The brake cylinder leakage may be in the piping from the triple valve to the brake cylinders or in them. If they are near a heated surface, as close to the firebox, leakage may be expected as packing leathers cannot be kept tight where subjected to heat. If the piston packing leather expanders do not exert a moderate and uniform pressure against their leathers there will often be leakage at dynamite, as undesired quick action is often termed. The slide valve and its seat should be absolutely free from all oil, grease and gum and should be lubricated with a fine,high-grade, dry graphite, some manufacturers supplying a special grade for this purpose. should be suitable in size for the diameter The triple valve and auxiliary reservoir of tender brake cylinder, as shown in one time and not at another. If a brake manufacturers' catalogs. If the portion of the circumference of the leather is not held against the cylinder triple valve is too small or the auxiliary wall by the expander leakage may exist reservoir too large undesired quick action until enough cylinder pressure is obtained is more probable. to set out the leather. Do not overlook The possible causes with the brake the fact that air gauges are sometimes incorrect and thereby indicate a different pressure than is actually had. valve are (1) too large a preliminary exhaust port, (2) too small an equalizing reservoir volume, (3) equalizing piston binding when in its closed position, and (4) absence of the service exhaust fitting or use of a non-standard fitting that permits of too rapid a discharge of brake pipe pressure. The present standard size of preliminary exhaust port is The explanation for the difference in driver brake cylinder pressure noted when on the turn-table and later when testing the train brakes is that it was probably due either to a difference in brake pipe reduction or to being more thoroughly recharged in the second 1/16-inch. The old standard was 5/64instance. As indicating that insufficient information is given please note the statement in the first question that but 20 pounds brake cylinder pressure is obtained when testing the train brakes, yet that in the second one it is stated that 45 pounds was obtained in this test. Many problems are such because of what is not seen or is overlooked in the telling. 1043. Tender Triple "Dynamites.""We had a locomotive with a quick action triple valve on the tender and a plain triple on the engine and the former gave trouble from undesired quick action. They changed the triple on the tender four or five times."-J. T. M. Answer. A quick-action triple valve on a tender is subject to the usual causes for undesired quick action with similar valves on cars and is also more liable to so operate from any faulty action of the automatic brake valve because it is so close to it. That changing the triple valve did not seem to help the trouble leaves but one probable explanation in so far as it is concerned and which is that there was oil, grease or water on its slide valve seat. Ordinarily the presence of oil or grease would mean that they were used as a lubricant for the slide valve. The presence of any drops of water would mean that the air had not been cooled sufficiently before it left the last main reservoir for the automatic brake valve. Oil, grease or water, but particularly the first and second, render the slide valve harder to start toward application and therefore more liable to inch. They are made larger by cleaning with metal. The standard size of equalizing reservoir has been 10 inches by 141 inches for several years, but many of the older 10-inch by 12-inch size are yet in use. The latter should not be employed with passenger engines and particularly where higher than 70 pounds brake pipe pressure is carried. If this reservoir contains water the effect will be the same as if it is too small in size. ing piston shall lift as soon as a slight The first requisite is that the equalizreduction has been made from the equalizing reservoir. If it does not it will open too quick and too wide when it does respond. A new packing ring fitted into a worn cylinder is liable to cause it to bind when closed. The cylinder should be true and its piston and ring well fitted. The next requisite is to limit the rate of brake pipe reduction. The standard service exhaust fitting, through which the brake pipe air discharges, is designed to restrict the rate of reduction and is an important factor in preventing undesired quick action with triple valves close to the brake valve, as on the tender or the first car. The volume of the equalizing reservoir and the size of the preliminary exhaust port also limit the rate of brake pipe reduction. If the rate is faster than the service ports of the triple valve can care for in the flow from auxiliary reservoir to the brake cylinder undesired quick action will follow any considerable reduction. Short trains and higher than 70 pounds brake pipe pressure warrant adherence pounds, that the feed valve was in good to present standards in size of equalizing order and regulated for 70 pounds, that reservoir and preliminary exhaust port release position was used until this and particularly so where a quick-action amount of brake pipe pressure triple is used on the tender. was obtained, then that running position was employed, the compressor should have started at once but would have been con trolled by the governor as soon as the main reservoir pressure became 10 pounds higher than the brake pipe. 1044. Feed Valve Affecting Compres sor Speed. "What is wrong with the ET equipment when with light engine your brake pipe pressure is right, but when coupled to cars it is hard to get the pump As soon as brake pipe leakage had reto jump it up, especially above 50 pounds? duced the brake pipe pressure a trifle The only way to get full pressure is to below 70 pounds the regulating valve in keep the automatic brake valve in release the feed valve would open and drop the position. If it is left there until full pressure is had and is then brought to pressure on the outer side of its piston running position the pump will not keep to that in the brake pipe. At this time I claimed the trouble the main reservoir pressure on the pressure up. the was in the feed valve."