required reduction. 
 ^^'hen the handle of the brake valve is moved to the first 
 graduating notch the slide valve is in the position shown. 
 Port O is closed to prevent the escape of chamber D 
 pressure. Port F is moved back of the graduating valve 
 EV 317 and port G registers with the exhaust port C. 
 Brake pipe air now flows to the atmosphere. It also 
 flows through port S, passage X, and port T to the 
 accelerator valve. As soon as the pressure in the brake 
 pipe reduces, the pressure in chamber D now being 
 greater than brake pipe pressure, it begins to expand 
 to equalize with the brake pipe pressure. In doing so it 
 moves piston EV 311 forward. The piston carries with 
 it the lower end of the graduating valve lever EV 302. 
 which is so proportioned that the graduating valve E\' 
 317 on the other end of it is moved back just far enough 
 to close ports F and S when the pressures in chamber D 
 and the brake pipe have equalized. 
 
 This stops the flow of air from the brake pipe to the 
 atmosphere, and to the accelerator reservoir (see acceler- 
 ator valve). This action is called automatic lap, and it 
 takes place in all of the graduating positions. 
 
 A further reduction of the brake pipe pressure is made 
 by moving the handle back to any of the service notches, 
 the piston moving farther forward for each successive 
 reduction. The action of the brake valve is the same, 
 and the ports are in the same relation to each other in 
 all service positions of the brake valve, except the last 
 graduating position. In this position a partial opening 
 of port X admits air slowly to the locomotive and 
 tender brake cylinders through cavity R and port E up to 
 the adjustment of the controller on the straight air pipe. 
 This is to insure full braking pressure on the engine with 
 
NEW YORK B3 EQUIPMENT 
 
 267 
 
 a full application regardless of piston travel and brake 
 cylinder leakage. 
 
 Emergency Application Position (Fig. 117). This 
 position Js for the purpose of producing a quick, heavy 
 
 X Ac C 
 
 LWJ NREVO 
 
 ( Fig. 117 — Emergency Position. 
 
 reduction in brake pipe pressure so that all triple valves 
 on the train will operate in quick action and apply the 
 brakes in the shortest possible time. 
 
 J COPPER PIPC 
 rOSRAKC VALVe 
 
 Fig. 118 — Supplementary Reservoir. 
 Used with Switch Engine Equipment, Schedule B3-S. 
 
 Ports J register with chamber A and K with the ex- 
 haust port C. allowing brake pipe air to escape rapidly 
 to the atmosphere. Cavity R allows air from the main 
 
268 
 
 MODERN AIR BRAKE PRACTICE 
 
 reservoir to pass through ports N and E to the locomo- 
 tive brake cyhnders, and the full pressure of the straight 
 air brake is maintained on the engine. 
 
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 IS 
 
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 C/J 
 
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 O (>:i i-C uc 
 
 
TYPE J 
 
 TRIPLE VALVES 
 
 269 
 
 TYPE J TRIPLE VALVES. 
 
 The Type J triple valve of the New York Air Brake 
 Company has been designed to meet the conditions of all 
 classes of passenger train service. 
 
 Fig. 120— J-6 Style A Triple Valve. 
 
 The valve is made in two styles, Style "A" and Style 
 "B," and both are quick action, automatic and of the pipe- 
 less type. Suitable pipe connections are provided for in 
 the type J triple valve, whether it is connected to a bracket 
 or direct to the brake cylinder. 
 
270 MODERN AIR BRAKE I'RACTICE 
 
 Style "A" is fitted with a high emergency pressure cap. 
 and 32 R. V. safety valve in connection with a supple- 
 mentary reservoir, and is so constructed as to guard 
 against sliding of wheels when making the slow-speed or 
 ordinary station stops, but retains the maximum pressure 
 throughout in emergency applications, when it is neces- 
 sary to stop in the shortest possibe distance. Style "B" 
 performs the same functions as Style "A," except those 
 in connection with the high emergency pressure cap, 
 safety valve and supplementary reservoir. 
 
 The following are the principal features of the Type J 
 triple valves : 
 
 The auxiliary reservoirs are recharged in about the 
 same time required to release the air from the brake 
 cylinders, therefore, the maximum braking pressure is 
 available at all times. 
 
 Figure 121 shows a vertical side section, and a verti- 
 cal cross section of the J-5 triple Style "A." Fig. 122 
 show^s the different ports, and cavities of this valve in 
 their actual positions, and their relation to each other may 
 be readily understood by locating the letters used to des- 
 ignate them in Figs. 122 to 126. 
 
 FULL RELEASE AXD CHARGING POSITION. 
 
 Figure 123 shows the valve in full release and charging 
 position. Air from the brake pipe enters at A, passes to 
 chambers B and C, then through feed groove D to cham- 
 ber E, and the auxiliary reservoir. Air from passage A 
 also unseats check valve i. and passes through chamber 
 F and port G to chamber E. and the auxiliary reservoir. 
 In this position auxiliary reservoir pressure flows through 
 port H in graduating valve 2. port I in slide \alve 3, and 
 port J in the seat, to the supplementary reservoir, and 
 
TYPE "j" TRIPLE VALVES 
 
 271 
 
 <u 
 > 
 
 
 .2 
 
 CJ 
 
 a; 
 
 
272 
 
 MODERN AIR BRAKE PRACTICE 
 
 W" 
 
 ci 
 
 I \ 
 
 PLAN OF GRADUATING VALVE 
 X T » s o 
 
 ) c:q:::; 
 
 r 
 I 
 
 C3 
 
 2 K M 
 
 PLAN OF SUDE VALVE 
 
 X ISO 
 
 FACE OF SLIDE VALVE 
 
 t 
 
 Y Q N 
 
 SLIDE VALVE SEAT 
 
 Fig. 122 
 
TYPE "j'* TRIPLE VALVES 
 
 273 
 
 brake cylinder pressure flows through port Q in the seat, 
 ports T and Z in the slide valve 3, cavity W in graduat- 
 ing valve 2, port X in slide valve 3, and port Y in the seat 
 to the atmosphere, thus recharging the auxiliary and sup- 
 plementary reservoirs and releasing the brakes. 
 
 SERVICE APPLICATION. 
 
 Figure 124 shows the valve in service position. A 
 slight reduction of the brake pipe pressure at the brake 
 valve reduces the pressure in chamber C, and piston 10 is 
 
 Fig. 123 — Full Release and Charging Position. 
 
274 MODERN AIR BRAKE PRACTICE 
 
 moved to the left by the greater pressure which is then 
 contained in chamber E, and the auxihary reservoir, car- 
 rying graduating valve 2, and slide valve 3 to the position 
 shown in Fig. 124. Auxiliary reservoir air now^ flow^s 
 through ports R. S and O. to the brake cylinder. The 
 service ports are so proportioned as to insure against ob- 
 taining an emergency application when making a ser\'ice 
 application. In service applications the safety valve 
 which is set to close at 60 pounds, is in communication 
 with the brake cylinders through ports Ai. Ex. Di, and O. 
 and the brake cylinder pressure is kept within the adjust- 
 ment of the safetv' valve to prevent danger of sliding 
 wheels. 
 
 LAP POSITIOX. 
 
 When a light reduction of brake pipe pressure is made 
 and the auxiliary reservoir pressure becomes slightly less 
 than brake pipe pressure in chamber C, the brake pipe 
 pressure moves piston 10, and graduating valve 2 to lap 
 position, as shown in Fig. 125, closing all ports, and stop- 
 ping the flow of auxiliary reserv-oir pressure to the brake 
 cylinder. A slight brake pipe reduction will again move 
 the valve to service position, after which it will again 
 move to light serv^ice lap, or full sen^ice lap. (according 
 to its previous position) both of w^hich are identical, ex- 
 cept that in full ser\'ice lap, slide valve 3 would occupy 
 the position show^n in Fig. 124, while in light ser^'ice lap 
 it would occupy the position shown in Fig. 125. This 
 operation can be repeated until the auxiliarv' reservoir 
 and brake pipe pressures become equalized. 
 
TYPE "j" TRIPLE VALVES 
 
 275 
 
 RELEASE AND RECHARGE. 
 
 When brake pipe pressure is restored after a service 
 application, or when the valve is in lap position, the pis- 
 
 Fig. 124 — Full Service Position. 
 
 ton, slide valve and graduating valve are returned to the 
 position shown in Fig. 123, and the brakes released, and 
 auxiliary reservoirs recharged as described under full 
 release and charging position. 
 
276 
 
 MODERN AIR BRAKE PRACTICE 
 
 EMERGENCY POSITION. 
 
 Figure 126 shows the valve in emergency position. 
 This position is caused by putting the brake valve handle 
 in emergency position, or from the conductor's valve, or 
 
 Fig. 125 — Light Service Lap Position. 
 
 any condition that suddenly reduces the brake pipe pres- 
 sure. Auxiliary reservoir pressure flows through port 
 N, moving pistons 5 and 8 to the left and right respec- 
 
TYPE ''/' TRIPLE VALVES 
 
 277 
 
 tively, unseating quick action valve 7, and emergency 
 valve 9, causing check valve i to be unseated by brake 
 pipe pressure, which then flows to port Q, and the brake 
 cylinder, while at the same time supplementary reservoir 
 
 Fig. 126 — Emergency Position. 
 
 pressure flows from port J around emergency valve 9 to 
 chamber around the face of valve 12, moving this valve 
 to its seat, and closing communication to port Ai, and 
 the safety valve, then flowing through passage Di, to 
 port Q and the brake cylinder, thus obtaining the maxi- 
 
278 MODERN AIR BRAKE PRACTICE 
 
 mum brake cylinder pressure and holding same through- 
 out the stop, or until released in the regular way. Dur- 
 ing the application and when the brake pipe and brake 
 cylinder pressures become equal, check valve i will be 
 returned to its seat, by the spring, preventing brake cylin- 
 der pressure from flowing back into the brake pipe. 
 When the brakes are released after an emergency appli- 
 cation, spring 13 will move valve 12 to its normal posi- 
 tion, as shown in Fig. 123. 
 
 SAFETY VALVE. 
 
 The action of the safety valve used in connection with 
 the J triple valve is practically the same as with other 
 triples previously described. Therefore it will not be 
 necessary to give a detailed description of it here. 
 
 NEW YORK, TYPE K TRIPLE VALVE. 
 
 This triple valve is manufactured in two sizes : K-5 to 
 be used with 8-inch brake cylinders, and the K-6 to be 
 used with the lo-inch brake cylinders. Each valve is 
 marked with its designation on the side of the valve body, 
 and the K-6 may also be distinguished from the K-5 by 
 the fact that the K-6 has three bolt holes, whereas the 
 K-5 has two bolt holes in the resen^oir bolting flange. 
 
 These triple valves perform all the functions of the 
 older type of quick action triple valves, as well as three 
 additional functions, viz. : — quick service, restricted re- 
 lease and uniform recharge. They can be used in the 
 same train with the older type of triples, and they im- 
 prove the action of the latter when so used. With the 
 exception of the slide valve, all of the moving parts of 
 
NEW YORK TYPE "k" TRIPLE VALVE 
 
 27? 
 
 K-5 and K-6 are identical. The K-5 and K-6 triples are 
 particularly well adapted for the proper operation of 
 
 Fig. 127 — The K-6 Triple Valve. 
 
 long trains, but give the desired results in any length 
 train. 
 
 As the action of the K-5 and K-6 valves is the same, 
 the K-6 will be dealt with in the following pages. 
 
 The brake pipe, auxiliary reservoir, and brake cylinder 
 connections are shown in Fig. 128. The brake pipe con- 
 nects at the union swivel QT-30. The opening marked 
 '*To brake cylinder" comes opposite one end of the tube 
 
280 
 
 MODERN AIR BRAKE PRACTICE 
 
 m 
 
 o o o — ty CO" 
 n CO <n n lo lO _ 
 
 t- t- t- ^~ t- t- h' 
 O O.OOO'O'O' 
 
 (J I- I- t- 
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 > 
 
 .9 
 H 
 
 00 
 0< 
 
 
NEW YORK TYPE "k" TRIPLE VALVE 281 
 
 which leads through the auxiliary reservoir to the brake 
 cylinder when the valve is bolted to the auxiliary reser- 
 voir. Provision is made for the free passage of air 
 through piston stop spring box QT-360. 
 
 Referring to Fig. 129, port Q in the slide valve seat 
 is the exhaust port to the atmosphere. Ports I and J lead 
 to the brake cylinder. Port W leads to the emergency 
 piston. Exhaust cavity P in the slide valve is used in the 
 normal release of the brake. The lower end of port M 
 in the slide valve is the exhaust port connecting the brake 
 cylinder with the atmosphere in the restricted release po- 
 sition, connecting port J from the brake cylinder with 
 port Q to the atmosphere by means of port S, drilled from 
 cavity P into port M, through the slide valve from bottom 
 to top, and longitudinally above cavity P. The upper end 
 of port M is controlled by the graduating valve and con- 
 nects the brake cylinder through cavity P and port R by 
 means of graduating valve cavity N, ports M and Q, with 
 the atmosphere in the normal release following restricted 
 release position, to hasten the escape of brake cylinder 
 pressure in case the release of the brake is not entirely 
 completed. Port T which passes directly through the 
 slide valve is controlled at its upper end by the graduat- 
 ing valve, and carries the auxiliary reservoir pressure to 
 the face of the emergency piston QT-285 i^^S- 128), in 
 the quick service position, by means of graduating valve 
 port O, and port W in the slide valve seat. Port U also 
 by the graduating valve at its upper end, its lower end 
 registering with port I to the brake cylinder in service 
 application. The graduating valve controls the upper ends 
 of ports M, R, T and U. The face of the graduating 
 valve contains a cavity N, for the purpose of connecting 
 together ports R and M in the normal release, after re- 
 
282 
 
 MODERN AIR BRAKE PRACTICE 
 
 (h--. 
 
 
 vJ.J 
 
 
 f""] 
 
 
 1 1 
 
 
 N 
 
 UPPEFt FACE or GRADUATING VAIVC 
 M R 
 
 u 
 
 M 
 
 UPPER FACE OF SLIDE VALVE 
 
 T 
 
 o 
 
 
 P s 
 
 LOWER FACE OF SLIDE VALVE 
 
 Q J ft I 
 
 SLIDE VALVE SEAf 
 
 Fig. 129. 
 
NEW YORK TYPE *'K TRIPLE VALVE 283 
 
 stricted release position, and a combined port and cavity 
 O which controls the flow of auxiliary air through ports 
 T and W to the face of the emergency piston in the ''se- 
 rial service" position. 
 
 .Figure 129 shows the relative position of the ports and 
 cavities of the slide valve, graduating valve and slide 
 valve seat of the New York K-6 triple valve. As it is 
 difficult to show all of these in their actual positions 
 relative to each other in a single section, the diagrammatic 
 cuts are made to show the principal positions with all 
 ports and passages shown in one plane. In preparing 
 these cuts, the actual proportion, and mechanical con- 
 struction of the triple valve was disregarded for the pur- 
 pose of making the connections of the ports and the oper- 
 ation more easily understood. The same designating let- 
 ters are used for the same ports in all the illustrations. 
 
 NORMAL RELEASE AND RECHARGING POSITION. 
 
 Referring to Fig. 130, air from the brake pipe enters 
 the triple valve at A, passes through passage B to cham- 
 ber C, through passage D to chamber E, through feed 
 ports F, G and H to chamber K and the auxiliary reser- 
 voir. The rate of charging the auxiliary reservoir in 
 this position is approximately the same as with the older 
 type of triple valve (H-i) on the same size reservoir. 
 While the piston 6, and slide valve 2, are in this position, 
 cavity P in slide valve 2 connects brake cylinder passage 
 J, and exhaust passage Q, giving a normal exhaust to the 
 atmosphere. When piston 6 is in the position shown in 
 Fig. 130, port F is partly closed so as to reduce to a 
 minimum the back flow from auxiliary to brake pipe, 
 however, when brake pipe pressure at any time is slightly 
 above auxiliary pressure, piston 6 will be moved to the 
 
284 
 
 MODERN AIR BRAKE PRACTICE 
 
 right against the power of spring lo fully uncovering port 
 F. Brake pipe air can then feed more rapidly to the aux- 
 iliary by means of port F, and the combined capacity of 
 ports G and H. As soon as the pressures become prac- 
 tically equalized, the power of spring lo will again return 
 piston 6 to the position shown in Fig. 130, and air w^ill 
 
 R. 
 
 Fig. 130 — Normal Release and Recharging Position. 
 
 flow from brake pipe to auxiliary until these pressures are 
 equalized. At the same time the auxiliary is being 
 charged, brake pipe pressure unseats check valve i, and 
 chamber X is charged equal to brake pipe pressure, 
 
 SERVICE POSITION. 
 
 When it is desired to make a service application, a 
 gradual reduction of brake pipe pressure is made with the 
 
NEW YORK TYPE ''k" TRIPLE VALVE 
 
 285 
 
 brake valve, and this reduction in chamber E causes pis- 
 ton 6 to move to the left until the stem of piston 6 comes 
 in contact with graduating stem 7 which is held in place 
 by spring 8. This movement of the piston carries grad- 
 uating valve 4 and slide valve 2 to the position shown in 
 
 .A. 
 
 Fig. 131 — Service Position. 
 
 Fig. 131. Passage J is now cut off from passage Q lead- 
 ing to exhaust port, and auxiliary air passes through port 
 U in slide valve 2 and port J to the brake cylinder, and 
 at the same time auxiliary air feeds through port O in 
 graduating valve 4, and port T in slide valve 2, and pas- 
 sage W leading to the emergency piston, where pressure 
 now builds up sufficient to unseat inner check valve 12, 
 thus reducing the pressure in chamber X. Brake pipe 
 
286 MODERN AIR BRAKE PRACTICE 
 
 pressure will now unseat check valve i, allowing brake 
 pipe air to flow past this valve through the small port y, 
 past inner check valve 12 into chamber V, through pas- 
 sages Z and J to the brake cylinder. In this position of 
 emergency piston 13, by pass port A-i is open to the 
 right of the piston allowing auxiliary pressure which has 
 built up, on the right of emergency piston 13 to equalize 
 with brake cylinder pressure on the left of the piston in 
 chamber V. Any pressure that might accumulate at the 
 right of piston 13 in excess of that sufficient to unseat in- 
 ner check valve 12 will be relieved through by-pass port 
 A- 1. By this means a serial venting is obtained from 
 brake pipe to brake cylinder in service application. 
 
 SERVICE LAP POSITION. 
 
 When the desired brake pipe reduction has been made, 
 and the brake valve exhaust has closed, as the relative ca- 
 pacity of ports U and O is such that auxiliary pressure 
 will be reduced at a more rapid rate than brake pressure 
 will reduce through port Y, the greater pressure in 
 chamber E will cause piston 6 and graduating valve 4 to 
 move to the right and assume the position shown in Fig. 
 132, known as service lap position. When brake pipe 
 reduction ceases, and auxiliary pressure, by flowing 
 through ports U, I and J to the brake cylinder becomes 
 slightly less than brake pipe pressure, piston 6 and grad- 
 uating valve 4 are moved to the right until the shoulder 
 of piston 6 comes in contact with the end of slide valve 2. 
 
 This movement closes ports U and T, thus preventing 
 any further flow of air from the auxiliary to brake cylin- 
 der. If it is desired to make a heavier application, a 
 further reduction of brake pipe pressure is made, and 
 piston 6 will again be moved to the left, carrying with it 
 
NEW YORK TYPE "k" TRIPLE VALVE 
 
 287 
 
 graduating valve 4, uncovering feed port U, permitting 
 additional air from the auxiliary to feed to the brake 
 cylinder. As soon as auxiliary pressure is again reduced 
 below that of the brake pipe, piston 6 will again be re- 
 
 F OH 
 
 Fig. 132 — Service Lap Position. 
 
 turned to the right, carrying with it graduating valve 4, 
 and closing port U. This action can be repeated until 
 the auxiliary reservoir and brake cylinder pressures 
 equalize. 
 
 RESTRICTED RELEASE. 
 
 When it is desired to put the triple valves in restricted 
 release position, air is admitted to the brake pipe in suffi- 
 cient volume to force piston 6, slide valve 2 and graduat- 
 
288 
 
 MODERN AIR BRAKE PRACTICE 
 
 ing valve 4 to the position shown in Fig. 133. In this po- 
 sition the upper end of port ^I is closed by graduating 
 valve 4, and air from the brake cylinder will pass through 
 passage J into cavity P, up through small port S into pas- 
 
 Mi s n p t r 
 
 ^ 
 
 p-/ w n(i a n r 1 n y V //A/, 
 
 
 
 B.C. 
 
