2417. McLaughlin Flexible Joints. "Will you please illustrate the oil burning locomotive using the McLaughlin Connector?"-Member.

Answer. We regret to advise that we have no illustration at hand showing a locomotive with this connector applied. You readily understand that the use of this type of connector is optional with the railroad company, and as there are many other flexible metallic connectors in use, it would be necessary to positively know that the locomotive illustrated is equipped with this type of connector.

2418. Generator Magnetizing Watch. -"What difference in appearance is there between the type of generator likely to magnetize a watch and one from which there is no danger?"-H. H. H.

pearance is there between the type of generator likely to magnetize a watch and the one from which there is no danger?'

"Enclosed herewith is cut of the type 'C' generator, which you will note is a spool coil type of field winding with pole pieces bolted on either end. The type 'C' generator is of the bi-polar open type and has a stray magnetic leakage that might affect a watch if brought within nearer than two or three feet of same. The design of the field frame is rectangular, having the field coils located in top and bottom positions, which brings the two polar projections vertical.

"We also enclose cut of type 'E' generator, which is circular in design and is of the enclosed bi-polar type. The advantage of this design is that the magnetic

leakage is reduced to the lowest possible minimum. There is no danger of magnetization of a watch that is not brought into actual contact with a generator."

am running a Shay engine on very uneven track. Engine rocks very bad, and stands about one inch off of the side gineers to raise her side bearings. Have been advised by enbearings. I claim that it will hold the rail better as it is. Am I right?"-H. P. C.

Answer. Through the courtesy of J. Will Johnson, General Manager of the Pyle National Electric Headlight Company, to whom this question was referred, we are enabled to answer it authoritatively as wel' as to present illustrations 2419. Side Bearing Clearances. — “I which clearly show the difference between the two types of generators. Mr. Johnson's reply is given in full, and according to this it can be seen that it is only necessary to be careful in approaching the type "C" generator, which has a rectangular field frame, and that there is compara- Answer.-A moment's reflection would tively little danger to be apprehended from convince you that there would be no mathe type "E," having the circular design. terial difference, so far as the adhesive "Acknowledging receipt of your favor power of engine is concerned, whether the of the 26th inst., ard replying to the weight was carried on the center bearings question: 'What difference in the ap- or the side bearings. In our opinion, one

inch side bearing clearance is excessive, and it should be reduced to not to exceed three-eighths of an inch. This will have a tendency to largely overcome the rock ing, and at the same time will make no difference so far as holding the rail is concerned.

ton rod may become so loose in the crosshead as to allow the piston to strike the front cylinder head, and might knock it out. It might also cause the piston rod to break where the key passes through it, and the breaking result in knocking out the front cylinder head, or breaking the cylinder. Of course, if the loose piston rod key comes out entirely and the piston rod becomes loose in the crosshead, there is no question but what it will result in knocking out the front cylinder head, and Answer.-Practically the only thing possibly breaking the cylinder. If a main that will cause an engine equipped with wedge were down, it might result in the Walschaert valve gear to get out of piston striking the back cylinder head, square would be excessive wear in pins providing the engine had limited piston or bushings, or the springing of some of clearance. If the engine had sufficient the parts. If pins or bushings were ex- piston clearance so that even with the

2420. Defective Walschaert Gear. "What would you attribute cause of an engine with Walschaert valve gear becoming out of square?"-H. H. H.

cessively worn, and a valve became dry on one side of the engine, it would naturally cause the engine to sound out of square. Consequently, the primary cause would be valves becoming dry. About the only portion of the Walschaert valve gear that might be liable to spring so as to cause the engine to sound lame would be the combination lever. Consequently, if an engine equipped with Walschaert valve gear sounds out of square, it would either be due to excessively worn pins, cr bushings, or one of the combination levers being sprung.

wedge entirely down the piston would not strike the back cylinder head, it would cause the engine to pound, and also might result in a broken side rod, owing to the excessive strain suddenly placed on these rods.

2422. Result of a Lost Pedestal Brace. "What damage could be done if pedestal braces are lost? How is their loss discovered?"-G. H. M.

Answer.-A pedestal brace lost would, in nine cases out of ten, result in a broken frame, as if the pedestal brace is lost all the strain would be placed on the top 2421. Possible Damage Through Loss rail of the frame, causing a bending acof Piston Rod Key, Etc.-"What is liable tion, which would finally result in the to result from a loose piston rod key?" frame breaking It would also throw an G. H. M.

