Questions and Answers

Locomotive Running and Repairs. immediately than to have kept on trying

Answers by F. P. Roesch.

2371. Simple Engine.-"What is a simple engine?"-Memoer.

Answer. It is an engine in which the steam goes through but one expansion before it is exhausted to the atmosphere; in other words, the steam after flowing direct from the boiler to the steam chests and into the cylinders is exhausted direct to the atmosphere as the stroke of the piston is completed.

to keep the pin tight. We assume in this instance that the engine was of the ten-wheel type, and consequently should have had no difficulty in handling the passenger train even with the back section of the parallel rods taken down. At any rate, it would have taken much less time to have taken both sections of the parallel rods down immediately than to have kept on trying to cobble up a defective knuckle pin.

Answer.

2372. Disconnecting for Defective 2373. Trailer Truck Spring Hanger or Knuckle Pin. "We submit the following Equalizer Broken.-"What would you do question, which is under discussion, for in case of a broken spring hanger or advice. It is a case where a passenger equalizer to trailer truck?"-Member. train was delayed on account of a parallel With an outside bearing rod defective knuckle pin, in which back type of trailer truck it would not, as a section of parallel rods were taken down rule, be necessary to do anything in case by the engineer in charge. The master either the spring hanger or equalizer mechanic claims that the parallel rod with the defective knuckle pin could have broke; in fact there is little that could be been kept intact by riveting over the end done on the road with the tools usually of the knuckle pin, thereby censuring the provided. If of the inside bearing type, engineer in charge. When the loose pin the truck wheel could be run up on a was discovered the outside nut was lost, high block or wedge, which would have a and the engine crew substituted washers tendency to raise the frame off the back to fill out from the inside nut to the cotter driving box on that side; then block up key. Engine was pounding in driving either between the top of the driving box boxes and the knuckle pin very badly worn. In running a distance of four or and under the frame, or if the equalizer five miles the pin would pound loose, back or spring hanger was broken back of the into the driving wheel and force washers fulcrum the front end of the equalizer to shave the cotter key and drop off of could be pried down and an iron block the pin. After several trials of this kind inserted between equalizer and frame, so the engineer removed the back section of as to permit the use of all driving parallel rods, which he claims was the only thing to do to prevent serious dam- springs. Then run the trailing wheel off age to company property. Three engi- block and proceed. neers, two firemen and one machinist of many years' experience helped to work on this job and passed their opinion on it, and said the removal of the rods was the proper thing to do, which has always been customary on that part of the system when similar troubles arise."-Member 428.

With the outside bearing type of trailing truck, if the engine settled too much on the corner where spring hanger or equalizer were broken, the only thing to do would be to first block up with iron blocks between driving box and frame at the wheel ahead of the rear drivers, then Answer. In our opinion, the engineer run that wheel up on a block or wedge pursued the proper course in this in- and block between driving box and frame stance. The fact that the knuckle pin at the rear driver; now run the wheel off worked out repeatedly after the engineer the block, remove blocking first placed tried to tighten it with the best means at between driving box and frame and prohis command shows clearly that the pin was entirely too loose, and consequently it was liable to work out at any time and might have resulted in the breaking of the rods. In our opinion, as soon as the pin was discovered to be so loose that it Answer.-Would close the frost plug could not have been kept tight, it would and water ram and try to get along with have entailed less loss of time to have the other injector. If, however, the disconnected both sections of the side rods water ram could not be closed or if the

ceed.

2374. Boiler Check Stuck Open."What would you do in case the boiler check should be stuck open?"-Member.

2377. Relief Valve Blown Out of Cylinder Head. "Should the relief valve in cylinder head be blown out, what would you do?"-Member.

other injector would not supply the boiler chain over the jack. Then screw out on would then, if boiler check was not the jack so as to hold the piece of iron equipped with stop cock, tap the check firmly against the cylinder saddle. lightly with a block of wood, and if this did not seat the valve, would try to prime the injector by opening the frost cock or squirt hose valve so as to relieve the pressure in branch pipe. If equipped with stop check, would close stop check; then remove cap from working check, take out the valve, clean out the foreign matter that held the valve off its seat, replace valve and cap, open stop check and proceed.

Answer. If no plug was available that could be screwed into the cylinder head where the relief valve blew out, a case of this kind could be handled with jack and chain same as in the preceding question. If jack and chain were not available, and a strap of iron could be obtained with 2375. Cylinder Packing and Valve holes in it to fit over two of the cylinBlows on Mallet Engine.-"How would der head studs, this might be placed in it be indicated if high-pressure cylinder position and a piece of iron fitted over the packing or valves were blowing on a Mal- hole and held in place by means of let engine?"-Member. wedges driven between the strap of iron Answer. It would cause an increase and the piece of iron covering the hole. in pressure in the low-pressure cylinders, which would be noticed by the low-pressure engine slipping, as well as by the abnormally loud exhausts. The locomotive would also lose power.