 Fig- "^ZZ — Restricted Release PositioiL 
 
 sage M to exhaust port Q, thus restricting the release of 
 air from the brake cylinder, the flow of air to the atmos- 
 phere being limited to the capacity of small port S. When 
 piston 6 is held in the position shown in Fig. 133, the 
 triple piston packing ring covers port G, limiting recharg- 
 ing of the auxiliary to the capacity of port H in the triple 
 cylinder bushing. 
 
NEW YORK TYPE "k" TRIPLE VALVE 289 
 
 NORMAL RELEASE AFTER RESTRICTED RELEASE. 
 
 When piston 6 moves to the position shown in Fig. 133, 
 it moves stem 9 to the right, compressing spring 10 and 
 when auxiliary pressure becomes nearly equal to brake 
 pipe pressure, spring 10 forces stem 9, piston 6 and grad- 
 
 K_j±— 1 Aux.n 
 
 S.^AKsAAAt 
 
 B.C. 
 
 Fig. 134 — Normal Release After Restricted Release. 
 
 uating valve 4 to the left, to the position shown in Fig. 
 134. In this position cavity N in the graduating valve 
 connects brake cylinder passage J with passage R, and 
 uncovers the upper end of port M, thus connecting to 
 the exhaust port Q, giving a free exhaust from brake 
 cylinder to atmosphere. 
 
290 
 
 MODERN AIR BRAKE PRACTICE 
 
 EMERGENCY POSITION. 
 
 When an emergency application of the brakes is de- 
 sired, a quick reduction of the brake pipe pressure is 
 made, causing piston 6, slide valve 2 and graduating valve 
 4 to move to the position shown in Fig. 135. In this po- 
 
 AUX.R. 
 
 B.C. 
 
 Fig. 135 — Emergency Position. 
 
 sition piston 6 seats on the leather gasket, forming an air 
 tight joint and prevents leakage of air from the auxiliary 
 reservoir to the brake pipe. With slide valve 2 and grad- 
 uating valve 4 in the position shown, port U registers with 
 passage W, permitting air from the auxiliary reservoir 
 to flow to emergency piston 13. forcing piston to the ex- 
 treme left, unseating quick action valve 11, permitting 
 
NEW YORK TYPE "k" TRIPLE VALVE 291 
 
 brake pipe air to flow past check valve i and quick action 
 valve II, through passages Z and J to the brake cylinder. 
 
 Due to the large opening through ports U and W, 
 auxiliary reservoir pressure is admitted to the right of 
 piston 13 in such quantity as to force the piston beyond 
 by-pass port A-i, thus preventing the power on the right 
 of the piston being destroyed before emergency is com- 
 pleted. At the same time air from the auxiliary reservoir 
 passes through ports I and J to the brake cylinder, caus- 
 ing a quick and full application of the brakes. 
 
 When the brake pipe and brake cylinder have become 
 nearly equalized, check valve i will be returned to its 
 seat by the spring QT-118-A, preventing an}^ back leak- 
 age from the brake cylinder to the brake pipe. The re- 
 lease of the brakes, following an emergency application 
 is brought about in the same way as following a service 
 application. 
 
292 MODERN AIR BRAKE PRACTICE 
 
 QUESTIONS AND ANSWERS. 
 
 NEW YORK B-2 H. S. EQUIPMENT. 
 
 Q. What are the principal features of the B 2 H. S. 
 equipment ? 
 
 A. The engine brakes can be operated at all times, 
 either by automatic or independent application, regardless 
 of the location of the engine in a train. They can be 
 graduated off after an application, thus avoiding all shock. 
 All excess pressure is confined to the main reservoir, thus 
 preventing overcharging of the auxiliary reservoirs. 
 
 Q. How many, and what are the schedules into which 
 this equipment is divided ? 
 
 A. Three ; as follows : Schedule B 2, single pressure 
 system ; Schedule B 2-H. P., double pressure system, and 
 B 2-H. S. double pressure with high speed attachment. 
 
 Q. W^hat service is the B 2 equipment designed for ? 
 
 A. For passenger or freight service where but one 
 brake pipe pressure is used. 
 
 Q. For what service is the B 2-S equipment ? 
 
 A. Switch engines. 
 
 Q. What service is the B 2-H. P. equipment used in ? 
 
 A. Freight service, only. 
 
 Q. What is the B 2-H. S. equipment? 
 
 A. It is a high speed locomotive equipment. 
 
 Q. What system of regulation is used with the B 2, 
 and B 2-S equipments ? 
 
EXAMINATION QUESTIONS AND ANSWERS 293 
 
 A. Single pump governor and single pressure con- 
 troller. 
 
 Q. What system of regulation is employed with the 
 B 2-H. P. and B 2-H. S. equipments ? 
 
 A. A duplex pump governor, and duplex pressure con- 
 troller. 
 
 O. In what respect does the B 2 brake valve differ 
 from the B and B i brake valves ? 
 
 A. It is constructed so as to embody the features of 
 the pressure controller, and those of united straight air. 
 
 Q. How many, and what are the different positions of 
 this brake valve? 
 
 A. Six; as follows: release, running, lap, first gradu- 
 ating, last graduating and emergency. 
 
 Q. What are the two graduating positions for ? 
 
 A. To give a gradual reduction of brake pipe pressure 
 for service applications. 
 
 ' NEW YORK B-3 EQUIPMENT. 
 
 Q. What is the B 3 locomotive brake equipment ? 
 
 A. It is the New York Air Brake Company's locomo- 
 tive air brake equipment which has the automatic and 
 straight air operating features combined in one brake 
 valve. 
 
 O. In how many schedules is this equipment fur- 
 nished ? 
 
 A. Four. 
 
 Q. Why these different schedules? 
 
 A. To suit the requirements of the different classes of 
 railroad service. Switch engines, for instance, do not re- 
 quire all the parts necessary for road engines. 
 
 Q. What are its principal constructive features? 
 
 A. (a) It does away entirely with the separate straight 
 
294 MODERN AIR BRAKE PRACTICE 
 
 engineer's brake valve, (b) Combines in one engineer's 
 valve all the operative features of the standard automatic 
 engineer's brake valve, and of the straight air brake en- 
 gineer's valve. 
 
 Q. What are its principal operative advantages? 
 
 A. (a) But one engineer's valve, with only the usual 
 positions of former styles of automatic valves to manipu- 
 late in using either the locomotive straight air brake or 
 the automatic locomotive and train brakes. 
 
 Q. What are the principal new operative parts used 
 with the B 3 equipment ? 
 
 A. (a) B3 engineer's brake valve; (b) Pressure con- 
 troller; (c) Accelerator valve; (d) Divided reservoir; 
 (e) High speed controller; (f) Lever safety valve; (g) 
 Quick release valve; (h) Supplementary reservoir. 
 
 vO. W^hat are the principal parts of the B 3 brake valve ? 
 
 A. (a) The main slide valve; (b) Piston; (c) Gradu- 
 ating valve; (d) Vent valve; (e) Supplementary reser- 
 voir. 
 
 Q. Into how many chambers is the valve divided ? 
 
 A. Three. 
 
 Q. What are these chambers called ? 
 
 A. Main reservoir, or chamber "B," brake pipe, or 
 chamber "A" and supplementary reservoir, or cham- 
 ber "D." 
 
 Q. What separates chamber "B" from chambers "A'' 
 and"D?" 
 
 A. The main slide valve. 
 
 Q. Is full main reservoir pressure carried in cham- 
 ber "B r 
 
 A. Not when the main reservoir pressure is above the 
 standard brake pipe pressure. 
 
EXAMINATION QUESTIONS AND ANSWERS 295 
 
 Q. What is the greatest pressure admitted to cham- 
 ber "B?" 
 
 A. The maximum brake pipe pressure. 
 
 Q. Why then is chamber ''B" called a main reservoir 
 chamber ? 
 
 A. Because, while the air in chamber *'B" does not ex- 
 ceed maximum brake pipe pressure, it is not brake pipe 
 air, as the slide valve is the actual dividing line between 
 the main reservoir and brake pipe, and controls the flow 
 of air from the main reservoir to the brake pipe for the 
 purpose of releasing the brakes and charging the brake 
 pipe and auxiliary reservoirs, it is obvious that chamber 
 "B" must be considered as part of the main reservoir. 
 
 Q. Where then does main reservoir pressure begin, and 
 where does it end? 
 
 A. It begins at the air pump and ends at the slide 
 valve in chamber "B." 
 
 Q. Of what is chamber ''A" really a part? 
 
 A. It is a part of the brake pipe. 
 
 Q. What pressure is carried in chamber "A" at all 
 times ? 
 
 A. Brake pipe pressure. 
 
 Q. Of what use is chamber ''D?" 
 
 A. It contains the pressure that operates the automatic 
 cut-off of the brake pipe exhaust in service reductions. 
 Q. What pressure is the air in chamber ''D" equal to? 
 A. It is equal to brake pipe pressure. 
 
 Q. What are the duties of the main slide valve? 
 
 A. Generally speaking, to admit air to and discharge it 
 from the various parts of the equipment to which air is to 
 be admitted, and from which it has to be discharged. 
 They can best be described by taking each position sepa- 
 rately. 
 
296 MODERX AIR BR.\KE PRACTICE 
 
 B 3 BRAKE VALVE. 
 
 Q. How many positions lias the B 3 engineer's brake 
 valve ? 
 
 A. Five positions. 
 
 O. Name them. 
 
 A. Automatic release and straight air application posi- 
 tion, running and straight air release position, lap posi- 
 tion, service application position and emergency applica- 
 tion position. 
 
 Q. WTiy is the usual release position called the auto- 
 matic release and straight air application position with 
 this type of valve? 
 
 A. Because, while it is a position in which the auto- 
 matic brakes on the train can be released, it is also a po- 
 sition in which the locomotive straight air brake can be 
 applied. 
 
 0. When is it used? 
 
 A. It is used at a time when it is desired to release 
 the automatic brakes on the train, and to hold the loco- 
 motive brake applied, as in holding the slack bunched on 
 grades at the time when releasing the train brakes to re- 
 charge the brake pipe and auxiliary reservoirs. 
 
 Q. How is the service position of this brake valve ar- 
 ranged ? 
 
 A. Like all types* of Xew York brake valves, it is di- 
 vided into five graduating positions designated by notches 
 on the quadrant. 
 
 O. What is the quadrant? 
 
 A. The part over which the brake valve handle travels, 
 and on which the various stops, denoting the different 
 positions into which the brake valve is to be placed, are 
 arranged. 
 
EXAMINATION QUESTIONS AND ANSWERS 297 
 
 Q. What is the effect of placing the valve handle in 
 any one of the service graduating positions ? 
 
 A. A certain reduction of brake pipe pressure is made. 
 
 Q. Is this reduction the same in any notch that the 
 valve handle is placed in ? 
 
 A. No ; it varies with each notch. 
 
 Q. What reduction is obtained in the first notch ? 
 
 A. About five pounds. 
 
 Q. If the valve handle is moved directly to the sec- 
 ond notch without stopping at the first, what reduction 
 is obtained? 
 
 A. About eight pounds. 
 
 Q. If the handle is moved directly to the third notch 
 without stopping at either of the first two, what reduc- 
 tion is obtained? 
 
 A. About eleven pounds. 
 
 Q. If the handle is moved directly to the fourth notch 
 without stopping at either of the first three, what re- 
 duction is obtained? 
 
 A. About fifteen pounds. 
 
 Q. If the handle is moved directly to the fifth notch, 
 what reduction would be made? 
 
 A. About twenty-three pounds. 
 
 Q. If, after the valve handle had been placed in the 
 first notch and a five pounds reduction made, it was 
 moved to the second notch, how much more would the 
 brake pipe reduce? 
 
 A. About three pounds, or enough to make the total 
 brake pipe reduction eight pounds, as supposed to be 
 drawn off in this notch. 
 
 Q. If the handle is then moved to the third notch, how 
 much more would the brake pipe be reduced? 
 
 A. About three pounds again, or enough to make the 
 
296 MODERN AIR BRAKE PRACTICE 
 
 total reduction eleven pounds, as supposed to be drawn 
 off in this position. 
 
 Q. If the handle is then moved to the fourth notch, 
 how much more would the brake pipe be reduced? 
 
 A. About four pounds, or in all fifteen pounds. 
 
 O. If the handle is then moved to the fifth notch, 
 how much more would the brake pipe be reduced ? 
 
 A. About eight poimds, or enough to make the total 
 brake pipe reduction twenty-three pounds. 
 
 Q. Has the fifth graduating notch any other effect than 
 that of making a full ser^'ice reduction ? 
 
 A. Yes, it also opens a port which permits the main 
 reserv'oir pressure to flow into the straight air pipe up to 
 the pressure the straight air controller is set at. 
 
 O. AMiat advantage is gained by this ? 
 
 A. It keeps the locomotive brakes applied with prac- 
 tically full braking pressure, regardless of long piston 
 travel or brake cylinder leakage. 
 
 Q. Where is the graduating valve located? 
 
 A. In a cavity in the slide valve seat directly below the 
 slide valve. 
 
 O. On what does the graduating valve seat itself? 
 
 A. On the bearing face of the slide valve. 
 
 O. What holds the graduating valve in position? 
 
 A. The graduating valve lever, and graduating valve 
 spring. 
 
 O. A\'hat gives the graduating valve its motion? 
 
 A. The piston. 
 
 0. Is the graduating valve fastened directly to the 
 piston ? 
 
 A. It is connected to it by means of the graduating 
 valve lever, — ^the long end of which is connected to the 
 piston, and the short end to the graduating valve. 
 
EXAMINATION QUESTIONS AND ANSWERS 299 
 
 O. On what is the graduating valve lever fulcrumed? 
 
 A. On the fulcrum pin. 
 
 Q. Where is the fulcrum pin located? 
 
 A. It is screwed into the body of the brake valve from 
 the handle side and passes through the graduating valve 
 lever as the lever projects up through a passage cored be- 
 tween the cylinder of the brake valve and the slide valve 
 seat. 
 
 O. Where is the graduating valve spring located? 
 
 A. In the jaw of the graduating valve lever and inside 
 of the graduating valve. 
 
 O. Where is the piston located? 
 
 A. In the cylinder of the brake valve. 
 
 O. What are the duties of the piston? 
 
 A. It separates chamber '*A" from chamber "D," gives 
 motion to the graduating valve by means of the graduat- 
 ing valve lever, and prevents flow of chamber *'D" air to 
 the atmosphere, by means of the vent valve, when the 
 piston is in or returns to its normal position with the 
 brake valve handle in release, running or lap position. 
 
 O. What pressures act on the piston ? 
 
 A. Brake pipe on the side to w^hich the graduating 
 valve lever is connected and chamber '*D" pressure on 
 the vent valve side. 
 
 O. How do these pressures stand when fully charged? 
 
 A. Equal. 
 
 O. Does the space between the piston and back cap 
 constitute the volume of chamber "D?" 
 
 A. No; the supplementary reservoir is connected to 
 and is part of chamber "D." 
 
 O. \'\niere is the supplementary reservoir? 
 
 A. It is generally fastened to the roof of the cab, and 
 
300 MODERN AIR BRAKE PRACTICE 
 
 is connected by a pipe to passage "H," which is connected 
 to chamber "D.*' 
 
 Q. Is this reservoir to be considered a part of the 
 engineer's valve? 
 
 A. Yes ; it is just as much a part of the engineer's 
 valve as the slide valve or piston. 
 
 Q. Where does the air come from that supplies cham- 
 ber "D" and the supplementary reservoir? 
 
 A. From chamber "A." 
 
 Q. Where does it come from with the B 2 brake 
 valves ? 
 
 A. From chamber "B." 
 
 Q. Why this change? 
 
 A. This is simply a structural change, the results ob- 
 tained being the same with either method. 
 
 Q. Is it necessary for the supplementary reservoir to 
 be of a certain size? 
 
 A. It is. 
 
 Q. What would be the eflfect if a supplementary reser- 
 voir larger than that furnished with the equipment be 
 used? 
 
 A. The brake pipe reduction in any particular notch 
 would be less than that intended. 
 
 O. What if a smaller reservoir be used than that fur- 
 nished? 
 
 A. Then the reduction would be greater than that in- 
 tended. 
 
 Q. What is the volume of the supplementary reserA'oir ? 
 
 A. About 92 cubic inches. 
 
 O. When the brake valve handle is placed in a service 
 notch is air drawn from the supplementary reservoir^ 
 
 A. Xo : only from the brake pipe. 
 
EXAMINATION QUESTIONS AND ANSWERS 301 
 
 Q. What reduces the pressure in chamber "D" and 
 supplementary reservoir ? 
 
 A. The movement of the piston to close off brake pipe 
 exhaust increases the space in chamber "D." 
 
 Q. What prevents leakage of chamber "D" pressure 
 past the piston into chamber "A ?]' 
 
 A. The piston packing ring, and in addition a packing 
 leather, and expander. 
 
 Q. What takes place when the valve handle is placed 
 in a service notch? 
 
 A. One of the service application ports is moved away 
 from the graduating valve, and the other is over the ex- 
 haust port in slide valve. Brake pipe air is now free to 
 exhaust to the atmosphere, and the pressure in chamber 
 "A" becomes less than that in chamber "D," and the 
 latter pressure now pushes the piston forward causing 
 the graduating valve lever to revolve on the fulcrum and 
 carry the graduating valve toward the open exhaust port 
 in the slide valve to a position where it again covers this 
 port and cuts off further reduction of brake pipe pressure. 
 
 Q. If the brake valve handle is moved back to the next 
 notch, what then takes place ? 
 
 A. The slide valve is moved, carrying the exhaust port 
 away from the graduating valve, and brake pipe air is 
 again free to exhaust to the atmosphere until the expan- 
 sion of air in chamber "D" once more moves the piston, 
 and it in turn carries the graduating valve to the point 
 where it once more covers the slide valve exhaust port 
 and again cuts off the flow of brake pipe air. This opera- 
 tion is repeated in each of the graduating notches that the 
 brake valve handle may be placed in. 
 
 Q. Does the graduating valve close the exhaust in the 
 emergency position also? 
 
302 MODERX AIR BRAKET PRACTICE 
 
 A. Xo ; the brake pipe exhaust cannot be closed in the 
 emergency position. 
 
 O. \Miy not? 
 
 A. Because the brake pipe air exhausts through differ- 
 ent ports than those controUed by the graduating valve, 
 and because it is not desirable that it should be shut off 
 in emergency. 
 
 O. What becomes of the air in the supplementary res- 
 ervoir and chamber "D' in an emergency application? 
 
 A. It escapes to the atmosphere through port '"W," 
 and the emergency exhaust ports in the slide valve. 
 
 Q. Do the piston and graduating valve move in an 
 emergency application ? 
 
 A Yes, as the reduction of chamber "A'' pressure is 
 more rapid than that of chamber "D" — but -its movement 
 has no effect on the operation of the brake valve. 
 
 O. What brings the piston back to its normal position, 
 when brakes are being released? 
 
 A. In the release, running and lap positions, an open- 
 ing is made from the back of the piston — chamber "D" 
 to the atmosphere, which permits enough air to escape 
 from this cham.ber to reduce it below chamber "A" pres- 
 sure, which being the stronger, pushes the piston back to 
 its normal position. 
 
 O. What causes the short exhaust of air from the 
 brake valve each time the valve handle is returned to re- 
 lease, running and lap positions ? 
 
 A. It is the escape of air from chamber *'*D." 
 
 O. \Miat cuts off this flow of air ? 
 A. The vent valve. 
 
 O. Where is this vent valve ? 
 
 A. It :is attached to the end of the piston stem on 
 chamber "D" side. 
 
EXAMINATION QUESTIONS AND ANSWERS 303 
 
 Q. Is this part in one piece? 
 
 A. No; there are four pieces, the vent valve, the fol- 
 lower cap-nut, vent valve spring and piston cotter. 
 
 Q. What is the follower cap-nut for? 
 
 A. It slips over the vent valve and is screwed into the 
 end of a stem projecting from the piston on chamber ''D" 
 side, — thus holding the vent valve in place on the end of 
 the piston stem. The part of the vent valve which does 
 the seating to close off the flow of air from chamber 
 "D" projects out of the end of the follower cap-nut 
 through an opening in the cap-nut made for the purpose. 
 
