trol the brake pipe pressure. Another advantage is that with a long freight train the locomotive brakes can be graduated off by alternate movements between allowing the slack to run out gradually. Service position is used for all ordinary tion, thus allowing the feed valve to conautomatic applications. It also cuts out the low-pressure governor head. EMERGENCY POSITION: It makes a large and direct opening from the brake pipe to the atmosphere while at the same holding and running positions, thereby time retaining main reservoir pressure. Equalizing reservoir pressure is reduced at the same rate as in service position, but this is very much slower than brake pipe pressure reduces. Emergency position is for the use its name indicates; that is, to apply the brakes as quickly and heavily as possible in emergencies, when life or property is in danger. As in lap and service positions the low-pressure governor head is cut out. 1054. ET Locomotive Brake Equipment Operation.-"Kindly explain the flow of air on a locomotive fitted with ET equipment."-J. D. H. LAP POSITION: It also admits main reservoir pressure to the feed valve pipe and, thereby, to the top of the excess or low-pressure governor head, thus doubly insuring that it will be cut out. EMERGENCY POSITION: The added function is that main reservoir pressure is admitted, through a small port, to the application cylinder pipe and through it to the application cylinder. An excessive pressure is prevented by the distri buting valve safety valve, set at 68 pounds. Hence, the locomotive brake cylinder pressure is similarly controlled. There DISTRIBUTING VALVE: This device is Answer. The automatic brake valve the distinctive feature of the ET equipused with this equipment is designated ment. It consists of the valve proper H-6. It duplicates all that has just and a double-chamber reservoir. been explained for the G-6 brake valve are, in the one body, two distinct parts in the answer to the previous question to the valve, the application portion and and has some additional functions, some the equalizing portion. The application of which are in conjunction with the in- portion operates in both automatic and dependent brake valve and the distribut- independent application and release, but ing valve. These additional functions the equalizing portion operates in auto are: matic application and release only. RELEASE POSITION: It closes the The application portion consists of a passage from the application cylinder of the distributing valve to the atmosphere. As the application cylinder pressure governs that in the locomotive brake cylinders this position holds the locomotive brakes applied while the train brakes are being released, assuming they were previously applied. The connection from the distributing valve application cylinder to the automatic brake valve is made by the release pipe. It is in two sections, with the independent brake valve between them, and the latter must be in running position to open the passage to the automatic brake valve. It will be so considered while describing the automatic brake valve. RUNNING POSITION: The additional function here is to open the application cylinder to the atmosphere, thus allowing the distributing valve to release the locomotive brakes. HOLDING POSITION: This is a position not had with the G-6 brake valve, the H-6, used with the ET equipment, having six positions. It does the same as running position except that, like release position, it holds the locomotive brakes applied. Hence, if they need to be held on after release position has been used as long as it should be the handle should be moved direct to holding posi piston, operating in the application cylinder, an application valve and an exhaust valve, both of which the piston operates. The application valve is supplied with main reservoir pressure. The exhaust valve controls the opening from the locomotive brake cylinders to the atmosphere. These parts constitute a pressure equalizing device, as they maintain the locomotive brake cylinder pressure at the same amount as is in the application cylinder and this irrespective of piston travel and, within any reasonable limit, brake cylinder leakage. The difference between an automatic and an independent application is that in the former the application cylinder is supplied from the pressure chamber (part of the double-chamber reservoir) of the equalizing portion, while in the latter it is supplied from the main reservoir by the independent brake valve, up to the pressure this brake valve's reducing valve is regulated for, 45 pounds. The equalizing portion and the application cylinder of the application portion may be likened to a miniature brake set, the pressure chamber corresponding to the auxiliary reservoir, the equalizing piston, slide valve and graduating valve to the triple valve and the application cylinder to the brake cylin in-two occurs after a moderate application as the fact that quick action will then operate throughout the train greatly reduces the shock that is liable to follow, due to slack action. der. One essential difference is that the does not operate until a sufficient serapplication piston has a uniform travel; vice reduction has occurred to move all hence, any given brake pipe reduction al- other triple valves in that vicinity to ways gives the same pressure in the ap- service application position this is why plication cylinder, consequently the same the New York valves act as stated. pressure is obtained in the locomotive It should be understood that the forebrake cylinders. The pressure chamber going is not true of the New York K is charged through the brake pipe and triple valve now supplied by them as it equalizing portion, and in a full service is identical with the Westinghouse K application from 70 pounds will equalize valve. While undesired quick action is into the application cylinder at 50 very annoying and at times causes dampounds. However, in an emergency ap- age as well as delay, yet the ability to plication it equalizes at 65 pounds. This get quick action after a service