In the absence of any of this material and the escape of steam was such that the engine would practically be helpless on that side, it would be best to disconnect the valve stem, clamp the valve to cover the port, leave the main rod up and proceed on one side, the valve in this lief valve be broken or blown out of cyl- instance being so clamped that the exinder saddle, what would you do?" haust port would register with the steam Member.

2376. Relief Valve Broken or Blown Out of Cylinder Saddle.-"Should the re

Answer. If the valve in the relief valve was so broken that it could not be seated, but the relief valve cage remained intact, the entire relief valve could be removed, the cap taken off, the broken valve removed, and the end of the relief valve plugged with a wad of wet waste; then melt the babbitt out of a car brass and pour it into the valve, put on the valve cap, replace the entire valve and proceed to the terminal. If, however, the distance was short a quicker way would be to screw the relief valve out of the steam chest, plug the end of it with a wooden plug, replace the valve and proceed. As a rule, however, a wooden plug will burn out in a short distance.

port in the opposite end of the cylinder from where the relief valve blew out. This would relieve the compression in the cylinder and the piston could be kept oiled through the open hole in the cylinher head.

2379. Ragonnet Reversing GearLeaky Check Valve. "If while using steam instead of air the check valve between main reservoir and reversing gear should leak, what damage would be done to the air brake system, and how should it be prevented?"-Member.

of the

Should a relief valve blow out of the cylinder saddle and there was no iron plug on the engine that would fit the hole, the only thing that could be done would be to plug the hole with a hard wood plug, driving the plug against the inner wall of the steam channel, so that no Answer. The condensation pressure would get behind it and blow it steam would have a tendency to fill main out. This would not last long, however, reservoir with water, and the water especially if superheated steam is used. being carried back throughout the air Another method which could be em- brake system would affect the movement ployed, provided suitable chains and of the triple valves, feed valve, engineer's jacks were available, would be to pass brake valve, etc. In cold weather it a chain around the cylinder saddle, place a piece of iron over the hole where the relief valve blew out, place the jack against this piece of iron and carry the

might also do serious damage on account of freezing. Would close the stop cock at the main reservoir, if the engine was so equipped, if not, would disconnect the

air pipe at the main reservoir and insert a blind gasket, then connect the pipe up again and proceed, using steam in the reversing gear.

2380. Ragonnet Reversing Gear-Variation of Cut-Off.-"What would it ordinarily indicate if valve cut-off on an engine equipped with Ragonnet reversing gear varied while lever remained stationary in quadrant?"—Member.

Answer. It would indicate that the cylinder packing in the main piston was so defective as to allow the air or steam to leak by.

2381. Ragonnet Reversing Gear Broken Piston.-"What would you do in order to take train in if piston of Ragonnet power reversing gear should break?" -Member.

Answer.-Would either block up the link or the link pin, depending upon what type of valve gear engine was equipped with, at the desired cut-off, or else move the sliding cross-head on the guide and block it in position. The blocking could be placed between the crosshead and guide bearer and fastened by means of wire or bell cord.

2382. Ragonnet Reversing Gear-Blow at Exhaust Port.-"What does it indicate when there is a continual blow at exhaust port of Ragonnet power reversing gear?" -Member.

Answer.-Defective rings in the piston valve admitting air or steam to the main piston.

The Westinghouse Air Brake.
Answers by F. B. Farmer.

club against a brake shoe on each truck after full application. With a prompt inspection if this budges a brake shoe consider that brake of little or no value, even though piston travel may look right. This conclusion will be proven at any stop after having descended three or four miles or more by noting that the wheels under such cars will not be anywhere near as warm or hot as the wheels under

others. Heat means brake work has been done. This in the thermal or wheel temperature brake test, the surest of all tests.

Every caboose should have an air gauge and the conductor should not give the signal to proceed from the summit or after any stop on the grade until this gauge shows that the pressure is within at least five pounds of the standard for the grade. Where 70 pounds is carried at other times the best practice down steep grades is 90 pounds. The caboose gauge should be watched constantly down the grade by the conductor so as to render prompt aid if the pressure, speed, weight of train and grade indicate. Advising the engineer of the tons per good brake, ascertained by dividing the tonnage by the number of good brakes, will aid him materially, after this has been done for a while, in judging of how hard a train will be to control.

The first application should always be made as soon as it can be without stalling. Its first object is to test the holding power, and as soon as this is proven adequate for the then low speed the train should be recharged. The latter accomplishes the second object, restoring full pressure and bringing the retaining valves into use or "charging" them, as it is often stated. Just how much this first reduc1040. Braking Down a Steep Grade.- tion should be depends on the grade and "Please explain through the Magazine the curvature at that point, the condition of proper method of using the automatic the brakes and the amount of lading. brake valve while handling a freight train of 20 cars down a two and onehalf per cent. grade, 18 miles long. What I mean by the proper method of using the automatic brake valve is how to make the applications and releases."-G. E. G.