 Q. What is the vent valve spring for ? 
 
 A. To permit the vent valve adjusting itself to its seat. 
 It has to be left a little loose in the follower cap-nut, and 
 the spring is to hold it steadily against its seat, when 
 located. 
 
 O. What is the piston cotter for? 
 
 A. It passes through the follower cap-nut and piston 
 stem, thus preventing the follower cap-nut from getting 
 loose and working off the piston stem. 
 
 Q. Where is the port that connects chamber ''D" with 
 the atmosphere in release, running and lap positions, lo- 
 cated ? 
 
 A. It starts at the center of the back cap, passes 
 through the cap and is cored through the body of the 
 brake valve and then up to the slide valve seat. 
 
 O. Where is the vent valve seat? 
 
 A. In the center of the back cap, at the point where 
 this port commences. 
 
 PIPE CONNECTIONS. • 
 
 Q. What is the purpose of the small pipe bracket bolted 
 to one side of the brake valve body? 
 
304 MODERN AIR BRAKE PRACTICE 
 
 A. It is for straight air pipe connections. 
 
 Q. How many, and what are the pipe connections of 
 the B 3 brake valve ? 
 
 A. Six ; as follows : main reservoir, brake pipe, supple- 
 mentary reservoir, straight air supply pipe, straight air 
 pipe, and accelerator pipe. 
 
 Q. Where does main reservoir pipe connect? 
 
 A. To the bottom, on the same side as valve handle. 
 
 Q. Where is the brake pipe connected? 
 
 A. Underneath, on side opposite to valve handle. 
 
 Q. Where is the supplementary reservoir pipe con- 
 nected ? 
 
 A. At the front end of brake valve on opposite side 
 from handle. 
 
 Q. How does it connect with chamber "D?" 
 
 A. By a port passing through the brake valve body. 
 
 Q. Where does the accelerator reservoir connect with 
 brake valve? 
 
 A. At the front end on same side as the brake valve 
 handle. There is also a hole drilled and tapped on the 
 handle side near the front end, which may be used if 
 more convenient. 
 
 Q. Where does the straight air supply pipe connect 
 to the brake valve ? 
 
 A. To the rear opening in the pipe bracket at side of 
 valve body. 
 
 Q. Where does the straight air pipe connect? 
 
 A. At the front opening of the pipe bracket. 
 
 CUT-OUT COCKS. 
 
 Q. What provision is made for cutting off main reser- 
 voir pressure in case it is necessary to work on the pres- 
 sure controller or brake valve? 
 
EXAMINATION QUESTIONS AND ANSWERS 305 
 
 A. A cut-out cock is placed in the main reservoir pipe 
 between the pressure controller and the main reservoir. 
 
 O. What provision is made for cutting out the brake 
 valve on the second engine, when running double header ? 
 
 A. A cut-out cock is placed in the brake pipe below the 
 brake valve for this purpose. 
 
 Q. What is the use of the cut-out cock in the straight 
 air pipe? 
 
 A. To cut out the straight air pipe on engine and 
 tender. 
 
 Q. Can the straight air brake on the tender be cut out 
 without interfering with the driver brake ? 
 
 A. Yes ; by means of a cut-out cock on the straight air 
 pipe under the cab near rear of engine. 
 
 O. What provision is made for cutting out the auto- 
 matic brake? 
 
 A. Cut-out cocks are provided for this purpose. 
 
 Q. Where is the cut-out cock for cutting out the auto- 
 matic driver brake placed? 
 
 A. Between the driver brake triple valve and double 
 check valve. 
 
 Q. Why is it not placed between the brake pipe and 
 triple valve? 
 
 A. Because that cuts out the triple valve and prevents 
 the charging of the auxiliary reservoir. With the cut-out 
 cock placed between the triple valve and double check 
 valve, the auxiliary reservoir always remains charged 
 and when cut in, is available for instant use. Cock can 
 be placed between brake pipe and triple valve, however, 
 if so desired. 
 
 Q. What kind of cocks are used In the straight air 
 pipe, between the brake valve and double check valve, and 
 between the triple valve and double check valve? 
 
306 MODERN AIR BRAKE PRACTICE 
 
 A. These two cut-out cocks are of a special style. 
 They have a hole drilled in one side so that when in the 
 cut-out position, they connect the pipe leading to the 
 double check to the atmosphere. 
 
 Q. What is gained by this style of cock ? 
 
 A. When cut out, no pressure can accumulate in the 
 pipe leading to the double check valve, which insures the 
 double check remaining seated. 
 
 PRESSURE CONTROLLER. 
 
 Q. How is brake pipe pressure regulated with the B 3 
 equipment ? 
 
 A. By means of the pressure controller. 
 
 Q. What may the pressure controller be said to be ? 
 
 A. A device for regulating or controlling brake pipe 
 pressure. 
 
 Q. What does it take the place of? 
 
 A. The feed valve or excess pressure valve that is usu- 
 ally found on other styles of engineers' valves. 
 
 Q. Is this valve a part of the engineer's brake valve? 
 
 A. Yes, just as much as the feed valve or excess pres- 
 sure valve is a part of any ordinary engineer's valve. 
 
 Q. Where is it located ? 
 
 A. In the pipe leading from the main reservoir to the 
 engineer's brake valve. 
 
 Q. At what point in this pipe is it generally placed ? 
 
 A. It is generally placed in the cab near the engineer's 
 valve and handy to the engineer. 
 
 Q. To what may its principle of operation be com- 
 pared ? 
 
 A. To that of the ordinary pump governor. 
 
 Q. Of how many portions does it consist? 
 
 A. It is generally considered as having two portions — 
 
EXAMINATION QUESTIONS AND ANSWERS 307 
 
 the supply portion and the regulating portion, which are 
 usually connected with a pipe, but if more convenient, 
 where the single controller is used, the bracket may be 
 dispensed with and the regulating portion screwed into 
 the cap of the supply portion. 
 
 Q. Where is the excess pressure confined with this 
 valve ? 
 
 A. It is confined to the main reservoir. 
 
 Q. How is it confined to the main reservoir? 
 
 A. By placing the pressure controller in the pipe be- 
 tween the main reservoir and engineer's valve, and hav- 
 ing it so arranged that it shuts off the flow of air from 
 the main reservoir to the brake pipe when the brake pipe 
 is charged to the maximum brake pipe pressure carried. 
 
 O. What are the advantages of this method of con- 
 trolling brake* pipe pressure ? 
 
 A. (a) No special position of the brake valve is re- 
 quired to get excess pressure, (b) Excess pressure can 
 be obtained in any position of the brake valve, (c) Brake 
 pipe and auxiliary reservoir pressure cannot be raised 
 above the maximum in any position of the brake valve, 
 and therefore the tendency to overcharge the brake pipe 
 and auxiliary reservoirs in releasing brakes, a common 
 result of leaving the brake valve handle in full release 
 position too long with older forms of brake valves, is 
 overcome. 
 
 Q. How many sizes of pressure controllers are there? 
 
 A. Two; the three-quarter-inch for straight air, and 
 the one and one-quarter for brake pipe pressure regula- 
 tion. 
 
 Q. How many types of these controllers are there? 
 A. Two; the single, and the duplex. 
 Q. What is a single controller, and where is it used? 
 
308 MODERN AIR BRAKE PRACTICE 
 
 A. It has but one regulating top, and is used on straight 
 air, and on engines where under ordinary conditions the 
 same pressure is carried in both the main reservoir and 
 brake pipe. 
 
 Q. What is a duplex controller, and where is it used ? 
 
 A. The duplex controller has two regulating tops, and 
 is used on engines where the standard brake pipe and 
 main reservoir pressure may be required, or where a 
 higher pressure may be required. 
 
 Q. What advantage is gained by the use of the duplex 
 contoller ? 
 
 A. Either high or low pressure may be cut in or out at 
 a moment's notice, without the necessity of changing ad- 
 justment of brake pipe or main reservoir tops. 
 
 Q. From whence does the controller take its air pres- 
 sure? 
 
 A. Directly from the pipe between the supply portion 
 and the brake valve. 
 
 Q. How is the pressure varied when using the duplex 
 regulating portion ? 
 
 A. By means of appropriate cocks, according to sched- 
 ule used, placed in the pipe leading from the air supply 
 to the pressure heads. 
 
 Q. How is the regulating portion arranged for attach- 
 ment in position? 
 
 A. It is provided with a bracket so it can be bolted 
 fast to the side of the cab. 
 
 Q. How is the adjustment of the regulating portion 
 accomplished? 
 
 A. The adjustment of the regulating tops or heads is 
 accomplished by means of adjusting the screw which reg- 
 ulates the tension of the spring the same as in any ordi- 
 nary governor. 
 
EXAMINATION QUESTIONS AND ANSWERS 309 
 
 Q. Where is the supply portion of the controller lo- 
 cated ? 
 
 A. This is the part that is placed in the main reservoir 
 pipe between the reservoir and brake valve. 
 
 Q. In what way does the supply portion differ from 
 the steam portion of an ordinary governor ? 
 
 A. It has a leather seated supply valve instead of a 
 metal valve, and has a screw entered into the bottom of 
 the body which runs up to the valve seat and is moved 
 by a hand wheel on the outer end of the screw. 
 
 Q. What is the use of this screw? 
 
 A. By screwing the wheel up, it will lift the valve off 
 its seat, and allow the free passage of air from the main 
 reservoir to the brake valve. 
 
 Q. When would it be necessary to use the hand wheel ? 
 
 A. It can be made use of in the B 3-S equipment, when 
 the engine is called on to handle a train equipped with 
 the high speed brake, and with any of the schedules in 
 case of any defect that would cause a sluggish action of 
 the pressure controller. 
 
 Q. What shuts off the flow of air from the main reser- 
 voir to the brake valve ? 
 
 A. In operation, with either a single or duplex regu- 
 lating portion, as soon as the pressure in the brake pipe, 
 or chamber "B," is great enough to overcome the resist- 
 ance of the spring w^hich is holding the diaphragm seated 
 over port "B," the air will pass through the port, through 
 passage below this port, and the pipe that connects the 
 regulating and supply portions to the space above the 
 piston in the supply portion, forcing the piston down, 
 which in turn forces the valve to its seat, thus cutting 
 off communication between main reservoir and brake 
 pipe, or chamber "B." 
 
310 MODERN AIR BRAKE PRACTICE 
 
 Q. What and where is this small port "C?" 
 
 A. It is a small pin hole drilled through a screw called 
 a muffler plug screwed into a vent opening in the neck of 
 the diaphragm, being the same as the vent opening in the 
 diaphragm of any governor. 
 
 Q. What attention must be given to port *'C" when 
 using the duplex controller? 
 
 A. Each regulating head has a vent port "C;" there- 
 fore one of these should be plugged. 
 
 O. What is port **X" in the supply portion of the con- 
 troller for? 
 
 A. It is an exhaust port connecting the under side of 
 the supply portion piston with the atmosphere so that 
 any leakage past this piston may be discharged to the 
 atmosphere. 
 
 Q. What care should be taken in locating the supply 
 portion ? 
 
 A. It should, as much as possible, be away from the 
 boiler head to prevent the drying out of the leather seat. 
 
 Q. What is the object of the arrow cast on the out- 
 side of the supply portion? 
 
 A. This is used as a guide to assist in properly coup- 
 ling up the supply portion in the piping. The air should 
 pass through in the direction indicated by the arrow. 
 
 Q. What is the object of the letters L. & H., cast on 
 the bracket that holds the regulating heads ? 
 
 A. These letters signify low and high, and the pressure 
 on the side marked ''L" should be set for the low pres- 
 sure, and the one on the side marked ''H," for the high 
 pressure. 
 
EXAMINATION QUESTIONS AND ANSWERS 311 
 
 DIVIDED RESERVOIR. 
 
 Q. What is the divided reservoir? 
 
 A. A cast iron reservoir, divided by a partition into 
 two separate chambers, — hence the name. 
 
 Q. Is this divided reservoir used with all styles of New 
 York brake valves ? 
 
 A. No, it is only used when the accelerator valve is 
 part of the equipment. 
 
 Q. What is the object of the dividea reservoir? 
 
 A. As previously explained, it is necessary to have a 
 small reservoir to furnish volume to chamber "D," of the 
 engineer's brake valve, and as will be shown, it is also 
 necessary for the accelerator valve to have a small reser- 
 voir. The divided reservoir represents these two small 
 reservoirs combined and cast in one piece. 
 
 Q. Is there any communication between the two cham- 
 bers of the divided reservoirs? 
 
 A. Absolutely none. 
 
 Q. Are the two chambers of equal size ? 
 
 A. No, one is quite small, as compared with the other. 
 
 Q. What is the small chamber used for? 
 
 A. It acts as a supplementary reservoir for the engi- 
 neer's brake valve. 
 
 Q. What is the larger chamber for ? 
 
 A. It acts as the accelerator valve reservoir. 
 
 Q. What are the capacities of these two chambers? 
 
 A. The supplementary reservoir chamber contains 92 
 cubic inches, and the accelerator reservoir chamber 600 
 cubic inches. 
 
 Q. How may the large chamber be distinguished 
 from the small one? 
 
 A. When coupled up the accelerator valve is attached 
 
312 MODERN AIR BRAKE PRACTICE 
 
 to the large chamber. When not coupled, by means >f 
 the two studs projecting from the large chamber end to 
 fasten the accelerator valve with. 
 
 Q. To what is the small chamber connected? 
 
 A. To the supplementary reservoir. 
 
 Q. Where is the divided reservoir located? 
 
 A. Usually under, the running board, directly beneath 
 the cab. 
 
 Q. What are the plugs in its bottom for? 
 
 A. To drain the chambers, which should be done fre- 
 quently. 
 
 ACCELERATOR VALVE. 
 
 Q. What is the function of the accelerator valve? 
 
 A. It serves to accelerate discharge of air from the 
 brake pipe in making service reductions on long trains. 
 
 Q. When does it operate? 
 
 A. Only when service applications are made with the 
 brake valve, and then only when the volume of brake 
 pipe air is sufficient to warrant its use. 
 
 Q. Is the amount of air discharged from the brake 
 pipe greater wlien the accelerator valve is used than 
 would be the case if the brake valve alone was used? 
 
 A. No. 
 
 Q. What controls the flow of air that actuates the ac- 
 celerator valve? 
 
 A. The flow of air to the accelerator which actuates it 
 is controlled by the automatic cut-off of the engineer's 
 brake valve. 
 
 Q. Is the action of the accelerator valve automatic? 
 
 A. It is. 
 
 Q. How many cars must be in a train to obtain the 
 action of the accelerator valve? 
 
EXAMINATION QUESTIONS AND ANSWERS 313 
 
 A. About eight cars. 
 
 Q. Why will it not operate with less than eight cars? 
 
 A. Because, with less than this number of cars, the 
 automatic lap of the brake valve takes place before suffi- 
 cient pressure has been accumulated in the accelerator 
 reservoir to move the piston of the accelerator valve 
 down against its spring. 
 
 Q. How many pounds pressure is required in the ac- 
 celerator reservoir to operate the accelerator valve? 
 
 A. About ten to twelve pounds. 
 
 Q. About how long does it take after the brake valve 
 is placed in a service notch to open the accelerator valve 
 on trains long enough to bring it into use ? 
 
 A. About four seconds. 
 
 Q. Does it close as soon as the exhaust from the brake 
 valve ceases? 
 
 A. No, it continues to blow for about four seconds, 
 after the brake valve exhaust ceases. 
 
 Q. Why is this? 
 
 A. Because it takes about that long after the brake 
 valve exhaust closes for the pressure in the accelerator 
 reservoir to reduce sufficiently to allow the valve to re- 
 sume its normal position, 
 
 Q. Why not have it so arranged that it will operate on 
 a less number of cars? 
 
 A. Because the brake valve is capable of taking care 
 of short trains. 
 
 O. Does the accelerator consist of more than one 
 chamber ? 
 
 A. Yes, — it has two chambers, known as B. & O. 
 
 Q. Name the working parts of the accelerator valve. 
 
 A. The piston, valve stem, slide valve, slide valve 
 spring, valve stem leather seat and spring. 
 
314 MODERN AIR BRAKE PRACTICE 
 
 Q. Where is the piston located ? 
 
 A. In chamber "B." 
 
 Q. What pressure acts on the piston ? 
 
 A. The air in the accelerator I'eservoir acts on the up- 
 per side of the piston. 
 
 Q. What is this piston for? 
 
 A. To give motion to the slide valve. 
 
 Q. Where is this slide valve located? 
 
 A. In chamber '^O." 
 
 Q. What pressure is always present in chamber "O?" 
 
 A. Brake pipe pressure is always present in chamber 
 *'0," and around the slide valve. 
 
 Q. What prevents brake pipe pressure in chamber 
 "O" from passing the chamber "B ?" 
 
 A. The leather seat on the valve stem, which rests 
 against the seat formed on valve stem bush, and which 
 is held up to this seat by the spring. 
 
 Q. What is the slide valve for ? 
 
 A. The slide valve is to permit the escape of brake pipe 
 air when moved into the proper position, by the piston in 
 chamber *'B," acted upon by the pressure accumulated in 
 the accelerator reservoir, during a service reduction in a 
 long train, and to shut off this flow of air when the reduc- 
 tion has been made, and the air in the accelerator reser- 
 voir has escaped. 
 
 Q. What is the shape of the exhaust port in the slide 
 valve? 
 
 A. It is oblong in shape. 
 
 Q. What is the shape of the exhaust port in the slide 
 valve seat? 
 
 A. It is triangular in shape, with its point upward. 
 
 Q. Why triangular in shape? 
 
EXAMINATION QUESTIONS AND ANSWERS 315 
 
 A. To permit of a slow closure of the accelerator valve 
 exhaust. 
 
 Q. Why should the accelerator valve exhaust have a 
 slow closure? 
 
 A. For the same reason that the service exhaust of the 
 brake valve should have a gradual cut-off to preyent the 
 release of the head brakes. 
 
 Q. Of what use is the slide valve spring? 
 
 A. To hold the slide valve to its seat and prevent dirt 
 or other foreign substances getting under it, when cham- 
 ber *'0" is not charged with air. 
 
 Q. To what pressure is the accelerator valve con- 
 nected ? 
 
 A. Brake pipe pressure. 
 
 Q. Explain the operation of the accelerator valve. 
 
 A. During a service application a portion of the air 
 from the brake pipe passes to the accelerator reservoir 
 and thence to the top of the piston in the accelerator 
 valve. When lo or 12 pounds pressure has accumulated 
 in the reservoir and on top of the piston, the latter 
 moves down carrying with it the slide valve and stem, 
 and compresses the spring. The oblong port in slide 
 valve registers with the triangular port in the seat, thfe 
 port opening being very small at first, but gradually in- 
 creasing until piston and slide valve have reached full 
 travel. When the cut-off valve of the brake valve goes 
 to automatic lap, further flow of air to accelerator reser- 
 voir is stopped, and the pressure on the piston is re- 
 duced until the spring pushes it and the slide valve up- 
 ward stopping the further flow of brake pipe air to the 
 atmosphere. 
 
 Q. What is the result of this action of the accelerator 
 valve ? 
 
316 MODERX AIR BRAKE PRACTICE 
 
 A. A much larger volume of air is discharged from 
 the brake pipe in a given time than could pass through 
 the service exhaust ports of the brake valve. 
 
 O. Does the accelerator valve exhaust stay open longer 
 with a long train than with a short one ? 
 
 A. Yes, — because with a long train the volume of 
 brake pipe air to be reduced is greater and the cut-off 
 A-alve of the brake valve remains open longer. 
 
 O. What is the object of the cut-out cock placed in the 
 brake pipe connection leading to the accelerator, as prac- 
 tised on some railroads using this equipment ? 
 
 A. So that a quick means may be provided for cutting 
 out the accelerator, if the brake pipe connection should 
 break off at the accelerator or the accelerator become de- 
 fective. 
 
 HIGH SPEED CONTROLLER. 
 
 Q. What is the high speed controller for? 
 
 A. It acts as a reducing valve for the driver and truck 
 brake cylinders. 
 
 Q. What valves does the high speed controller take the 
 place of? 
 
 A. It takes the place of the usual compensating or 
 high speed reducing valve, for driver and truck brake 
 cylinders, and the usual safety valve used to prevent the 
 brake cylinder pressure from becoming too high when 
 the straight air and automatic brakes are both in use, and 
 at the same time provides a means of reducing the pres- 
 sure in the driver and truck brake cylinders to any extent 
 desired or entirely releasing them without interfering 
 with the train brakes. 
 
