,,the ,,traveling ,,engineers' ,,association ,to ,improve ,the ,locomotive ,engine ,service of ,american ,railroads ,,examination ,,questions ,,and ,,answers ,for ,firemen for ,promotion and ,new ,men for ,employment 3-3 ,copyrighted by ,w4 ,o4 ,thompson1 ,march1 #aiaa ,revised ,january1 #aiai 99 99 99 99 99 ,,preface ,it is the policy of railroads to employ firemen who will in time become competent locomotive engineers4 ,this requires that a man should have at least a common school education1 good habits and be in good physical condition4 ,he should be alert1 with good reasoning faculties and a man of sound judgment4 ,having these qualifications1 advancement will come to those who are conscientious in discharging their duties and who devote some of their leisure hours to study4 ,as an aid to this end1 and that the railroad companies may derive the highest efficiency from the man employed as a locomotive engineman1 a code of questions is given him1 and it is expected that the preparation necessary to correctly answer the questions will indicate how well he has progressed4 ,the list of questions is also intended as a guide to the matters on which he should be correctly informed1 both during his term of service as a fireman and for future promotion to engineer4 ,when a man is first employed as a fireman he will be given a list of questions on which he will be examined at the end of the first year2 having passed this examination successfully he will then be given the examination questions for the following year2 having passed this examination satisfactorily1 he will be given a third and final set of examination questions on which he will be examined before being promoted to engineer4 ,all these examinations will be both written and oral4 ,the third year examination for promotion will be before the ,general ,board of ,examiners4 ,at any of these examinations1 if he fails to pass #hj per cent4 of the questions asked1 another trial1 not less than two months and not more than six months later1 will be given him to pass the same examination2 if he fails to pass by a percentage of #hj per cent4 he shall be dropped from the service4 ,where the examinations consist of both air brake and machinery1 the candidate must pass #hj per cent4 in each to be successful4 ,firemen passing the third and final series of questions will be promoted in the order of their seniority as firemen1 except that those who pass on the first trials shall rank1 when promoted1 above those who passed on the second trials4 ,engineers employed who have had service on other roads1 will be required to pass the third series of questions before entering the service4 ,it is not expected that the man will pass these examinations without assistance1 and in order that he will understand the use of locomotive and air brake appliances properly1 he is expected to go to the ,master ,mechanic1 ,general ,foreman1 ,road ,foreman or ,traveling ,engineer1 also ,air ,brake ,inspector or ,instructor1 or any other official1 and ask them for such information as may be required on any of the questions or on any points in connection with the work4 ,he is not only invited1 but also urged to do this1 as the more knowledge of his business a man possesses1 the better will be the results obtained4 ,he will have ample time to study each set of questions2 there is no doubt that with a reasonable amount of study each week1 supplemented with close observation of the working of the locomotive1 the information necessary to answer satisfactorily the entire list of questions can be easily mastered in the time given4 ,in regard to breakdowns1 it is advised that he carefully inspect each breakdown or disabled engine that comes to his notice1 see where the parts have given way and in what manner the work of blocking up it done4 ,it is not expected that all the breakdowns which may happen to a locomotive will occur on the engine that he is with2 therefore it is good practice to observe how other men care for these breakdowns4 ,in connection with these examinations the work done by the fireman during the year and how the work compares with that of other firemen in the same class of service will be carefully noted2 his record as to the use of coal1 supplies and attention to duty will be taken into consideration4 ,it is hoped that he will give everything in detail the consideration it merits and realize fully that it is by looking after the little things that a man succeeds4 ,it should be borne in mind that by filling well the position he holds he becomes entitled to the confidence that makes better positions possible4 ,it is understood that those who conduct the examination may ask any question or questions bearing on any subject of this examination1 in order to determine how well the persons being examined understands the subject4 ,a mere memorized answer will not be sufficient4 ,the full meaning of each answer must be understood4 ,,examination ,,questions ,,first ,,series #a4 ,q4 ,what do you consider essential for your success in regard to the use of fuel ,a4 ,i deem it essential to my success to be as economical in the use of fuel and supplies as is consistent with the work to be performed1 exercising good judgment in my work1 harmonious co-operation with my engineer1 and showing a willingness to learn and practice the best methods in my work4 #b4 ,q4 ,what are the fireman's duties on arrival at enginehouse previous to going out on a locomotive8 ,a4 ,he is required to examine the bulletin board1 guards on water and lubricator glasses2 try gauge cocks to find true water level2 then examine grates1 ash-pan1 flues and fire-box4 ,put fire in proper shape2 see that a proper supply of firing tools1 water1 coal1 oil and waste are provided1 that all lamps and markers are filled1 cleaned and in proper condition2 and to perform such other duties as may be required by the engineer to assist him in getting the engine in readiness4 #c4 ,q4 ,what pressure is indicated by the steam gauge8 ,what is meant by atmospheric pressure8 ,a4 ,the pressure per square inch inside of the boiler4 ,atmospheric pressure is the pressure represented by the density of the atmosphere in pounds per square inch1 which is at sea level #ad4g pounds4 #d4 ,q4 ,on what principle does a steam gauge work8 ,a4 ,the steam gauge pointer is actuated by a flattened or bent round tube to straighten itself under the pressure of steam against the water inside of tube4 ,the gauge pointer receives movement from suitable mechanism connected with the tube4 #e4 ,q4 ,what is the source of power in a steam locomotive8 ,a4 ,heat is the source of power in all steam engines4 ,it is necessary to have fuel and water4 ,when fuel is burned1 the water coming in contact with the hot sheets evaporates and becomes steam1 which is then used in the cylinders to force the pistons back and forth4 #f4 ,q4 ,about what quantity of water should be evaporated in a locomotive boiler to the pound of coal8 ,a4 ,from five to seven pounds of water4 ,for example1 one gallon of water weighs eight and one-third pounds1 therefore #ajj pounds of coal should evaporate from sixty to eighty-four gallons of water4 #g4 ,q4 ,what is steam1 and how is it generated8 ,a4 ,steam is water in the condition of a vapor and is generated by heating the water above the boiling point4 #h4 ,q4 ,what is the purpose of the water gauge glass and gauge cocks8 ,a4 ,to indicate the level of water in the boiler4 #i4 ,q4 ,what would indicate to you that the boiler connections of water gauge glasses were becoming clogged8 ,a4 ,the up and down movement of the water in the glass would become slow and inactive1 or it would not register correctly with the gauge cocks4 #aj4 ,q4 ,at what temperature does water boil8 ,a4 ,at atmospheric pressure1 which is #ad4g pounds at sea level1 water boils at #bab degrees ,fahrenheit2 the temperature1 however1 increases as the pressure under which the water is boiled increases4 ,at #bjj pounds boiler pressure the temperature would be #chh degrees ,fahrenheit4 #aa4 ,q4 ,what is carbon8 ,a4 ,carbon forms the greatest part of all kinds of coal2 the higher the per cent4 of carbon1 the higher the grade of coal4 #ab4 ,q4 ,what is the composition of bituminous coal8 ,a4 ,it is composed of carbon about #ge per cent4 and many gaseous substances1 as is shown by its burning with a large flame and much smoke4 ,anthracite1 on the contrary1 is nearly pure carbon and burns with a small flame4 #ac4 ,q4 ,what is combustion8 ,a4 ,combustion or burning is a chemical process1 it is the action of fire on inflammable substances and is the union of the oxygen in the air with the carbon in the fuel2 this is called rapid combustion4 ,slow combustion is the decaying of wood or iron by the elements4 #ad4 ,q4 ,is air necessary for combustion8 ,a4 ,yes4 #ae4 ,q4 ,about how many cubic feet of air is necessary for the combustion of a pound of coal in a locomotive fire-box8 ,a4 ,about #cjj cubic feet of air must pass through the grates and fire for complete combustion of one pound of coal4 #af4 ,q4 ,why must air be heated before combining with coal8 ,a4 ,air1 like coal and its gases1 must be heated before they will unite to form what is known as combustion and so as not to reduce the temperature of the fire-box below the igniting point of the gases4 #ag4 ,q4 ,why is it necessary to provide for combustion a supply of air through the fuel in the furnace8 ,a4 ,in order to supply the oxygen necessary for combustion4 #ah4 ,q4 ,what is the effect upon combustion if too little air is supplied8 ,if too much air is supplied8 ,a4 ,if too little air is supplied1 combustion is not complete1 and only one-third as much heat is obtained4 ,if too much air is supplied1 combustion is complete2 but the excess air must be heated1 resulting in a lower temperature4 ,if twice the amount of air required for complete combustion be supplied1 the temperature of the fire-box will be about one-half as high4 #ai4 ,q4 ,give a practical definition of the igniting temperature4 ,a4 ,in all ordinary combustion there is a definite temperature1 called the ignition or kindling temperature1 to which combustible substance must be heated in order that it may unite with the gas in supporting the combustion4 ,the burning substance must not only be heated up to the kindling temperature1 but it must be kept as high as this temperature1 or combustion will cease4 #bj4 ,q4 ,state why such temperature is necessary and at what place in the fire-box it is most required4 ,a4 ,the center is the hottest part of the fire-box4 ,there is a much lower temperature in the fire-box at the sides and end sheets1 due to the water on the opposite sides of the sheets being of a lower temperature than the fire-box2 therefore if we get as high a temperature as possible at the side and end sheets1 we will increase the steam-making efficiency of the boiler4 ,the gases which are liberated from the coal as soon as it becomes heated must attain a temperature of about #a1hjj degrees ,fahrenheit1 known as the temperature of ignition1 before they will unite with air which must also be heated up to that point4 #ba4 ,q4 ,how is draft created through the fire8 ,a4 ,exhaust steam escaping through the stack reduces the pressure in the smoke-box below the pressure of the atmosphere outside1 therefore the air tends to force itself into the smoke-box through all openings2 with everything in good condition1 the easiest and largest passage for it is through the grates and other openings into the fire-box and from it through the tubes into the smoke-box and up the stack4 #bb4 ,q4 ,is smokeless firing practicable8 ,a4 ,yes1 but it is necessary in order to obtain good results that boiler and fire-box be in good condition1 coal broken to the proper firing size2 then1 with the hearty and intelligent co-operation of both engineer and fireman1 smokeless firing is both economical and practicable4 #bc4 ,q4 ,in what condition should the fire be in order that the best results may be obtained from the combustion of the coal8 ,a4 ,the fire should be as light as the work being done by the engine will permit1 evenly distributed over the grates and free from clinkers4 #bd4 ,q4 ,how should the blower be used8 ,a4 ,a blower should be used very lightly1 being careful not to draw too much air into the fire-box and through the flues1 especially when fire is being cleaned or thin on grates4 #be4 ,q4 ,what is the result of opening the fire-door when the engine is working steam8 ,a4 ,it will cause a cooling effect in the fire-box and is liable to start the flues leaking4 #bf4 ,q4 ,what is the effect of putting too many scoops of coal on a bright fire8 ,is this a waste of fuel8 ,a4 ,it has the effect of temporarily deadening and cooling the fire1 causes emission of quantities of black smoke1 as only a limited amount of gas can be burned in a fire-box at a time2 all in excess of that amount escapes from the stack and is a waste of fuel4 #bg4 ,q4 ,what effect has the fire upon a scoopful of coal when it is placed in the fire-box8 ,a4 ,the heat from the fire drives the gases from the coal and they are ignited by the hot flame as they pass over the bright fire2 the coke which is left burns where it is4 #bh4 ,q4 ,in what condition should the fire be to consume these gases8 ,a4 ,a bright white coke fire1 almost incandescent4 #bi4 ,q4 ,what is the temperature of the fire when in this condition8 ,a4 ,it must not be less than #a1hjj degrees ,fahrenheit to consume the gases liberated from the coal1 and it only requires from #gej to #ijj degrees ,fahrenheit to burn the coke that remains on the grate2 as coke burns from the outside1 less heat is required to consume it4 #cj4 ,q4 ,how can the fire be maintained in this condition8 ,a4 ,by adding coal to the fire in small