there, between two of the biggest towns in the state, and they have a train that leaves and arrives at Corning and Lansing on the same time that our No. 20 ad No. 21 does, so there is some racing occasionally. Both roads shortened the running time until, with having to stop at nearly every country road crossing for passengers or milk cans, it was just all we could do to make it. Well, the Central folks began to fall back. We came in on time pretty regularly, while their train was usually from 5 to 15 minutes late. There are connections at both ends of the division that give us through passengers, besides our local pick-ups, and pretty soon we were doing the through business; making the time did it. "One morning I saw a new man oiling around the Central engine, and he went into the train shed at the other end of the run at the same time I did, and kept going in on time both ways; it wasn't long till business divided up again. "Then the last card came out with another attempt to shorten the time; the Central met it, and since then neither road can make the time right along. We have been driving the engines to their limit; they can't be made to run any faster, and it seems like you've got to run 'em further-nearer the station when you shut off, and depend on slick braking to help you out. I allowed I was doing as well as that Central fellow, but my conductor began kicking-said we were going to lose people to the other road because we shook 'em up so. It didn't seem to me that I was very rough with the brake, but of course you haven't got the time to make a smooth stop like the air brake man does when he comes over to the engine at the easiest place on the road to make a stop, and loses a minute or two showing you how to do it, and then goes back in the train and lets you catch up the time he has lost. We can't make more than two or three fine-haired stops on one trip and go in on time; but o.d 'Grouchy' Jones set up a howl one day; said I had hurt an old lady. When I whistled for the station that she was to get off at, she got up and started down the aisle, and just as the train stopped she fell and hurt herself; her own fault; people ought to sit still till the train stops." "Yes," said a conductor over at the next table, "but you would be a long time at stations if they were as careful as they should be." "There wasn't any jerk to the train that I could feel when we stopped," rep.ied the engineer; "any man will make a rough stop once in a while, and it just happens that someone looking for something to report, just happens to be on the train when you do make a bad play; but I don't think I am what you could call a rough air braker; because it's very seldom that I can feel any jerk or jam when I make a stop" "Say, Dan," said the conductor, "there is one thing that some of you fellows never will learn, because you can not sit on the seat box and make a stop and at the same time sit in one of the coaches anu feel the effect of a job of bad braking; make one of those 'street car stops' and pitch everybody three seats ahead, and you won't feel it on the engine. I room with old 'Grouchy' when I am up there, and he said that the stop you made nearly threw him off his feet, and I reckon the old lady was a little unsteady; but what threw the traveling public over to the Central-I said threw, and I meant it"-as some of the boys laughed, "was when that troupe of vaudeville artists was on No. 20, on their way to show at a street fair somewhere and one of the trapeze performers walking along the aisle was thrown and broke his leg. Jones said that the fellow had brought suit against the railroad company, and his lawyer claimed to have a good case. His injuries prevent him following his profession of an acrobat, and when the air brake breaks a circus tumbler's leg, it can't be called a safety appliance; it's bound to attract attention " "I got a roasting about that," said Lan, "we were loading milk cans and were late. I had to move a car length ahead and 'spot' her to a hair's breadth, so I pushed her into the emergency; the fellow must have been drunk though, to break his leg; why don't they sit still?" "Well, it had a bad effect, Dan," said the air brake instructor, who had come in and was sitting by the stove, "and I think you are one of the boys that will find letters for them at the round house office directing them to report to the air car as often as possible for special instructions. That last trip you made on 21 was the worst you ever did." We all went over to the air car after breakfast and listened to a talk on handling the air brake; there was nothing technical-all about actual practice. "Dan," said the instructor, "you are as good an air brake man, I believe, as any present; better than many on the road, SO easy if done the right way under all common conditions, and an engineer en not be told exactly how to do it. He must be well acquainted with the construction and operation of both the engineer's brake valve and the quick-action triple valve, and understand how the operation of one affects the action of the other. but you were placed where a man must be practically perfect to make the time and not be rough with the brakes. On your last trip on 21 there was at least one pair of flat wheels under every car when you came in. It was a bad rail, raining, and you used a whole box of sand on the first two-thirds of the trip, and that