 Q. Of what does it consist? 
 
 A. It consists of a cylinder containing a piston and 
 
EXAMINATION qDESTIONS AND ANSWERS Sl^ 
 
 valve and a lever safety valve screwed into the cylinder. 
 
 Q. To what is it connected ? 
 
 A. On the bottom, to the brake cylinders and on the 
 end, to the brake pipe. 
 
 Q. Name the operating parts. 
 
 A. In the cylinder are a piston and a piston valve, and 
 in the safety valve, a spring, valve stem, pop valve and 
 lever handle. 
 
 Q. Describe the piston and valve. 
 
 A. This consists of a piston having a leather seat on 
 each face and is fastened to the piston valve which has 
 two annular grooves, one large and one small. 
 
 Q. What pressures act on the piston ? 
 
 A. Brake pipe pressure on the plain side, and brake 
 cylinder pressure on the piston valve side. 
 
 Q. What pressure acts on the piston valve ? 
 
 A. Brake cylinder pressure. 
 
 Q. What is the normal position of the piston and 
 valve ? 
 
 A. Brake pipe pressure pushes it over in the direction 
 of the solid seat and holds it firmly seated so that no 
 brake pipe air can get into the piston valve chamber. 
 
 Q. How does the piston valve stand in this position ? 
 
 A. With the large annular groove standing over the 
 opening leading to the brake cylinder and under the port 
 leading up to the safety valve. 
 
 Q. Does the piston move during ordinary brake appli- 
 cations ? 
 
 A. No, it does not, unless the brake pipe pressure is 
 reduced below that in the brake cvHnders. 
 
818 MODEIiX AIR BRAKE PRACTICE 
 
 QUICK RELEASE VALVE. 
 
 O. What is the quick release valve? 
 
 A. A valve used to hasten the release of the engine 
 brakes after either an automatic or straight air applica- 
 tion of the brakes, or if desired after a straight air ap- 
 plication only, leaving the release of the automatic brakes 
 normal. 
 
 Q. With what schedule is this valve furnished? 
 
 A. Usually with the B 3-S equipment. 
 
 O. Can this valve be used successfully on switch en- 
 gines equipped with the older t>'pes of brakes? 
 
 A. It can. 
 
 O. A\Tiat are the operating parts of this valve? 
 
 A. A piston, rubber seated valve and spring. 
 
 O. WTiere is this valve usually located? 
 
 A. In the brake cylinder pipe between the cylinders 
 and the double check valve when intended to hasten the 
 release of both straight air and automatic brakes. 
 
 O. \\Tiere located when used to hasten the release of 
 the straight air brake only? 
 
 A. In the straight air pipe between the brake valve 
 and double check valve. 
 
 O. How many pipe connections has this valve ? 
 
 A. Three. 
 
 O. How is it connected up when used to hasten the re- 
 lease of either the automatic or straight air brake? 
 
 A. The end having the 3l-inch union swivel and nut 
 is connected to the brake cylinder side of the piping and 
 the opposite side to the double check valve side of the 
 piping. The bottom connection is to take an exhaust pipe 
 if desired. 
 
L;XAM I NATION QUESTIONS AND ANSWERS 
 
 Q. How connected when used for hastening the re- 
 lease of the straight air brakes only? 
 
 A. The side with the union swivel and nut is con- 
 nected to the piping leading to the double check valve, — 
 the opposite side, to the straight air pipe leading to the 
 brake valve. 
 
 STRAIGHT AIR BRAKE. 
 
 Q. What is meant by the term "straight air?" 
 
 A. Air that passes direct from main reservoir to brake 
 cylinder without first passing through triple valves or 
 auxiliaries. 
 
 Q. What brakes only are operated by straight air? 
 
 A. The locomotive and tender brakes. 
 
 Q. How is it admitted to and discharged from engine 
 and tender brake cylinders? 
 
 A. By means of the combined automatic and straight 
 air brake valve. 
 
 Q, Is this air taken from chamber "B" of the brake 
 valve ? 
 
 A. No ; a separate pipe carries it directly from main 
 reservoir to brake valve. 
 
 Q. What is this pipe called ? 
 
 A. The straight air pipe. 
 
 Q. Is this pipe connected directly to the main reser- 
 voir? 
 
 A. No, it is connected to the main reservoir pipe be- 
 tween the main reservoir cut-out cock and the pressure 
 controller. 
 
 Q. How is it connected to the brake valve? 
 
 A. By means of a pipe bracket bolted to the side of 
 the brake valve. 
 
B20 MODERH AIR BRAKE PRACTICE 
 
 Q. At what pressure is it admitted to the brake cylin- 
 der? 
 
 A. Forty pounds. 
 
 Q. If this air comes direct from the main reservoir 
 pipe, how is it reduced to 40 pounds ? 
 
 A. By means of a controller valve used especially for 
 this purpose. 
 
 Q. Where is this controller valve located? 
 
 A. In the straight air pipe between its main reservoir 
 connection and the brake valve. 
 
 Q. What kind of a valve is this ? 
 
 A. It is a ^-inch controller valve of the same design 
 as the one used to control the brake pipe pressure, but 
 with a single pressure top. 
 
 Q. To what is the pipe leading to the regulating top of 
 this controller connected? 
 
 A. To the straight air pipe which leads from the brake 
 valve to the brake cylinders at a point between the brake 
 valve and double check valve. 
 
 Q. How is the pressure adjusted? 
 
 A. By removing the top cap and screwing the adjust- 
 ing screw down for more pressure, or up for less, — the 
 same as with a pump governor. 
 
 Q. What position must the brake valve be placed in to 
 apply the straight air locomotive brakes? 
 
 A. In release and straight air application positions. 
 
 Q. Must the full 40 pounds be admitted each time the 
 brake is applied? 
 
 A. Not necessarily. It can be admitted to any extent 
 up to 40 pounds. 
 
 Q. How is this arranged for? 
 
 A. By means of a lap position located about midway 
 between release and running positions. 
 
EXAMINATION QUESTIONS AND ANSWERS 321 
 
 Q. How would you partially apply this brake ? 
 
 A. By going to release and then back to the straight 
 air lap position. 
 
 Q. Suppose you wanted to apply the brake harder ? 
 
 A. Would repeat this operation until fully applied or 
 the desired braking force was obtained. 
 
 Q. In what position must the brake valve be placed to 
 release the straight air locomotive brake? 
 
 A. In running and straight air release position. 
 
 Q. Can this brake be graduated off? 
 
 A. Yes, if so desired. 
 
 Q. How? 
 
 A. By moving the handle to running position and let- 
 ting part of the air escape from the cylinders, then re- 
 turn it to straight air lap. This can be repeated as de- 
 sired until fully released. 
 
 Q. What effect does variation of piston travel have on 
 the straight air brake? 
 
 A. None. A constant pressure of 40 pounds is main- 
 tained in the cylinders, regardless of piston travel. 
 
 Q. What effect does ordinary brake cylinder leakage 
 have on the straight air brake? 
 
 A. The straight air will keep the brake fully applied 
 in spite of any ordinary brake cylinder leakage. 
 
 Q. Why do we get only a partial opening of port "N" 
 in the last service notch? 
 
 A. This port is purposely restricted in order that main 
 reservoir air may be prevented from passing to the brake 
 cylinders in advance of the auxiliary reservoir pressure, 
 in case the brake valve handle should be moved directly 
 to the last service notch. 
 
 O. When the automatic brake is released by moving 
 the brake valve handle to release position, is the auto- 
 
O->0 
 
 HJ^ 
 
 MODERN AIR BPw\KE PRACTICE 
 
 matic driver and tender brake released and the straight 
 air brake appHed? 
 
 A. Yes and no. The triple valves are moved to release 
 position and the pressure in the cylinders holding the 
 double check valve seated against the straight air pipe 
 connection commences to escape through the triple valve 
 exhaust. At the same time, straight air at 40 pounds 
 pressure is being admitted to the straight air pipe side 
 of the double check valve. As soon as the pressure in 
 the cylinders falls below 40 pounds, the pressure in the 
 straight air pipe pushes the double check over, closes the 
 connection leading to the triple valve exhaust and rais- 
 ing the brake cylinder pressure back to 40 pounds, holds 
 them applied to that extent. 
 
 O. Is the straight air pressure used at any time in 
 connection with the automatic brake? 
 
 A. Yes, the straight air ports are open to the loco- 
 motive brake cylinders in the last service notch and the 
 emergency position. 
 
 O. What good does this do? 
 
 A. If the pressure in the cylinders, supplied by the 
 automatic brake, falls below 40 pounds, the straight air 
 will hold them applied with that amount of pressure. 
 
 Q. If the straight air brake was applied and it became 
 necessary to apply the automatic brake without giving 
 the straight air brake time to release, is there any danger 
 of getting too much pressure in the engine and tender 
 brake cylinders, and overheating or sliding the wheels? 
 
 A. No, this is provided for by the lever safety valve. 
 
 O. \\Tiat is the lever safety valve? 
 
 A. A valve placed in the high speed controller in such 
 a way that it is in constant communication with the en- 
 gine brake cylinders, and permits the brake cyHnder 
 
EXAMINATION QUESTIONS AND ANSWERS 323 
 
 pressure to escape when it builds up beyond a certain 
 predetermined point. 
 
 Q. At what pressure is this valve set? 
 
 A. At 53 pounds. 
 
 O. Can the locomotive brakes be released without re- 
 leasing the automatic brakes on train? 
 
 A. Yes. 
 
 O. How is this accomplished? 
 
 A. By holding down the safety valve lever until all, or 
 as much of the cylinder pressure as may be desired, is al- 
 lowed to escape. 
 
 O. Wliere is the air that goes to the brake cylinders in 
 straight air applications taken from with the B-2 brake 
 valve ? 
 
 A. From chamber ''B" above the slide valve. 
 
 SCHEDULES. 
 
 Q. By what names are the different schedules of this 
 equipment known? 
 
 A. B-3, B-3-S, B3-HP and B3-HS. 
 
 Q. What is the B-3-S equipment for? 
 
 A. For switch engines only. 
 
 Q. What are the principal operating parts of the 
 B-3-S equipment? 
 
 A. The B-3 brake valve, single pump governor, single 
 pressure controller, lever safety valve, %-inch single 
 pressure controller (for straight air), and quick release 
 valve. With this schedule the accelerator valve is not 
 furnished, and the ordinary supplementary reservoir is 
 substituted for the divided reservoir. 
 
 O. At what pressure are the- governor and pressure 
 controller valve set with this equipment? 
 
 A. The pressure controller is set at 70 pounds, and 
 
324 MODERN AIR BRAKE PRACTICE 
 
 the pump governor at 90 pounds for ordinary switching 
 service. 
 
 Q. Can an engine, equipped with schedule B-3-S and 
 used in passenger switching service, handle trains 
 charged with high speed pressure without any additional 
 equipment on the engine? 
 
 A. Yes, it can. 
 
 Q. How is this done? 
 
 A. The pump governor would have to be set at no 
 pounds pressure, and when handling high speed trains, 
 the ^-inch cut-out cock, in the pipe between the regulat- 
 ing and supply portions of the pressure controller, 
 closed. 
 
 Q. What is the object of closing this cock? 
 
 A. It renders the pressure controller inoperative and 
 allows the full main reservoir pressure of no pounds to 
 pass to the brake pipe, so that trains using the high 
 speed brake can be handled without delay, and without 
 additional apparatus on the engine. 
 
 Q. What is schedule B-3 for? 
 
 A. This is a schedule furnished for engines in passen- 
 ger or freight service, where but one brake pipe pressure 
 is used. 
 
 Q. What are the principal operating parts of schedule 
 B-3? 
 
 A. The B-3 brake valve, single pump governor, single 
 pressure controller, accelerator valve, divided reservoir, 
 ^-inch single controller (for straight air), and a lever 
 safety valve. 
 
 Q. At what pressures are the governor, and pressure 
 controller adjusted with this schedule? 
 
 A. Governor at 90 pounds main reservoir ; pressure 
 controller 70 pounds brake pipe. 
 
EXAMINATION QUESTIONS AND ANSWERS 325 
 
 Q. For what is schedule B3-HP used? 
 
 A. For engines in heavy freight service, and heavy 
 grades where loads are handled one way, and empties 
 the other. 
 
 Q. What are the principal operating parts of this 
 schedule? 
 
 A. The B-3 brake valve, pump governor and pressure 
 controller, each with duplex regulating portions, divided 
 reservoir, accelerator valve, lever safety valve, %-inch 
 single pressure controller (for straight air), and union 
 three way cocks. 
 
 O. What brake pipe pressures are usually carried with 
 schedules B 3-HP? 
 
 A. The regulating portions of the pressure controller 
 are adjusted for 70 and 90 pounds. 
 
 Q. What main reservoir pressures are usually used 
 with this schedule? 
 
 A. The regulating portions of the pump governor are 
 set for 90 and no pounds respectively. These may be 
 varied, however, to suit local conditions. 
 
 Q. How are these pressures cut in and cut out? 
 
 A. By three-way cocks provided in the piping. 
 
 Q. How are these operated? 
 
 A. Turn the handle in line with the pipe leading to the 
 regulating head, set at the pressure to be used, high or 
 low, as desired. This will cut in the head required to 
 regulate the supply portion and cut out the one not re- 
 quired for use. 
 
 Q. What is the schedule B3-HS? 
 A. This is the high speed brake schedule. 
 Q What are the principal parts of this schedule? 
 A. The B-3 brake valve, duplex pump governor, 
 duplex pressure controller, divided reservoir, accelerator 
 
326 MODERN AIR BRAKE PRACTICE 
 
 valve, ^4-inch single pressure controller (for straight 
 air), high speed controller, one union three-way cock 
 and one union four-way cock. 
 
 O. At what pressures are the regulating portions of 
 the duplex pressure controller set with this equipment? 
 
 A. The low pressure is set at 70 pounds, and the high 
 pressure at no pounds. 
 
 O. At what pressures are the regulating portions of 
 the pump governor set, with this schedule ? 
 
 A. 90 and 130 pounds. 
 
 O. How are the regulating portions of the duplex 
 pressure controller cut in and cut out with this equip- 
 ment? 
 
 A. By means of a four-way cock. 
 
 O. Describe this four-way cock. 
 
 A. This is a special cock with a connection to each of 
 the regulating portions, one to the supply pipe between 
 the controller and brake valve, and one to the pipe be- 
 tween the brake valve and accelerator reservoir. 
 
 O. What do the letters "L." "H" and "R," cast on the 
 connections of the union four-way cock signify? 
 
 A. "L" stands for low pressure position. 
 ''H" stands for high pressure position. 
 '*R" stands for reservoir, meaning that this con- 
 nection should be coupled to the accelerator reservoir 
 pipe connection. 
 
 O. What care must be taken in adjusting the regulat- 
 ing portions of the pressure controller? 
 
 A. The pressure portion coupled up to the four-way 
 cock connection marked "L," should be set for the low 
 pressure, and the one coupled to the connectfon marked 
 ''H" should be set for the high pressure. Care should 
 also be taken to see that the sides marked "L" and "H" 
 
EXAMINATION QUESTIONS AND ANSWERS 327 
 
 on the four-way cock lead to the sides of the bracket 
 correspondingly marked. 
 
 Q. How is this four-way cock operated? 
 
 A. By turning the handle towards the side marked 
 "V or "H" as required. 
 
 Q. What is the purpose of the connection to the accel- 
 erator reservoir pipe? 
 
 A. To prevent more than the usual predetermined re- 
 duction of brake pipe pressure in any graduating notch 
 in a service application with no pounds brake pipe 
 pressure. 
 
 Q. How is this effected? 
 
 A. When the handle of the four-^yay cock is in posi- 
 tion to operate the regulating head adjusted at no 
 pounds brake pipe pressure, a small port in the accel- 
 erator reservoir connection of the four-way cock is 
 brought into communication with a small port in the 
 four-way cock leading to the atmosphere, which permits 
 a certain quantity of the air passing to the accelerator 
 reservoir to escape to the atmosphere, thus preventing 
 the pressure in the accelerator reservoir rising above the 
 pressure obtained in a service reduction with the low 
 pressure portion cut in. 
 
 Q. Why is this port necessary with the high pressure 
 and not with the low? 
 
 A. Because the greater velocity of the air at high pres- 
 sure has a tendency to charge the accelerator reservoir 
 to too high a pressure, and thus cause the accelerator 
 valve to remain open longer than intended. 
 
 Q. How are the pump governor regulating heads cut 
 in and out ? 
 
 A. By means of a union three-way cock having a con- 
 
328 MODERN AIR BRAKE PRACTICE 
 
 nection to each of the regulating heads and to the main 
 reservoir pressure. 
 
 Q. How is this three-way cock used? 
 
 A. The handle is turned to point to the "L" or "H" 
 cast on the cock connections, according to which pressure 
 is desired. 
 
 TRAIN HANDLING. 
 
 Q. In what position should the handle of the brake 
 valve be, while charging up the train? 
 
 A. In running and straight air release position, unless 
 standing on a grade where it might be necessary to hold 
 the train with the straight air brake applied on the loco- 
 motive, or in recharging on grades when it is desired to 
 hold the slack of the train bunched, by means of the 
 locomotive brake, while releasing. In either case, the 
 brake valve handle may be placed in release and straight 
 air application position. 
 
 Q. How should the brake valve be handled when test- 
 ing the brakes? 
 
 A. It should be moved slowly to the fourth or fifth 
 service notch, and left there until signal is given to re- 
 lease the brakes. 
 
 Q. How should the brakes be released? 
 
 A. By placing the brake valve handle in running and 
 straight air release position. 
 
 Q. In what position should the brake valve handle be 
 placed when the brake is not being operated? 
 
 A. In running and straight air release position. 
 
 Q. What provision is made to assist the engineer in 
 finding the running position? 
 
 A. A small pin projects from the quadrant opposite 
 
EXAMINATION QUESTIONS AND ANSWERS 329 
 
 the running position notch, so it can be felt by the hand 
 in locating this position in the dark. 
 
 Q. In what service notch should the brake valve 
 handle be placed to make a service application of the 
 locomotive and train brakes? 
 
 A. In the notch corresponding to the amount of reduc- 
 tion required. 
 
 Q. What should govern the initial reduction in mak- 
 ing an application? 
 
 A. The length of the train, the speed, whether loaded 
 or empty, character of grade and efficiency of the brakes. 
 
 Q. When is the first notch of the brake valve used for 
 the initial reduction? 
 
 A. Only with short trains of five cars or less. 
 
 Q. Why is the exhaust port "G" in the slide valve only 
 partly opened in this position? 
 
 A. To prevent the air escaping from the brake pipe 
 fast enough on very short trains, to cause a possibility of 
 undesired quick action of the triple valves. 
 
 Q. When is the second notch used? 
 
 A. With trains of more than five cars. 
 
 Q. What notch should be used for the initial reduction 
 in handling long freight trains down heavy grades ? 
 
 A. The third notch. 
 
 Q. After the initial reduction, how much should the 
 following reductions be ? 
 
 A. As much as circumstances, in the judgment of the 
 engineer, may indicate as necessary. 
 
 Q. How long should the brake valve handle be left in 
 any one position? 
 
 A. Ordinarily until a further reduction is required. 
 This valve is supposed to make a brake pipe reduction 
 corresponding to the position placed in, and then to lap 
 
330 MODERN AIR BRAKE PRACTICE 
 
 automatically without being moved, and will do so if not 
 defective. 
 
 O. What should be done if it does not lap itself auto- 
 matically ? 
 
 A. The handle should be moved slowly back to posi- 
 tive lap position when the desired reduction has been 
 made. 
 
 Q. Why necessarily slowly? 
 
 A. Because, as previously explained, if the brake pipe 
 is shut off suddenly, there is a tendency for the front 
 brakes to release, which in handling trains, especially 
 long freight trains, might break the train in two. 
 
 Q. What is the greatest service reduction obtainable? 
 
 A. Twenty-three pounds, in the fifth service notch. 
 
 Q. Why is 23 pounds the limit set for the service re- 
 duction of the brake pipe? 
 
 A. Because, w4th a reduction of that amount, the pres- 
 sures in the auxiliary reservoirs and brake cylinders 
 should be equalized. 
 
