in a movement of the movable portion netizes the core and armature, thus peror armature. mitting the spring 524 to close the valve and force the armature to resume its normal position. The accompanying illustration shows a cross section view of a triple valve with a magnet valve. To the upper, or Several forms of magnet valves are movable portion of the core, called the used, for instance one modification of armature, 515, is attached the valve rod, the form described above is an arrange529, which rests against the stem. of the ment whereby the normal position of valve 530. This valve is normally held the valve is open, and when energized, on its seat by the spring 524, and in this the magnet operates to close it, but Fig. 3. Emergency Magnet Valve with the R-2-C Triple Valve position the armature 515 is held away the operation so far as the electro-magfrom the lower portion of the magnet net is concerned is the same in any core. When the magnet is energized, by case. current being passed through the coil, causes the magnetic force set up between the 1065. Cause of Irregular Stroke of stationary portion of the core and the Compressor.-"What ordinarily armature pulls the armature down irregular strokes of an air compressor?" against the pressure of the spring, thus -Member. opening the valve and exhausting the air from the face of the triple valve piston and applying the brakes. Cutting off the flow of current through the coil destroys the magnetic field and de-mag Answer. A broken air valve, an air valve or valves with too little lift, sticky air valves in combination with leakage past the air piston, an air discharge passage choked with a gummy deposit or a bent reversing valve rod; also, one of valve pipe is to prevent any slight feed the suction strainers choked with gum or frost where the compressor has two or more, and valve motion dry with the cross-compound type. 1066. Independent Brake Valve Supply Pipe Broken.-"If the pipe should break between the reducing valve and the independent brake valve what would you do?"-Member. valve leakage from raising the feed valve pipe pressure above the adjustment of the feed valve. This 50 pounds and the excess pressure spring (20 pounds) will then cause the governor to control the compressor when the brake-pipe pressure reaches 70 pounds. If the broken pipe necessitates cutting off the feed valve pipe air from the Answer. At once stop the leakage of the leak that is supplied through the excess pressure governor head then stop main reservoir air by slacking off on the feed valve by slacking off the regulating reducing valve regulating nut until the nut until the feed valve will not open. valve would not open. Other than ina- The excess pressure governor head bility to make an independent applica- would now stop the compressor at a tion of the locomotive brakes the only low brake-pipe pressure. To remedy other possible detriment is that a heavy this transfer its lower air connection, automatic application might unseat the the one that couples to the automatic rotary valve in the independent brake brake valve, to the high-pressure govvalve and, through the resultant loss of application cylinder pressure, cause the locomotive brakes to release. This is not probable and can be tested for by a heavy application while standing. If it occurs and the circumstances warrant immediate correction, as with a light engine, the rotary valve must be held against its seat by introducing a piece of flat rubber or other soft material between it and its key or stem unless this pressure can be obtained by pressing down on the handle nut, first slacking off on it somewhat so the key can be forced down on the rotary valve. This depends on ability to in some way wedge the key down. The handle must be in running position. If this occurred in passenger service the use of the air signal would be lost, due to its air supply being cut off. 1067. Feed Valve Pipe Broken.-"If the feed valve pipe should become broken what would you do?"-Member. Answer. First stop the leakage from both ways. Toward the brake valve close the opening in the most convenient way. If the break is between the brake valve and the governor connection to the feed valve pipe and the end toward the feed valve can be closed so as to leave no serious leakage, a little leakage being desirable, nothing else will be required than to carry the brake valve (automatic) in release position and reduce the feed valve adjustment until the excess pressure governor head controls the compressor when the same brake-pipe pressure is obtained as regularly carried. If this is 70 pounds and 20 pounds excess pressure had been carried it would mean reducing the feed valve adjustment to 50 pounds. small leakage desirable from the ernor head, blanking the disconnected pipe by plugging, a blind gasket or doubling it sharply, if copper, and hammering it flat. Then regulate the highpressure governor head at the desired brake-pipe pressure with the automaticbrake valve in release position. Bear in mind, though, that with the automatic brake valve in lap or either application position the governor will be entirely cut out. Therefore, prevent accumulating a dangerously high main reservoir pressure by regulating the compressor with its steam valve or throttle. If the train is not long, so that by making heavy applications release can be assured without any increase in main reservoir pressure above the brake-pipe pressure carried, the following shorter method will answer after plugging toward the brake valve. Blank the lower connection to the excess governor head, render the feed valve inoperative as previously described, adjust the highpressure governor head for the desired brake-pipe pressure and carry the handle of the automatic brake valve in release position. 206. Train orders transmitted by telegraph will designate regular trains by their numbers, as No. 10' and sections by words, as 'Second No. 10.' Extra trains will be designated by engine num bers and the direction, as Extra 798 The East' or 'West.' Time will be stated in feed figures only. and pass K as of the one hour 3, of course, one hour and y also contend por class train K five minutes leave K on the autes late, and to use the one into K. where two times arriving and the and trains must its in advance of here one time is time. The rules tomatic block termust clear the in in the same di ve minutes. The sued in automatic C. S. quire that a train shall have a clearance card when it leaves its initial station or junction station on any division. The chief dispatcher in making a ruling on the signals at L is doing exactly right, as it is a special condition which is not covered by standard rules except in a general way, and in the absence of a ruling, if either train order signal was at stop the train would have to have a train order or clearance card before it could proceed whether the signal which is displayed is on the branch or on the main line. Rule 221 governs the use of a clearance card and it makes no special provision for a point at which two train order signals are located. A great many roads have a special rule which requires that a train shall not leave its initial station on any division without a clearance card. Our thirty minutes late correspondent fails to state whether ur and twenty min- such a rule is in effect upon this line in question. olding an order to . only one time being 746. Four Questions.