top is piped to the automatic brake valve and to the feed valve pipe, while the latter is piped to the main reservoir. With this type of governor, the brake pipe and main reservoir pressures can be raised to a higher pressure or reduced to a lower pressure as conditions of service may warrant by simpy turning the regulating wheel on the duplex pressure feed valve in the proper direction. It also permits a high brake-pipe pressure to accumulate while the brakes are applied, as at such a time the excess pressure governor top is cut out by the rotary valve of the automatic brake valve, allowing the maximum pressure top to control the pump. This is brought about as follows: pressure or brake-pipe pressure in the excess pressure governor top replaces the spring found in the type of governor used with the Schedule LT-2, and that the regulating spring in this head set for 30 pounds will maintain this difference of pressure between the main reservoir and brake-pipe pressure with the brake valve handle in full release, running and holding positions. Therefore any increase made in the brake-pipe pressure will also automatically increase the pressure in the main reservoir by the same amount, but the regulating spring will always maintain a fixed difference of 30 pounds between the two pressures. Increasing the pressure in the feed valve pipe can be likened to increasing the tension of the regulating spring found in other types of governors. Assume that the hand wheel on the duplex pressure feed valve is so turned as to increase the tension of the regulating spring to withstand a pressure of 90 pounds, which will cause this valve to reduce the pressure passing through it to this amount. The pressure in the excess pressure governor top acting downward on the diaphragm will now be 90 pounds plus 30 pounds or 120 pounds, and it will require a pressure now of 120 pounds in Assuming that the double pressure feed valve is set to reduce the main reservoir pressure passing through it to 70 pounds, the pressure in the excess pressure governor top will also be maintained at 70 pounds, and in addition this top contains a spring usually set for 30 pounds, making a total of 100 pounds pressure on the governor diaphragm which will keep the governor pin valve closed until the pressure in the pipe leading from the brake valve slightly exceeds 100 pounds, this pipe containing the pressure that operates the governor. Main reservoir pressure passes into the above pipe the main reservoir and in the pipe leadthrough the rotary valve of the automatic ing from the brake valve to the excess brake valve when it is in full release, pressure governor head of this amount running and holding positions, but the with the brake valve in its first three bake valve end of the pipe is blanked positions to stop the pump. Any change when the handle of the rotary valve is in therefore in the brake-pipe pressure carlap, service and emergency positions. ried will then automatically change the Therefore with the brake valve in the main reservoir pressure carried in the three former positions, pressure will ac- above three positions of the brake valve. cumulate in the main reservoir and in The maximum pressure governor head is the pipe leading from the brake valve to not affected by this, it being usually adthe excess pressure governor top until it justed to stop the pump when a main is slightly in excess of 100 pounds, when reservoir pressure of 140 pounds is the diaphragm will be raised against the reached. However, with this type of 70 pounds feed valve pressure plus the 30 governor, should the brake valve be pounds downward pressure exerted by placed in full release position and then the spring, which permits the pressure moved back to running position before that is passing through the brake valve the brake-pipe pressure has been raised to close the governor steam valve, thus to about standard pressure, the excess stopping the pump. Brake-pipe pressure pressure head of the governor will be will be maintained at 70 pounds and liable to stop the pump, as in running main-reservoir pressure at 100 pounds position the brake pipe is connected to with the handle of the brake valve in full the feed valve pipe, and the pressure in release, running and holding positions. However, with the brakes applied and the handle of the brake valve moved to lap position, the pipe leading from the brake valve to the excess pressure head of the governor will be blanked as already mentioned. This governor head will then be inoperative and the pump will continue working until it is finally stopped by the maximum pressure governor head. It will then be noted that feed valve pipe this pipe and in the pipe leading to the excess pressure top would be considerably reduced by passing to the undercharged brake pipe, the feed valve being unable to keep the feed valve pipe pressure up to standard. The pressure in the pipe leading from the brake valve to the excess pressure governor top will then raise the diaphragm and stop the pump, which will remain shut off until the pressure in the feed valve pipe and the pipe leading to the excess presure assist this spring in shutting off the govgovernor top plus the 30-pound tension ernor, a spring of the proper tension of the spring is sufficient to force the alone being used. In this governor, it diaphragm down and seat the pin valve, will