-J. T. M. opposite side of the piston would be but Answer. If the air compressor runs 10 pounds higher, too little to compress freely with the automatic brake valve in the piston spring, and the supply valve release position and will not with it in would therefore stay closed, cutting off running position, this proves that the all feed to the brake pipe. The brake excess pressure head of the SF type gov- pipe pressure would soon leak down to ernor, as now standard, is controlling the the point where, by thus providing more compressor in running position. It excess pressure, the feed valve would should do so in this position whenever the excess pressure equals or exceeds the amount carried, usually 20 pounds, and even if the brake pipe pressure is far below the standard carried. For example, with modern equipment and all in good order if, after releasing the train brakes and returning the brake valve handle to running position, the brake pipe gauge hand shows, say, 60 pounds and the main reservoir hand over 80 pounds the compressor should stop until, by reason of the feed valve now supplying the brake pipe, the gauge hands stand 20 pounds apart or a trifle less. Then it should start and operate just fast enough to maintain this difference. With large compressor capacity this does not mean very rapid work, as there is no more to be supplied than the feed valve is then discharging from the main reservoir to the brake pipe. Some are deceived by this into thinking something is wrong when the compressor is first stopped and later runs at much less speed than while release position was being used. open, but with more than 10 pounds ex- The gauge may have indicated that the compressor would run with 20 pounds excess pressure, but this proves nothing as an error of 10 pounds in a gauge can readily occur and go unnoticed unless regular tests are made. If in full release position the red hand of the large duplex gauge stood 10 pounds higher than the black hand then with 20 pounds excess pressure shown in running position the amount actually had would be 10 pounds. Main reservoir and brake pipe pressures are equal in release position and if the two hands of the large duplex gauge and the brake pipe hand of the small duplex gauge do not then show exactly alike it is certain that an error exists. The condition described in the question is evidently different and the infor- With the light engine there would mation given indicates that the fault likely be very little brake pipe leakage may possibly have been with the feed to supply and with a somewhat worn valve. However, there is not sufficient feed valve piston this amount could pass information to say positively. The proba- it and enter the brake pipe through the bility is that the cause of the trouble regulating valve port open as soon as was less excess pressure than is neces- brake pipe pressure dropped a trifle below sary to operate the feed valve, at least 70 pounds. This would explain how, with 15 pounds being necessary with the the brake valve in running position, 70 modern type. Assuming that the excess pounds could be carried with the light pressure governor head was set for 10 engine. Train Rules and Train Practice. Answers by G. E. Collingwood. 727. Order Only Partly Superseded. "Order No. 1, No. 46 take siding and meet first No. 19 at B and second No. 19 at D.' Order No. 2, 'No. 46 meet second No. 19 at F instead of D.' Both trains are first class and No. 46 is superior by direction. Which train should take siding at F?"-Member 89. Answer.-Order No. 1 states positively the action of No. 46 with respect to first and second No. 19. Order No. 2 supersedes a part of the instructions but permits the balance of the order to remain in effect. It follows that No. 46 must take the siding at F for second No. 19 as the part of order No. 1 which directed No. 46 to take siding for second No. 19 has not been fulfilled, superseded or annulled. The provision referred to in order No. 1 cannot possibly be fulfilled except at the meeting point; D was the meeting point named in order No. 1, but when the meeting point was changed to F the unfulfilled provision would apply at the new meeting point, as can be fulfilled at no other point. second No. 213 at Gunpowder instead of Summit.' "When No. 214 arrives at Gunpowder it finds second No. 213 there displaying signals for a third section. I claim that the dispatcher having run No. 214 past its meeting point with all sections and specifying where No. 214 is to meet second No. 213, will permit No. 214 to proceed after it meets second section. I think that it is up to the dispatcher to look out for following sections. "(2.) 'Engine 601 will run extra Hagerstown to Highfield and meet No. 5 at Highfield.' "When extra 601 arrives at Highfield it receives order No. 2 reading, Engine 601 will run extra Highfield to Thurmont and meet No. 5 at Thurmont.' "Are the above orders proper? "(3.) Order No. 1, 'Engine 751 will run extra Gettysburg to Hanover.' "At Hanover order No. 2 is received reading, Engine 751 will run extra to Emrygrove instead of Hanover.' "I claim that an order which has been fulfilled cannot be susperseded. Please explain fully."