 Q. If, for any reason, a further reduction should be 
 deemed necessary, what could be done? 
 
 A. Either return the brake valve handle to lap posi- 
 tion, and leave it momentarily, until the exhaust from 
 the back of the piston ceases, then commence again using 
 the notches as if the brake had not been applied at all, or, 
 if desired, move the handle slowly towards emergency 
 position and make the desired reduction by slightly open- 
 ing the emergency ports. 
 
 O. Would emergency result in this case? 
 
 A. No, as the brakes have already been applied prac- 
 tically to full service limit. 
 
 Q. In what position should the valve handle be placed 
 to release both the locomotive and train brakes? 
 
EXAMINATION QUESTIONS AND ANSWERS 331 
 
 A. Running and straight air release position. 
 
 Q. If it is desired to release the train brakes only and 
 hold the locomotive brakes applied, what position should 
 be used? 
 
 A. The full automatic release and straight air appli- 
 cation position. 
 
 Q. At what time is this method of releasing brakes 
 particularly beneficial ? 
 
 A. In releasing the brakes on freight trains, for the 
 purpose of holding the slack bunched, while the train 
 brakes are releasing, also for holding a standing train on 
 grades while recharging. 
 
 Q. In releasing the brakes on a grade, should the 
 straight air be held applied long after the automatic 
 brakes are released? 
 
 A. No ; it, too, should be released. 
 
 Q. Why is this ? 
 
 A. To avoid over-heating the driving-wheel tires. 
 
 Q. How should it be released? 
 
 A. It should be graduated off, by placing the brake 
 valve handle in running and straight air release position 
 for a moment, and then back to the straight air lap, 
 which is midway between release and running positions, 
 alternately, until fully released. 
 
 Q. Why is it necessary to release the straight air 
 gradually, when handling a train? 
 
 A. If suddenly released, the engine may surge ahead 
 and cause a severe strain on the draft gear and possibly 
 cause a break-in-two. 
 
 Q. How is the brake valve used to apply the straight 
 air locomotive brake only? 
 
 A. The handle should be placed in the full release and 
 straight air application position. 
 
332 MODERN AIR BRAKE PR.\CTICE 
 
 Q. Should the straight air brake on the engine be used 
 to bunch the slack of the train before applying the auto- 
 matic brake, or to stop a train without the use of the 
 automatic brake? 
 
 A. As a rule, no, — on account of the liability to cause 
 severe shocks at the rear of the train. If used for this 
 purpose, extreme care must be taken to avoid damage, 
 to cars and lading, caused by the slack running in or out 
 too hard, and it should be graduated on with very light 
 increases of pressure. 
 
 0. How is the straight air graduated on? 
 
 A. By placing the brake valve handle in full release 
 and straight air application position for a moment, and 
 then returning it to straight air lap, as previously ex- 
 plained. 
 
 O. If it is desired to release the locomotive brakes 
 without releasing the train brakes, how can it be done? 
 
 A. By pressing down the lever of the lever safety 
 valve and holding it down imtil the locomotive brake is 
 partially, or entirely released, as desired. 
 
 O. AMien is this partictilarly beneficial ? 
 
 A. In case of driving wheels sliding or the tires be- 
 coming over-heated. 
 
 O. Does the application of the locomotive brakes in 
 full release and straight air application position aftect 
 the train brakes in any manner? 
 
 A. Xo. 
 
 O. In what position only can all the brakes be re- 
 leased? 
 
 A. The running and straight air release position. 
 
 O. What is the eft'ect of using the fifth or full service 
 notch of the brake valve? 
 
 A. In addition to a full service application of the 
 
EXAMINATION OUESTiONS AND ANSWERS 333 
 
 automatic brakes, straight air is admitted to the loco- 
 motive brake cyHnders, and the full pressure, at which 
 the straight air controller is set, will be maintained in 
 them, regardless of brake cylinder leakage and long 
 piston travel. 
 
 Q. How is an emergency application of the brakes 
 made? 
 
 A. By placing the brake valve handle in full emer- 
 gency position. 
 
 Q. What effect does the use of the emergency position 
 have on the locomotive brakes? 
 
 A. In addition to the usual more rapid application of 
 the automatic brakes, the straight air port is open to the 
 brake cylinder pipes in this position also, and the brake 
 cylinder pressure will be maintained, at the pressure at 
 -which the straight air controller is set, despite cylinder 
 leakage or piston travel. 
 
 Q. If the brakes should be applied in the emergency 
 from an unknown cause, what should be done? 
 
 A. Move the brake valve handle over to the last 
 service notch, or the emergency position, and leave it 
 there until the train stops. 
 
 Q. What is the object of going to the last service 
 notch or emergency position in this case? 
 
 A. To prevent the loss of main reservoir air and to 
 obtain the benefit of the straight air maintenance feature 
 previously explained. 
 
 Q. How should the brake valve be handled when m.ak- 
 ing a two-application stop with a passenger train ? 
 
 A. A heavy application should be made while the speed 
 of the train is high, so as to reduce it rapidly. When it 
 has been reduced to about lo or 12 miles per hour, if a 
 short train, place the brake valve in running position just 
 
334 MODERN AIR BRAKE PRACTICE 
 
 long enough to start all brakes to release, then return to 
 lap position until ready to make the second application. 
 If the train is a long one, move the brake valve handle 
 to release position for about three seconds, to start the 
 train brakes to release, then to lap position, which will 
 release the locomotive brakes, and leave it there until 
 ready for the second application. 
 
 Q. How should the final release of the brakes be made 
 on passenger trains ? 
 
 A. On short trains, the brakes should be released by 
 moving the handle to running position, just before the 
 train stops. With long trains, the brakes should be held 
 applied until the train stops. 
 
 Q. Should the brake valve handle be moved to the full 
 release and straight air application position, after releas- 
 ing the automatic brakes, to bring the train to a stop ? 
 
 A. Xo. 
 
 O. Why not? 
 
 A. Because this would be liable to cause severe shocks 
 due to the slack running in against the engine. 
 
 O. Can the full release and straight air application be 
 used when handling a light engine? 
 
 A. Yes, if desired, except In cases of emergency, when 
 the emergency application position should be used. 
 
 Q. Why? 
 
 A. Because a quicker application and a higher brake 
 cylinder pressure would be obtained than is possible by 
 the use of the straight air only. 
 
 O. What should be done if an engine with this equip- 
 ment is run second in double heading? 
 
 A. The double heading cock, in the brake pipe, under 
 the brake valve, should be closed, as with all previous 
 
EXAMINATION QUESTIONS AND ANSWERS 335 
 
 types of brake valves, and the brake valve handle placed 
 in running position. 
 
 Q. In running trains with two or more engines 
 coupled together, can the engine brakes, on other than 
 the first engine, be used independently of the first 
 engine ? 
 
 A. Yes, the locomotive brakes of these engines can be 
 applied and released independently of the first engine. 
 
 Q. How can this be done? 
 
 A. If the automatic brakes are not applied by the lead- 
 ing engine, the straight air brake on any of the following 
 engines and tenders can be applied by placing the brake 
 valve handle in release and straight air application, and 
 release them all by returning the handle to running and 
 straight air release position. If the automatic brakes 
 have been applied on the train, including the helping en- 
 gines, the engineers on these engines can release the 
 driver and truck brakes, partially or entirely, by using 
 the lever safety valve. They cannot, however, release 
 the automatic tender brakes in this case, as this brake is 
 not connected to the lever safety valve in the cab. 
 
 Q. ^^''hat would cause a continuous blow at the brake 
 valve exhaust in release, running and lap positions? 
 
 A. A leak past the vent valve or a leaky main slide 
 valve. 
 
 Q. W^at would cause a leak past this vent valve? 
 
 A. Dirt on it or its seat, or the vent valve and seat not 
 ground to make a good joint, either of which permits air 
 to pass to port "O" and through slide valve exhaust to 
 the atmosphere. 
 
 Q. What would be the efifect of this leak in release, 
 running and lap positions, aside from causing a blow at 
 the brake valve exhaust? 
 
336 MODERN AIR BRAKE PRACTICE 
 
 A. As this air is coming from chamber "D," which is 
 supplied by the brake pipe, it is a brake pipe leak. 
 
 Q. Would a leaky vent valve have any effect on an 
 automatic application of the brakes ? 
 
 A. Not unless the brake valve handle is returned to 
 positive lap position, when it would cause a leak at the 
 exhaust as before. Except when the brake valve handle 
 is returned to positive lap position, the vent valve is al- 
 ways away from its seat during applications, but air 
 cannot escape by passing the vent valve opening, because 
 in all application positions port "O" is closed to the 
 atmosphere by the slide valve. 
 
 Q. What other defect would cause a blow at the brake 
 valve exhaust in release and running position? 
 
 A. A leak through the partition of the divided reser- 
 voir from the supplementary reservoir to the accelerator 
 reservoir. 
 
 Q. How would this leak cause a blow at the brake 
 valve exhaust in release and running positions? 
 
 A. Because in these positions, there is a direct open- 
 ing from the accelerator reservoir through the brake 
 valve to the atmosphere, as well as through port "T" in 
 the accelerator valve. 
 
 Q. What might cause a blow at the brake valve ex- 
 haust in full release position only? 
 
 A. If the slide valve should be badly worn by the 
 graduating valve, it would cause a blow at the exhaust in 
 full release position by being directly over the bridge 
 between chamber "A" and exhaust port ''C," and would 
 be a brake pipe leak. 
 
 Q. What else, beside the foregoing, could cause a 
 blow in running and lap positions, with brakes not set? 
 
 A. In running and lap positions, if the double check is 
 
EXAMINATION QUESTIONS AND ANSWERS 337 
 
 Open to the straight air pipe, a leak past the leather seat 
 on the piston valve side of the high pressure controller. 
 
 Q. How could a leak past the seat on the piston valve 
 side of the high speed controller cause a blow at the 
 brake valve exhaust, in running position, and also in lap, 
 if the brake is not applied? 
 
 A. Air leaking into the piston valve chamber, unable 
 to escape through the safety valve, would pass into the 
 brake cylinder pipe leading to the double check valve, 
 and if this valve was open to the straight air pipe, would 
 pass up to the brake valve and as the port to straight air 
 pipe is open to the atmosphere, it would escape through 
 brake valve exhausts 
 
 Q. Why would this not cause a blow in lap, if the 
 brake is applied? 
 
 A. Because the brake would have to be applied with 
 an automatic application to hold in lap position, and in 
 automatic applications the double check would close the 
 straight air pipe. 
 
 Q. Why would it not cause a blow in full release 
 position? 
 
 A. Because, on account of the straight air being ap- 
 plied in this position, the straight air pipe exhaust is 
 closed. 
 
 Q. How could you determine in a general way 
 whether the trouble was in the slide valve or not ? 
 
 A. If there is a continuous blow in all positions the 
 trouble would be in the slide valve. 
 
 Q. How could you determine, in a general way, if the 
 trouble is in the vent valve? 
 
 A. If the valve is tight in all application positions, the 
 trouble is likely in the vent valve. 
 
 Q. If the valve only blows in the release and running 
 
338 MODERN AIR BRAKE PRACTICE 
 
 positions, how could you tell, in a general way. whether 
 the trouble is in the divided reservoir or the high speed 
 controller ? 
 
 A. Disconnect the brake cylinder pipe at the high 
 speed controller. If there is a leak from the controller 
 cylinder, piston seat SA-6 is at fault. If there is no leak 
 there, the trouble is likely in the divided reservoir. 
 
 O. What would cause a continuous blow in the posi- 
 tive lap position, with the automatic brake applied? 
 
 A. A leak}' slide valve, a leaky vent valve, or a leaky 
 double check valve. 
 
 O. How could a leak in the double check valve cause 
 a blow with the brake applied, and the brake valve in 
 positive lap position? 
 
 A. There would be a leak into the straight air pipe 
 and as the straight air port is open to the atmosphere in 
 this position, the leakage would escape at the brake valve 
 exhaust. 
 
 O. AMiat would cause a continuous blow at the brake 
 valve exhaust in the different service notches ? 
 
 A. Failure of the brake valve to lap automatically, a 
 leak}^ main slide valve, a leaky graduating valve, and in 
 the first four notches, a leak}- double check valve. 
 
 O. What would prevent the brake valve from lapping 
 automatically in any of the serA'ice notches? 
 
 A. A leak to the atmosphere from chamber "D," 
 through the back cap gasket, the pipe connections to the 
 supplementary reservoir, or around the supplementary 
 reservoir, as through a sand hole in the casting, by the 
 reservoir plug, or through the partition of the divided 
 reservoir, due to sand holes, and past the piston packing 
 to chamber "A." 
 
 O. How would leakage past the back head of brake 
 
EXAMINATION QUESTIONS AND ANSWERS 339 
 
 valve, in pipe connections to supplementary reservoir, or 
 reservoir itself, or through the partition of the divided 
 reservoir, cause this? 
 
 A. A leak in any of these places would have the effect 
 of reducing the pressure in chamber "D," and the sup- 
 plementary reservoir, and when by the movement of the 
 piston, the graduating valve had nearly closed the ex- 
 haust port in the slide valve, upon reaching a point 
 where the brake pipe pressure is reducing at the same 
 rate that the pressure in chamber "D" is reducing 
 through leakage at any of the points mentioned, the 
 movement of the graduating valve would cease, and the 
 brake valve refuse to lap itself automatically, and the 
 brake pipe reduction continue until the valve is lapped by 
 hand. 
 
 O. Why does a leak in the piston packing cause the 
 brake valve to fail to lap automatically? 
 
 A. For the same reason as given in answer to the pre- 
 ceding question, — only in this case, the supplementary 
 reservoir and chamber "D" air leaks into chamber "A" 
 (brake pipe), past the piston packing, instead of to the 
 atmosphere, as in the preceding case. 
 
 Q. What would cause a leak past the piston? 
 
 A. A poorly fitted or badly worn packing leather and 
 ring, or a bent piston stem. 
 
 Q. How does a bent piston stem cause this? 
 
 A. It tends to twist the piston in the cylinder and 
 allow the chamber "D" pressure to leak to the brake 
 pipe. 
 
 Q. What causes a piston stem to bend? 
 
 A. Probably too frequent use of the emergency posi- 
 tion. 
 
340 MODERN AIR BRAKE PRACTICE 
 
 Q. What effect would a leak past this piston have with 
 brakes not applied? 
 A. None at all. 
 
 Q. What effect would supplementary reservoir, or 
 chamber "D" leaks to the atmosphere, have with brakes 
 released ? 
 
 A. Such leaks would, in release and running positions, 
 be supplied from the brake pipe, and being, therefore, 
 brake pipe leaks, would in general simply tend to keep 
 the air pump working. 
 
 Q. How could you determine if the failure of the 
 brake valve to lap automatically is caused by supple- 
 mentary reservoir leaks to the atmosphere? 
 
 A. By going over the parts previously mentioned, where 
 air could leak to the atmosphere, with soap suds. 
 
 Q. How could you test for leak in partition of divided 
 reservoir ? 
 
 A. Ordinarily, with brake valve in release or running 
 position, disconnect the pipe leading from the accelerator 
 reservoir to the brake valve, at either end, and see if any 
 air is escaping from the reservoir. H there is a leak, and 
 at the same time, there is considerable leakage from port 
 ''T" in the accelerator valve, make the test recommended 
 later on, as there is a possibility of leakage at both places 
 being from the brake pipe, past valve, instead of through 
 the partition of the divided reservoir. 
 
 Q. How does a leaky graduating valve cause the brake 
 valve to blow in a service notch the same as if the valve 
 had not lapped automatically ? 
 
 A. The graduating valve moves to the cut off position, 
 but on account of not making a tight seat on the slide 
 valve, air continues to escape from the brake pipe, which 
 
EXAMINATION QUESTIONS AND ANSWERS 341 
 
 can only be overcome at the time by lapping the valve by 
 hand. 
 
 Q. How would a leak at the double check valve cause 
 a blow at the brake valve exhaust, while the valve is in 
 either of the first four service notches? 
 
 A. For the reason previously given, that such leakage 
 would be into the straight air pipe, which is open to the 
 atmosphere in lap and the first four service notches 
 through ports "E," "V" and the brake valve exhaust. 
 
 Q. How would you test to determine if it is the double 
 check valve that is causing the blow? 
 
 A. With the automatic brake applied, either discon- 
 nect the straight air pipe at the brake valve and see if 
 air comes through, or if a special cut-out cock is used 
 in the pipe, close it and see if air comes through the small 
 hole in the side, — in either case it would denote a leaky 
 double check valve. 
 
 Q. Is it important that the double check valve be 
 tested occasionally? 
 
 A. It is. 
 
 Q. Why so? 
 
 A. Because, if allowed to become defective, it would 
 allow locomotive brakes to leak off while a service appli- 
 cation is being made in any of the first four service 
 notches. 
 
 Q. What effect would breaking off the pipe to the sup- 
 plementary reservoir have? 
 
 A. It would prevent the automatic cut-off of the 
 brake valve during a service application. 
 
 Q. Why? 
 
 A. Because it would reduce the volume of the supple- 
 mentary reservoir to practically nothing. 
 
 O. What effect would this have on the braking? 
 
S12 MODERN Am BRA^Z PRACTICE 
 
 A. The brake valve handle would ba^e to be returned 
 to positive lap position following each service reduction. 
 
 O. TTiere being no leaks in the brake valve, what 
 might prevent the reduction in the first service notch 
 bei: r ?-5 r f i: is desired? 
 
 A. 7 e r :r valve handle, or slide valve lever being 
 loose CMi :. r i^dle shaft, or lost motion in the '.:rl< cins. 
 which connect the slide valve to Ae slide vi. . e 'ever. 
 
 O. How would this make the -ei union less than in- 
 tended? 
 
 A. Because "her :he hi:: :'e i? rr.ove<i to the nrst 
 service notch. :: -v: _l1i n;i, e:: i:: ur.: of the lost motion, 
 move the sUde valve as far as ended, — therefore, the 
 air in chamher D'' would r : : ive to expand to the 
 point intend e : : :r:er :: lac :he service port in the 
 brake valve, 
 
 O. All parts being tight, what would make the reduc- 
 tion greater "- 'he 5r?t service notdu than intended? 
 
 A. Is: ::::::: :r the graduating valve lever, at the 
 fulcmm ^m :r ;.: t::e connections of the piston stem er 
 graduating valve. 
 
 O. How would this cause the redactkm to be greater 
 than was intended? 
 
 A. Because the piston would have to travel a certain 
 distance to take up this lost moticMi, without moving the 
 graduating valve, and tiaoi moving the g^duating valve 
 the usual distance to dose the brake valve exhaust, 
 would allow the pressure in chamber "D" to expand 
 lower than was intended. 
 
 Q. What is the trouble when the valve laps automat- 
 ically on an engine alone, or with a short train, but will 
 not with a long train ? 
 
EXAMINATION QUESTIONS AND ANSWERS 343 
 
 A. Leakage past the piston in the brake valve, prob- 
 ably due to a bent piston stem. 
 
 Q. Why will the valve lap on an engine alone or with 
 a short train, under these conditions, and not do it on a 
 long train? 
 
 A. Where the brake pipe volume is small, it reduces 
 quite rapidly, — giving a correspondingly quick move- 
 ment to the piston, which carries it and the graduating 
 valve over to the automatic lap in spite of a slight leak, 
 past the piston, but when the volume is large, the piston 
 moves more slowly on account of the slow fall of brake 
 pipe pressure, and if the piston stem is bent on account 
 of it binding in the cylinder, it gives a better opportunity 
 for the pressure in chamber "D" to leak into the brake 
 pipe without moving the piston far enough to have the 
 graduating valve close the exhaust port in the slide valve. 
 
 PRESSURE CONTROLLER DEFECTS. 
 
 Q. What attention must the vent port "C," in the 
 pressure controller and the straight air controller 
 receive ? 
 
 A. Special care must always be taken to keep this port 
 open. 
 
 Q. When, only, should air escape from it ? 
 
 A. When the maximum pressure it is set at is 
 obtained. 
 
 Q. If air escapes through port *'C" before the max- 
 imum pressure is reached, what is the trouble ? 
 
 A. Dirt or scale on seat, or diaphragm does not seat 
 properly on the air valve seat. 
 
 Q. If no air passes to the brake pipe at all in first 
 charging up, what is probably the trouble? 
 
3J:4 MODERN AIR 3RAKI. PRACTICE 
 
 A. The cut-out cock between the main resen-oir and 
 controller valve may be closed. 
 
 O. If, after charging up all right, the controller failed 
 to open when releasing after an application, what w^ould 
 be the trouble? 
 