is where you kept on time and did the most wheel flattening; after you run out of sand you lost time. "The rule is that when wheels are sliding, the conductor shall pull one long blast of the air signal; you neglected to use sand several times that you applied the brake, and the conductor reports that feeling wheels sliding, he pulled the signal cord and immediately felt the train going on sand. That did the business. A bad rail will not flatten sliding wheels as easily as a good one-or a bad one made good with sand. If you had put down sand before the wheels had a chance to slide they would keep on turning with te brake full on, but sanding the rails after the wheels are 'locked' or sliding will not make them start turning-just grinds them flat. "After you had been signalled several times that wheels were sliding, you began to think, and commenced starting the snd when you first applied your brake, but you got nervous and used sand heavier and your air heavier until the sand was all gone; after that you ran by several stops, had to back up again and lost time. The Central went in on time that night, with an extra coach, too, and the same kind of a rail that we had. If the rail is bad-even if it is an easy place to stop, and you have plenty of time and distance to do it in- always put down a little sand; something might happen to cause you to slam the brakes on hard, and being already applied, might slide before sand could reach them. If you had started out that rainy night with it fixed in your mind to use sand lightly before every application of the brake, the sand would easily have lasted over the road, and you would not have had those flat wheels against you. "Now in regard to making rough stops. All of the instructions given to engineers about the construction, etc., of the brake apparatus, is for the purpose of making them proficient in the use and care of it; but its most general use-bringing a train from a high speed to a stand-stillwhile apparently the easiest is really not "He may make a quick station stop with one application, if he releases soon enough to prevent the recoil, and make a smooth stop; or he may take the surer and better way of making two applications and, if he knows how, will make a nice, gentle stop and with no waste of time; but however it may be done, always bear this in mind: In stopping trains with the air brake, the engineer who has the lowest pressure in his brake cylinders at the instant the wheels stop revolving, is the man who makes the best stops, and remember that a high pressure in the cylinders is only necessary when the speed is high; when the engine reaches the station platform, the speed is so slow that a light brake pressure will complete the stop. Now, how to give the brakes a high force in beginning your stop, and to complete it with a low pressure, all within a short distance, is one of the features of air brake practice that every engineer must learn before he can be regarded as really proficient. Why, the principle of the high-speed brake is to do that very thing automatically. Suppose we should carry 110 pounds train line pressure with ordinary brake equipment, only calculated to work from a 70 pound train line pressure. We come flying down the line as fast as we can make her go, and suddenly want to stop right quick-red flag, red cow or something-the brake would be thrown to emergency and the cylinders filled with a pressure of about 85 pounds per square inch-enough to slide every wheel, we would imagine, as the highest permissible pressure is only 60 pounds; but with some skill, we shall not slide a wheel. This high pressure will check the speed with wonderful suddenness, so that in six or seven seconds after going into emergency, we pull the brake valve back into full release position long enough to move every triple to release position, then hold it on lap for two or three seconds to allow the brake cylinders to lose some of their pressure, after which, make a second emergency application followed by a release and another emergency ap plication until the speed and brake power are both sufficiently reduced; probably the train stopped, unusally quick, without ever having a brake shoe force greater than the adhesive power of the wheels to the rails. I am trying to illustrate how the principle of the high-speed brake is in only getting a high brake cylinder pressure when the speed is high, and a lower pressure as the speed becomes lower, and is the principle that an engineer should remember, and follow to the extent of having his cylinder pressures in accordance with the speeds. "Of course, I don't advise three or four applications in making a stop-we don't carry 110 pounds of train line pressure-but when your speed has decreased to a certain point and at a certain distance from the finish of the stop, which you must find out through experience, try to decrease your brake power. It takes skill and work to get 'next' to it. but it is worth something to be a really good air brake man in practice-and in the future this company does not intend to have any bad ones." About Westinghouse Brakes Answers by F. B. Farmer Pump "Dancing." 