-W. S. G. Answer. (1.) Two wrong movements do not make one correct movement. It is true that the dispatcher should have made a meeting point for No. 214 with 728. Rule 218.-"No. 84 is superior to all sections of No. 213 when No. 214 was No. 97 by direction. The following given orders against second No. 213. But order is issued: Order No. 5, No. 84 this fact would not justify No. 214 in meet No. 97 engine 6000 at C.' When disregarding the right of third No. 213 No. 97 arrives at C it is displaying signals. Will No. 84 require orders against second No. 97 before it can leave C?"Member 89. Answer.-Rule 218 must govern the action taken by No. 84. If you are using Standard Code Rule 218, No. 84 may properly proceed without further orders as only that section of No. 97 which has engine 6000 is included in the order. Second and following sections of No. 97 cannot use the order as it specifies a particular engine, which, of course, second and following sections of No. 97 would not have. Some roads are using the old Rule 218, which simply stated that when no particular sections were specified, all sections were included. Under such a rule the naming of the engine on No. 97 would not affect the right of second and following sections to use the order, and, as a result, No. 84 could not leave C unless it had orders against second No. 97. to go to Summit for No. 214, If such a case should arise it would be the duty of No. 214 to get clear at Gunpowder for third No. 213, expecting that train to be on its way to Summit under the right conferred by order No. 1. A case of this kind might arise in which the dispatcher would not know that there would be three sections on No. 213, at the time order No. 2 was sent. That is, order No. 2 was sent whereby it would some emergency might arise after become necessary to run three sections on No. 213. A dispatcher should not permit such a condition to arise if it is possible to prevent it, but in case of accident or wire failure he might not be in position to prevent it, and under such circumstances trainmen should obey the rules. (2.) The two orders quoted are imtrain is run to its terminal station for When a proper to use in such a case. an opposing train it should be given a right of track order instead of a meet order. The reason for this rests in the fact that when a train reaches its terminal it ceases to exist and it cannot be expected to execute orders; therefore, any orders which it requires, to move it to its terminal, should also cease to exist when it reaches its terminal, otherwise complications arise or improper opera- advises enginemen differently."-Member tions result. (3.) The point brought out by this question is a good one, and it is our opinion that the superseding order should not be used in a case of this kind, because the order having been fulfilled, a question would arise. To avoid complications a superseding order should not be given to cover a movement which has already been fulfilled. Had the superseding order been issued to the extra before it arrived at Hanover, no question could have arisen as it is entirely proper to supersede an order which has not been fulfilled. 730. Exchanging Orders Under Rule 94.-"Odd numbered trains are superior by direction. No. 6 received an order to display signals from A to Z for engine 94. First No. 6 is on time and expected to make the schedule meeting point at I for No. 9, but the engine became disabled and first No. 6 took siding at H. Second No. 6 received an order to meet No. 9 at I. When second No. 6 arrived at H it must pass first No. 6. If it exchanged orders it would have nothing against No. 9, and if it did not exchange orders it could not pass. H is nontelegraph station.-Morris Park. 153. Answer. The answer given in the December issue is correct. Standard rules do not require the engineman to see the signal changed to proceed. It is a fact that many roads have inserted a provision in their rules which requires enginemen to see the signal changed to proceed, but that is a local matter. Standard Rule 221 (A) reads as follows: “221 (A). A fixed signal must be used at each train order office, which shall indicate 'stop' when there is an operator on duty, except when changed to 'proceed' to allow a train to pass after getting orders, or for which there are no orders. A train must not pass the signal while 'stop' is indicated. The signal must be returned to 'stop' as soon as a train has passed. It must be fastened at 'proceed' only when no operator is on duty. "Operators must have the proper appliances for hand signaling ready for immediate use if the fixed signal should fail to work properly. If a signal is not displayed at a night office, trains which have not been notified must stop and ascer tain the cause, and report the facts to the from the next open telegraph office. "Where the semaphore is used, the arm indicates 'stop' when horizontal, and 'proceed' when in an inclined position." 732. One Hour Dead Time at Station. "No. 10 flagged into C at 10:40 p. m. a. m. and is due to leave C at 11:30 No. 10 is due to arrive at C at 10:30 a. m. When it flags in at 10:40 p. m. I understand that it loses both right and schedule, and I cannot understand how the dispatcher can run it out as No. 10 on orders."-Member 615. Answer.