—“(1) Do Rules e practically expired 206 and 218 work in harmony? J. Rule 206 states that regular trains will be No. 3 must not designated in train orders by their numone hour and twenty bers and engine numbers as 'No. 10 en11 the schedule time gine 1832' or 'Second No. 10 engine 1833.' at K, and an inferior Extra trains will be designated by engine osite direction can only numbers and the direction as 'Extra 798 our and twenty minutes, east.' Other numbers and time will be inutes clearance, to make stated in words and figures. "Rule 218 states that when a train is named in a train order by its schedule number alone all sections of that schedule are included and each must have copies delivered to it. class train moving ahead K can use one hour and less five minutes clearK from J, but this time “(2) No. 102 and No. 4 are trains of d upon the departing time the same class running in the same diJ, as such departing time is, rection. No. 102 is scheduled to pass No. 4 at V. Time-table foot note reads as ard rules, the arriving time follows: 'No. 102 is superior to all u no arriving time is shown trains.' In this case, what form of hedule. The explanation to a train order is necessary, if any, to move order states that the order No. 4 to or past the scheduled passing he schedule time of the train point in case No. 4 falls back on the etween the stations mentioned, time of No. 102. In case No. 4 received later as stated in the order, and Z, having in mind the foot note in the an order reading No. 102 pass No. 4 at her train receiving the order is time-table, would it be a proper order to run with respect to this later to use? before required to run with reto the regular scheduled time. Card at Junction.- "(3) No. 102 and No. 9 are both first class trains. No. 102 is a train of the superior direction. Time-table foot note reads as follows: 'No. 102 is superior to all trains.' No. 102 receives an order reading No. 102 take siding and wait at D until 11:10 a. m. for No. 9.' In case No. 102 arrives there before 11:10 a. m. or after 11:10 a. m., what is the procedure? If No. 9 made D or E for No. 102, what is the procedure for No. 9 at D or E? If the order is improper, what example should have been used? 66 "(4) What is your opinion of and how would you handle the situation, having les do not re- in mind the various weather conditions. "In train orders transmitted by tele- we feel that it is insufficient in itself as phone the names of stations must be by its terms it does not participate in the plainly pronounced a id then spelled letter instructions contained in the first paraby letter, thus: Aurora, A-u-r-o-r-a; all numerals must first be given, and then graph of the rule. followed by spelling, thus: 105, o-n-e To cover the objections offered to the n-a-u-g-h-t f-i-v-e; the dispatcher writing rule the following is submitted to take the order as he transmits it and under- the place of the first paragrapn: scoring it as it is being repeated. The words duplicating numerals will not be written in the order book and upon train orders.' "I would like your judgment as to the practicability of the rule as suggested, together with reasons for any exceptions which you may take to the proposed rule."-Member 863. "206. Regular trains will be designated in train orders by their numbers, as 'No. 10' and sections by words, as 'Second No. 10.' Extra trains will be designated by engine numbers and the direction as Extra 798 'East, or West.' Other numbers will be stated in figures only, except time, which will be stated Answer. The first paragraph of the in figures and duplicated in words." suggested rule specifies train orders which are transmitted by telegraph, and this fact limits the application of the rule to orders which are actually transmitted by telegraph. The second paragraph deals with only part of the arrangement for the transmitting of train orders by telephone, making the rule incomplete where the telephone is in use. Answer.-Under standard rules No. That is, the first paragraph of the rule cannot apply to orders which are trans- 15 cannot arrive at C until it is due Rule 92 covers mitted by telephone or which are deliv- there by its schedule. ered directly by the train dispatcher, therefore it is not complete, and leaves orders to be transmitted by telephone to be handled as seems best, likewise those which are delivered personally by the dispatcher. 743. Cannot Arrive at Station Ahead of Time When Arriving Time is Shown. "No. 15 is due to leave A at 11 a. m., due to leave B at 11:20 a. m., and due to arrive at C at 11:40 a. m. No. 15 left B on time. Can it arrive at C ahead of the time shown? Our rules are standard, and C is the terminal station for No. 15."Member 352. The rule is also so worded as to permit numerals in the body of the order to be stated in figures only, except sections. The rule is also incomplete in that it no arrangement for numerals other than time and train numbers. makes this point and makes no exception to the practice of not permitting a train to arrive at a station ahead of its schedule arriving time, when such arriving time is shown. Some roads have a special rule which permits an inferior train to arrive at a station ahead of time, when such station is a schedule meeting station for a superior class train, but such practice is not warranted by standard rules and is not good practice. When time-table should be apparent that train orders also in such a manner as to permit inferior schedules are made they should be made contain dates, when a schedule is an- class trains to clear the time of superior nulled. How will such dates be desig- class trains five minutes to comply with nated? The rule is silent. When a train order is annulled it is annulled by the rules, without having to violate Rule It its serial number; how will this number be designated? Will it be spelled out or not? These are questions which would arise under the proposed rule, and which would lead to a practice which is not uniform. We feel that the time which is stated in the body of a train order is fully as important as the section number and that it should be stated in figures and spelled out. This is especially true be cause of the great variation in hand writing and because trainmen are often required to write their own orders when the telephone is used. Referring to the second paragraph of the rule which attempts to define explicitly the manner in which a train order shall be transmitted by telephone, 92. 744. Movement Under Form E Order. -"No. 3, a first class train moving westthirty minutes late A to K and one hour ward, had an order to run one hour and and twenty minutes late K to Z. At K there is but one time shown. K is an intermediate station. "Some contend that a second or in ferior class train moving in the same "Others contend that No. 3, after leaving the last point where time is shown on No. 3's schedule east of K, has a per |