 A. The piston may be stuck dowTi, or vent port "C 
 in the muffler plug stopped up. 
 
 O. How could port "C," being stopped up, cause this ? 
 
 A. If the piston and ring in the supply portion are 
 tight, the air admitted to the top of the piston could not 
 escape, if port "C" should be stopped, except by leaking 
 past the piston and passing out of port "X," which would 
 make the controller very slow to open. 
 
 O. If, at any time and for any reason, the pressure 
 controller refused to open, what could be done? 
 
 A. Screw up the hand wheel on the bottom of the con- 
 troller valve. 
 
 O. \Miat effect w^ould this have ? 
 
 A. It would allow full main reser\^oir pressure to pass 
 to the brake pipe. 
 
 O. \Miat precautions should be observed when apply- 
 ing the brakes under these conditions ? 
 
 A. From any notch under these conditions the brake 
 valve handle should be returned to positive lap position 
 as soon as the safet}* valve begins to blow. 
 
 O. If the controller should not open promptly after 
 light applications of the brakes, w^here would the trouble 
 be? 
 
 A. This would be due to sluggish action of the con- 
 troller, which should be reported at once for examin- 
 ation. 
 
 O. \Miat would cause the controller to be sluggish in 
 opening ? 
 
EXAMINATION QUESTIONS AND ANSWERS 345 
 
 A. A continuous leak past the diaphragm and the air 
 valve seat, port "C" plugged up, the piston or ring fitted 
 too tight, or the valve fitted too tight in the valve guide. 
 
 Q. What would make the pressure controller sluggish 
 in closing? 
 
 A. A bad leak past the piston, passage in the air valve 
 seat partially clogged up, the piston or ring fitted too 
 tightly in the cylinder or the valve fitted too tightly in 
 the guide nut. 
 
 O. What would cause a blow at the relief port "X" 
 in supply portion when the brake pipe is not fully 
 charged up ? 
 
 A. A leak past the upper seat on the valve, and a loose 
 fitting valve in the guide nut. 
 
 Q, What, in addition to this, would cause a blow at 
 this port when fully charged up? 
 
 A. Leakage past the piston. 
 
 Q. What would cause a continuous blow at the port 
 *'C" in the muffler plug? 
 
 A. Dirt or scale, or a poor bearing between the dia- 
 phragm and air valve seat, and with the high pressure 
 cut in, perhaps a leaky three, or four-way cock in the 
 controlled pipe connections. 
 
 Q. What harm would it do to plug this port up in this 
 case ? 
 
 A. Plugging this port in any case would probably pre- 
 vent the pressure controller from working, as air could 
 not escape off the piston except by leaking down past it. 
 
 Q. What should be done if the pipe to one of the 
 duplex regulating tops should break off? 
 
 A. The broken end should be plugged and if it had 
 been connected to the top that was cut in, cut this top 
 
346 MODERN AIR BRAKE PRACTICE 
 
 out and cut the other one in, and adjust this one to the 
 pressure being used. 
 
 Q. What if the pipe between the supply and regulat- 
 ing portions of the pressure controller should break? 
 
 A. It would cut the supply portion off from the regu- 
 lating portion, and there would be nothing to regulate 
 the brake pipe pressure. 
 
 Q. What should be done? 
 
 A. Plug the broken pipe to avoid waste of air, and 
 either use the full main reservoir pressure, or cut the 
 main reservoir pressure down to the brake pipe pressure 
 desired, by adjusting the pump governor. 
 
 Q. What effect would a leak between the ports in the 
 three-way cock, used in the B-3-HP equipment have? 
 
 A. None, — while the low pressure is in use, but if this 
 should be cut out and the high pressure cut in, the air 
 would leak to the low pressure top, but unless the leak is 
 greater than the capacity of port "C," it would not shut 
 the pressure off. 
 
 Q. What effect would a leak between the ports in the 
 four-way cock used with Schedule B3-HS have? 
 
 A. It would probably cause a constant blow at the 
 accelerator pipe exhaust port, and if the high pressure 
 top was cut in, perhaps at port "C." 
 
 LEVER SAFETY VALVE AND HIGH SPEED CONTROLLER 
 
 DEFECTS. 
 
 Q. If there should be a continuous blow at exhaust 
 openings in the spring case of the lever safety valve, 
 either when using the safety valve alone or in connection 
 with the high speed controller, while the brake is applied, 
 where would the trouble be? 
 
 A. It would denote a leak past the pop valve seat in 
 
EXAMINATION QUESTIONS AND ANSWERS 347 
 
 the safety valve, either due to dirt or scale on it or a 
 poor bearing. 
 
 Q. What is the trouble if it opens and blows before 
 the brake valve handle is placed in the last service notch ? 
 
 A. Except when using more than 70 pounds brake 
 pipe pressure, this would indicate that the valve was not 
 properly adjusted, or spring had become weak, or that 
 the piston travel was too short. 
 
 Q. What would be the effect of a leak past the seat on 
 the piston valve side of the high speed controller? 
 
 A. Brake pipe pressure could leak into the piston 
 valve cylinder and pipes leading to the driver and truck 
 brake cylinders. 
 
 Q. What eft'ect would this have with the brakes re- 
 leased ? 
 
 A. Being unable to escape at the safety valve, the air 
 would travel back to the double check valve, and finding 
 an opening through it, either to the straight air pipe or 
 triple valve, or both, would cause a blow either at the 
 brake valve or triple valve exhaust, or perhaps both. 
 
 O. What effect would this leak have with the brakes 
 applied ? 
 
 A. In light service applications, it would tend to build 
 the driver and truck brake cylinder pressure up higher 
 than it should be, with the reduction made. 
 
 Q. Why should it not do this with a brake pipe pres- 
 sure of 70 pounds and a full service reduction ? 
 
 A. Because a full service reduction from 70 pounds 
 would bring the brake pipe pressure down to, if not 
 lower than, that in the brake cylinders, and brake pipe 
 pressure could not leak into a pressure equal to it, or 
 higher. 
 
348 MODERX AIR BRAKE PRACTICE 
 
 Q. Why would it raise the cyhnder pressure when 
 using the high brake pipe pressure? 
 
 A. Because then, the last service notch, when using 
 more than 70 pounds, brake pipe pressure, would still 
 leave the brake pipe pressure higher than 53 pounds, and 
 thus permit a leak from the brake pipe to the locomotive 
 brake cylinders, — if this seat should be very bad. 
 
 O. How could you be sure that the trouble is in this 
 seat? 
 
 A. With brakes released, disconnect the brake cylin- 
 der pipe from the high speed controller and see if air is 
 blowing from it. If so, the seat on the piston valve side 
 is leaking and must be replaced. 
 
 O. What effect would this defect have if the brake 
 pipe fell below the brake cylinder pressure? 
 
 A. None. — as it is the seat on the opposite or plain 
 side of the high speed controller that makes the joint 
 then. 
 
 O. If the brake pipe pressure was reduced lower than 
 the pressure of the engine brake cylinders, and the seat 
 on the plain side of the piston leaked, what would occur ? 
 
 A. Brake cylinder pressure would leak into the brake 
 pipe and reduce the braking power correspondingly. 
 
 O. How could you test for a leak of this kind.? 
 
 A. Empty the brake pipe and disconnect the brake 
 pipe from the high speed controller, and see if air blows 
 out of the controller at this point, with brakes applied. 
 
 ACCELERATOR VALVE DEFECTS. 
 
 O. If there is a continuous blow at the exhaust elbow 
 of the accelerator valve, what is the trouble? 
 
 A. The slide valve is leaking, due to a bad seat or dirt 
 on the seat. 
 
EXAMINATION QUESTIONS AND ANSWERS 349 
 
 Q. If this leak should be a serious one, what could be 
 done ? 
 
 A. Cut out the accelerator valve if it has a cut-out 
 cock in the brake pipe connection, if not, put a blind 
 gasket in the brake pipe connection to the accelerator 
 valve, or screw a plug into the exhaust elbow. 
 
 O. If, in making a service application with a light 
 engine, or a short train of less than six cars, there is a 
 blow at the accelerator exhaust elbow, what is the 
 trouble ? 
 
 A. Either the spring is weak, or port "S" in the piston 
 is plugged up with dirt or gum. 
 
 O. If there is a continuous blow at port ''T" in the 
 accelerator valve, what is the cause? 
 
 A. Probably a leak past the seat, — due to dirt on seat, 
 or seat being worn. 
 
 Q. If this blow only exists when the brake valve 
 handle is in lap position, where would the trouble prob- 
 ably be? 
 
 A. A porous wall in the divided reservoir. 
 
 Q. If, when using the high speed pressure, the accel- 
 erator valve should cause a greater reduction than de- 
 sired, where would the trouble be? 
 
 A The small exhaust port, in the four-way cock, 
 plugged up. 
 
 OTHER DEFECTS. 
 
 O. If there is a continuous blow from exhaust open- 
 ing "X" in the quick release valve, with the brake ap- 
 plied, what is the trouble? 
 
 A. The valve seat is leaking, — due to being in poor 
 condition, or dirt on it. 
 
 Q. If there is a blow at the driver brake triple valve 
 
350 MODERN AIR BRAKE PRACTICE 
 
 when brakes are either appHed or released, what is the 
 trouble ? 
 
 A. A leaky triple slide valve, due to dirt on the seat, 
 or a defective seat. 
 
 Q. If there is a blow at the driver brake triple valve 
 in release only, what is the trouble? 
 
 A. A leak past the seat on piston valve side of the 
 high speed controller in all probability. 
 
 Q. If it blows only when the straight air brake is ap- 
 plied, what is the trouble ? 
 
 A. Straight air pressure is leaking past a bad seat on 
 the triple valve side of the double check valve. 
 
EXAMINATION QUESTIONS AND ANSWERS 
 
 351 
 
 NEW YORK PRESSURE RETAINING VALVES. 
 
 The function of the retaining valve, and its construc- 
 tion and operation have already been discussed at some 
 length in the section on the Westinghouse air brake 
 
 PR 8 
 
 Fig. 136 — Freight Car Pressure Retaining Valve. 
 
 system, and it will not be necessary to continue the dis- 
 cussion in connection with the New York system, for 
 the reason that the design and action of these valves are 
 practically the same in both systems. In the New York 
 air brake there are four forms of retaining valves used. 
 Fig. 136 illustrates the most common form. This valve 
 is used on freight cars. Fig. 137 shows style PV re- 
 
352 
 
 MODERN AIR BEAKE PRACTICE 
 
 taming valve for use in passenger service. This valve 
 has a shaft extended from the retaining plug for the 
 handle so that the retainer can be located outside the 
 vestibule, and still be operated from the inside. This 
 feature constitutes the main difference between style P 
 
 -g- PipeiThd. 
 
 Li..i 
 
 Fig. 137 — Style PV, New York Pressure Retaining Valves. 
 
 and style PV retainers. Otherwise the two styles are 
 similar in design. 
 
 Figure 138 shows the New York pressure retaining 
 valve style DB for use on driver brake cylinders for the 
 purpose of holding the driver brakes applied while .re- 
 leasing the train brakes, and thus keep the train bunched. 
 This method greatly lessens the danger of the train 
 breaking in two from the slack running out. The style 
 PB retainer has three positions, as follows: vertically 
 downward, full release; horizontal, to retain 15 pounds; 
 
NEW YORK PRESSURE RETAINING VALVES 
 
 353 
 
 vertically upward, to retain all brake cylinder pressure. 
 In order to obtain efficient service from retaining valves, 
 
 R a 
 
 Fig. 138 — Style DB, Pressure Retaining Valve. 
 
 it is absolutely necessary that the pressure retaining pipe, 
 and all joints be air tight; also the brake cylinder pack- 
 ing leather must be free from leaks. 
 
 BRAKE LEVERAGE. 
 
 Brake leverage is a combination or system of levers 
 coupled up and arranged in such a manner that when 
 actuated by the brake piston pressure, such combination 
 will deliver pressure on the brake shoes and thus arrest 
 the rotation of the wheels. 
 
354 MODERN* .\IR BRAKE PRACTICE 
 
 Three kinds of levers are used in modern air brake 
 practice, and they are known as levers of the first class, 
 second class, and third class. The difference between 
 these three classes of levers is determined by the three 
 points in the lever at which the application of the forces 
 is made. Fig. 139 shows the three classes of levers, the 
 view at the top representing a lever of the first class, the 
 intermediate view a second class lever, and the bottom 
 view shows a lever of the third class. The first section 
 of the formulae accompanying each illustration, 
 F X a 
 
 AV ^ means that, the force applied multiplied by 
 
 b 
 
 the force-applied arm, and divided by that portion of the 
 lever betvreen the fulcrum and the force-delivered arm. 
 gives the force delivered. The next formulae, viz., 
 
 WXb 
 
 F ^ . means that the force delivered multiplied 
 
 a 
 
 by the distance in inches bet^veen the fulcrum point, and 
 the force delivered point, and divided by the distance in 
 inches between the force applied and the fulcrum point 
 equals the force applied. The letters have the same 
 meaning in each formula : as follows : * 
 \V = force delivered, in pounds. 
 
 F r=r force applied, in pounds. 
 
 a = distance in inche? between force applied point and 
 fulcrtun point. 
 
 b = distance in inches between fulcrum point and 
 force delivered point. 
 
 Although the location of letters a and b changes with 
 the different classes of levers, their meaning remains the 
 
BRAKE LEVERAGE 
 
 355 
 
 fr-2^ 
 
 F* 
 
 TTx b 
 
 F F+W 
 
 h^Fxg or 7,=-EAi_ 
 
 FULCRUM BETWEEN APPLIED AND DELIVERED FORCES* 
 
 
 b 
 
 W^b 
 a 
 
 a^Wxb^a--'^^^^ 
 
 W-F 
 
 b ^ ^^ ^. or 6» Fxd 
 
 TF TT-F 
 
 DELIVERED FORCE BETWEEN FULCRUM AND 
 APPLIED FORCE. 
 
 (TaUx^ 
 
 Cxb 
 
 fc —1^ or Z>-y_^ 
 
 APPLIED FORCE BETWEEN FULCRUM. AND 
 DELIVERED FORCE* 
 
 Fig. 139 — Brake Levers. 
 
 same. The fulcrum point is the stationary point on 
 which the lever gets its purchase. 
 
356 
 
 MODERN AIR BRAKE PRACTICE 
 
 TOTAL LEVERAGE. 
 
 The total leverage in a combination of brake levers, is 
 that applied force which would be produced by using 
 one long lever if it were possible to do so, but owing to 
 inability to do so ui;ider a car, a series of several shorter 
 
 STevCNS SYSTEM 
 .CAR BRAKE UCVCRS. 
 
 Fig. 140. 
 
 levers must be employed, which will produce the same 
 result. For instance a total leverage of 7 to i means that 
 with one long lever the force delivered is seven times 
 greater than the force applied, or that a system of shorter 
 
 Fig. 141 — Hodge System of Car Brake Levers. 
 
 levers used on a car is capable of delivering a pressure 
 at the brake shoes seven times greater than the pressure 
 applied to the piston in the brake cylinder. The total 
 leverage on a car should never he higher than 10 to i, 
 and if possible as low as 7 or 8 to i. These limits are 
 
BRAKE LEVERAGE 357 
 
 necessary because of the small clearance between the 
 brake shoes and wheels, and the excessive piston travel 
 when the brakes are released. If the total leverage be 
 too high the brake shoe clearance will be too small, re- 
 sulting in the rubbing of the brake shoes on the wheels 
 when the brakes are released. 
 
 Figure 140 shows the Stevens system of foundation 
 brake gear. The Hodge system of leverage is outlined 
 in Fig. 141. In this system an equalizing lever is re- 
 quired for the hand brakes, as shown. Tender brake 
 levers and their arrangement are shown in Fig. 142. 
 
 BRAKING POWER. 
 
 The braking power of any system of air brakes is the 
 power applied at the brake shoes through the medium of 
 the leverage and the pressure on the air piston. 
 
 The percentage of braking power is the ratio of the 
 total braking power to the total weight of the car. It is 
 
 Fig. 142 — Tender Brake Levers. 
 
 based on the light weight of passenger and freight cars, 
 and also the tender ; but is based on the loaded weight 
 resting on the drivers, and on the truck wheels for the 
 reason that the weight of the engine in working order 
 does not vary much. The percentages are as follows: 
 
358 MODERN AIR BRAKE PRACTICE 
 
 On passenger cars, 90 per cent; on freight cars, 70 per 
 cent ; on tenders, 100 per cent, and on drivers and engine 
 truck, 75 per cent. 
 
 RULES FOR CALCULATING BRAKE POWER. 
 
 The force exerted upon the piston depends upon the 
 size of the cyHnder and the air pressure in the cyHnder. 
 
 To get the number of pounds push at the piston, mul- 
 tiply the number of square inches on the piston by the 
 number of pounds pressure per square inch on the 
 cylinder. For example, an 8-inch piston contains 50 
 square inches, which multiplied by 50, the cylinder pres- 
 sure, would give a push of 2,500 pounds at the end of 
 the piston-rod. 
 
 To find the number of square inches on a piston, mul- 
 tiply the diameter by itself, and by the number thus ob- 
 tained multiply .7854, and cut off the last four figures 
 from the result, and the remainder will be the number of 
 square inches. For example, 8 times 8 is 64, and .7854 
 multiplied by 64 equals 50.2656, or 50 inches and 2,656 
 ten-thousandths of an inch. The decimal can be dropped 
 unless it equals .5 or more, as for instance, a lo-inch 
 cylinder would be counted as having 78^ square inches. 
 
 A short method is to multiply the diameter by itself, 
 and the result by 11 and divide by 14. 
 
 The following table gives the force exerted upon the 
 pistons of the different sized cylinders with pressures of 
 50 and 60 pounds per square inch : 
 Size of cylinder, 6" 8" 10" 12" 14" 16" 
 50 lbs. pressure, 1,000 2,500 4,000 5,650 7 700 10,059 
 60 lbs. pressure, 1,700 3,000 4,700 6,700 9200 12,050 
 
 The braking power of a car after it has been equipped 
 may be calculated in the following manner: 
 
'i{)aa;:~- 
 
 
 I 
 
 avljjv olqhJ tiihiq ss. dim lobnii^C/ (JOoL* bitfi qvIjs 
 
LIGITT WEIGHT OF «AKS=3660l) LBS. 
 BRAKING ]'0\VER=2S»832 UJS.=80 PEK CENT LIGHT WEIGHT 
 
 ^ 
 
 5333' 
 
 7333 
 
 7333 
 
 2000* 
 
 \300(P 
 
 ■8"Cy///fdi?r ! 
 
 sooo^ 
 
 £000" 
 
 7333 ^„ 
 
 ■it:. vo 
 S335 
 
 « 
 
 iMETHOD OF FIGUKIXG B END 
 
 odOO lbs.X9-^13%"=2000 ll>s.=Top Kod I'liU. 
 aiOO lb8.X22^6=7333 Uis— Brake Beam Full. 
 7.!33 lbs.— 2000 lbs.=5333 lbs.=Bottom Rod Pull. 
 5333 lbs.X22-!-16=7333 lb.«.=Brake Beam Pull. 
 
 7333 lbs.X4=29332 lbs.=Tot!il Braking Power. 
 
 29332 Ibs.H-Light Weight. (36600 lb3.)=.80=Brakii\.<; Power per cent. 
 
 .MKTHOD OK Fr(;ri;[.\<; .v end 
 
 3000 lhs.+2UU0 Ills. =5000 lbs.=CyIinc\er Tic Kcid I'ull. 
 5000 lbs.X9-^22>o=2000 Ibs.— i'op Rod Pull. 
 2000 lbs.X22H-6=73,'i3 lbs.=Brake Beam Pull. 
 7333 lbs.— 2000 lbs.=5333 Ibs.=Bottom Rod I'ull. 
 5333 lbs.X22-i-16=7333 lbs.=Brake Beam Pull. 
 
 When Floating Lever is in Proportion to Cylinder Lever and Dead Lever.s are in Proportion to Live Lever.s it will only be necessary tn liyure the I'nil on one Brake Beam and niulti|ily 
 this by 4 to get the total Braking Power. Where this is not the case they are wrong repairs and Levers should be changed and made in jiroportion. 
 