quantities1 spreading it over the grate surface and no faster than it is burned4 #ca4 ,q4 ,what is black smoke8 ,is it combustible8 ,a4 ,black smoke consists of small particles of carbon suspended in the gases of combustion and indicates incomplete combustion4 ,black smoke is not combustible1 it is like lampblack and cannot be burned after having been produced4 ,the production of it can be prevented by suitable arrangements and manipulation4 #cb4 ,q4 ,should the gas not burn in the fire-box1 will it burn after it enters the flues8 ,why8 ,a4 ,gas will not burn only a short distance in the flues of a boiler1 as the water absorbs the heat so quickly that the temperature of gas is lowered below the igniting point4 #cc4 ,q4 ,what is the effect on the flow of air through the fire from opening the door8 ,what on the burning of the gases8 ,what on the flues and sheets of the fire-box8 ,a4 ,when the furnace door is opened1 the flow of air through the grate is stopped in proportion to the amount that passes through the door4 ,the vacuum will be filled from the quickest source and the door is closer than some parts of the grate4 ,the gases mix with the air from the door and pass out through the flues2 no combustion takes place1 as the air is not hot enough to unite with the gas4 ,the flues and sheets of the box will be caused to leak on account of the rapid contraction4 #cd4 ,q4 ,can the firing be done more effectively if the water level is observed closely8 ,a4 ,yes1 in order to know how much water there is in the boiler and whether it is necessary to hurry the fire2 if the boiler is full1 it is possible to prevent the pops opening by delaying the fire4 #ce4 ,q4 ,how should the fire and water be handled in starting from a terminal or other station8 ,a4 ,the steam pressure should be near the maximum and there should be sufficient water in the boiler to last until such time as the fire is burning well so that the pressure will not be reduced when water is put into the boiler4 ,there should be a moderately heavy bed of fire well burned and distributed evenly over the grates4 ,after the fire is burning well1 the injector should be started lightly2 the feed being gradually increased so as not to cause any decrease of steam pressure4 #cf4 ,q4 ,what is the purpose of a safety valve on a locomotive boiler8 ,why are more than one used8 ,a4 ,a safety valve is used to limit the maximum pressure in the boiler by opening and allowing steam to escape4 ,more than one safety valve are used as additional protection against excessive pressure2 one is set at the maximum pressure and the others are set at two or three pounds above the maximum pressure4 #cg4 ,q4 ,what is usually the reason for steam being wasted from the safety valve8 ,what can be done to prevent this waste8 ,a4 ,careless firing1 careless running4 ,both engineer and fireman work in harmony to obtain the best results4 #ch4 ,q4 ,what is the estimated waste of coal for each minute the safety valve is open8 ,a4 ,about fifteen pounds4 ,the estimated waste of steam when an engine pops equals every second all the heat obtained from a quarter pound of coal4 ,safety valves usually remain open about half a minute1 resulting in the loss of about eight pounds of coal4 #ci4 ,q4 ,what should be the condition of the fire on arriving at a station where a stop is to be made8 ,a4 ,on approaching the station where a stop is to be made1 firing should be stopped far enough back to allow the carbon gases to be consumed before the throttle is closed1 so there will be little or no black smoke from the stack and yet have sufficient fire that it will not be necessary to feed the fire again if a short stop is to be made until the train is started and the engine cut back or nearly to the running cut-off4 #dj4 ,q4 ,how should you build up the fire when at stations in order to avoid black smoke8 ,a4 ,put in small quantities of coal at a time1 have the door slightly open and have the blower on lightly2 good judgment must be exercised by the fireman4 #da4 ,q4 ,why is it that if there is a thin fire with a hole in it the steam pressure will fall at once8 ,a4 ,because too much cold air is drawn into the fire-box and through the tubes1 retarding combustion and cooling the fire-box and tubes4 #db4 ,q4 ,if the injector is to be used after throttle is shut off1 how should the fire be maintained8 ,a4 ,a sufficient quantity of coal should be placed on the grates to maintain the maximum steam pressure and the blower used to keep the fire burning brightly4 #dc4 ,q4 ,what would be the result of starting a heavy train or allowing drivers to slip with the fire too thin on the grates8 ,a4 ,the fire would be pulled off the grates and into the tubes1 leaving the fire bed full of holes and some of the fire remaining on the grates turned over4 ,large quantities of cold air would be drawn in1 resulting in a rapid decrease of temperature and pressure4 ,the tubes would possibly start leaking and the fire would be in such condition that it could not be built up properly in a long distance4 ,possibly the grates would become clogged up with green coal--an excellent opportunity for forming clinkers4 ,in this condition1 the engine would fail to make steam for the entire trip4 #dd4 ,q4 ,where should the coal1 as a rule1 be placed in the fire-box8 ,a4 ,as a rule1 more coal is burned along the sides and in the corners than in the middle of the grates2 the fire should consequently be kept somewhat heavier along the sides and corners than in the middle4 #de4 ,q4 ,how is the fire affected by and what causes clinkers8 ,a4 ,a clinker shuts off area of grate surface according to its size1 and thereby shutting off that much of the air supply and interfering with proper combustion4 ,clinkers are caused by firing too heavy in spots1 which prevents sufficient air passing up through these spots and allows the coal to run together1 melting the ash1 and sand2 running a hoe or slash bar through the fire will bring the points of melted sand together1 thereby causing a clinker4 #df4 ,q4 ,how can you best avoid their formation and dispose of them8 ,a4 ,light firing and occasionally moving the grates lightly is the best preventive4 ,when once formed1 they should be removed if possible by firing around and burning them out4 #dg4 ,q4 ,how can you explain the slower burning of the coke and how understand the proper manner of supplying fresh coal8 ,a4 ,the gases of coal are lighter than air and will pass away whether consumed or not4 ,the slow burning of the coke is due to the fact that it burns from the outside only4 ,when a fire reaches a white or incandescent heat it indicates that the gases are burned and a fresh supply of coal should be added2 this is to be done as light as the service performed by the engine will permit4 #dh4 ,q4 ,when and for what purpose is the use of a rake on the fire bed allowable8 ,a4 ,the rake should be used on the fire very seldom1 because raking the fire bed tends to form clinkers1 especially when the rake is plunged down through the fire to the grate4 ,it may be used when necessary to rake the fire lightly when on the road for the purpose of breaking the crust1 which may be found as a consequence of too heavy firing4 #di4 ,q4 ,within what limits may steam pressure be allowed to vary1 and why8 ,a4 ,pressure should not be allowed to vary more than five pounds from the maximum for the reason that too much expansion and contraction will take place1 which many times is the cause of flues leaking1 cracked or broken side sheets and stay bolts4 #ej4 ,q4 ,has improper firing any tendency to cause the tubes to leak8 ,how8 ,a4 ,yes2 if the pressure is not regularly maintained1 the fluctuations of temperature cause constant contraction and expansion to take place4 ,if the fire is not carried level1 but is carried heavy in some parts of the fire-box and light in others1 holes will be worked in1 cold air drawn through1 lowering the temperature1 chilling the tubes and causing leaks4 ,carrying the fire too heavy in some places1 causes clinkers to form4 ,if the door is open too long1 too much cold air is drawn over the fire1 causing the tubes to leak4 #ea4 ,q4 ,what do you consider abuse of a boiler8 ,a4 ,careless or improperly supplying water to the boiler1 improper firing or allowing steam to vary from high to low pressure1 causing unnecessary expansion and contraction4 #eb4 ,q4 ,does the stopping up of flues affect the steaming capacity of the engine8 ,a4 ,yes2 obstructed flues reduce the heating surface1 reduce the steaming capacity of the engine1 and1 as a rule1 result in causing the flues to leak4 ,they also cause an increase of speed of the gases through the remaining flues and a poor steaming engine4 #ec4 ,q4 ,what causes honeycomb over the flues8 ,a4 ,honeycomb on flues is usually caused by the draft through the fire picking up the sulphur and molten clay which is in a molten and sticky condition in the fire2 as it passes on its way to the stack1 some of it strikes the flue-sheet and sticks or passes through the flues1 clogging up the netting in the front end4 #ed4 ,q4 ,how would you take care of a boiler with leaky tubes or fire-box1 and why8 ,a4 ,keep a bright1 clean fire1 especially up next to the flue-sheet1 and as even a pressure of steam as possible and not use the blower any stronger than is absolutely necessary4 #ee4 ,q4 ,why is it very important that coal should be broken so that it will not be larger than an ordinary sized apple before being put into the fire-box8 ,a4 ,in order to get rapid and complete combustion1 coal should be broken into small pieces2 this aids combustion by exposing a larger surface to the flame and can be fired more economically and better results are obtained4 #ef4 ,q4 ,should rapid firing be practiced8 ,a4 ,no2 it should not be practiced for the same reason that heavy firing is wrong4 ,a few moments should intervene between each shovelful to allow the fresh coal to get to burning and to maintain the high temperature in the fire-box4 #eg4 ,q4 ,when and why should you wet the coal on the tender8 ,a4 ,coal should be wet for the purpose of cleanliness to keep dust from flying and because moderately wet coal gives out more heat for the reason that there is not so much fine coal drawn through the tubes4 ,it should be wet as often as necessary to accomplish these purposes4 #eh4 ,q4 ,what are the advantages of a large grate surface8 ,a4 ,greater heating surface1 lighter fire and more complete combustion are possible with the larger grate surface1 because a larger amount is burning at one time at a slower rate of combustion4 #ei4 ,q4 ,why are grates made to shake1 and how1 when and where should they be shaken8 ,a4 ,for the purpose of breaking any clinkers that might form and to shake out all refuse from the grates4 ,the best time to shake grates is when throttle is closed1 as there is no exhaust to carry the unconsumed gases and sulphur through the flues into the front end1 which is liable to choke or clog up netting and cause a steam failure4 ,grates should not be shaken while passing over bridges1 near lumber or hay yards or through prohibited territory4 #fj4 ,q4 ,do you understand that coal furnished represents money invested1 and should be fired economically and not allowed to fall out of the gangway8 ,a4 ,the fuel of locomotives is property and represents money invested the same as do buildings1 rolling stock1 etc42 careless or inefficient firemen who waste fuel destroy property as certainly as though cars or engines were smashed up4 ,the coal should be carefully raked off the deck and in from the gangways2 it should not be allowed to fall1 as it is wasted and dangerous to people near the track4 ,the deck should be kept clean for greater comfort and convenience4 #fa4 ,q4 ,is is objectionable to fill the tanks too full of coal or overflow tank at standpipes or water tanks8 ,a4 ,it is4 ,tanks filled too full of coal are dangerous and a great waste of coal1 as the jar when running will cause a part of it to fall off2 water overflowing from tanks results in washing away the ballast and in cold weather freezes over the tracks4 #fb4 ,q4 ,what are the duties of a fireman on arrival at the terminal8 ,a4 ,different roads have different assigned duties for the firemen to perform4 ,they should leave the cab1 boiler head1 oil cans and deck in a clean condition1 boiler full of water1 enough fire and steam1 so that the hostler will not be required to put in fuel while the engine is in his charge2 should know that throttle valve is securely closed1 reverse lever in center of quadrant1 cylinder cocks open1 and if equipped with independent brake1 it to be applied2 in fact1 it is an excellent opportunity for a mechanical officer to judge the ability of the fireman and future engineer4 #fc4 ,q4 ,is the engineer responsible for the fireman's conduct while on duty and for the manner in which the fireman's duties are performed8 ,a4 ,he is4 ,the fireman is under the direction of the engineer1 and the fireman's duties are to be performed in accordance with the engineer's instructions4 #fd4 ,q4 ,what is the duty of the superheater damper1 and how does it operate8 ,a4 ,the duty of the damper is to control the flow of gases through the large flues1 thereby protecting the units which are contained therein from being overheated after throttle is closed4 ,the position of damper when the engine is not working steam1 is closed4 #fe4 ,q4 ,what will be the effect on the steaming of the engine if the damper does not open properly8 ,a4 ,engine will steam poorly for the reason that there will be no draft through the large flues4 ,the steam will not be superheated because heated gases cannot come in contact with superheated units contained in the large flues4 #ff4 ,q4 ,how