reducis because it has nothing but the appli- tion is so valuable in times of danger as cation cylinder to fill, while in an emer- to far more than offset the disadvantage, gency application it must also fill the ap- particularly so as by the improved manplication chamber in the double chamber ner of lubricating triple valves there is reservoir. This arrangement provides practically no liability of undesired quick for the higher pressure and quicker appli- action where it is followed. Another adcation that is warranted in emergencies. vantage is when a hose bursts or a breakINDEPENDENT BRAKE VALVE: There is little more to be explained about this brake valve. It has a slow and a quick application position. Use of the latter requires compressing the return spring. Each admits reduced main reservoir pressure to the application cylinder of the distributing valve, causing the locomotive brakes to apply. Lap position holds these brakes applied. It will also prevent the release of an automatic application when the handle of the automatic brake valve has been moved to running position. Its running position allows the brake to release, when the automatic brake valve is in the similar position, by permitting the pressure from the application cylinder of the distributing valve to escape through both brake valves to the atmosphere, the discharge occurring at the automatic brake valve. Its release position, requiring that the handle return spring be compressed, opens the application cylinder direct to the atmosphere and always insures prompt release of the locomotive brakes, however applied. 1055. Effect of One "Dynamiter" on Other Triple Valves.-"While making a service reduction with a freight train having quick-action triple valves if there is one kicker,' say in the middle of forty cars, will that triple cause all others in the train to go to emergency under all circumstances?"-J. M. Answer.-With Westinghouse triple valves it will, but with New York valves it will not. This difference is due to the fact that quick action can be obtained when desired with Westinghouse triple valves after a moderate service reduction and cannot with New York valves once a sufficient reduction has been made to move them to application position. As a triple valve that causes undesired quick action Train Rules and Train Practice. Answers by G. E. Collingwood. 734. Movement of Work Train.—“ ‘Engine 123 work 7 a. m. to 7 p. m. between C and E protecting against extra 35 east after 8 a. m. protecting against extra 36 west after 9 a. m. not protecting against other extras until 11 a. m.' Can work extra's limits at 11:30 a. m. Answer. The explanation to a Form H order furnishes the authority for permitting an extra train to enter the working limits of work extra 123 after 11 a. m. Form H is the form used to authorize work trains. The explanation states that whenever extra trains are run over working limits they must be given a copy of the order sent to the work extra. Should the order held by the work extra instruct the work extra not to protect against extra trains in one or both directions, extra trains must protect, as prescribed by Rule 99, against the work extra as indicated by the order; if the order indicates that the work extra is protecting itself against other trains they will run expecting to find the work extra protecting itself. When an engine is directed to work extra between certain points and no instructions are given the work extra to protect, the work extra must, whether standing or moving, protect itself against extras within the working limits in both stated, if more than one trip is made, directions as directed by rule. Work extra 123 was instructed to protect against extra 35 east and against extra 36 west after a certain time, and it was further instructed that it need not protect against other extras until 11 a. m. Under the order it was the duty of work extra 123 to protect against all extras after 11 a. m., and it was not necessary for the dispatcher to notify the work extra that another extra train would enter the limits providing that such extra did not enter the limits before 11 a. m. but such requirement is purely local and is not necessary to safe operation. Extra 317 had a perfect right to go to J for No. 118, but No. 118 had no authority to leave J until it actually met extra 317 at J. The train register is not expected to clear a train on a meet order in any case. 736. Indication for Subdivision.-"Is a branch line, with a separate sheet of schedules in the time-table, without anything to indicate that it is a subdivision, a subdivision? "We have one general superintendent 735. The Register and the Meet Order. and one superintendent. Our main line -"No. 118 is a third class, east-bound is 135 miles long with two branches leadtrain, scheduled from A to Z. It is given ing out from it. One of the branches is the following order at E: 'No. 118 meet 50, and the other 30 miles long. Our extra 317 west at J.' Train No. 118 is trains run through over the branches and due at J at 7:20 p. m. J is a register the main line. The dispatcher annulled station, but closes for the night at 6 p. m. a through freight train which runs 85 No. 118 arrived at J at 1:10 a. m., exam- miles on main line and 30 miles on ined the register and found that extra 317 branch. This freight is due to leave A at had registered its arrival at 8:25 p. m. 10 p. m. and arrive at destination at 9 and turned and departed at 9:25 p. m. a. m. the next day. The order annulling No. 118 left J at 1:40 a. m. and met ex- the freight read as follows: No. 207 and tra 317 west at K, at 2 a. m., making a No. 208 of May 26th are annulled between H and Z.' H and Z are terminals second trip to J. "No. 118 had no way of knowing that extra 317 was making two trips. Was not the register proper authority for No. 118 to leave J on? It seems that the first trip the extra made was on a right of track order, which the dispatcher had Had the dispatcher the right to annul the right of track order?"