77. "We have on an eight wheel Baldwin, heavy passenger engine a nine and one-half inch pump that will start as it should and is not affected by stopping at any time, but now and then it takes a fit of trembling. A few strokes will be made smoothly and then it will begin to make rapid and short strokes that can be felt all through the cab when the engine is standing. It seems as though the piston was exerting itself to make a stroke, but could not. By holding the hand on the pump when this occurs you would think it would break off from the bracket to which it is attached. What is the cause?"-D. P. Answer. If, as presumed, the "dancing" takes place at the upper end of the stroke it is due to the reversing valve failing to remain in its upper or admission position until the down stroke of the main piston is almost completed, and where the valve is moved by the action of the reversing valve plate on the rod. It is believed to be the following combination of circumstances that brings this about: steam above the main piston the latter makes a very sudden start downward. As the governor has the steam supply closely throttled the pressure in the pump steam chests drops quickly and heavily just as the exhaust tends to lift the main and reversing valves from their seats. The result on the latter is to permit it to drop and thus suddenly reverse the stroke just begun. The reversing valve plate binding on the rod, the button of the latter on the hollow piston rod or the reversing valve being leaky can cause the trouble described. In fact, correcting such faults will likely prove a complete remedy. By removing the reversing valve and rod, the fit of the former can be determined as well as the evidence of any binding of the latter, which will be shown by the polished and worn appearance where no wear should take place. Driver Brake Triple Releases. 78. "I notice often in making a slight emergency, then going to lap, the triple under the cab will release. What is the cause?"-X. Answer. After the action described the driver brake triple is moved to release by the tender auxiliary pressure or brake valve equalizing reservoir pressure, possibly both, leaking into the train pipe and raising its pressure above that remaining in the driver brake auxiliary. The trouble so far as the writer has observed, takes place only when very little steam is being admitted, and when the steam cylinder is well lubricated; in fact, when it is given more oil than necessary. As the slow admission of steam, due to the governor action, gradually completes the upward stroke the reversing valve is lifted to the admission position. At this time the pressure above the air piston and the weight of the latter, the The momentary use of emergency rod and the steam piston are ready to aid draws down the train pipe pressure but in starting a quick down stroke. At the not that in the equalizing reservoir. Consame time there is a comparatively high sequently while the valve is on lap the steam pressure in the pump steam chests latter pressure leaks past the single packand below the steam piston. Immediately ing ring of the brake valve piston and on the valve motion reversing and admitting thus raises the train pipe pressure. When the train pipe pressure is reduced below the point of full application of any brake, the auxiliary pressure, being higher, tries to get back through the triple into the train pipe. With the plain triple there are two defects which together will permit this, being a leaky triple piston packing ring and an imperfect joint where the piston strikes on the cylinder cap gasket. The tender triple usually gets more cinders, a result of the rear hose dragging, and other dirt than the driver triple, and is more liable to leak back. Because of longer driver brake piston travel (the sum of the two sides), and more cylinder leakage than is usual with the tender brake the latter generally equalizes the highest. Hence, the common tendency is for its triple to leak back and release the other one. Back leakage at the triple valves will generally be shown in one of the following two ways when with a light engine a 70pound train pipe pressure is reduced to about 30 pounds in service position and the valve handle then returned to lap. Either the equalizing piston will keep up a light discharge for some little time, or the black hand will show a gradual increase of several pounds when neither of such actions follows a 10-pound reduction and return to lap. Brake Valve Works Hard. 79. "Why is it the air works much better in comparatively cool weather than in hot weather? Say thermometer at 98° or 100°, why does the brake work hard and easy alternately through the day?"-X. Answer. A brake valve having an imperfectly fitting rotary valve is liable to work harder than one where rotary valve has a true bearing. Any brake valve tends to work harder with more excess pressure. As the excess varies constantly while the brake valve is being used this causes a corresponding difference in handling. Another cause is the use of emergency, it tending to leave the rotary valve dry. The foregoing are causes that affect the brake valve operation at all times of the year. In cold weather the brake valve will likely get less dirt from the train pipe and will not be affected as much by heat drying up the lubricant and forming gum on the rotary. The air will heat more in compressing a given amount by being warmer when it enters the pump and in warm weather less of this heat will be got rid of before the air reaches the brake valve. These are the only reasons the writer can offer in explanation of the conditions described. Feed Valve Won't Regulate. 