may steam failure be avoided in case the damper fails to operate8 ,a4 ,the counterweight may be tied up1 thereby opening the damper4 ,,air ,,brake ,,questions #a4 ,q4 ,what is an air brake8 ,a4 ,a brake operated by compressed air4 #b4 ,q4 ,how is this air compressed8 ,a4 ,by an air compressor on the locomotive4 #c4 ,q4 ,name the different parts of the air brake as applied to the locomotive4 ,a4 ,the air compressor1 compressor governor1 automatic and independent brake valves1 distributing valve1 triple valve1 auxiliary reservoir1 brake cylinders1 main reservoir1 air gauges1 angle cocks1 cut-out cocks and the necessary piping4 #d4 ,q4 ,what is the purpose of the main reservoir8 ,a4 ,it is used for storing a large volume of air for the purpose of promptly charging and recharging the brakes4 ,where the engine is equipped with either the ,e4 ,t4 or ,l4 ,t4 type of brakes1 main reservoir air is used to supply the air to the brake cylinders on the locomotive4 #e4 ,q4 ,what other appliances use main reservoir air8 ,a4 ,it is used in the operation of the power reverse gear1 sand blower1 bell ringer1 water scoop1 air signal1 fire door1 water sprinkler and other devices4 #f4 ,q4 ,what does the red hand on each of the air gauges indicate8 ,a4 ,the red hand on the large gauge indicates main reservoir pressure2 on the small gauge1 brake cylinder pressure4 #g4 ,q4 ,what does the black hand on each of the air gauges indicate8 ,a4 ,the black hand on the large gauge indicates the equalizing reservoir pressure2 on the small gauge1 brake pipe pressure4 #h4 ,q4 ,what pressure is usually carried in the main reservoir8 ,a4 ,ninety pounds in freight and #acj pounds in passenger service4 ,but where freight engines are equipped with duplex compressor governor1 the low pressure top is adjusted to ninety pounds and the high pressure top to #acj pounds4 #i4 ,q4 ,what pressure is usually carried in the brake pipe8 ,a4 ,seventy pounds in freight and #aaj pounds in passenger service4 #aj4 ,q4 ,what must the air pass through in flowing from the main reservoir to the brake pipe8 ,a4 ,through the automatic brake valve4 #aa4 ,q4 ,name the different positions of the automatic brake valve4 ,a4 ,release1 running1 lap1 service and emergency positions4 ,the brake valve used with the ,e4 ,t4 and ,l4 ,t4 equipment has still another position known as holding position1 which is located between running and lap positions4 #ab4 ,q4 ,name the different positions of the independent brake valve4 ,a4 ,release1 running1 lap1 slow application and quick application positions4 #ac4 ,q4 ,how many kinds of triple valves are there in use8 ,a4 ,two2 plain and quick action4 #ad4 ,q4 ,how is the automatic brake applied8 ,how released8 ,a4 ,the automatic brake is applied by a reduction of brake pipe pressure1 and is released by restoring the brake pipe pressure4 #ae4 ,q4 ,when the independent brake valve handle is placed in application position1 are the train brakes affected8 ,a4 ,no2 only the brakes on the locomotive are applied4 #af4 ,q4 ,what controls the pressure in the main reservoir8 ,a4 ,the compressor governor4 ,,examination ,,questions ,,second ,,series #a4 ,q4 ,what1 in your opinion1 is the best way to fire a locomotive8 ,a4 ,to carry a nice1 level fire on the grate1 or it may be just a little heavier at the sides and front1 so the air cannot come through it near the sheets as rapidly as in the center of the fire-box2 always fire as light as consistent with the work required1 endeavor to maintain a uniform steam pressure at all times1 and avoid unnecessary black smoke and a waste of steam through the safety valves by the engine popping4 #b4 ,q4 ,what are the advantages of superheated steam over saturated steam in locomotive service8 ,a4 ,saving in water2 saving in fuel2 increased boiler capacity and a more powerful locomotive4 ,superheated steam does away entirely with all condensation in the cylinders1 while saturated steam coming in contact with passages in cylinder saddle and walls of cylinders1 is immediately cooled and in cooling1 a part of it is changed back into water which affects the pressure and therefore its capacity to do work4 #c4 ,q4 ,how is the saving in water produced8 ,a4 ,by the elimination of all cylinder condensation present in saturated steam locomotives and the increase in volume of a given weight of steam4 #d4 ,q4 ,how is the saving in coal accomplished8 ,a4 ,because there is less steam used to do the same amount of work1 there is less water evaporated and consequently less coal required to evaporate the water4 #e4 ,q4 ,how is the increased boiler capacity obtained8 ,a4 ,a boiler will evaporate a certain amount of water into steam and if part of the steam is lost by condensation1 only that remaining is available for running the engine4 ,superheating eliminates the losses1 thereby increasing the available useful steam4 ,further1 superheating increases the volume of a given weight of steam1 thereby reducing the consumption of steam required to develop a certain power and consequently increases the capacity4 #f4 ,q4 ,how is a more powerful engine obtained8 ,a4 ,by reason of the increased boiler capacity an engine may be worked farther down before a steam failure occurs4 #g4 ,q4 ,what type of fire tube superheater is in most general use in locomotive service8 ,a4 ,the top header fire tube type1 known as the ,schmidt ,superheater4 ,a system of units located in large flues through which the steam passes on its way from the dry pipe to the steam pipes1 and a damper mechanism which controls the flow of gases through the large flues4 #h4 ,q4 ,describe the construction and location of the header4 ,a4 ,the header is a simple casting1 divided by partition walls into saturated and superheated steam passages4 ,it is located between the dry pipe and the steam pipes1 the same as the nigger head in a saturated locomotive4 ,the dry pipe is in communication with the saturated steam passages and the steam pipes with the superheated steam passages and these are in communication with each other through the superheated units4 #i4 ,q4 ,describe the construction of superheater units and their connection to the header4 ,a4 ,the units are composed of four seamless steel pipes1 connected by three return bends4 ,of the four pipes1 two are straight and two are bent upward and connected to the header by means of a clamp and bolt2 one end of the unit is in communication with the saturated steam passage and the other with the superheated steam passage in the header casting4 #aj4 ,q4 ,trace the flow of steam through the top header fire tube superheater4 ,a4 ,when the engine throttle is open1 saturated steam passes through the dry pipe into the saturated steam passage of the header casting4 ,from this passage it enters one end of the unit1 passing backward toward the fire-box1 forward through one of the straight pipes and the front return bend1 backward through the other straight pipe to the back return bend1 and forward through the bent pipe and upward into the superheater steam passage of the header1 from which it enters the steam pipes and is carried to the steam chest4 #aa4 ,q4 ,what should be the position of throttle valve when running a superheater locomotive8 ,a4 ,the engine should always be run with as wide open throttle as the conditions will permit1 regulating the steam admission to the cylinders according to work to be performed4 #ab4 ,q4 ,what should be the position of throttle while drifting8 ,a4 ,the throttle valve should be kept slightly open while drifting1 so as to admit a small quantity of steam in valve chamber and cylinder above atmospheric pressure1 to prevent the inrush of hot air and gases which destroy lubrication1 also to prevent excessive wear to valve1 cylinder and piston rod packing4 #ac4 ,q4 ,how should the water be carried in boiler of superheater locomotives8 ,a4 ,as low as the conditions will permit1 because this practice reduces the tendency to work water over into the dry pipe and units1 as the superheater locomotive will use one-third less water than the saturated locomotive4 #ad4 ,q4 ,what care should be exercised in lubricating a superheater locomotive8 ,a4 ,the supply of oil to steam chest should be watched very closely by the engineer1 he to know that lubricator is feeding constantly and evenly over entire division1 and according to work performed4 #ae4 ,q4 ,describe the general form of a locomotive boiler4 ,a4 ,a locomotive boiler is cylindrical in form1 it usually has a rectangular shaped fire-box at one end and a smoke-box at the other1 and flues extend through the cylindrical part1 and1 like the fire-box1 are surrounded by water4 #af4 ,q4 ,how does the wide fire-box type of boiler differ from the ordinary boiler1 and what are its advantages8 ,a4 ,the wide fire-box type of boiler is built so the fire-box is above the frame and extends out over the driving wheels4 ,the advantages of this are to obtain a larger grate area in the same length of fire-box and to give a slower rate of combustion per square foot of grate surface4 ,the deep fire-box is limited in width to the distance between the frames1 while the shallow fire-box sets on top of the frames and between the driving wheels4 #ag4 ,q4 ,why have two fire-box doors been placed in the large type of locomotive boilers8 ,a4 ,for convenience of the fireman on account of the greater width of the fire-box1 so that coal can easily be distributed to all parts of the fire-box4 #ah4 ,q4 ,describe a locomotive fire-box4 ,a4 ,the modern form is a rectangular shaped structure located at the back end of the boiler4 ,it has a door and is composed of two side sheets1 a crown sheet1 a back sheet and a flue sheet from which the flues extend to the smoke-box at the other end of the boiler4 #ai4 ,q4 ,to what strains is a fire-box subjected8 ,a4 ,to crushing strains and to those of unequal contraction and expansion4 #bj4 ,q4 ,how are the sheets of a fire-box supported8 ,a4 ,they are supported by staybolts screwed through the inside and outside sheets with their ends riveted over4 #ba4 ,q4 ,in what manner is a crown sheet supported8 ,a4 ,by crown bars or radial staybolts4 #bb4 ,q4 ,what are the bad features about crown bars8 ,a4 ,they are hard to keep clean and frequently cause crown sheets to become mud burned4 #bc4 ,q4 ,what are the advantages of radial stayed crown sheets8 ,a4 ,they are easier to keep clean and cheaper to repair4 #bd4 ,q4 ,how are the inside and outside sheets of a fire-box secured at the bottom8 ,a4 ,they are riveted to a wrought iron ring called a mud-ring4 #be4 ,q4 ,describe the ash-pan and its use4 ,a4 ,it is a receptacle secured to the fire-box and usually provided with dampers to regulate the flow of air to the fire4 ,it collects the ashes that drop from the fire-box and prevents them from setting fire to bridges or other property along the track4 ,engine-men must know that ash-pan slide and hopper bottoms are closed before leaving enginehouse4 #bf4 ,q4 ,what is a wagon-top boiler8 ,a4 ,it is a boiler that has the fire-box end made larger than the cylindrical part to provide more steam space4 #bg4 ,q4 ,why are boilers provided with steam domes8 ,a4 ,to furnish more steam space and to obtain dryer steam and to provide a place for the safety valves1 steam pipes1 throttle valve and whistle4 #bh4 ,q4 ,what must be the condition of a boiler to give the best results8 ,a4 ,it must have good circulation and be clean and free from mud or scale4 #bi4 ,q4 ,what is meant by circulation in a boiler8 ,a4 ,free movement of the water1 so that it may come in contact with the heating surface and after being converted into steam be immediately replaced by a fresh supply of water4 #cj4 ,q4 ,what would be the effect if a leg of the fire-box became filled with mud8 ,a4 ,there would be no water in contact with the fire-box sheets and they would quickly become overheated and mud-burned4 #ca4 ,q4 ,what would be the result if the fire-box sheets became overheated8 ,a4 ,they would be weakened and forced off the staybolts and an explosion would occur4 #cb4 ,q4 ,would it be advisable to put water into a boiler after the sheets had become bare and red hot8 ,a4 ,no4 ,the fire should be killed at once4 #cc4 ,q4 ,what effect has the stoppage of a large number of flues8 ,a4 ,the heating surface and draft are decreased by just that much area4 #cd4 ,q4 ,why are boiler checks placed so far away from the fire-box8 ,a4 ,to introduce the water into the boiler at as great a distance from the fire-box as possible4 ,this permits the water to become heated to a high temperature before it comes in contact with the fire-box and also improves circulation4 #ce4 ,q4 ,what part of the boiler has the greatest pressure8 ,why8 ,a4 ,the bottom1 because it is subject to the weight of the water in addition to the steam pressure in the boiler4 #cf4 ,q4 ,what are the advantages of the extension front end8 ,a4 ,to provide room for suitable draft and spark appliances4 #cg4 ,q4 ,what is the purpose of a netting in a smoke-box or front end8 ,a4 ,to act as a crusher of all cinders and prevent large cinders from passing out of the front end to the atmosphere4 #ch4 ,q4 ,what is the object of hollow staybolts8 ,a4 ,to indicate when the staybolt is broken by the escape of steam through the small hole in the bolt4 #ci4 ,q4 ,what will cause the engine to tear holes in the fire8 ,a4 ,working hard or slipping when the dampers are open and the door closed1 or too thin a fire4 #dj4 ,q4 ,name the various adjustable appliances in the front end by which the draft may be regulated4 ,a4 ,the exhaust nozzle1 the diaphragm and the draft pipes or petticoat pipe4 #da4 ,q4 ,what object is there in having the exhaust steam go through the stack8 ,a4 ,to create a draft through the tubes and fire-box4 #db4 ,q4 ,how does this affect the fire8 ,a4 ,the exhaust steam escaping through the stack tends to empty the smoke-box of gases and produces a partial vacuum there1 atmospheric pressure then forces air through the grates and tubes to refill the smoke-box1 and in this way the draft through the fire is established and maintained4 #dc4 ,q4 ,explain what adjustments can be made and the effect of each adjustment on the fire4 ,a4 ,larger or smaller nozzle tips cause less or greater draft on the fire2 raising or lowering the draft pipes and diaphragm causes the engine to burn the fire more at the rear or front end of the fire-box2 the size and position of the draft pipes increase the draft through the top or bottom flues2 the latter adjustments should always be attempted before reducing the nozzle4 #dd4 ,q4 ,what does it indicate when the exhaust issues strongest from one side of the stack8 ,a4 ,the stack1 exhaust pipe or petticoat pipe are out of plumb4 #de4 ,q4 ,what is the effect of leaky steam pipe joints inside the smoke-box8 ,a4 ,the engine will not steam freely4 #df4 ,q4 ,what causes pull on the fire-box door8 ,a4 ,the partial vacuum in the front end2 when excessive it indicates dampers closed1 fire clinkered or insufficient opening for the admission of air under the fire4 #dg4 ,q4 ,if upon opening the fire-box door you discover there what is commonly called a red fire1 what might be the cause8 ,a4 ,the grates may have become clogged with ashes or clinkers so that sufficient air could not pass through them to the fire4 #dh4 ,q4 ,is it not a waste of fuel to open the fire-box door to prevent pops from opening8 ,how can this be prevented more economically8 ,a4 ,yes4 ,this can usually be prevented by putting the heater into the tank1 or putting on the injector1 or by more careful firing4 #di4 ,q4 ,describe the principle upon which the injector works4 ,a4 ,the action of the injector is due first to the difference between kinetic or moving energy and static or standing energy2 second1 to the fact that steam at a pressure travels at a very high velocity and when placed in contact with a stream of water it is condensed into water1 and at the same time it imparts enough velocity to the water to give it sufficient momentum to overcome a pressure even greater than the original pressure of the steam4 ,by imparting this velocity to the water it gives it sufficient energy to throw open the check valves and enter the boiler against high pressure4 #ej4 ,q4 ,what is the difference between a lifting and a non-lifting injector8 ,a4 ,a lifting injector will create sufficient vacuum to raise the water from the level of the tank4 ,the steam tubes in a non-lifting injector are different and it will not raise the water1 but merely force it into the boiler4 ,a non-lifting injector must be placed below the level of the water in the tank so the water will flow to it by gravity4 #ea4 ,q4 ,will an injector work with a leak between the injector and tank8 ,why8 ,will it prime8 ,a4 ,a lifting injector will not work if the leak is bad4 ,it will not prime because the air admitted through the leak destroys the vacuum necessary to raise the water to the injector level4 ,a non-lifting injector will work1 as the water will escape from the pipe instead of air being drawn into it as with the lifting injector4 #eb4 ,q4 ,if it primes well1 but breaks when the steam is turned on wide1 where would you look for the trouble8 ,a4 ,insufficient water supply due to tank valve partly closed1 strainer stopped up or tank hose kinked1 injector tubes out of line1 limed up1 or delivery tube cut1 or wet steam from the throttle4 #ec4 ,q4 ,if it would not prime1 where would you expect to find the trouble8 ,a4 ,insufficient water supply1 priming valve out of order1 or with the lifting injector the trouble might be caused by a leak between the injector and tank4 #ed4 ,q4 ,will an injector prime if the boiler check leaks badly or if it is stuck up8 ,if the injector throttle leaks badly8 ,a4 ,no4 #ee4 ,q4 ,if steam or water shows at the overflow pipe when the injector is not working1 how can you tell whether it comes from the boiler check or the injector throttle8 ,a4 ,close the main steam valve at the boiler1 that will stop the leak if it comes from the injector throttle4 #ef4 ,q4 ,will an injector prime if primer valve leaks8 ,will that prevent its working8 ,a4 ,it will prime1 but not as readily as with priming valve in good condition4 ,this will not prevent its working1 but it may waste some water from the overflow4 #eg4 ,q4 ,will an injector work if air cannot get into the tank as fast as the water is taken out8 ,a4 ,no4 #eh4 ,q4 ,if you had to take down a tank hose1 how would you stop the water from flowing out of the tank that has the syphon connections instead of the old-style tank valves8 ,a4 ,open the pet cock at the top of the syphon before taking the hose down4 #ei4 ,q4 ,is any more water used when the engine foams than when the water is solid8 ,a4 ,yes1 very much more4 #fj4 ,q4 ,how would you prevent injector feed pipes or tank hose from freezing in winter when not in use8 ,a4 ,the steam valve should be slightly open to permit a slight circulation of steam through the feed and branch pipes4 ,the heater cock should be closed and the drip cock under the boiler check or on the branch pipe should be opened to insure a circulation of steam through the branch pipe4 #fa4 ,q4 ,how would you prevent the overflow pipe from freezing with a lifting injector8 ,a4 ,the overflow valve should be opened just enough to permit a little steam to escape through the overflow pipe to prevent it from freezing4 #fb4 ,q4 ,name the various parts of the injector4 ,a4 ,the injector consists of a body supplied with a steam valve1 a steam nozzle1 a primer1 a combining tube1 a delivery tube1 a line check valve1 an overflow valve1 a water valve1 and a lifting injector has a lifting tube4 #fc4 ,q4 ,what may be done if a combining tube is obstructed8 ,a4 ,the steam valve bonnet may be removed and the obstruction forced out with a piece of stiff wire1 or uncouple the delivery pipe from the injector and unscrew and remove the tubes2 the obstruction can then be removed and the tubes replaced4 #fd4 ,q4 ,how is the greatest injury done to a boiler when cleaning or knocking the fire8 ,a4 ,by excessive use of the blower drawing cold air through the fire-box and flues4 #fe4 ,q4 ,why does putting a large quantity of cold water into a boiler when the throttle is closed cause the flues to leak8 ,when is this most serious8 ,a4 ,when steam is not being used there is not much circulation of water in the boiler1 and the water entering the boiler at about #aej degrees temperature is heavier than the water in the boiler4 ,the cooler water will go to the bottom and reduce the temperature in that part of the boiler and causing the flues to contract in length as well as in diameter and this has a tendency to pull them out of the sheet4 ,this will loosen them and cause them to leak4 ,after the fire has been knocked this tendency is much greater1 and for that reason cold water should not be put into a boiler after the fire has been knocked out4 ,always fill the boiler before the fire is knocked out4 #ff4 ,q4 ,is warm water in the tank of any advantage in making steam rapidly8 ,a4 ,yes2 careful experiments have shown that a locomotive will generate one per cent4 more steam for every eleven degrees that the tank water is heated2 thus by heating the feed water in the tank from #ci degrees to #id would effect a saving of five per cent4 #fg4 ,q4 ,then why not heat the feed water to the boiling point 7#bab degrees78 ,a4 ,if the feed water is heated much above #ajj degrees it will not condense enough steam in the injector to cause it to work properly4 ,some injectors will work hotter water than others4 ,it would also spoil the paint on the tank if heated to a much higher temperature4 #fh4 ,q4 ,at #bjj pounds pressure per square inch1 what is the pressure per square foot on the sheets of a boiler8 ,a4 ,about fifteen tons4 #fi4 ,q4 ,what is the total pressure on the fire-box of a large locomotive8 ,a4 ,over #c1jjj tons4 #gj4 ,q4 ,give a practical definition of heating surface4 ,a4 ,the heating surface of a boiler includes all parts of the boiler and tubes that are directly exposed to fire or heat from the fire and are surrounded by water4 #ga4 ,q4 ,should an engine be slipped to get water out of the cylinders or steam passages8 ,a4 ,no2 the water should be worked out by opening the cylinder cocks and starting the engine slowly4 #gb4 ,q4 ,what does it indicate when the smoke trails back over the train and into the coaches after shutting off8 ,a4 ,it indicates poor firing or a lack of understanding between the engineer and fireman in regard to where the engine was to be shut off4 #gc4 ,q4 ,before shaking grates or dumping the ash-pan1 what should be observed8 ,a4 ,that the engine is not passing over bridges or cattle guards1 crossings1 switches1 interlocking fixtures1 or in yards4 ,fire on the track should be extinguished promptly at places where ash-pans are cleaned4 #gd4 ,q4 ,which is easier and more satisfactory on a long run1 to stop and clean the fire if necessary or to continue to the end of a long1 hard trip with a dirty fire8 ,a4 ,stop and clean the fire if necessary4 ,it will save fuel and labor during the remainder of the trip and may also save an engine failure4 #ge4 ,q4 ,should you examine the flues to see if they are stopped up and leaking1 and inspect the grate and grate rigging carefully before leaving the engine at a terminal8 ,a4 ,yes1 so they can be reported if necessary4 ,clean flues and grates working well make a vast difference in the success of a fireman1 and a great many engine failures could be avoided by keeping the flues and grates in proper condition4 #gf4 ,q4 ,how should cab lamps1 signal lamps1 oil cans and lanterns be cared for8 ,a4 ,they should be kept clean1 free from leaks and always filled and ready for service before leaving terminals4 #gg4 ,q4 ,about how many drops in a pint of valve oil when fed through a lubricator8 ,a4 ,about #d1ejj drops4 #gh4 ,q4 ,assuming that five drops per minute are fed to each of two valves and one drop per minute to the air pump1 how many hours would be required to feed one pint of valve oil8 ,a4 ,about eight hours4 #gi4 ,q4 ,assuming that the engine is running twenty-miles per hour1 how many miles per pint would be run8 ,a4 ,about #afj miles per pint4 #hj4 ,q4 ,how many drops per minute should ordinarily be fed8 ,a4 ,this will vary with the size of the locomotive and the work to be performed4 ,on small yard engines one drop per minute for each cylinder is usually sufficient and one drop for the air pump every two or three minutes4 ,this depends on the condition of the pump and the service being performed4 ,for large engines in slow freight service four to five drops per minute1 and for large engines in heavy fast passenger service from five to seven drops per minute should be fed4 ,air pumps in freight service where the brake pipe is in moderately good condition can usually be run with one or two drops per minute when handling long trains of cars equipped with air brakes4 #ha4 ,q4 ,will any bad results ensue from filling the lubricator full of cold oil8 ,a4 ,yes2 when the oil gets hot it will expand and may break the glass or bulge or burst the lubricator4 #hb4 ,q4 ,if a sight feed gets stopped up1 how could you clean it out8 ,a4 ,close the water valve and the regulating valves to the other feeds4 ,open drain cock and draw out a small quantity of water so as to bring the oil in top part of lubricator below the top end of oil pipe leading to feed arm1 then open wide the regulating valve to feed that is stopped up and the pressure from the equalizing tube will force the obstruction out of the feed nozzle and up into the body of the lubricator4 ,next1 close this regulating valve until the feed glass fills with water1 then open water valve and start feeds4 #hc4 ,q4 ,how would you clean out chokes8 ,a4 ,first1 shut off boiler pressure and condenser valve2 next1 remove feed valve bonnet1 then open main throttle valve1 when the steam from steam chest will blow back through the choke plug1 clearing it of any obstruction4 #hd4 ,q4 ,what is superheated steam8 ,a4 ,it is the saturated steam separated from the water from which it is generated with more heat added1 increasing its temperature from #ajj degrees to #bej degrees ,fahrenheit above the saturated steam temperature4 #he4 ,q4 ,what is the advantage of superheating or increasing the temperature of the steam8 ,a4 ,by increasing the temperature of the steam the volume of a given weight of steam is increased and all losses due to cylinder condensation are eliminated1 which result in a reduced steam consumption1 a saving in coal and water and increased boiler capacity4 #hf4 ,q4 ,how is the increased temperature obtained by the use of the superheater8 ,a4 ,by admitting the saturated steam into a partitioned receiver which has a number of #a-a_/b-;inch pipes attached to it4 ,these are located in and extend nearly the full length of the large flues1 the steam having to pass through these #a-a_/b-;inch pipes on its way back to the receiver1 absorbs the heat from the gases passing through the large tubes1 causing its temperature to rise1 or in other words1 become superheated4 #hg4 ,q4 ,how much is the volume of steam increased by superheating8 ,a4 ,for each #ajj degrees of superheat added to saturated steam1 at temperatures ordinarily used in locomotive practice1 the volume of a given weight is increased roughly from sixteen to seventeen per cent4 #hh4 ,q4 ,why is the superheated steam so much more economical on coal and water than the saturated steam8 ,a4 ,because