—H. S. D. annulled. Answer. Under standard rules the train register is not proper authority for a train to leave a meeting point on. The explanation to the meet order, or Form A order, as it is commonly called, states plainly that the trains will proceed to the meeting point named in the order and there meet in the manner provided in the rules. This is held to mean that the trains must see each other to properly fulfill the order. for the branch. No. 207, which received this order, told the dispatcher that he had annulled his train as it left A on the main line on the 26th, but reported for orders on the branch on the morning of the 27th. The dispatcher considered the branch a subdivision and the train crew thought that it was not."-Trainmaster. Answer. The definition of the word "subdivision" as given by the American Railway Association is as follows: “A part of a division so designated on the time-table." It follows that the branch in this case is not a sub-division within the meaning of the definition, as it is not designated as such on the time-table. A subdivision is usually designated on each time-table, at the top of the page which contains the schedules which are to be in the subdivision, as "Subdivision A" or "Mobile Subdivision." 737. Backing in at Meeting Point."The following order was given: 'No. 83 meet No. 74 at D, No. 74 take siding at east end D siding.' "Where does the order give No. 74 right to move at D? No. 83 is a second class train and No. 74 is a third class train. Did No. 74 have right to go down the main line at D?"-Member 465. The time at which the meet order was sent is not stated in the letter but it must have been later than the time at which the extra registered at J, on the first trip, and this fact should have been noted by the crew of No. 118 in checking the register against the extra. That is, the extra had turned at J after arriving there the first time and the order held by No. 118 must have been sent later than 8:25 p. m., the time at which Answer. The order is very poorly extra 317 first registered at J. The fact worded. The words, "take siding" are that the extra was making the second not at all necessary as No. 74 is required trip has little bearing in the case, as it to take the siding by the rules. The is a well known fact that an extra may probable intention of the order is that make any number of trips over the same No. 74 should back in at the east end at territory on the same day. Some roads D, and if this is a fact, then the order require the number of the trip to be should have so stated. If there is a crossover near the east his flagman at C and made arrangements end at D, which No. 74 could head in on to permit work extra 311 to proceed and so as to get on the east end of the siding fulfill its train order. at that place, then No. 74 should take the crossover, but if there is no such crossover it is only fair to assume that No. 74 has right to the east switch on the main line, although the order is not explicit enough. The order should have read, "No. 83 meet No. 74 at D No. 74 will go down the main track and back in at east end of siding." 738. Authority of Flag Not Superior to Right. "The following order was given: Engine 2182 work 7 a. m. to 7 p. m. between A and E protecting against extra 466 east after 10:30 a. m. against extra 446 west after 1:30 p. m. and against extra 415 working in same limits extra 311 work 7 a. m. to 7 p. m. between A and E protecting against work extra 2182.' 739. Fulfilling Take Siding Provision. -"Permit me to ask one question with reference to a ruling recently made in the Magazine. The case in question was this: No. 303 held the following order: 'No. 303 will meet No. 312 at B, No. 303 will take siding.' The order was later changed as follows: 'No. 303 will meet No. 312 at C instead of B.' The reply was that No. 303 must take siding at C. In view of the fact that orders once in effect remain so until fulfilled, superseded or annulled, and suposing that No. 303 on arrival at B pulled through the designated siding before it was given the changed order, would not No. 303 fulfill the take siding portion of the order in this way, and when the meeting point is superseded would it not leave No. 303 free to hold the main track at C for No. 312?"-D. E. McL. "Extra 2182 left a flagman at C to hold Answer. The point made by our corall second class trains until extra 2182 respondent is a good one but it was anreturned from E. In the meantime work ticipated when the reply was written in extra 311 flagged from A to C. At C, the Magazine. The point is this: No. work extra 311 was stopped by the flagman of work extra 2182. The conductor 303 was directed to take siding, not bewent to the office and asked the dis- cause it would afford the train dispatcher to give him an order against work patcher any particular pleasure to run extra 2182, but he did not tell the dis- No. 303 through the siding at B, but patcher that the flagman of work extra essentially because it was the opinion 2182 was holding the work extra. The of the dispatcher that No. 303 should dispatcher issued an order to extra 311 to take the siding for No. 312. Understand, meet work extra 2182 at D. Extra 311 took the flagman of extra 2182 and also the order does not direct No. 303 to take the rear end of the work extra from the siding at B, but it directs No. 303 to siding and started for D. Extra 2182 re- meet No. 312 at B and, as between the ceived the order, but thought the flagman two trains, it directs No. 303 to take sidleft at C would hold work extra 311, so ing for No. 312. Before the take siding it proceeded past D and met work extra provision was put in the first order, No. 311 two miles beyond D."-Member 381. 