-Rule 94 states that a train which overtakes another train so disabled that it cannot proceed will pass it, if practicable, and if necessary will assume the schedule and take the train orders of the disabled train. There is an unwritten rule which requires sections to move only in sequence, but in a case of this kind, with the special rule for protection, giving one train authority to pass another in case of need, second No. 6 might properly proceed to I on its order, explaining to any trains met or passed between H and I the movement which is being made and also explaining to No. 9. Answer.-In the case at hand No. 10 In any event No. 9 cannot leave I until has arrived at C twelve hours and ten second No. 6 arrives, as it holds a meet- minutes late, and, under Rule 82, it has ing order which cannot be disregarded. lost right and schedule. It may be that Under other circumstances such a move- on this day No. 10 has no work at C ment could not be made with safety. It is not claimed that the rules clearly authorize such movement, but it is pointed out that such a movement can be safely made. If the movement is not made in this manner a tie-up will result. and is ready to leave there at 10:41 p. m., which is only eleven hours and eleven minutes late on its departing time. This being the case the dispatcher is at liberty to issue an order directing the train to run as No. 10. It is true that the train lost both right and schedule, but this does not mean that the dis731. Normal Position of Train Order patcher cannot restore it to the schedule Signal-Stop. "I find on page 806 of the in a case like the one under discussion. December, 1913, issue an answer to No. 10 need only remain at C a suffiQuestion No. 666 which states that standard rules do not require the engineman to see the signal changed to proceed. This seems to me to be an error. We have standard rules and our Rule 221 the fact that the schedule shows one hour cient time to do its work, regardless of dead time there. When No. 10 is on time it cannot leave there ahead of time, but when it is late the one hour shown at C does not mean that No. 10 must remain there one hour. 733. Form C and Extra Trains.-"We are working under standard rules. Our telegraph stations are far apart and we frequently receive an order reading like the following: "Engine 1562 run extra A to D has right over extra 1634 west A to C not pass C unless extra 1634 west has arrived and wait at B until 10 a. m. for extra 1634 west.' "A and D are terminal stations; B and C intermediate, nontelegraph stations. Eastward extras are superior to westward extras by direction. The question is: If extra 1634 west does not make B for extra 1562 east, which train will take the siding at C? "A great number of trainmen here contend that the extra east would take the siding at C. They quote Form C as authority for same; it reads, 'If the trains meet at either of the designated points the first named train (Extra 1562 east) must take the siding.' "Personally, I cannot see how Form C is applicable to this case at all, in fact I do not think that the standard rules have provided for this, unless Rule 88 would cover. In all cases in the use of Form C you are giving a train superiority that is not superior either by right, class or direction. In the use of the above order we are merely adding to its superiority (that of direction) all ready conferred upon the train by time table and which is most certainly never taken away from it. For this reason I say, the extra (1562 east) would go up the main line at C to the east switch and wait for the extra west to take the siding. In the operation of trains under Form C, when the first named train reaches the first switch at C, all its superiority has expired, but we must bear in mind that. under the order above, when extra 1562 east reaches the first switch at C it still retains its superiority by direction. For this same reason we add that this extra will not pass C unless the extra west has arrived."-Member 612. tween extra trains, therefore the statement that eastward extras are superior to westward extras, by direction, is misleading. The extra train in the inferior time-table direction will take siding for an opposing extra train but this does not, of necessity, constitute superiority. As to the form of order quoted it is not authorized by the Standard Code because it is liable to bring about conditions of misunderstanding, one of which you have stated. Notice the misleading character of the order, "Extra 1562 has right over extra 1634 west A to C." Extra 1562 does not need such an order. Extra 1634 holds no superiority over extra 1562 as implied by the order given, and the Form C order was designed to give right over a superior train only. If it is desired that extra 1562 wait at B for the extra, or, in other words, if it is desired that the extra west should move against the extra east up to a certain time, then the third example of Form G should be used. This example provides the movement desired and explains the operation. If not, then extra 1562 should be given an order to meet extra 1634 at C. Therefore, the form of order used is not correct. The third example of Form G should be used, Form C being not applicable to the case. However, the right of track order is safe between extra trains when the order covers the whole territory over which one of the extras is to move. For example, extra 1 is run from A to B. In this case it could safely be given an order reading, "Extra 1 has right over extra 2 A to B." No question could arise under it, except the point that extra 1 does not require such right. But inasmuch as the Standard Code does not contemplate that an extra train shall be run against another extra train, under Form C, it is probably best not to attempt to use the form for such purposes until the explanation of the form is modAnswer. There is no superiority be- ified to cover such movements. |