for a given amount of water evaporated you can increase the volume of steam #cc per cent4 by superheating4 ,it is readily seen that the coal does not have to be burned if the steam used has #cc per cent4 more volume for filling space1 or in other words1 only so much steam can be admitted to the cylinders for every movement of the valve1 and what can not be used must remain in the boiler1 so if the engine can not use all of the steam that the boiler is capable of generating1 the saving must show in coal and water4 ,if you can not use all of the steam you do not have to burn coal to make it4 #hi4 ,q4 ,which is the better practice1 to close the feed valves or water valve while waiting on sidings1 etc48 ,a4 ,close the feed valves2 the water valve may leak4 #ij4 ,q4 ,how can you tell if equalizer tubes become stopped up or broken8 ,a4 ,if they were stopped up the equalization would be destroyed1 and when the steam-chest pressure was less than the boiler pressure the feed would work too fast1 the oil would enter the feed glass in a stream instead of forming into drops4 ,if they were broken1 the lubricator could not be used4 ,the auxiliary oilers would have to be used to lubricate the cylinders4 ,,air ,,brake ,,questions #a4 ,q4 ,explain how an air compressor should be started4 ,a4 ,a compressor should be started slowly1 with the drain cocks open to allow the water of condensation to escape2 and as no provision is made in the steam end to cushion the pistons at the end of their stroke1 it should be allowed to work slowly until a pressure of thirty or forty pounds has accumulated in the main reservoir2 the piston1 having to work against this pressure1 will be cushioned at the end of each stroke4 ,after the compressor is warm1 the drain cocks should be closed and the throttle opened sufficiently to run the compressor at the proper speed4 ,the lubricator should then be started and allowed to feed freely until eight or ten drops have passed1 when the feed should be reduced to an amount sufficient for proper lubrication4 #b4 ,q4 ,what kind of oil should be used to lubricate both the steam and air cylinders of the compressor8 ,a4 ,valve oil4 #c4 ,q4 ,where does the main reservoir pressure begin and end8 ,a4 ,begins at the discharge valves in the compressor and ends at the engineer's brake valve4 #d4 ,q4 ,where does the brake pipe pressure begin and end8 ,a4 ,the brake pipe pressure begins at the feed valve and ends at the brake pipe side of the triple piston1 conductor's valve and at the rear angle cock4 #e4 ,q4 ,what is meant by excess pressure1 and where is this pressure carried8 ,a4 ,excess pressure is carried in the main reservoir and is the pressure above that in the brake pipe4 #f4 ,q4 ,why is excess pressure necessary8 ,a4 ,to insure the prompt release of all brakes and quick recharge of the brake pipe and auxiliary reservoirs4 #g4 ,q4 ,how is the amount of excess pressure regulated8 ,a4 ,by the compressor governor4 #h4 ,q4 ,name the different parts of the air brake as applied to a car4 ,a4 ,the triple valve1 auxiliary reservoir1 brake cylinder1 brake pipe1 angle cocks1 cut-out cock1 retaining valve1 centrifugal dirt collector and strainer tee4 #i4 ,q4 ,what is the duty of the triple valve8 ,a4 ,the triple valve has three duties to perform3 ,charge the auxiliary reservoir2 apply the brake2 and release the brake4 #aj4 ,q4 ,what is the purpose of the auxiliary reservoir8 ,a4 ,it is here that the air is stored that is admitted to the brake cylinder when the brake is applied2 thus1 each car carries its own brake power4 #aa4 ,q4 ,what is the purpose of the brake cylinder8 ,a4 ,it is here where the power of the compressed air is converted into work by forcing the brake piston out1 moving the brake levers1 rods and brake beams1 forcing the brake shoes against the wheels1 applying the brake4 #ab4 ,q4 ,what is the purpose of the brake pipe and angle cocks8 ,a4 ,it is through the brake pipe that all brakes in the train are placed into communication with the brake valve on the locomotive2 and through the brake pipe1 air from the main reservoir flows to the triple valves and auxiliary reservoirs on the different cars4 ,the angle cocks are for the purpose of opening and closing the ends of the brake pipe4 #ac4 ,q4 ,what is the purpose of the cut-out cock8 ,a4 ,to cut out any brake that is not in operating condition4 #ad4 ,q4 ,how is a brake cut out8 ,a4 ,by closing the cut-out cock in the cross-over pipe and bleeding the auxiliary reservoir4 #ae4 ,q4 ,how would you bleed an auxiliary reservoir8 ,a4 ,by holding open the release valve on the reservoir until all air has escaped4 #af4 ,q4 ,how would you bleed off a stuck brake8 ,a4 ,by holding open the auxiliary release valve until the brake piston starts to move toward release position4 ,,oil ,,burning ,,locomotives #a4 ,q4 ,what are the fireman's duties on arrival at the enginehouse previous to going out on an oil burning locomotive8 ,a4 ,in addition to the duties usually performed on any engine1 the fireman should observe the condition of draft pans and arch1 observe the condition of burner and dampers2 try the oil regulating valve2 see that the burner is properly delivering fuel oil to the fire2 see that the oil heaters are in working order2 that the fuel oil is heated to proper temperature2 and see that proper supplies of fuel oil1 sand and water have been provided as well as the necessary tools for handling an oil fire4 #b4 ,q4 ,how warm should the oil be at all times in the tank4 ,a4 ,warm enough to flow freely at all times1 usually about #aab degrees4 ,this temperature is about that which the hand can bear on the outside of the tank4 #c4 ,q4 ,if the oil is too warm1 what happens8 ,a4 ,many of the good qualities of the oil may be lost by keeping it too warm1 and the burner is more difficult to operate and does not work as well when the oil is kept at too high a temperature4 ,should the oil be too warm1 it will give off too much gas which would be liable to cause an explosion in the oil tank4 #d4 ,q4 ,what tools are necessary for firing purposes on an oil burning locomotive8 ,a4 ,the tools necessary for firing an oil burning engine include sand horn1 brick hook1 and a small iron bar to be used in cleaning carbon from the mouth of the burner4 #e4 ,q4 ,what is liable to happen if the heater valve is open too much8 ,a4 ,if the heater valve is opened too much it would be liable to burst the heater hose as well as to heat the oil to a too high temperature and place an unnecessary strain on all the heater connections1 causing them to leak4 #f4 ,q4 ,what should be done on approaching stations where additional supply of fuel oil is to be taken8 ,a4 ,shut off the fire1 close safety and main oil valves1 remove any lamps that are so close as to be unsafe when manhole cover is open4 #g4 ,q4 ,what care must be exercised in the use of lamps1 torches or lanterns about oil tanks whether hot or cold8 ,a4 ,never permit oil lamps or oil torches to be carried within ten feet of the tank opening4 ,only incandescent lamps or pocket flash lights should be used around oil tank manhole when taking oil4 #h4 ,q4 ,how can oil in the tank be measured without taking a light to the manhole8 ,a4 ,by inserting a measuring stick into oil in tank and taking stick to the light for reading4 #i4 ,q4 ,what precautions must be taken before entering tanks that have been used for oil to clean or make repairs8 ,a4 ,oil tanks1 before being entered by workmen1 should be thoroughly steamed and cooled before being entered4 ,for safety they should be steamed from six to eight hours4 #aj4 ,q4 ,how should the fire be lighted in an oil burning locomotive8 ,a4 ,first see that no one is working under the engine1 that there is the proper amount of water in the boiler and that it will flow through the gauge cocks1 that there is no accumulation of oil in the ash-pan or fire-box or existing leaks throughout4 ,if there is no steam in the boiler1 the steam connections can be made to the three-way cock at the smoke-arch that will answer for blower and atomizer4 ,if there are twenty pounds of steam in the boiler1 it can be operated with its own blower4 ,if oil in the tank is too cold to flow into the burner readily1 it must be heated4 ,open the front damper and put on the blower strong enough to create the necessary draft1 open the atomizer valve long enough to blow out any water that might be in the steam pipe to the burner1 then close the valve and throw a piece of burning waste in front of the burner and open the atomizer valve enough to carry oil to the burning waste and open the regulating valve slowly until the oil is known to be ignited4 ,watch the ignition through the hole in the fire-box door1 then regulate the steam and oil supply to suit4 ,be sure that no oil is wasting below the burner or an explosion may result that will prove disastrous4 #aa4 ,q4 ,should the fire go out and it is desired to rekindle it while bricks are hot1 is it safe to depend on the hot bricks to ignite the oil without the use of lighted waste8 ,a4 ,no2 depending upon the heat from the firebricks to re-light the fire is dangerous and forbidden4 #ab4 ,q4 ,what is termed an atomizer1 and what does it perform8 ,a4 ,the atomizer is a casting containing two long ports with an extension lip2 the upper port is for oil and the lower one for steam4 ,the lip aids the steam in atomizing and spreading the oil1 which1 when properly mingled with the air and ignited1 will produce combustion4 ,the atomizer is located just under the mud-ring and pointed a little upward1 so the stream of oil and spray of steam would strike the opposite wall a few inches above the bottom if it would pass clear across the fire-box4 #ac4 ,q4 ,in starting or closing the throttle of the locomotive1 how should the fireman regulate the fire1 in advance or after the action of the engineer8 ,a4 ,in starting an oil burning engine the oil should gradually be brought up as the throttle is opened and the movement and amount of oil should be kept slightly in advance of the action of the engineer in order to prevent an inrush of cold air as the engine is working1 which would result in injury to the fire-box and flues4 ,when the throttle is to be closed1 the fire should be reduced very slightly in advance of the closing of the throttle4 ,this is to prevent the engine from popping off and black smoke drifting back over the train4 #ad4 ,q4 ,is it necessary that the engineer and fireman on an oil burning locomotive work in perfect harmony and advise each other of intended action at every change of conditions8 ,a4 ,yes2 they should work in harmony with each other on any locomotive4 ,the fireman should watch every move the engineer makes1 and the engineer should advise the fireman of every intended change of the throttle1 so he can operate his valves accordingly and save fuel and avoid black smoke4 #ae4 ,q4 ,what is the effect of forcing the fire on an oil burning locomotive8 ,a4 ,forcing the fire is very hard on fire-box sheets and flues1 and will cause them to leak4 ,an even temperature should be maintained in the fire-box of any locomotive4 #af4 ,q4 ,is a careful regulation of steam and oil valves and dampers necessary to obtain the most economical results8 ,a4 ,yes2 the fireman's oil valve should be opened just wide enough to permit a sufficient amount of oil to be fed to produce a good fire1 but not wide enough to waste oil or produce a volume of black smoke4 #ag4 ,q4 ,how can you judge whether the combustion is good or bad1 so the valve may be regulated accordingly8 ,a4 ,by the color of the fire in the fire-box4 ,when it is a dull red color1 the temperature is below #a1jjj degrees and combustion is incomplete1 dense black smoke will issue from the stack4 ,if it is a bright red1 the temperature will be about #a1hjj degrees and combustion very good1 and no black smoke will appear from the stack4 #ah4 ,q4 ,how should the flues be cleaned from soot when running1 and about how often is this necessary8 ,a4 ,by placing a small quantity of sand in an elbow shaped funnel or horn1 and by inserting same in an opening provided in fire door while engine is working hard1 allowing the exhaust to draw the sand through the flues1 thus cutting soot and gum from them in its passage and discharging it from the stack4 ,it is necessary that the flues be cleaned of soot on leaving terminals or sidings where the engine has been at rest for any length of time1 and also as often as found necessary to aid the engine in steaming4 ,this depends to a great extent upon the degree of perfection with which combustion is obtained4 ,attention should also be given flues just prior to entering points where engine is to be put in roundhouse or otherwise detained in order to leave the flues clean1 as this will aid in putting engine under steam with little delay where the blower alone is to be relied on for draft4 #ai4 ,q4 ,is the injudicious use of the blower particularly injurious on an oil burning locomotive8 ,a4 ,yes2 the injudicious use of a blower is injurious to any boiler4 ,the cold air drawn through the fire-box is hard on the sheets and flues and will cause them to leak4 #bj4 ,q4 ,is the blower more injurious when a light smoke is emitting from the stack or when a dense black smoke is emitting8 ,a4 ,it is most injurious when a light smoke is emitting4 #ba4 ,q4 ,in drifting down long grades should the fire be shut off or burned lightly8 ,why8 ,a4 ,the fire should be burned lightly and not permitted to get low enough to allow the fire-box to lose its temperature1 as this will contract the flues and cause them to leak4 #bb4 ,q4 ,how should the fire be handled when switching8 ,a4 ,the fire must be regulated to meet the requirements of the work the engine is performing on each