303 was at liberty to hold the main Answer. A flagman, with instructions track at the meeting point with No. 312, to hold all second class trains, is not wherever it might be, but the order took bound to hold trains of other classes or that privilege away, giving No. 312 the extra trains. The order to meet work right to hold main track at the meeting extra 311 at D should not have been dis- point, wherever it was fixed by that regarded on the strength of a flagman order or any subsequent order, until such being left at C with instructions to hold provision was either fulfilled, superall second class trains. It must be un- seded or annulled. Therefore, if No. 303 derstood that, in the operation of trains, pulls through the siding at B as suga flagman is not superior to a train order gested, it does not fulfill that portion of nor does he supersede a train order. If the order because the order refers to a a flagman was superior to train orders, meet with No. 312 and not to any parthen the rules would provide superiority ticular siding. Further than this, if the for a flag. The flag is to be used for suggested interpretation was permitted protection in case of need but is given the opposing train would have no way of no superiority by rule, therefore when knowing whether or not No. 303 pulled right is conferred by train order the flag- through the siding at B which, of course, man has no superiority which can set would cause confusion. It is not the inaside the right conferred by the train tention of the order that it shall be fulorder, except in defiance of the rules. It filled in any such manner; if it was, then is true that a train should not pass a No. 303 could pull in on the siding at B flag in such a case, if the flagman holds and immediately back out and come down instructions to hold the train concerned. the main track and meet No. 312 on the In this case the conductor of extra 2182 main line, excusing the act by claiming should have got into communication with that No. 303 had taken siding and thereby fulfilled that portion of the conditions Had the first order read, "No. 303 will meet No. 312 at B No. 303 will take siding at B," the take siding would have been limited in its application to B. 740. May Run Ahead of Each Section. -"Kindly give your opinion of the following order: 'Extra 172 run ahead of No. 5 A until overtaken.' "Extra 172 was overtaken at H by first No. 5, displaying signals for a second section. Was it proper for extra 172 to proceed ahead of second No. 5 until it was overtaken by that section? Or should the extra remain at II unless it received further orders to proceed?"-Member 352. Answer.-Extra 172 may properly proceed ahead of second No. 5 until it is overtaken, without further orders. This is true because Rule 218 provides that when a train is named in a train order by its schedule number alone all of its sections are included and each section must have copies of the order delivered to it. By applying this rule to the case at hand it can be seen that second No. 5 holds a copy of the order on which the extra is moving, and that under the rules it must be governed by it. That is, it must proceed expecting that extra 172 is running ahead of it until overtaken. Such a movement is entirely safe and fully authorized by Rule 218. In this connection it must be taken into consideration that each section has equal time-table rights and, that being the case, the second section must repect the order fully as much as the first section. If we are to hold that such an order only applies to the first section then, when the extra is moved ahead of the second section, we find that we have to duplicate the order which the second section already holds; such a method would add nothing to safety and would discredit the plain language of the rule. were essentially different. That is, the order which gave the extra right to run ahead of No. 5 did not name No. 5 by its schedule number alone. It included the engine number, which under the rule made it necessary to have orders to run ahead of the second section before it could proceed. Rule 206 provides that the engine number may be used in a train order when desired, but when it is used a train cannot be considered as having been named by its schedule number alone. The engine number in such cases is used for identification of the train, and it should be plain that when No. 5 is named as No. 5 engine 345 it does not refer to or include second No. 5 with engine 3452, and Rule 218 does not contemplate that such an order shall include all sections. 741. Take Siding and Wait.-"No. 53 is a third class train. No. 12 is a firstclass train. No. 12 was given an order to take siding and wait at C until 11 a. m. for No. 53. What time must No. 53 be clear on the siding at C, if at all? How will No. 12 proceed after 11 a. m.?" Member 696. Answer.-If No. 53 can make C by 10:55 a. m. it is at liberty to go there and it is also at liberty to hold the main track for No. 12. No. 12 must pull through the siding at C for No. 53 regardless of the time it arrives there, if it finds No. 53 at that point. There is nothing in the order which will limit the take siding provision and No. 53 is entitled to hold the main track. The wait portion of the order is part of Form E and has nothing to do with the take siding portion. When a wait order is issued it does not require the superior train to arrive at the point to be waited at before the wait expires. In fact, it is usually expected that the superior train will not reach the point to be waited at before the time expires. If, then, the inferior train moving on such an order is required to take siding when the time expires, the instructions to the superior train to take the siding A certain railroad journal published would be of no effect. Besides, it would an article a short time ago to the effect cause no end of confusion. For examthat the American Railway Association ple, No. 53 would arrive at C at 10:45 had ruled in a case like the one under a. m., and at 11 a. m. it would have to be discussion that the extra could not pro- clear on the siding, which would necessi ceed ahead of the second rection of No. tate that it back up and pull in, if No. 5 without further orders. Such state- 12 did not arrive there before that ment is entirely untrue. It is a fact that time. If the order is expected to work the American Railway Association has in this ruled upon a similar question, but the used. manner, then it should not be |