 Figure 3000 lbs. Cylinder Push for 8" Cylinder with a quick action triple valve and 2500 lbs. for 8" Cylinder with a plain triple valve. 
 
^ 
 
 *00<iS 
 
 
 ^ 
 
 
 Pi 
 
 i'/iar a 4j/.i>rim-i 'i(> aoir 
 
 it — .««ii 
 
 ■j'riiK n iiliw 7-*f)fiif7D ^^8 lol if»'Jj4. lybni 
 
 >^i t*iu;^i'i 
 
BRAKE LEVERAGE 359 
 
 (l) Multiply the total piston pressure by the force- 
 applied arm in inches. (2) Divide by the force-delivered 
 arm to find the force exerted on the outer end of the 
 lever; also the force on the opposite end of the tie rod 
 which connects to the middle of the Hodge lever. (3) 
 Divide the pull on the middle hole of the Hodge lever by 
 2. On a freight car omit this division. (4) Multiply by 
 length of lever between force applied and the fulcrum 
 point, and divide by that portion of the lever lying be- 
 tween the fulcrum point and brake shoe. (5) If the 
 proportions are alike in the live lever and dead lever of 
 both trucks multiply by 4 to get the total braking power. 
 
 (6) Divide the total weight of the car into the total 
 braking power to get the percentage of braking power. 
 
 (7) Divide the total braking power by the total piston 
 pressure to get the total leverage. 
 
 The insert sheet sketch 223 illustrates the process of 
 calculating braking power. 
 
 BRAKE SHOE FRICTION. 
 
 Friction is the resistance to motion between two bodies 
 in contact due to the interlocking of projections on the 
 surface of each which interrupt or oppose each other, 
 and must be broken off, bent or crushed out of shape 
 before the two rubbing surfaces can pass each other. 
 
 The friction of a brake shoe against the wheel is ex- 
 pressed by the term co-efficient of friction, meaning the 
 result obtained by dividing the actual pull of the brake 
 shoe tending to stop the rotation of the wheel, by the 
 load pressing the shoe against the wheel, as for instance 
 if a brake shoe is pressed against the wheel with a load 
 of 4,000 pounds and exerts a pull on the wheel of 500 
 pounds, the co-efficient of friction is 500 divided by 
 
360 MODERN AIR BRAKE PRACTICE 
 
 4,ocxD or .125. For convenience in use, however, this 
 figure is expressed as 12.5 per cent. Conversely if a 
 brake shoe, having a co-efficient of friction of 12.5 per 
 cent., is applied with a braking force of 4,000 pounds, 
 the retarding effect of the shoe will then be 12.5 per cent, 
 of 4,000 ^ 500 pounds. 
 
 The co-efficients of brake shoe friction covering the 
 various types of brake shoes in general use have been 
 determined by carefully conducted shop tests with full 
 sized shoes and wheels and from these tests have been 
 developed the following law^s : 
 
 (i) The co-efficient of friction of the brake shoe de- 
 creases with increase of pressure ; that is, the co-efficient 
 of friction of a cast iron brake shoe, acting under a load 
 of 3,000 pounds against a wheel moving at 30 miles an 
 hour, averages 28 per cent., whereas with the same shoe 
 applied with a load of 6,000 pounds against the wheel at 
 30 miles an hour, it is only 23 per cent. 
 
 (2) The co-efficient of friction of the brake shoe de- 
 creases with increase of speed ; that is, the co-efficient of 
 friction of a cast iron shoe with a load of 3,000 pounds 
 applied to a wheel at 30 miles an hour is 28 per cent. 
 With the same shoe acting under the same load on a 
 wheel moving at 54 miles an hour, the co-efficient of fric- 
 tion is 20 per cent. 
 
 (3) At a constant speed, the co-efficient of friction of 
 a brake shoe diminishes with increase of time of applica- 
 tion. 
 
 (4) The retarding effect of the brake shoe at very low 
 speeds and just before the wheel stops, rises very rapidly 
 as the wheel stops. 
 
 Experience has demonstrated that the pressure applied 
 to the ordinary brake shoe cast iron should not exceed 
 
ST. CLAIR 
 BRAKE VALVE 
 
PRESS URES 
 
 EQ UALIZING C HAMBER 
 SUPPLEMENTARY RESERVOIR 
 
 3 
 
 TRAIN UNE 
 
 Locomotive Firemen and Enginemen's Magazine. 
 St. Clair Air Brake Series 
 
 PLATE I— REAR END RELEASE AND QUICK RE- 
 CHARGE VALVE— (Running Position) 
 
PRESSURES 
 
 EQUALIZING CHAMBER' 
 REDUCED 
 
 SUPPLEMENTARY RESERVOIR 
 
 Locomotive Firemen and Enginemen's Magazine. 
 St. Clair Air Brake Series 
 
 PLATE II— REAR END RELEASE AND QUICK RE- 
 CHARGE VALVE— (Application Position) 
 
EQUALIZING CHAMBER 
 
 SUPPLEMENTARY RESERVOIR 
 
 Locomotive Firemen and Enginemen's Magazine. 
 St. Clair Air Brake Series 
 
 PLATE III— REAR END RELEASE AND QUICK RE- 
 CHARGE VALVE (Release Position) 
 
BRAKE SHOE FRICTION 361 
 
 90 per cent, of the weight holding the wheel to the rail, 
 or the brake shoe would stop the motion of the wheel 
 before the train came to a stop. This is because there is 
 a greater area of contact between the shoe and the wheel. 
 The brake shoe pull should always be less than the pull 
 of the rail, to avoid sliding the wheel, 
 
362 MODERN AIR BRAKE PRACTICE 
 
 QUESTIONS AND ANSWERS. 
 
 NEW YORK TYPE J TRIPLE VALVE. 
 
 Q. For what conditions of service has the Type J 
 triple valve of the New York air brake company been 
 designed ? 
 
 A. For all conditions and classes of passenger train 
 service. 
 
 O. How many, and what are the styles in which this 
 valve is made? 
 
 A. Two, Style "A," and Style "B." 
 
 Q. What is the principal difference between the two 
 styles ? 
 
 A. Style "A" is fitted with a high emergency pressure 
 cap, safety valve and supplementary reservoir; Style B 
 is not. ' 
 
 Q. What are the main features of the Type J triple 
 valves ? 
 
 A. The maximum braking pressure is available at all 
 times, provided of course that the air pump is running. 
 
 O. Why is this ? 
 
 A. Because the auxiliaries are recharged in about the 
 same time required to release the air from brake cylin- 
 ders. 
 
 Q. How many and what are the positions of this valve ? 
 
 A. Five ; as follows : Full release and charging, service, 
 lap. release and recharge, and emergency. 
 
 Q. Is there any danger of obtaining an emergency ap- 
 plication when making a service application? 
 
EXAMINATION QUESTIONS AND ANSWERS 363 
 
 A. No. The service ports are so proportioned as to 
 prevent this. 
 
 O. Briefly describe the action of the J triple valve in 
 release and recharge. 
 
 A. When brake pipe pressure is restored after a serv- 
 ice application, or when the valve is in lap position, the 
 piston, slide valve and graduating valve are returned to 
 full release and recharging position. 
 
 Q. Describe the action of the safety valve used in con- 
 nection with this valve ? 
 
 A. It is set for 60 pounds, and its action is practically 
 the same as it is with other triple valves. 
 
 NEW YORK TYPE K TRIPLE VALVE. 
 
 Q. How many, and what are the sizes in which this 
 triple valve is made? 
 
 A. Two. The K-5 for 8-inch brake cylinders, and the 
 K-6 for lo-inch brake cylinders. 
 
 Q. Do these valves perform all the functions of the 
 older type of quick action triples ? 
 
 A. Yes ; and three additional functions, vix. : quick 
 service, restricted release and uniform recharge. 
 
 Q. Can they be used in the same train with the older 
 type of triples ? 
 
 A. Yes ; and they serve to improve the action of the 
 latter when so used. 
 
 Q. What is the difference between the K-5 and K-6 
 triple valves? 
 
 A. With the exception of the slide valve, the moving 
 parts in both valves are identical. 
 
 Q. For what class of service are the K triple valves 
 well adapted? 
 
 A. Long trains. 
 
364 MODERN AIR BRAKE PRACTICE 
 
 Q. How many, and what are the positions of this triple 
 valve ? 
 
 A. Six; as follows: Normal release and recharging, 
 service, service lap, restricted release, normal release 
 after restricted release, and emergency. 
 
 Q. When it is desired to make a service application 
 how should the brake valve be handled? 
 
 A. Make a gradual reduction of brake pipe pressure. 
 
 Q. How is service lap position brought about? 
 
 A. By the automatic action of the triple after the de- 
 sired brake pipe reduction has been made. 
 
 Q. If it is desired to make a. heavier application how 
 is it obtained? 
 
 A. By making a further reduction of brake pipe pres- 
 sure, which causes the valve to automatically uncover 
 the feed port allowing additional air to pass from the aux- 
 iliary to the brake cylinder. 
 
 Q. When the auxiliary pressure is reduced below brake 
 pipe pressure, what occurs? 
 
 A. The graduating valve will again close the feed port. 
 
 Q. Can this action be repeated? 
 
 A. It can, until brake pipe and auxiliary pressures 
 equalize. 
 
 Q. How is restricted release obtained? 
 
 A. By admitting a sufficient volume of air to the brake 
 pipe to cause the parts of the valve to assume a position 
 in which the flow to the atmosphere is limited to one 
 small port. 
 
 Q. How is normal release again obtained? 
 
 A. When during the time the triple is in restricted re- 
 lease the auxiliary pressure becomes nearly equal to 
 brake pipe pressure, the parts of the valves will again as- 
 sume the position of normal release. 
 
EXAMINATION QUESTIONS AND ANSWERS 365 
 
 Q. How is release of the brakes after an emergency 
 application brought about? 
 
 A. In the same way as following a service application. 
 
 NEW YORK PRESSURE RETAINING VALVES. 
 
 Q. How many forms of pressure retaining valves are 
 there in use? 
 
 A. There are four. 
 
 Q. Which is the most common? 
 
 A. The freight car retainer. 
 
 Q. What are the other forms ? 
 
 A. The styles P, PV and DB. 
 
 Q. For what are the style P and PV retainers used ? 
 
 A. For 12, 14 and i6-inch passenger car cylinders. 
 
 Q. What is the difference between the style P and 
 the style PV? 
 
 A. Style PV has a shaft extended from the retaining 
 plug for the handle, so that the retainer can be located 
 outside of the vestibule and be operated from the inside. 
 Otherwise they are alike. 
 
 Q. Why is it necessary to use a special pressure re- 
 tainer on passenger cars having 12-inch or larger brake 
 cylinders ? 
 
 A. As the style S triple valve used on 12, 14 and 16- 
 inch cylinders has a larger exhaust port than the smaller 
 triples, it was necessary to make the retainer larger to 
 correspond in order to reduce the pressure from the larger 
 brake cylinders as fast as the smaller pressure retainer 
 did from the smaller cylinders. 
 
 Q. Where are the retaining valves usually located ? 
 
 A. They are placed at points about the cars and loco- 
 motive, easily accessible by trainmen and enginemen, 
 where they may be conveniently operated. 
 
366 MODERN AIR BRAKE PRACTICE 
 
 On freight cars they are usually located close to the 
 hand brake ; on passenger cars, at the end and inside of 
 vestibule; and on locomotives inside the cab and on the 
 tender; near the gangway. 
 
 Q. How are the retaining valves piped? 
 
 A. They are piped to the exhaust port of the tiiple 
 valve, so that when the triple valve goes to release posi- 
 tion, the exhaust air from the brake cylinder must pass 
 through this pipe to the pressure retaining valve before 
 it can escape to the atmosphere. 
 
 Q. Where are pressure retaining valves mostly used? 
 
 A. In mountain service to assist in letting trains down 
 grades safely. 
 
 Q. How do they operate to increase the facility and 
 safety of train handling? 
 
 A. In mountain service, when the engineer desires to 
 recharge the auxiliaries without allowing the train speed 
 to increase materially, they retard the exhaust of air from 
 the brake cylinder until the pressure reduces to about 15 
 pounds, and then retain this latter amount. To do this, 
 however, the pressure-retaining valve handle must be 
 turned to a horizontal position. 
 
 In level grade service, pressure retaining valves are 
 used to advantage in holding the slack bunched in long 
 trains while releasing the automatic brakes, to prevent 
 breaking in two. 
 
 0. If the handle of the freight car retainer is turned 
 up to a horizontal position, how much pressure will it 
 hold, or retain, in the brake cylinder ? 
 
 A. About 15 pounds. 
 
 Q. Does the passenger car retainer hold the same 
 amount of pressure ? 
 
 A. Yes. 
 
EXAMINATION QUESTIONS AND ANSWERS 367 
 
 Q. With a freight car retainer handle turned up, how 
 long should it take the brake cylinder pressure to blow 
 down to 15 pounds from 50 pounds, with 8-inch piston 
 travel and an 8-inch cylinder? 
 
 A. About 58 seconds. 
 
 O. How long will it take to blow down under the same 
 conditions with a lo-inch passenger car cylinder ; 14-inch ; 
 16-inch? 
 
 A. About 62 seconds. 
 
 Q. When freight car pressure retainers are used on 
 14-inch brake cylinders, on long trains, where there are 
 cars without retainers, what is the result in making the 
 stop even though these retainers are not turned up? 
 
 A. It is almost impossible to make the stop without a 
 shock, and possibly breaking in two. The cars which 
 have no retainers will have their brakes released before 
 those which have retainers. 
 
 Q. When a small retainer is used on cars that have 
 large brake cylinders, and the retainer is turned up on a 
 long grade, what is likely to occur ? 
 
 A. As the retainers take longer to blow the pressure 
 down, the wheels are likely to overheat. 
 
 Q. Where is the style DB retainer used? 
 
 A. On driver brake cylinders, for the purpose of hold- 
 ing the driver brakes applied while releasing the train 
 brakes. 
 
 O. Why is it desirable to operate retainers on driver 
 brakes ? 
 
 A. To keep the train bunched while releasing at slow 
 speeds, and thus prevent it from breaking away into two 
 or more pieces. 
 
 Q. How many positions are there for the handle of 
 the DB style retainer? 
 
368 MODERN AIR .BRAKE PRACTICE 
 
 A. Three; vertically downward, full release; horizon- 
 tal, to retain 15 pounds; vertically upward, to retain all 
 brake cylinder pressure. 
 
 Q. In order to have the pressure retaining valve oper- 
 ate efficiently, what conditions must be observed? 
 
 A. The pressure retaining pipe and all the joints must 
 be absolutely air tight, as must also be the brake cylinder 
 packing leather, 
 
 BRAKE LEVERAGE. 
 
 Q. What is understood by the term ''leverage?" 
 
 A. When taken in connection with car braking, it is a 
 combination or system of levers, so coupled up and ar- 
 ranged, that when actuated by the brake piston pressure, 
 delivers pressure on the brake shoes to arrest the rotation 
 of the wheels. 
 
 Q. Are levers always used in combination in air brake 
 work? 
 
 A. Yes ; generally speaking, but in the study of lever- 
 age, it is found advantageous to divide up the combination 
 and treat each lever therein as a single, simple lever. 
 
 Q. How many kinds of levers are used in modern air 
 brake pactice? 
 
 A. Three. They are known as levers of the first class, 
 second class and third class. 
 
 Q. What is the difference between these three classes 
 of levers ? 
 
 A. The location of the three points in the lever at 
 which the application of the forces is made determines 
 the class of the lever. 
 
 Q. Describe a lever of the first class. 
 
 A. It is a lever in which the fulcrum point is between 
 the points where force is applied, and force delivered. 
 
EXAMINATION QUESTIONS AND ANSWERS 369 
 
 Q. What is a lever of the second class? 
 
 A. One in which the point where force is delivered is 
 between the fulcrum and the point where force is ap- 
 plied. 
 
 Q. Describe a lever of the third class. 
 
 A. In a lever of the third class the point where force 
 is applied is between the fulcrum and the force delivered 
 point. 
 
 Q. What is meant by the proportion of levers ? 
 
 A. The ability of the lever to deliver a certain force in 
 proportion to the force applied upon it. 
 
 Q. How is the proportion of a lever found? 
 
 A. By dividing the force-applied arm by the force- 
 delivered arm. 
 
 Q. What is the force-applied arm? 
 
 A. The length in inches of that portion of the lever 
 lying between the force-applied point and the fulcrum 
 point. 
 
 Q. What is the force-delivered arm? 
 
 A. That portion of the lever in inches between the 
 force-delivered point and fulcrum point. 
 
 Q. Give a formula for calculating the force in pounds 
 delivered by a lever. 
 
 FXa 
 
 A. W == in which W is the unknown quantity 
 
 b 
 
 (viz. : force delivered) ; F is the force applied in pounds ; 
 a equals distance in inches between force applied point, 
 and fulcrum point, b equals distance in inches between 
 fulcrum point and force-delivered point. 
 
 Q. Give method of calculation. 
 
 A. F multiplied by a, and this product divided by b, all 
 
370 MODERN AIR BRAKE PR^VCTICE 
 
 of which are known quantities, will equal W, the force 
 delivered. 
 
 WXb 
 
 Q. Explain the formula, F = 
 
 a 
 
 A. In this formula the value of F is to be ascertained ; 
 therefore, W multiplied by b, and this product divided by 
 a, all of which are known quantities, will equal F, the 
 force applied. 
 
 Q. Is there not a general rule which can be used, dis- 
 regarding the class of the lever? 
 
 A. Yes, it is very simple, worth memorizing, and is as 
 follows : Multiply the force applied by the force-applied 
 arm, in inches, and divide that product by the force-de- 
 livered arm, in inches. 
 
 Q. What is meant by force-applied point? 
 
 A. That point on the lever where the pressure, or 
 power, is first introduced. 
 
 Q. What is meant by the force-delivered point of the 
 lever ? 
 
 A. That point of the lever where the force practically 
 leaves the lever, through the connecting rod, to proceed 
 to the next connecting lever. 
 
 Q. What is meant by the fulcrum point of the lever ? 
 
 A. That point which is practically used as a stationary 
 point on which the lever gets its purchase, or, as is com- 
 monly known, gets its "prying" point. 
 
 TOTAL LEVERAGE. 
 
 Q. What is meant by total leverage? 
 A. Total leverage, in the continuous combination of 
 brake leverage in the foundation brake gear of a car, is an 
 
EXAMINATION QUESTIONS AND ANSWERS 371 
 
 equivalent to one single, long lever, if it were possible to 
 use such a lever ; but, on account of the inability to do so, 
 a series of several shorter, or lower proportioned levers 
 must be employed and be connected up into a system to 
 produce the same result that one very long lever would. 
 
 Q. What is meant by a total leverage of 7 to i ? 
 
 A. In car leverage it means that a system of short 
 levers used in combination is capable of delivering a pres- 
 sure at the brake shoes seven times greater than that ap- 
 plied by piston in the brake cylinder. 
 
 Q. About what should the total leverage on a car be? 
 
 A. Never higher than 10 to i, and if possible, as low 
 as 7 or 8 to i. 
 
 Q. Why are these limits placed on the total leverage ? 
 
 A. On account of the very small clearance between 
 the brake shoes and wheels, and to prevent rubbing of 
 the brake shoes on the wheels when brakes are released. 
 
 BRAKING POWER. 
 
 Q. What is meant by the term "braking power?" 
 
 A. The power applied at the brake shoes, through the 
 medium of the leverage and the pressure on the air pis- 
 ton, to arrest the rotation of the wheels. 
 
 Q. What is meant by braking power per pair of 
 wheels ? 
 
 A. The pressure delivered by the brake shoes on one 
 pair of wheels. 
 
 Q. What is meant by total braking power? 
 
 A. The total pressure expended on all the wheels of 
 the car. 
 
372 MODERN AIR BRAKE PRACTICE 
 
 BRAKING POWER PERCENTAGE. 
 
 Q. What is meant by percentage of braking power? 
 
 A. The ratio of the total braking power and the total 
 weight of the car. This percentage is found by dividing 
 the total braking power by the weight of the car. 
 
 Q. What percentage of braking power is ordinarily 
 employed ? 
 
 A. On passenger cars, 90 per cent ; on freight cars, 70 
 per cent; on tenders, 100 per cent; on locomotive driving 
 wheels, 75 per cent ; on engine truck wheels, 75 per cent. 
 