move and to protect against any possibility of the fire being drawn out by the exhaust4 #bc4 ,q4 ,would not some fuel be wasted in this way8 ,a4 ,not necessarily4 ,a waste of fuel can be avoided by close attention on the part of the fireman when switching as well as when running4 #bd4 ,q4 ,how should the fire be handled when leaving stations8 ,a4 ,it should be burning brightly and strong enough to prevent the draft from putting it out when the throttle is opened4 ,and a little smoke should show up at the stack1 which would indicate that the fire was being forced just a little ahead of the working of the engine4 #be4 ,q4 ,which is desirable1 to use as much or as little steam jet atomizer as possible8 ,a4 ,it is desirable to use as little atomizer as will make engine show perfect combustion and economy4 #bf4 ,q4 ,what is the result of too little steam jet atomizer when standing at stations or when the engine is working light8 ,a4 ,the result of too little atomizer when standing at station or when engine is working lightly1 will result in the oil not being carried far enough into the fire-box or arch and not properly atomized and the fire is liable to go out4 ,the oil will drop from the mouth of the burner into the draft pan to the ground where it is very liable to start a fire under the engine4 #bg4 ,q4 ,if too much steam jet atomizer is used with a light fire8 ,a4 ,it will create a disagreeable gas1 which will cause the fire to burn with a succession of light explosions and kicks1 also a waste of steam1 and which would reduce the fire-box temperature4 #bh4 ,q4 ,when the fire kicks and smokes1 what should be done8 ,a4 ,the atomizer should be adjusted4 ,if this does not overcome the trouble1 the heater should be put in service1 for1 possibly1 the oil is too cold to flow freely4 ,another cause of the fire kicking and smoking results from water being mixed with the oil4 ,if this is the case1 it should be drained out of the oil tank immediately4 #bi4 ,q4 ,how should the dampers be used on an oil burning locomotive8 ,a4 ,they should be opened just enough to admit sufficient air to produce perfect combustion1 but not enough to cool the fire-box4 ,the dampers should be closed when the engine is drifting or when at rest and the fire is cut very low or is out entirely4 #cj4 ,q4 ,about how much smoke do you consider an oil burning locomotive should make under adverse conditions1 when the engine is steaming well1 but is being crowded by the engineer8 ,a4 ,only a light smoke should show at the stack4 #ca4 ,q4 ,what color is most desirable at peep holes in the fire-box8 ,a4 ,a white color is most desirable4 #cb4 ,q4 ,what will produce the bright red color8 ,a4 ,leaky steam pipes1 side seams1 flues and improper combustion will produce a ruddy color in the fire-box4 #cc4 ,q4 ,how does water in the oil affect the fire8 ,a4 ,water in the oil will produce popping or kicking with the fire in the fire-box and at times the fire will die down entirely and then flash up as the water disappears and the oil reaches the burner4 ,the most noticeable result of water in the oil is the fact that the fire will get very low4 ,it will almost go out entirely and then will suddenly flash up again as the oil appears4 ,water in the oil produces a very dangerous condition and should be prevented immediately by draining the water from the fuel oil tank4 #cd4 ,q4 ,do you consider it advisable to keep the burners clean1 and how often8 ,a4 ,when equipped with steam blow-out pipes1 they should be blown out before commencing trip so that burners will distribute oil evenly to each side of fire-box4 #ce4 ,q4 ,what position should burner be with reference to level and in line with center of fire-box8 ,a4 ,it is very essential that burners be level and throw flames just to clear floor of arch in order to derive full benefit of heating surface1 as the draft has a great tendency to elevate flames1 at opposite end of the fire-box4 #cf4 ,q4 ,are you aware that in course of time the atomizer port will become worn too large and will discharge too large a volume of steam to properly atomize1 and the remedy8 ,a4 ,yes2 the lip or bushing should be closed to proper opening so that steam will be restricted at the nozzle and escape with a bursting effect to properly atomize the oil instead of flowing out in quantities against flash walls before it has time to ignite4 #cg4 ,q4 ,what is the real object of having the fire-box lined with bricks1 and will engine steam without them8 ,a4 ,not so well as with the brick1 the sheets being in contact with water are too cool to flash the oil readily and hence the use of what is called a flash wall built of fire brick and heated to a very high temperature aids combustion very materially4 #ch4 ,q4 ,do you consider it your duty to keep close inspection of brick work as to need of repairs1 such as air entering between brick and side sheets8 ,a4 ,yes4 ,to see that plaster is kept between the walls and sheets to keep cold air from being drawn in4 #ci4 ,q4 ,will engine steam if brick falls in front of burners or in path of flame and what may be done8 ,a4 ,no4 ,remove them with the brick hook or rod by pulling them out through damper of draft pan4 #dj4 ,q4 ,where engine is equipped with an oil-reheater or oil line1 do you consider it a help to engine's steaming qualities when used8 ,a4 ,yes2 at all times this heater should be used4 #da4 ,q4 ,why use second heater8 ,why not heat it to a high temperature in oil tank with oil heater8 ,a4 ,too much gas generating and boiling the oil continually destroys the higher qualities besides being hard to control the flow through regulation valve4 #db4 ,q4 ,do you consider a vent hole in oil tank advisable1 and why8 ,a4 ,yes2 to allow any accumulation of gas to escape and to admit the air so that oil will flow freely4 #dc4 ,q4 ,do you inspect your oil pipes and report all leaks8 ,what other bad effect has a pipe leak aside from waste of oil8 ,a4 ,yes4 ,it will cause oil to feed irregularly4 #dd4 ,q4 ,are you aware that keeping the flues clean is the greatest one thing that you can do in regard to fuel economy1 and how often should they be cleaned8 ,a4 ,yes4 ,at least every ten miles4 #de4 ,q4 ,do you know that the engine should be working hard and at a speed not less than twenty miles per hour when sanding flues to avoid the sand falling to floor of the fire-box and accumulating in front of them8 ,a4 ,yes4 #df4 ,q4 ,do you realize that on first closing throttle you should not adjust fire too low8 ,explain best method4 ,a4 ,yes4 ,i would allow steam pressure to fall back some fifteen pounds before throttle is closed and on having closed same leave a good fire in box1 allowing it to cool gradually to avoid leaky flues1 broken staybolts1 cracked sheets caused by sudden fall of temperature4 #dg4 ,q4 ,how is the flow of oil controlled8 ,a4 ,by the valves in tank and pipe connections4 #dh4 ,q4 ,name these valves1 their location and purpose4 ,a4 ,the safety valve controls the flow of oil from the fuel oil tank through an opening in bottom sheet of tank to the pipes leading to burner4 ,this valve is forced to its seat by a heavy spring and is held off its seat by a key in the upright rod extending above the top of tank4 ,to this key a rope or chain is attached and also attached to the cab to cause the pin in rod to be pulled in case of a separation between engine and tank and allow the valve to be seated by its spring and avoid a waste of oil4 ,the second or main oil valve is located in oil pipe under deck leading to burner4 ,it is usually of the plug-cock pattern connected by bell crank and this connected to some part of the engine by chain1 in which case it also acts as a safety valve in case of separation between engine and tender4 ,in other cases it is connected by an operating rod extending above deck of tender where it can be operated by hand in case of safety valves failure to shut off the flow of oil4 ,the third or firing valve is usually located between heater box and burner1 and is provided with an upright rod extending into cab where it is provided with a handle or lever in position to be conveniently handled by fireman while seated in cab4 ,this valve regulates the flow of oil desired to reach the fire4 #di4 ,q4 ,when shutting out fire which valve should be closed first8 ,why8 ,a4 ,the safety valve4 ,to allow the oil in pipes to be consumed and to see that this valve is in working order4 #ej4 ,q4 ,should safety valve fail to shut off the flow of oil in such cases would it be safe to rely on the firing valve to shut off the fire8 ,a4 ,no4 ,the main valve should then be closed4 #ea4 ,q4 ,should the firing valve be depended upon to shut off the fire at any time8 ,why8 ,a4 ,no4 ,from constant use they are frequently leaking and the trouble is not detected while in use1 and again there is always danger of the handle being moved by workmen or others about the cab4 #eb4 ,q4 ,what is a heater box8 ,a4 ,it is an apparatus having two passages1 one for steam passing from boiler to heater pipes in tank and another passage for oil from tank before it is delivered to burner4 ,in this manner the oil before reaching the burner is heated much higher than the temperature of that contained in tank4 #ec4 ,q4 ,in the event of the heater pipes or connections becoming defective1 how could the oil be heated in tank8 ,a4 ,by closing the firing valve1 closing the valve on heater pipe1 and opening valve on heater box1 the steam from heater throttle can be passed directly through the oil feed pipe to the fuel supply4 #ed4 ,q4 ,in the event of an objectionable quantity of water in oil1 how can it be removed8 ,a4 ,in some instances the tanks are provided with drain pipes for this purpose1 but in the absence of same1 the feed hose or pipe between engine and tank can be disconnected and used as a drain to fuel oil tank4 #ee4 ,q4 ,what effect has leaks between fuel tank and firing valve8 ,a4 ,a waste of oil only4 #ef4 ,q4 ,what effect has leaks between firing valve and burner8 ,a4 ,in addition to a loss of oil while fire is burning low1 and but little steam atomizer being used1 it interferes very materially with the engine's steaming by admitting air when using considerable steam atomizer4 ,this causes a very irregular oil feed4 #eg4 ,q4 ,what action of the fire would indicate leaks in pipes between firing valve and burner8 ,a4 ,the fire-box will give off sounds similar to slight explosions1 and the smoke at stack will indicate irregular fuel feeding4 #eh4 ,q4 ,what would you consider the proper adjustment of burner8 ,a4 ,that which will provide for the delivery of the oil from burner to flash wall without striking arch1 side walls1 or floor brick while doing so4 #ei4 ,q4 ,in case it becomes necessary to fire up an oil burning engine with wood1 what parts should be given particular attention8 ,a4 ,the brick work4 ,to see that same is not damaged or displaced while placing the wood in fire-box1 also to protect by placing brick over that portion of burner extending into fire-box ahead of mud ring1 or by so arranging the wood in fire-box as to prevent any great amount of heat from reaching the burner and melting nozzle of same4 #fj4 ,q4 ,in case of sudden drop in steam pressure1 what might be the cause8 ,a4 ,loose brick perhaps fallen in front of burner and obstructed the flow of oil4 ,the petticoat pipe may be loose and out of line or the dampers may have fallen shut4 #fa4 ,q4 ,in case brick have fallen in front of burner1 how can they be removed8 ,a4 ,by a hook provided for that purpose4 ,they can usually be forced out through the vent openings1 but if this cannot be done1 they should be thrown against the blast wall in order to get them as far as possible out of the course of the fuel feed4 #fb4 ,q4 ,in case a petticoat pipe becomes deranged1 what can be done8 ,a4 ,in case it cannot be put back in proper position1 it should be removed altogether4 7,trips have been successfully completed in this manner47 #fc4 ,q4 ,will a corroded burner mouth prevent the proper delivery of fuel to fire8 ,a4 ,yes4 #fd4 ,q4 ,what causes the mouth of burner to corrode8 ,a4 ,the asphaltum and sand contained in the oil4 #fe4 ,q4 ,how can this be removed on the road8 ,a4 ,by having a hook or rod provided with a point that can be inserted into mouth of burner4 #ff4 ,q4 ,why should a fuel oil tank not be filled to its holding capacity8 ,a4 ,because when heater is applied the oil would expand and overflow4 #fg4 ,q4 ,in case of derailment or other accident that might cause the fireman to desert his position in cab1 what should he do8 ,a4 ,pull key out of safety valve rod1 thereby allowing oil feed from tank to be shut off4 ,,mechanical ,,examination ,,third ,,series #a4 ,q4 ,what are the duties of an engineman before attaching a locomotive to the train8 ,a4 ,he should make a complete inspection of the locomotive1 observing all important nuts and bolts1 look for any signs of hot bearings on previous trip1 see that the engine is equipped with necessary tools and supplies1 test both of the injectors and the air brake equipment to be sure they are in good working order1 see that headlight and signal lamps are in place and ready for service1 observe water conditions in boiler1 inspect the interior of the fire-box and see that the locomotive is properly lubricated4 #b4 ,q4 ,what tools should there be on the locomotive8 ,a4 ,such as are necessary to properly operate the locomotive1 care for the machinery1 disconnect and block up in case of breakdown and the necessary firing tools4 #c4 ,q4 ,what examination should be made after any repair work has been done on valve1 brasses1 etc48 ,a4 ,see that brasses are properly fitted1 keys fastened and nuts made tight4 ,if any repairs have been made on valves or valve