Answer.-If the piston rod key becomes loose but does not lose out, the pis

excessive strain on the connecting rods leading to that pair of wheels, and might result in one of them breaking. The loss

1056. PC Brake Equipment Manipu▪ lation.-"For some time past I have noted that the Magazine has had instruction charts on the PC passenger car brake equipment. Now, this equipment is coming into use on the Erie Railroad, on which I am employed as an engineer, and I would greatly appreciate any information given me as to the manipulation of the brake valve on the engine. That is, will it be possible to release the brakes after an ordinary service application on a heavy passenger train at a speed of 10 or 12 miles per hour? Also, can emergency in full be obtained on top of a service reduction? Do the PC brakes release and recharge as readily as any those of older equipments. other equipment? Please explain any Release of PC brakes at moderate or troubles an engineer is apt to experience in the operation of this brake on a pas- low speeds is even more practicable than senger train. Our engines are Pacific with older equipments on trains of equal

lengths

and weights. This is because, like and when the latter is open from the dis

the LN equipment, the recharging of the service or auxiliary reservoirs is from the emergency reservoirs. This permits of a quicker and higher rise in brake pipe pressure to the rear car, insures a more uniform and prompt release and lessens the liability of stuck brakes. However, do not overlook the fact that with PC or any older brake equipments an endeavor to release a long, heavy train at low speed and after a heavy reduction is liable to cause a severe jerk toward the head end, particularly so if a final reduction bunched the slack more or less just before the attempt to release. This is magnified if the locomotive brakes have no holding feature while car brakes are being released.

tributing valve to the automatic brake valve the latter is cut out from the brake pipe. The purpose is to allow the leading engine to control the brakes on any others in a train. On each other engine the automatic brake valve should be on lap (No. 5 ET only) and the brake pipe should be closed by the double cut-out cock, thus connecting the two sections of the double-heading pipe. Lap position of the automatic brake valve opens the brake valve end of this pipe to the atmosphere. The other end leads to the application cylinder of the distributing valve, the pressure in which cylinder controls the brake cylinder pressure on the engine and tender. The equalizing slide valve controls this end of the passage, closing it when an automatic application is made on opening it during release. Therefore, when the train brakes are released from

The PC brakes recharge faster than all older brakes except the LN because of the emergency reservoirs helping to recharge the equipment.

If it is necessary to cut out a PC brake close the cock in the cross-over pipe and bleed both the service and the emergency

reservoirs.

in

As you have noted, the Magazine is giving, in successive issues, full illustrations colors and descriptions of the PC equipment. These are made as easy to understand as is possible and should be studied by all who, through use or other wise, are or should be interested in obtaining an understanding of this equip

ment.

1057.

the head engine the application cylinder pressure on each other engine is then allowed to escape through the double-heading pipe and the automatic brake valve to the atmosphere, thus causing the locomotive brakes to release.

The application chamber pipe makes a connection direct from the application cylinder through the independent brake valve, when it is in running position, to the automatic brake valve. Running position of the latter opens this pipe to the atmosphere and, by permitting the application cylinder pressure to escape, allows the distributing valve to release the locomotive brakes. This explanation is necessary for an understanding of the direct answer to the question.

ET Equipment Pipes Crossed. "If the application chamber pipe and the double-heading pipe were crossed and You had the train and engine brakes applied and wanted to release the brakes on your engine in what way can the air be Now, with the double-heading pipe and released from the application cylinder the application chamber pipe cross-conwithout releasing the train brakes?"-N. nected at the distributing valve and the

S. C.

train brakes being operated from this enAnswer. This is evidently a question gine an automatic application would cause for mental exercise, rather than a practi- the distributing valve equalizing slide cal one, as if it were known that the pipes valve to cut off the application cylinder were crossed the proper thing would be from the independent brake valve, imposto correct the error. known If it were not sible with these pipes properly connected. then knowledge of the answer Hence, use of release position with the inwould be useless. Such questions have a dependent brake valve could not then revalue to those who will study them as lease the locomotive brakes. However, as they is

the brake apparatus, but it is really much all that is separating the application cylbetter to devote the time to the multitude inder air from the atmosphere is the of practical, every-day problems.

double cut-out cock, and turning it to cut

Reference to the double-heading pipe out the automatic brake valve will open shows that No. 5 ET, the earlier design, this other passage.

is meant. This double-heading pipe runs

It will be seen that to release the loco

from the automatic brake valve to the dis- motive brakes at this time, under the contributing valve, but is divided into two ditions specified by the question, will parts by the double cut-out cock, which merely require cutting out the automatic

also

serves as the brake valve cut-out brake valve until the application cylinder When the automatic brake valve is pressure has escaped, then cutting it in the double-heading pipe is closed again. If the engineer knows enough to

cock. cut in

were sliding, and would keep the engi

1058. Straight Air Brake Valve.-"Is neer busy down a steep grade if he there any style of straight-air brake valve avoided overheating driving wheel tires that operates independent of the train with a heavy train. It would also be brakes? Please explain by the use of a dangerous as the automatic brake valve diagram."-N. S. C.

might be cut out when an emergency arose Answer. There is; the S-3 type, as -might even be forgotten after closing used with the combined automatic and and cause the emergency through gradual straight-air locomotive brake equipment. loss of brake-pipe pressure. This is one it is formed by adding to the old style of

TRIPLE VALVE

STANDARD COUPLING
AND HOSE

DRAIN CUP

DOUBLE

CHECK VALVE

YOR BRUGE CONNECTION

B

AUTOMATIC BRAKE PIPE

RELEASE POSITION

Fig. 1. Diagrammatic Illustration of Combined Freight Locomotive Equipment
when Automatic Brake is Applied

PUMP

do this he also knows how to remedy the fault of the cross-coupled pipes. It would be an awkward and slow way to get the engine brakes off, particularly if drivers

reason for the rule that when the second engine in a train takes control, as when the head one is cut off, the brake-pipe test must be made before proceeding.