be remembered that the pipe leading after which the pump will go to work from the feed valve pipe to the excess again, or in other words, the pump will pressure governor top is dispensed with, go to work when the difference between the pipe leading from the brake valve to main-reservoir pressure and brake-pipe the low-pressure head of the duplex govpressure is about 30 pounds. The remedy ernor being used to convey pressure to it for this trouble is to leave the brake to shut off the pump, with the brake valve valve in full release position until the handle in full release, running, and holdbrake-pipe pressure is raised within a ing positions, but as the pressure in this few pounds of standard brake-pipe pres- pipe is inoperative in lap, service, and sure, after which it should be moved to emergency positions, the high-pressure running position which is the proper way head will then stop the pump. The opto manipulate the brake valve handle eration of the brake valve used with the with any equipment. This will not oc- LT equipment cannot be fully understood cur with the standard type of governor until both types of governors have been used with the Schedule LT-2 equipment explained. as feed valve pressure is not employed to (To be continued.) ENGINES 24 AND 25 WITH SNOW PLOW ON QUEBEC CENTRAL RAILWAY IN A CUT NEAR MERCIER, P. Q. (Courtesy of Bro. E. W. Riff, Lodge 706) MOVEMENT OF TRAINS By G. E. COLLINGWOOD New Proposed Rules.* In view of the revision of the Standard Code of Train Rules which is now in progress numerous suggestions, as to changes in the rules, have been made to the American Railway Association. Definitions suggested in addition to those already shown in the Standard Code are as follows: "Initial Station.-Any station at which a schedule or an extra train originates on any division (or subdivision) or any part thereof." "Terminal Station.-Any station at which a schedule or an extra train terminates on a division (or subdivision) or any part thereof." "Fusee and Torpedo.-Auxiliary stop or caution stop.' Whether or not such definition appears in the Code does not seem to be of much moment, as Rules 11 and 15 explain the meaning of such signals more fully than the definition which has been proposed. "Mast.-An upright from which fixed signals are displayed." "Train Order Station.-A station where train orders are received for delivery to trains and where trains may report for orders." "Protect, Protected, Protecting, Protection.-As used in these rules or in train orders, instructions to protect train by flagman, unless otherwise provided. (Otherwise provided may be some form of block signals.)" The argument in favor of the three terms being made a part of the definitions is that the words are used in the rules and, while their meaning is generally The argument used in favor of having these definitions added is that the rules make mention of the two terms but the meaning is left to be implied. It is suggested that an initial or terminal station may or may not be the initial understood, they are of such importance or terminal station of the division (or as to warrant their being defined. subdivision). The argument used is not a very strong one since Rule 4 now provides that schedules on each division date from their initial stations on such division or subdivision. "Right. Any superiority conferred by train order. (See Rule 71.)" The argument used is that the term "right" has caused more or less confusion. It is stated that trainmen speak of time-table rights, and to avoid this the definition is suggested. Just why the term which now appears in the definitions and reads, "Train of Superior Right. A train given prefer ence by train order," does not cover the situation is not explained. It will also be noted that Rule 71, which is referred to, really explains the term beyond question. Rule 71 reads in part, "A train is superior to another by right, class and direction. Right is conferred by train order; class and direction by time table." "Under Control.-Prepared to stop within the distance track is seen to be clear." Eleven new engine whistle signals have also been recommended for adoption, making a total of 24 engine whistle signals. In submitting these proposed changes in Rule 14 the following langauge was used : "It seems to us de sirable that some effort be made toward uniform sounding of engine whistle signals. The present rule permits enginemen to use their own discretion as to the duration of signals, when possibly the same result could be attained by shorter sounds but of greater intensity and thus reduce the amount of sound in the aggregate." There is probably a chance to shorten some of the signal sounds to advantage, but to undertake communication with 24 engine whistle signals seems to the writer like a bid for much misunderstanding. A new Rule 72 has been proposed to read as follows: "72. (B) Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third; and so on. "Trains (or class' trains) The Standard Code makes use of the terms, "Proceed with caution," "with caution" and "run with caution," all of which mean nearly the same. gestion that the term, "under control" be used instead of the other terms and that ing, unless otherwise directed. the action desired be explained will help to make the Code more effective. in each direction are superior to trains of the same class in the opposite