gear1 would see that the reverse lever could be moved freely and that all movable parts had been properly replaced2 would also give especial attention with reference to lubrication of these parts4 #d4 ,q4 ,what attention should be given to boiler attachments1 such as gauge cocks1 water glasses1 etc48 ,a4 ,would see that the gauge cocks can be opened to try the water and closed1 so steam and water would not come out into cab4 ,observe the water glass and note if water is moving up and down in the glass1 see that the steam valve at the top and water valve at bottom of glass could be opened and closed1 and allow water and steam to circulate freely through the glass4 #e4 ,q4 ,what do you consider necessary to report on locomotive boilers8 ,a4 ,should report all defects on boiler and its attachments while engine is in engineer's charge4 #f4 ,q4 ,trace the steam from the boiler through the cylinders to the atmosphere and explain how it transmits power4 ,a4 ,steam enters the throttle valve located in the highest part of the dome in order to get the driest steam1 then passes through the standpipe and dry pipe out of the boiler to the steam pipe tee or nigger-head located in the front end1 then through steam pipes to the steam chest4 ,a steam valve in each steam chest distributes the steam so that it enters the cylinders at or just before the beginning of the stroke2 pushing the piston to the end of its stroke2 just before the piston reaches the end of the cylinder1 the steam valve opens communication to the exhaust port through a cavity in its exhaust side1 then through the exhaust pipes and tips up through the draft or petticoat pipe and stack to the atmosphere4 ,when steam pushes the piston through the cylinder1 its power is transmitted by the main rod to the main crank pin which causes the wheels to revolve1 thus moving the engine and its train4 #g4 ,q4 ,why is it important that there be no holes through the smoke-box door or front end and none in smoke-box seams or joints8 ,a4 ,so as to maintain as good a vacuum as possible in the smoke-box and prevent small amounts of air coming in through leaks which tend to heat and warp the smoke-box and its door4 #h4 ,q4 ,how should the locomotive be started to avoid jerks1 and what train and other signals should be looked out for at the time of starting8 ,a4 ,place the reverse lever in full gear1 open the throttle valve gradually so as to start the train one car at a time and easily4 ,look for signals ahead to show that the track is clear and switch is in correct position1 then look for signals from the rear end that the train is all coming4 #i4 ,q4 ,will an engine equipped with superheat units move as quickly as a saturated steam locomotive when throttle valve is first opened8 ,a4 ,no4 #aj4 ,q4 ,why8 ,a4 ,because steam must first pass through superheat units before it enters the steam pipes leading to steam chest4 #aa4 ,q4 ,in placing engine on the turntable1 at water or stand pipes1 or at other similar places1 what must be done8 ,a4 ,close throttle valve sooner so that the steam confined in superheat units1 pipes and steam chests1 will have passed out to the atmosphere4 #ab4 ,q4 ,after a locomotive has been started1 how can it be run most economically8 ,a4 ,by regulating the supply of steam to the steam chest with the throttle and the point of cut-off with the reverse lever2 so that no more steam be used than necessary to maintain the proper speed1 whenever possible working the engine at short cut-off so as to use steam expansively4 #ac4 ,q4 ,what is meant by working steam expansively8 ,a4 ,hooking the reverse lever up toward the center gives the valve a shorter travel and closes the live steam port when the piston has made only a part of its stroke4 ,this cuts off the supply of live steam coming from the steam chest4 ,the expansion of the steam already in the cylinder pushes the piston to the end of its stroke without the use of a full cylinder of live steam4 #ad4 ,q4 ,how rapidly should water be supplied to the boiler8 ,a4 ,no faster than it is evaporated into steam1 unless just before a hard pull2 or when shutting off with a heavy bright fire in the fire-box to prevent waste of steam at the pops4 #ae4 ,q4 ,what is the difference between priming and foaming of a locomotive boiler8 ,a4 ,priming is caused by carrying the water too high in the boiler so that when the throttle valve is opened some of it passes over with the steam in the form of a spray4 ,foaming is caused by the water becoming dirty from animal or alkaline matter1 so that heat makes it foam like soap suds4 ,muddy water or certain vegetable matters will also make a boiler foam4 #af4 ,q4 ,what should you do in a case of foaming8 ,what in a case of priming8 ,a4 ,in a case of foaming1 if possible1 allow the boiler to cool off a little1 increase the supply of feed water to prevent water getting too low1 and whenever possible blow some of the dirty water out of the boiler1 replacing it with clean water4 ,in case of priming1 shut off the supply of feed water until the water level drops to the proper height in the boiler4 #ag4 ,q4 ,what danger is there when the water foams badly8 ,when it primes badly8 ,a4 ,there is danger of knocking out cylinder heads1 cutting the valves1 stalling on some grade or getting on some train's time because the engine cannot be worked to its proper power4 ,when shutting off steam1 the water is liable to drop below the crown sheet and thus risk burning the fire-box4 ,when water primes badly1 it is liable to break cylinder packing rings1 knock out cylinder heads1 break bolts in the steam chest and cut the valves4 ,in such a case additional oil should be fed to the steam chest until the valves are properly lubricated4 #ah4 ,q4 ,suppose that with the water glass in good working order1 immediately after closing the throttle the water disappeared from the water glass1 what should be done8 ,a4 ,would open the throttle and endeavor to raise water until both injectors would put enough water into the boiler to make it entirely safe to close the throttle4 ,if unable to raise the water level to the lower gauge cock would smother the fire or put it out entirely1 if necessary1 keeping both injectors working4 #ai4 ,q4 ,what work about a locomotive should be done by the engineman8 ,a4 ,inspection of the engine both before and after the trip4 ,the engineer should do any necessary work on the engine after starting out on the trip to avoid breakdowns and insure getting over the road promptly4 ,this means tightening up any important bolts that work loose on the trip and keeping parts from working out of position1 adjusting wedges and rod keys4 #bj4 ,q4 ,how should the work of setting up the wedges be done8 ,a4 ,place the engine on the upper quarter on the side with the loose wedge4 ,do not set the brake if brake shoe will push the driving box against the defective wedge1 but block engine truck wheels so the engine cannot move1 push the boxes against the shoe or dead wedge with a little steam1 set the wedge up until it is a snug fit1 then pull it down about one-sixteenth of an inch and fasten4 ,provision should be made for expansion of the box when it gets warm4 #ba4 ,q4 ,how should rod brasses be keyed8 ,a4 ,if properly fitted they should be keyed brass to brass2 if not so fitted1 they should be keyed on the large part of the pin so they will be free enough to run without heating and snug enough to run without pounding4 ,do not key them so tight at either end as to prevent the lateral motion of the brass on the pins4 #bb4 ,q4 ,how should an engine be placed for the purpose of keying the rod brasses8 ,a4 ,for the main rod1 place the engine on the quarter or the top forward eighth1 whichever place gives the largest diameter of the pin to key the brass against4 ,after keying up1 test by moving the wheel to another position and see if brasses are free on the pin4 ,for the side or parallel rods1 always place the engine on the center for the side that is to be keyed4 #bc4 ,q4 ,how should the side rods on a mogul or consolidation locomotive be keyed8 ,a4 ,place the engine on the center on that side1 key up the brass on the main pin first1 work each way toward the ends of the rods1 being careful to keep them the proper length so they do not bind when passing either center4 ,be sure that wedges are properly set up before keying the side rods4 #bd4 ,q4 ,what is the necessity for keeping the brasses keyed up properly8 ,a4 ,if too tight1 they will surely run hot2 if too loose1 they will pound and injure the brasses as well as endanger the safety of the straps and rod bolts4 ,very loose brasses can pound enough to get hot4 #be4 ,q4 ,what is meant by an engine out of tram8 ,out of quarter8 ,a4 ,when corresponding wheels on opposite sides of the engine on different axes are not spaced equally apart2 where the axle of any wheel is not at a right angle to the center line from front to rear of engine1 so they do not run square on the rails1 or where the space between the axle centers on opposite sides is not equal4 ,this is sometimes indicated by unequal flange wear and should be reported at once4 ,wheels are out of quarter when the crank pin in one wheel is not exactly #ij degrees or one quarter of a turn from the pin in the wheels on the other end of the same axle4 ,this is usually caused by slipping the engine with sand on one rail only and the condition of engine should be reported at once4 #bf4 ,q4 ,describe a piston valve4 ,a4 ,a piston valve is a cylindrical spool-shaped valve constructed with packing rings much the same as the steam piston that moves through the cylinder1 except that a piston valve is double or composed of two pistons connected by center rod or spool working in a bushing of equal diameter4 ,steam and exhaust ports are cut through this bushing2 steam ports to the cylinder and exhaust port to the exhaust pipe4 ,there is also a steam port for live steam from the boiler4 ,as the pressure on this valve is equal in both directions it is practically balanced4 #bg4 ,q4 ,what is a balanced slide valve8 ,how is it balanced1 and why8 ,for what purpose is the hole drilled through the top of the valve8 ,a4 ,one in which the steam pressure on the top and bottom of the valve is nearly equalized4 ,this is done by protecting a portion of the top of the valve from the steam pressure4 ,it is usually balanced by strips held against the pressure or balance plate by one or more springs4 ,this is done to prevent live steam from getting on top of valve and thus relieve the valve from the top pressure which would cause excessive friction between the bottom of the valve and its seat4 ,the hole through the top is to allow any steam which might leak by the strips to pass into the exhaust1 so pressure could not accumulate on the top of the valve1 also to equalize the exhaust pressure between the top of the valve and exhaust cavity as well as to assist in lubricating the balance plate4 #bh4 ,q4 ,what is meant by inside and outside admission valves8 ,a4 ,with an inside admission valve 7usually a piston valve71 the live steam comes between the piston valve heads1 the outside end of the heads being connected with and exposed to exhaust pressure1 it admits steam past the inside edges of the valves4 ,an outside admission valve has the space between the ends connected to the exhaust and a space at the ends connected with the live steam4 ,it admits steam past its outside edges4 ,a piston valve can be either inside or outside admission1 while a slide valve is always outside admission4 #bi4 ,q4 ,what is the relative motion of the main piston and the steam valves for inside admission1 and1 on the other hand1 for outside admission8 ,a4 ,if the piston is in the front end of the cylinder1 an inside admission valve must move forward in order to connect the inside of the valve with the front live steam port to admit steam against the piston4 ,the outside end of the valve opens the exhaust port for the back end of the cylinder4 ,in the same position of the piston an outside admission valve must move backwards to open the steam port or in the same direction as the steam piston when commencing its stroke4 #cj4 ,q4 ,what is an ,allen ported valve1 and what is its object8 ,a4 ,an ,allen ported valve is an outside admission slide valve having an extra port from one end of the valve to the other1 above the exhaust cavity and through the body of the valve4 ,this extra port is calculated to admit steam through the valve at the same time that steam passes by the end of the valve into the same steam port1 thus doubling the area of opening for live steam when the port is first opened4 #ca4 ,q4 ,what is the difference in the valve motion for outside admission valves and for inside admission valves8 ,a4 ,an outside admission valve must be moved in the opposite direction to an inside admission valve in relation to the movement of the steam piston when beginning its stroke2 therefore either the position of the eccentric or the position of the rocker arms in relation to the rocker shaft must be opposite for a change in these valves4 #cb4 ,q4 ,what is a direct motion valve gear8 ,what is an indirect motion valve gear8 ,a4 ,a direct motion valve gear is one in which the valve moves in the same direction as the eccentric rod1 that is doing the work1 in many cases no rocker arm is used4 ,in case a rocker arm is used1 both arms point in the same direction like the letter ,u4 ,an indirect motion valve gear is one in which the valve moves in an opposite direction to the eccentric rod doing the work4 ,a rocker is used in which the arms point in opposite directions from the shaft connecting them4 ,owing to the design and construction of the ,walschaert valve gear1 it is a direct motion gear when the engine is