80.-"A feed valve of the latest kind was put on as it came from the repair room, but would not regulate the pressure, no matter how much the adjusting nut was unscrewed. The air brake man simagain, and it worked all right. Please exply took it apart and put it together plain the cause."-R. E. M. is cut off by the spring moving the slide valve and piston when enabled to by the sides of the piston. The slight leakage past air pressures becoming equal on the two the piston equalizes these pressures, as soon as the small regulating valve closes. However, if dirt or other cause prevented there was material leakage at its cap nut this valve from making a tight joint or Answer. The feed into the train pipe. or the large one near the piston, the result would be as stated. Taking the valve apart and then putting it together again stopped the leakage and correct operation followed. Use of Brakes to Steady Train on Curve. 81. "When you want to steady a passenger train running fast around a curve, should the brakes be applied just before the curve is reached or after the train is on the curve?"-A. B. C. Answer. Such steadying of the train as results without any material reduction in speed is due to the brake application putting the trucks under a farther tension, reducing their freedom of action, taking up lost motion, and thereby steadying the car. It follows that to get the greatest good the brakes should be applied just before reaching the curve and should be held on until there is no farther liability of rough riding on the curve. addition to passengers, the baggagemen and express messengers appreciate the avoidance of heavy side shocks on curves, as such are liable to overturn and damage piled up baggage and express. In Cleaning Pump Governor. 82.-"With the kind of brake valve we use now the pump governor is connected to the main reservoir. It used to be on the train pipe with the old valve and when a man wanted to clean the top of the governor he could just cut out under gency and at once unscrew the top of the the brake valve, put the valve in emergovernor Now, it takes some time and trouble to empty the main reservoir and some more time to pump it up again after the governor is cleaned. Is there any way this can be avoided?"-G. Answer. If you are in a hurry and the governor top must be cleaned; or should the pump stop working and you believe the governor is at fault and wish to remove all air pressure from it, close the cut out cock under the brake valve, engine standing, and uncouple the union swivel on the air connection to the governor. The opening through this is comparatively small and you may be able to get the desired work done before all of About the main reservoir pressure has escaped. After it is somewhat reduced one man can stop the discharge with his thumb while the other is cleaning the governor. This always saves time and can be made to save air. There is no gasket to be lost and the union can be easily reconnected after the governor is put together. Do not cut in the brake valve until full main reservoir pressure is again had and be sure after cutting in that all train brakes are released, as some may have leaked on. New York Answers by J. P. Kelly Changing from One Pressure to Another. 84. "In operating the Double Pressure System with the New York Engineer's Brake Valve is there any adjust ment necessary at the brake valve, or is just simply turning the air cock in the governor pipe all that is required to change the train pipe pressure from seventy pounds to ninety pounds?"-I. K. S. Answer. To change the train pipe pressure from seventy to ninety pounds with the Double Pressure Method, close the stop cock in the governor air pipe; to change back again, open it. There is no change necessary in anything at the brake valve. Resistance and Friction. 85.-"About how much pressure will it take to move a brake cylinder piston, so as to overcome the resistance of the release spring, and the friction?" E. K. W. Brakes some Answer. The amount varies what according to the size of the brake cylinder, and to the piston travel, but it is somewhere near five pounds per square inch. The more the release spring is compressed the greater the resistance, so that if the piston travel is greater than five inches the resistance is nearer ten pounds per square inch than it is five. Reduction Necessary from Ninety Pounds to Equalize Auxiliary and Brake Cylinder. 86. If ninety pounds pressure is carried in the train pipe how much must I draw off in order to get a full application; I mean to get it in a service application?"--G. A. H. Answer. You must reduce the train pipe pressure about thirty pounds. Questions and Answers on the Air Brake* New York Quick Action Griple Valve. dirt should be excluded as far as possible Q.-665. Please describe this improved from this triple? strainer. A. It is illustrated in Figs. 76 and 77. The strainer is mounted on a removable spider 36, which may be unscrewed and the strainer examined, without breaking the pipe joints. The strainer 35 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 unscrewing the plug 32. This device is interchangeable with the standard form. Q.-666. Is it not highly essential that ⚫ From Proceedings of the Air Brake Association Meeting. For complete report, including all the questions and answers, send 25 cents to F. M. Nellis, Secretary, 174 Broadway, New York City. |