 Q. Is the percentage of braking power based on the 
 light or loaded weight of the car, tender and engine. 
 
 A. It is based on the light weight of the passenger car, 
 freight car and tender ; but is based on the loaded weight 
 resting on the locomotive driving wheels and on the 
 truck brake wheels. 
 
 O. Why is the braking power based on the light weight 
 of the car and tender and on the loaded weight of the 
 engine ? 
 
 A, The higher percentage of braking power on the pas- 
 senger car is designed because the loaded weight and 
 light weight of the car do not vary a great deal ; hence, a 
 high braking power is permissible. The freight car varies 
 greatly between its light and loaded weight; hence, the 
 braking power must be placed lower than with the pas- 
 senger car. Also the freight car runs at lower speeds, 
 where the co-efficient of brake shoe friction is higher than 
 on the passenger car at high speeds, and a lower braking 
 power must therefore be used, to prevent the skidding of 
 wheels when the car is emptv'. 
 
 O. WTiy is 75 per cent used on the engine driving 
 wheel and truck wheel brakes? 
 
EXAMINATION QUESTIONS AND ANSWERS 373 
 
 A. The weight of the engine in working order does not 
 vary much, and the working weight is really the loaded 
 weight ; hence, the braking power of the engine is com- 
 paratively high, although it may seem low when we con- 
 sider the figures only. 
 
 Q. Why is the tender braked at lOO per cent ? 
 
 A. Because it has been found that this percentage can 
 be safely used, on account of the tender always carrying 
 a certain amount of coal and water above the light weight. 
 
 Q. How have these practices been determined and 
 adopted ? 
 
 A. By actual service conditions. 
 
 Q. Is there a different percentage in braking power on 
 a car when it is loaded and when it is light? 
 
 A. Yes ; if a car is braked 70 per cent, and be given 
 a load equal to its own weight, the car will be then brak- 
 ing at only 35 per cent. 
 
 Q. What cylinder pressure is used as a basis for com- 
 puting the braking power ? 
 
 A. Sixty pounds where the quick action triple valve is 
 used, and 50 pounds when the plain triple is used. 
 
 Q. How is the piston pressure in the cylinder calcu- 
 lated ? 
 
 A. The diameter of the piston is first multiplied by it- 
 self, then that product multiplied by the decimal .7854 
 and that product in turn multiplied by the pressure ex- 
 erted in pounds per square inch on the piston. Thus, the 
 calculation of a 60-pound pressure on the piston of an 
 8-inch cylinder would result as follows : 
 
 8 X 8 = 64 ; 64 X .7854 = 50 ; 50 X 60 = 3000 lbs. 
 
 Q. What is understood by the term "foundation brake 
 gear ?" 
 
374 MODERN AIR BRAKE PRACTICE 
 
 A. That part of the air brake system under the car, 
 comprising the levers, connecting rods, jaws, pins, brake 
 beams, hangers, hanger supports, lever guides and 
 supports. 
 
"^ 
 
 PART 1 
 
 INDEX 
 
 A 
 
 PAGtS 
 
 Accelerator Valve 240-242 
 
 Action explained 242 
 
 Description 240-241 
 
 Names of Parts 24.2 
 
 Purpose of 240 
 
 Air Pump — New York Duplex 1-14 
 
 Description 1-7 
 
 Disorders and Remedies lO-ii 
 
 Lubrication 8-10 
 
 Operation 4-8 
 
 Sizes and Capacities 2 
 
 Valve Gear 2, 49 
 
 Automatic Control Equipment 144-170 
 
 Advantages in Using 144-145 
 
 Important Feature of 145 
 
 Operation — Instructions for 146-149 
 
 Parts and their Functions 145-146 
 
 Piping Arrangements 149-15 1 
 
 Automatic Control Valve .^ 152-170 
 
 Automatic Maintenance of Cylinder Pressure. .170 
 
 Automatic Release 155-156 
 
 Charging Position 156-157 
 
 Emergency Lap 164 
 
 Emergency Position 162-164 
 
 Functions of 152 
 
11 INDEX 
 
 Full Release, or Normal Position 156 
 
 Independent Release .\ 167-169 
 
 Independent Straight Air Brake 169 
 
 Names of Parts 152-155 
 
 Quick Action Cylinder Cap 164-167 
 
 Service Lap 161-162 
 
 Service Position 1 58-161 
 
 Automatic Oil Cup — Style A 1 1-14 
 
 B 
 
 B-2 Brake Valve , 222-233 
 
 Action explained 226-228 
 
 Description of 225-226 
 
 Emergency Position .231-232 
 
 Full Automatic Release 228-229 
 
 Graduating Positions 230-231 
 
 Lap Position 229-230 
 
 Names of Parts 232-233 
 
 Running Position 229 
 
 Supplementary Reservoir 233 
 
 B-2 Equipment 216-233 
 
 Accelerator Valve 217 
 
 B-2 HP 218 
 
 B-2 HS 218 
 
 B-2 S 217-218 
 
 Cut-out Cocks — Uses of 220-221 
 
 Manipulation — Rules for 219-220 
 
 Schedule B-2 216 
 
 B-3 Locomotive Brake Equipment 251-25^ 
 
 General Description 251-253 
 
 Manipulation — Rules for 254-258 
 
 Noted Improvements 253 
 
INDEX 111 
 
 Schedules B-3, and B-3 S 251-252 
 
 Schedules B-3 HP, and B-3 HS 252-253 
 
 B-3 Brake Valve 258-268 
 
 Action explained 261-262 
 
 Automatic Release 263 
 
 Description 258-261 
 
 ^ Emergency 267-268 
 
 Lap Position 264-265 
 
 Running Position 263-264 
 
 Service Application 265-267 
 
 Brake Leverage 353-357 
 
 Brake Shoe Friction 359-361 
 
 Braking Power 357-359 
 
 C 
 
 Charging Position — Automatic Control 156-157 
 
 Cleaning and Oiling — L Automatic Brake 205 
 
 Combined Air Strainer and Check Valve 191-193 
 
 Combined Automatic and Straight Air Brake. . .iio-i 15 
 
 Cut-off Valve 46 
 
 Cut-out Cocks — Uses of 220-221 
 
 D 
 
 Double Heading 335 
 
 Double Pressure Feed Valve 181-184 
 
 Adjustment of , . 183-184 
 
 Function of .181 
 
 Names of Parts .181 
 
 Double Pressure Ccmtroller 234-239 
 
 Action explained 237-238 
 
 Description of 235-237 
 
 Function of , . ^ , . . 234 
 
IV INDEX 
 
 Names of Parts 239 
 
 Duplex Pump. Governor 186-191 
 
 Action explained 189-190 
 
 E 
 
 Engineer's Brake Valve — Style B 21-40 
 
 Automatic Lap 36-38 
 
 Construction 21 
 
 Emergency Position 38 
 
 General Instructions 38-40 
 
 Graduating Pressures — Table 36 
 
 Handling Passenger Trains 34 
 
 Operation 25 
 
 Positive Lap 31-34 
 
 Principal Parts and their Duties 21-25 
 
 Release Position 25-29 
 
 Running Position 29 
 
 Equalizing Piston Test 45-46 
 
 F 
 
 Feed Valve Test 45 
 
 Foundation Brake Gear 373-374 
 
 Full Automatic Release — B-2 Brake Valve 228-229 
 
 Full Release and Charging J Triple Valve 270-273 
 
 G 
 
 Graduating Positions — B-2 Brake Valve 230-231 
 
 Graduating Pressures — Table of 36 
 
 H 
 
 High Speed Brake 1 16-121 
 
 Action explained 119-121 
 
INDEX V 
 
 Description of 1 16-1 19 
 
 Operating — Instructions for 116-117 
 
 High Speed Controller — Lever Safety Valve . . . 246-250 
 
 I 
 
 Independent Brake Valve 177-181 
 
 Construction and Action 180-181 
 
 Emergency Position 179 
 
 Function of 179-180 
 
 Lap Position , 179 
 
 Names of Parts 177-178, 180 
 
 Release Position 179 
 
 Service Position 179 
 
 37^ RV Safety Valve 179-180 
 
 J 
 
 J Triple Valves 269-278 
 
 Full Release and Charging 270-273 
 
 Lap Position 274 
 
 Principal Features ^ 270 
 
 Release and Recharge = 275-278 
 
 Safety Valve for J Triple , . . 278 
 
 K 
 
 K Triple Valve (Nev^r York) 278-291 
 
 Action explained 283-284 
 
 Description .-. .281-283 
 
 Emergency Application .290-291 
 
 Functions of 278-280 
 
 K5 and K6 279 
 
 Normal Release and Recharge 283-284 
 
 Normal after Restricted Release 289 
 
VI INDEX 
 
 Restricted Release 287-289 
 
 Sen-ice Position .284-286 
 
 L 
 
 L Automatic Brake \'alve 170177. 193-205 
 
 Charging and Release -. ijt^ 
 
 Emergency Position 176-177, 203-205 
 
 Holding Position 176, 198 
 
 Lap Position 175-176, 200 
 
 Xames of Parts 172-173 
 
 Positions of Handle 170-172 
 
 Release 176, 195 
 
 Running Position 173-174, 197 
 
 Ser\-ice Position 174-175. 200-203 
 
 N 
 
 Xew York Air Pump Governor — St)-le A 14-21 
 
 Duplex Governor 18-19 
 
 Piping — Single Pressure System 16-18 
 
 St}-le C Governor 12-13 
 
 Triplex Governor 18-21 
 
 Xew York Signal Equipment 121-123 
 
 X^ew York Triple \'alve 76-84 
 
 P 
 
 Plain Triple \'alve — Style A .76-81 
 
 Action explained , .yy 
 
 Essential Parts 76 
 
 Operation . . .■ 77-8i 
 
 St}-le C 81 
 
 Style E ._ 82-84 
 
 Pressure Retaining Valves 351-353 
 
INDEX Vll 
 
 Q 
 
 Quick Action Triple 84-92 
 
 Emergency Application 88 
 
 Names of Parts 84 
 
 Release and Charging 85-87 
 
 Service Application 87-88 
 
 Style F-i 84-90 
 
 Style H-i 89 
 
 Style P-i 84-90 
 
 Style S-i 91 
 
 R 
 
 Reducing Valve 112-113 
 
 Release — L Automatic Brake Valve. 176-195 
 
 Release and Recharge — J Triple 275-278 
 
 • S 
 
 Single Pressure Feed Valve , 184-185 
 
 Straight Air Equipment 1 1 i-i 15 
 
 Brake Valve 111-112 
 
 Double Check Valve 115 
 
 Reducing Valve 1 12-1 13 
 
 Safety Valve > 1 13-1 14 
 
 Straight Air Reducing Valve 243-245 
 
 Styles B and B-i Brake Valves 40-44 
 
 Assembling 43*44 
 
 Dismantling for Repairs 40-43 
 
 Testing 44 
 
 Style L Automatic Brake Valve 193-205 
 
 Cleaning and Oiling 205 
 
 Description . 193 
 
 Pipe Bracket 194 
 
 Positions 193 
 
Vlll INDEX 
 
 T 
 
 Testing- — Automatic Brake Valve 70^71 
 
 Testing — B and B-i Brake Valve 44 
 
 Train Handling — Rules for 3^8-343 
 
 Double Heading 335 
 
 Emergency Application 333-334 
 
 Final Release 334 
 
 Leaks and Other Disorders 336-343 
 
 Releasing all brakes 330-331 
 
 Service Reduction 330 
 
 Straight Air Graduating 332-333 
 
 Total Brake Leverage 370-37I 
 
 Triplex Governor 62-63 
 
 V 
 
 Vent Valve loo-ioi, 105, 302 
 
 Vent Valve not seating properly 103 
 
 W 
 
 Water Tank Stop — How to make 75 
 
INDEX 
 
 EXAMINATION QUESTIONS AND ANSWERS 
 NEW YORK AIR BRAKE 
 
 A 
 
 PAGE 
 
 Accelerator Valve 312-316 
 
 Automatic Brake Valve 63-75 
 
 Chamber D — Leakage from 69 
 
 Cleaning and Oiling 71-73 
 
 Emergency Application 64-65, 68 
 
 Excess Pressure — Purpose of 67 
 
 Excess Pressure Valve 66-67 
 
 Full Release 65-66 
 
 Graduating Notches 67-68 
 
 Leaks and Other Disorders 73 
 
 Main Slide Valve — Function 65 
 
 Names of Principal Parts 63-64 
 
 Pipe Connections 64 
 
 Positions — Names of 64 
 
 Reductions — Table of '.75 
 
 Running Position 66 
 
 Service Application .64 
 
 Testing for Leaks 70-71 
 
 Total Service Reduction 68 
 
 Automatic Control Equipment 206-215 
 
 Advantages in Using 206 
 
 Automatic Control Valve 207 
 
 Combined Air Strainer and Check Valve. . .214-215 
 
 Double Pressure Feed \'alve 212 
 
 Duplex Pump Governor 213 
 
11 INDEX 
 
 Excess Pressure 213-214 
 
 Gauges. Xos. i and 2 209 
 
 Important Feature of ^ 206 
 
 _ Independent Brake Valve 211-212 
 
 Instructions for Handling 208-210 
 
 L Automatic Brake \'alve 20S 
 
 Names of Parts 206 
 
 Rules for Operating 206-207 
 
 Single Pressure Feed \'alve 212 
 
 B 
 
 B-3 Brake Valve 296-306 
 
 Cut-out Cocks 304-306 
 
 Description 296 
 
 Follower Cap Xut 303 
 
 Graduating \'alve 298 
 
 Operation explained 297-302 
 
 Pipe Connections 303-304 
 
 Quadrant 296 
 
 Supplementary Reservoir 299-300 
 
 \'ent \'alve 302 
 
 Brake Leverage 368-370 
 
 Braking Power — Percentage 3/2-373 
 
 C 
 
 Combined Automatic and Straight Air Brake. . .124-133 
 
 Description 124-125 
 
 Double Throw Check \'alves 127-128, 131 
 
 Instructions for Handling 129-131 
 
 Leak}' Slide Valve — Test for 132-133 
 
 Safety Valves on Brake Cylinders 128-129 
 
 Straight Air Brake Valve 125-132 
 
INDEX 111 
 
 Straight Air Reducing Valve 125-126 
 
 Supply Valve — Cleaning 126-127 
 
 D 
 
 Double Heading 335 
 
 Double Pressure Feed Valve 212 
 
 Double Throw Check Valves 127-128, 131 
 
 Duplex Air Pump 47-57 
 
 Duplex Air Pump No. 5 57-58 
 
 Duplex Pump Governor 213 
 
 Duplex Pump Governor — High pressure control. .60-62 
 
 E 
 
 Emergency Application 64-65, 68, 100, 333 
 
 Essential Parts — Plain Triple 93 
 
 Excess Pressure — Purpose of 67, 213-214, 307 
 
 Excess Pressure Valve 66-67 
 
 F 
 
 Final Release 334 
 
 Follower Cap Nut 303 
 
 Full Release ." 65-66 
 
 G 
 
 Gauges — Nos. i and 2 209 
 
 Graduating Valve — (B-3) 298 
 
 Graduating Valves 96 
 
 Graduating Notches 67-68 
 
 H 
 
 High Speed Brake 133-138 
 
 Compensating Valve 133-134, 135 
 
IV INDEX 
 
 Functions of Various Parts 136-138 
 
 Non Return Check Valve 134 
 
 Spring Box Air Chamber 134, 136 
 
 Where and When Used 133 
 
 High Speed Controller „ 316-317 
 
 I 
 
 Important Feature — Automatic Control 206 
 
 Improved Brake Pipe Strainer 101-102 
 
 Independent Brake Valve 211-212 
 
 Instructions — Air Signal System 140-141 
 
 Irregular Exhausts from Air Pump 53-54 
 
 J 
 
 J Triple Valves — (New York) ...,,,..«. » 362-363 
 
 K 
 K Triple Valve — (New York) , 363-365 
 
 L 
 
 Lever Safety Valve and High Speed Controller 
 
 Defects 346-350 
 
 Lubrication of Air Cylinders. ..,....«...,..,.... 58-60 
 Automatic Oil Cups — A and B .„...,., 59-6o 
 
 N 
 
 New York Air Signal Equipment 138-143 
 
 Car Discharge Valve 140-141 
 
 Disorders and Remedies 142-143 
 
 Essential Parts 138-139 
 
 Functions of Various Parts T39-140 
 
INDEX V 
 
 Instructions for Operating 140-141 
 
 Signal Valve — Action of 140 
 
 New York B-2 HS Equipment 292-293 
 
 Principal Features 292 
 
 Regulation System 293 
 
 Schedules — Number and Purpose of 292 
 
 New York B-3 Equipment 293-350 
 
 Advantages of 294 
 
 B-3 Schedule 324 
 
 B-3 HP •....325 
 
 B-3 HS 325-326 
 
 B-3 S Equipment 323-324 
 
 Description 294-295 
 
 Operation explained 327-328 
 
 Principal Features 293-294 
 
 Purpose of 293 
 
 Schedules 293, 323 
 
 New York Duplex Air Pump , 47-57 
 
 Action of Steam Valves 48-49 
 
 Action of Air End explained 51-52 
 
 Disorders and Remedies 52-57 
 
 Distribution of Steam 48-49 
 
 How to Start the Pump 57 
 
 Irregular Exhausts 53*54 
 
 New York Duplex Air Pump. 
 
 Piston Runs Hot 56-57 
 
 Piston Head Pulls Off 56 
 
 Pounding — Causes of 53 
 
 Pump Stops Itself 54-55 
 
 Relative Position of Steam and Air Cylinders. .47-48 
 Sizes and Dimensions 47 
 
 No. 5 Duplex Air Pump 57-58 
 
VI INDEX 
 
 o 
 
 operation — B-3 Brake Valve 297-302 
 
 Operation — B-3 Equipment 327-328 
 
 Operation — Plain Triple Valve 94-95 
 
 Operating Automatic Control 206-207 
 
 Pressure Controller 306-312, 343-346 
 
 Disorders and Remedies 343-346 
 
 Excess Pressure 307 
 
 Pressure Retaining Valves 365-368 
 
 Plain Triple Valves — Stv'les A, C and E. 93-98 
 
 Auxiliary Reserv^oir — Size of 96 
 
 Essential Parts, and Piping 93 
 
 Graduating Valves 96 
 
 How to Cut Out 96 
 
 Lubrication .95 
 
 Operation explained 94*95 
 
 Releasing Brakes 95 
 
 Q 
 
 Quick x\ction Triple Valve 98-109 
 
 Action explained .• ■ 99 
 
 Description 9^-99 
 
 Disorders and Remedies lOi 
 
 Emergency iA.pplication 100 
 
 H-i Triple 108-109 
 
 Improved Brake Pipe Strainer 101-102 
 
 Leakage from Brake Pipe 102-103 
 
 Locating Defective Triple 104-106 
 
 P-i Triple 109 
 
 Principal Operative Parts 98 
 
INDEX Vll 
 
 . . Quick Action Parts ^ . . . 99-icx) 
 
 . Service Application . . . . . . . . . . 100 
 
 Vent Valve — Action of loo-ioi, 105 
 
 Vent Valve Not Seating Properly 103 
 
 Quick Action Triple — Style S-i 106-109 
 
 Description , 106-107 
 
 How Distinguished from Other Triples. .. 107-108 
 
 Sizes of Brake Cylinders — Adapted for 107 
 
 Quick Release Valve 318-319 
 
 R 
 
 Reductions — Table of '.75 
 
 Regulation System — B-2 Equipment 293 
 
 Releasing Brakes — Plain Triple 95 
 
 Rules for Operating Automatic Control 206-207 
 
 Running Position — ^Automatic Brake Valve 66 
 
 S 
 
 Straight Air Brake 319-323 
 
 Action explained 320-321 
 
 Manipulation 321-323 
 
 Functions of 319-320 
 
 T 
 
 Train Handling— Rules for 328-343 
 
 Double Heading 335 
 
 Emergency Application 333-334 
 
 Final Release 334 
 
 Leaks and Other Disorders 336-343 
 
 Releasing All Brakes 330-331 
 
 Service Reduction 330 
 
 Straight Air Graduating 33^~333 
 
Vlll INDEX 
 
 Total Brake Leverage 370-371 
 
 Triplex Governor 62-63 
 
 V 
 
 Vent Valve — Action of 100- 161, 105, 302 
 
 Vent Valve Not Seating Properly 103 
 
 W 
 Water Tank Stop — How to Make 75 
 
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