Answer.-"Safety first" applies here constantly and emphatically. It means do not start down until sure that the number of good brakes and knowledge that they are cut in and charged will, considering the train tonnage and ability to maintain the air pressure, permit of controlling the train safely. Also, be sure that retaining valves are cut in. To determine the condition of the brakes requires a full service application and an inspection of each brake for piston travel and cylinder leakage. The surest way to detect the latter is a bunt with a brake

Hence, no set rule can be given beyond saying that it should not be less than six or seven pounds. It should be such as would at once commence to check the speed gradually if the holding power is as good as supposed. If the application is made at not over 15 miles per hour and a quite heavy reduction is required to check the speed, be very careful with that train, stopping it at once unless sure that to recharge is safe. While hand brake aid is undesirable from the standpoints of good braking, slid and cracked wheels, yet these are secondary to absolute safety, and needed hand brake aid should always be asked for while the train is yet under full control. Trainmen rightly fear an engineer who does not call for needed aid until after he is unable to control a train.

While long holds are dangerous and should therefore be avoided, do not make the opposite mistake of such short ones as require releasing before there is enough main reservoir pressure to recharge with. The compressor air end should be lubricated before starting down the grade, and during the descent the compressor should be made to supply the needed air if this be possible.

Do not fail to note how low the brake pipe pressure is reduced just before each recharge as this indicates how much reserve braking power is had. If the amount of brake pipe pressure at this time becomes a little lower with each hold, slow down or stop to regain pressure while there is yet ample reserve. The danger from long holds arises from the fact that brake pipe and auxiliary Recharge in full release position so as reservoir pressures are steadily reduced to do so as quickly as possible. If the without any proportionate lessening in engine brake equipment includes the SF speed, this being due to brake pipe leaktype of duplex governor and the duplex age sending air into the brake cylinders feed valve, as with No. 6 ET, and if 70 about as fast as it leaks from them. pounds brake pipe pressure is carried at Hence, if continued long enough the point other times and 90 pounds for the grade would be reached where the air remainthe better plan is to raise the feed valve ing in the auxiliary reservoirs would no adjustment to 90 pounds sufficiently be- longer be able to supply the brake cylinfore to have the train so charged on der leakage and control would be lost. reaching the summit of the grade. Then, Even where this point is not reached yet when recharging during the descent if low auxiliary reservoir pressure means time available would charge above 90 longer to recharge and too high speed. As pounds the brake valve bandle should be between too high speed and not getting moved to running position until reappli- fully recharged accept the latter, but don't cation is required. This should always repeat the error that renders this necesbe done while standing on the grade, hold- sary. ing the train either with the independent engine brakes cr with hand brakes. The engine brakes alone can hold a very heavy train if the slack is bunched solidly.

Attend to business every minute when controlling a freight train down a steep grade for gravity is pushing constantly and never fails to take advantage of any error or inattention.

1041.

Pipes Crossed.Please explain the folET Application and Release lowing: We had a yard engine equipped with ET brake with which the pipes were coupled wrong. The application cylinder pipe was coupled to the release pipe connection at the distributing valve and the release pipe was coupled to the application cylinder connection. This gave trouble as sometimes the brakes would go on and at others you would have to make an emergency application with the automatic brake valve. I can't understand why the brake would work at all."-J. T. M.

Answer.-Cross-coupling

these two

Watch the speed, the main reservoir pressure and the brake pipe pressure carefully and constantly. Speed down and brake pipe pressure up means safety and the reverse danger. Brake shoe friction is the actual holding power, and with the same shoe pressure against the wheels the friction becomes higher as speed is reduced. Therefore, the same application will hold better at lower speeds. Recharge whenever the speed, grade and main reservoir pressure will permit as the compressed air is of no value as a means of producing braking power on the cars until it has been put into the auxiliary reservoirs. Do not allow the maximum speed to go much above the average intended. Slow down sufficiently for re- pipes would not prevent the No. 6 ET charging, taking advantage as much as equipment from applying as usual from practicable of favorable places, such as a service application made with the aucurves and let-ups, and when the speed tomatic brake valve. All that is required has increased as much as the conditions to cause the distributing valve to apply will warrant endeavor to make a suffi- the locomotive brakes is to admit air to cient reduction to prevent a farther in- there. The application portion will then the application cylinder and retain it crease, yet not enough to slow the train admit sufficient air from the main reserquickly as time to regain full main res- voirs to the engine and tender brake cylervoir pressure for the next recharge is inders to produce the same pressure in necessary. If this reduction is not them as is had in the application cylinder. enough to stop the speed from increasing, With the crossed pipes the automatic add enough more promptly, as a little brake valve would operate as usual in gain in speed with a hard-holding train means a considerably heavier reduction to get it under control again.

service application, reducing the brake pipe pressure. This would operate the equalizing portion of the distributing

The low brake cylinder pressure, 20 pounds, mentioned in the first question as obtained when testing the train brakes 1042. Driver Brake Cylinder Pressure was probably due to long piston travel Questions. "With a number of our or driver brake cylinder leakage or both. engines fitted with the G-6 brake valve It is less likely to be due to leakage from we get but 20 pounds brake cylinder

pressure when testing the train brakes. the auxiliary reservoir, though possible. What causes the low pressure? Again, as where this exists the brake will genthe other morning when I put my engine erally release soon after being applied.