direction, to their schedule meeting station. When The sug- such opposing trains meet at that station, ward trains will take the sid * Continued from July, 1914, Magazine. "A train is superior to opposing trains of the same class due to leave their initial stations at or after its schedule arriving time." This proposed rule has the effect of making a meeting point between trains of the same class at the schedule meeting station. If it is desired that trains of the same class shall not meet at the schedule meeting station the dispatcher is required to fix a meeting point by train order. When a meeting point is fixed by train order it supersedes the time-table meeting point. The rule also provides that when a train is ready at its initial station it must wait at such station for all trains of the same class in the opposite direction which are due into such station at or before the time such train is due to leave its initial station. This proposed rule has been used successfully on a number of roads, and where trains are running nearly on time there can be no great objection to its adoption. It has been suggested that eight new paragraphs be added to Rule 85, as follows: "85. When a train of one schedule is on the time of another schedule of the same class in the same direction, it may proceed on its own schedule, and trains of one schedule may pass and run ahead of trains of another schedule of the same class, unless otherwise directed. "Third and inferior class and extra trains may pass and run ahead of third and inferior class trains and extra trains, and run ahead of second class trains until overtaken, unless otherwise directed. "When a train thus passes another train, the must be notified at the first opportunity, and the train may proceed, unless otherwise directed. "A section may pass and run ahead of another section of the same schedule, first exchanging train orders, section numbers, and, if necessary, signals with the section to be passed. "When a section thus passes another section of the same schedule, it must notify opposing trains affected until it reaches the next open train order station, where it must report the facts to the and receive a clearance card before proceeding. (See Rule 94.) "Light engines or trains with less than tonnage rating must not exceed the speed of full tonnage trains where the view ahead is not clear, unless otherwise provided. (Block signals or right.) "Second and inferior class and extra trains must approach stations where the view is obstructed prepared to stop, unless otherwise protected. (Block signals or right.) "Third and inferior class and extra trains must give way to second class trains as promptly as possible. "At passing points between trains of the same class, or extra trains, the train to be passed will, when practicable, take the siding, unless otherwise directed, and the train to pass must approach the sid ing prepared to stop, unless it is known that the train to be passed is clear of the main track and the switch is right." The argument used in support of the proposed change and addition to Rule 85 is that the plan as outlined is in use on many lines although not always authorized by rule. On many lines where there are several fast freight trains scheduled, and where slow freight trains would lose considerable time if handled on time orders, there is often an understanding between train and enginemen and dispatchers that the slow freight will keep going ahead until notified to get out of the way, or as soon as the expected train shows up without notification. This is exactly the same manner in which freight trains are handled on double track, and there is no reason why the same system should not apply on single track, with the extra provisions which are provided for in the proposed rule. Under the present Code rule inferior freight trains frequently suffer serious delays by reason of superior freights not making expected time. It is thought that the dispatchers time is too valuable to be taken up on a busy division helping freight trains when they can move with safety, even more expeditiously without any orders, and the time saved to the dispatcher and other trains. The provisions of the proposed rule provide that sections may pass each other on single as well as on double track with proper safeguards, when the necessity arises. While the Code is silent upon this subject it is generally understood that such movements are prohibited, except under the first paragraph of Rule 94. If it is safe for sections to pass each other under Rule 94, it is safe for them to do so under delays caused by other than disability. It is intended that the train dispatcher shall movements when possible, but with long stretches of blind sidings the dispatcher cannot always anticipate how the trains will run. authorize such The last paragraph of the proposed rule is to cover a lapse in the Code, no provision being made to cover such cases. While any one who is inclined to look at it from a practical point of view would understand that the overtaking train should be permitted to pass on the main track, there is no explicit provision to that effect, and sometimes trainmen take advantage of that fact to run the passing train through the siding. It is felt that if the train is important enough to pass, it is important enough to pass on the main track without being delayed. |