running in one direction with the link block in the bottom of the link1 an indirect motion when the engine is running in an opposite direction with the link block in the top of the link2 usually direct motion when running forward4 #cc4 ,q4 ,how can you detect the difference between a blow in valve or piston packing8 ,a4 ,a blow from the valve is more constant and has a somewhat different sound1 while a blow from cylinder or piston packing will blow stronger at the beginning of the stroke and gradually decrease as the stroke is completed4 #cd4 ,q4 ,how would you place engine to locate broken admission steam ring in piston valve8 ,a4 ,would place engine on quarter1 reverse lever in center so as to cover ports1 then open throttle2 and the steam will blow out of cylinder cock at the end of cylinder where broken valve ring is located4 #ce4 ,q4 ,how would you locate broken exhaust ring in piston valve8 ,a4 ,watch the cross-head when engine is working steam4 ,as there will be three normal and one light exhausts1 you can determine on which side of the engine the light exhaust takes place4 #cf4 ,q4 ,what is meant by lead8 ,what by line and line8 ,a4 ,lead is the amount of port opening for live steam to cylinder ahead or back of piston when the piston is on the dead center4 ,if the steam edge of the valve is in line with the edge of the steam port when the piston is on the center1 it is said to be line and line4 #cg4 ,q4 ,what is meant by steam lap8 ,a4 ,the distance that the valve overlaps the live steam edges of the steam ports when it is in the center of its travel over the seat4 ,this distance is measured at one end only1 although the valve laps equally at both ends4 #ch4 ,q4 ,what is meant by exhaust lap8 ,what by exhaust clearance8 ,a4 ,exhaust lap is the distance that the exhaust edge of the valve overlaps the exhaust edge of the steam port when the valve is in central position4 ,exhaust clearance is the opening between the exhaust edge of the valve and the exhaust edge of the steam port with valve in central position4 ,if the valve has neither exhaust lap or clearance it is said to be line and line4 #ci4 ,q4 ,what is meant by release8 ,what by compression8 ,a4 ,release is the point in the travel of the piston when the port is opened4 ,compression is the distance the piston travels after exhaust port closes before the live steam port opens4 ,during this travel of the piston the exhaust port is closed so the moving piston compresses the steam left in the cylinder4 #dj4 ,q4 ,with an indirect valve motion and outside admission valve1 what would be the position of the eccentric relative to the crank pin on that side8 ,what with a direct valve gear8 ,what difference between outside admission valve and inside admission valve as to this position8 ,a4 ,with an indirect valve motion and an outside admission valve1 the go-ahead eccentric follows the crank pin with engine running ahead4 ,without any lap or lead it would be a quarter of a turn or #ij degrees behind the pin1 but as all valves have lap and lead1 the eccentric is advanced or placed toward the pin enough to move the valve the amount of the lap and lead4 ,with a direct valve gear and an outside admission valve1 the eccentric will be a quarter of a turn or #ij degrees ahead of the crank pin and advanced enough to move the valve the amount of the lap and lead4 ,with an inside admission valve and an indirect valve motion1 the eccentric will come the same as for an outside admission valve and direct motion1 or more than a quarter of a turn ahead of the pin4 ,with an inside admission valve and direct motion1 as piston valves are usually put up1 the eccentric will follow the pin less than a quarter of a turn4 #da4 ,q4 ,what effect would be produced upon the lap and lead by changing the length of the eccentric rod8 ,a4 ,lap depends on the construction of the valve4 ,a change of the eccentric rod would not effect it1 but would widen the port opening at one end of the travel and reduce it at the other4 ,it should be equal at both ends4 ,lead is controlled by the position of the eccentric on the axle and it must be equal at both ends4 ,changing the length of the eccentric rod from the proper one does not really affect the lead1 because no proper measurement can be made until lead is equal at both ends4 ,therefore improper length of eccentric rods varies the port opening at the beginning of the stroke of the piston at both ends4 #db4 ,q4 ,why are eccentric rods made adjustable8 ,a4 ,in order to change their length to make adjustment of the valve gear not as easily made in other ways4 #dc4 ,q4 ,why is it necessary to keep the cylinders free from water8 ,a4 ,in order to avoid damaging valves and cylinders1 to insure perfect lubrication and obtain the most efficient service from the locomotive4 #dd4 ,q4 ,where is the piston rod packing located8 ,where cylinder packing8 ,a4 ,piston rod packing is usually soft metallic rings located inside of a gland at the back end of cylinder and around the rod4 ,cylinder packing rings are usually cast iron1 placed around the piston head and bearing against the walls of the cylinder4 #de4 ,q4 ,how are metallic packing rings on piston rods and valve stems held in place8 ,what provisions are made for the uneven movements of the rod8 ,a4 ,the packing rings fit into a vibrating cup or cone located inside the gland1 being held therein by means of a spring as well as by the steam pressure4 ,provision is made for uneven movement of the rod by making the inside of the gland larger than the vibrating cup and using a ball-joint ring between the vibrating cup and gland4 #df4 ,q4 ,while running under steam and there is a failure of part of the locomotive which does not seem to prevent running at full speed1 how would you proceed8 ,a4 ,keep the locomotive running if in your judgment it is safe4 ,try to ascertain what the injury is and be prepared at the next stop to do such work as the case demands1 being careful to make the stop at such a place that the work can be done without interfering with the movements of main line trains4 #dg4 ,q4 ,if one side of a locomotive is disabled1 what would you do in a general way to make it possible to use steam on the other side8 ,a4 ,disconnect enough parts to allow for the turning of the wheels and for reversing of the opposite side without moving the valve on the disabled side4 #dh4 ,q4 ,in case a locomotive in your care became disabled on the road1 what would you do8 ,a4 ,first see that the train is protected4 ,next examine the locomotive and see what is necessary to do to move it and if possible the train4 ,if unable to make repairs at once to bring the engine and train forward1 would advise exact condition of engine and ask for help4 ,in the meantime endeavor to move the train so as to give other trains the use of the main line4 #di4 ,q4 ,suppose a wash-out plug blew out or a blow-off cock broke off or would not close1 what should be done8 ,a4 ,kill the fire1 get the train on a side track1 if possible1 and if unable to make repairs get the engine in condition to be towed in4 ,in all cases with a disabled engine allow the train to drift to a siding1 when possible1 and stop between the switches so as to allow other trains to pass through siding4 #ej4 ,q4 ,can a locomotive boiler without steam pressure be filled by being towed by another engine8 ,if towed1 how filled8 ,a4 ,yes4 ,close all openings where air could enter the boiler4 ,all relief valves1 cylinder cocks1 gauge cocks1 the whistle valve and air pump steam valve should be closed4 ,place the reverse lever in full gear in the direction the engine is to be towed with water supply valve and injector throttle open4 ,use engine oil through auxiliary oil cups to oil valves and pistons4 ,the movement of the pistons in the cylinders will pump the air out of the boiler and atmospheric pressure on water in the tank will force water into boiler when the engine is towed4 #ea4 ,q4 ,what should be done if grates should be burned out or broken while on the road8 ,a4 ,pull the fire off the broken or burned grates1 cover that section with any pieces of iron at hand 7fish-plates or angle-bars are very good71 then level up the fire1 clean ash-pan and proceed with full train4 #eb4 ,q4 ,what precaution should be taken to prevent locomotive throwing fire8 ,a4 ,the netting and smoke-arch should be kept in good condition2 cinder slide and hand hole plates securely fastened1 ash-pan clean and slide dampers for dumping ashes closed4 ,care should be exercised in working the engine1 especially in the vicinity of stations or places where fire is liable to catch4 ,avoid working the engine hard so as to prevent throwing cinders4 #ec4 ,q4 ,what shall be done with a badly leaking or bursted flue8 ,a4 ,plug it if possible with an iron or wooden plug4 ,if in the fire-box end1 a piece of scantling or post can be sharpened and driven into the flue from the fire-box door2 it will then burn off up to where the water from the bursted flue keeps it wet4 ,if a bottom flue1 would cover it with ashes or green coal so that the leakage would not put out the balance of the fire4 ,if able to maintain steam pressure1 would then proceed with a full train4 #ed4 ,q4 ,what should be done in case the throttle valve stem became disconnected while the valve is closed8 ,if it became disconnected leaving valve open8 ,a4 ,would notify the train crew and ,dispatcher and arrange to be towed in4 ,with lubricator working1 unless in very cold weather so there is danger of the water freezing in the cylinders or steam chest passages1 would not disconnect4 ,by taking out lubricator chokes and steam chest valves from the oil pipe1 a larger supply of steam could be got into the cylinders4 ,if in to clear of other trains and practicable1 would take up the dome cap and connect the throttle again4 ,if disconnected and valve stuck open1 would notify the train crew and ,dispatcher1 reduce steam pressure until the engine could be handled with reverse lever and brake1 and proceed with such a train as the engine can handle4 #ee4 ,q4 ,in case a valve yoke or stem became broken inside of steam chest1 how can the breakage be located8 ,a4 ,in this case the disabled valve is always pushed to the front end of the steam chest so that with a slide valve or outside admission piston valve the back port is open to live steam4 ,when given steam1 the engine will stop on the eighth1 and when reversed will move over to the other eighth1 being stopped there by the live steam in the back end of the cylinder having the disabled valve4 ,steam will blow from the back cylinder cock on the disabled side and cannot be changed by reversing the engine4 ,if the valve is pushed far enough ahead to open the exhaust port1 steam will blow through the exhaust so the engine cannot be moved4 ,with an inside admission valve the forward steam port will be opened and steam will come out of the forward cylinder cock on the disabled side4 #ef4 ,q4 ,after locating a breakage of this kind1 how would you proceed to put the engine in safe running order8 ,a4 ,would move the valve to central position so as to cover both steam ports1 if possible4 ,this may be done by taking out the relief valve if on front side of the steam chest and pushing valve back1 or taking up the cover for a slide valve2 or taking off front head for a piston valve4 ,disconnect the valve rod from rocker arm and block valve stem so it cannot blow out of the gland or let valve work back4 ,loosen cylinder head in order to provide for lubricating cylinder so as to leave the main rod up on the disabled side and proceed on one side4 ,if unable to cover the open steam port it would be necessary to disconnect the main rod on the disabled side1 blocking the piston at the proper end of the guides so live steam coming into the cylinder would not move it4 #eg4 ,q4 ,if a slide valve is broken1 what can be done to run the engine on one side8 ,a4 ,remove the steam chest cover1 place a thin board between the valve and the steam passages in the seat1 replace steam chest cover1 disconnect valve rod1 and if able to lubricate the cylinders leave up the main rod and proceed on one side4 #eh4 ,q4 ,if one of the bolts connecting the two parts of a built-up link on ,stephenson gear breaks or is lost1 how would you proceed8 ,a4 ,if temporary bolt cannot be supplied1 take down the forward part of the link1 disconnect and remove link block1 fasten valve to cover ports1 and proceed4 ,if moving link will clear rocker arm or other parts of the machinery after link block is taken out1 it will not be necessary to disconnect eccentrics4 #ei4 ,q4 ,what should be done in case of link saddle pin breaking8 ,a4 ,remove the broken parts and block the disabled link in such a position that the entire train could be started1 using a very short block above the link block in the link slot and a longer one below it4 #fj4 ,q4 ,with one link blocked up1 what should be guarded against8 ,a4 ,reversing the engine or moving the tumbling shaft arm down so the link on the disabled side can strike it4 #fa4 ,q4 ,how can it be known if an eccentric has slipped on the axle8 ,a4 ,by the uneven exhaust of the engine and a thorough inspection to determine the cause4 #fb4 ,q4 ,having determined which eccentric has slipped1 how should it be reset8 ,a4 ,place the engine on the center on disabled side and if a back-up eccentric has slipped1 would place the reverse lever in full forward gear and mark the valve stem flush with the gland2 then place the reverse lever in full back gear and move the slipped eccentric until the mark on the stem returns to its original position1 taking notice that the throw of the eccentric is on the other side of the axle from the go-ahead eccentric used as a marker1 and tighten up set-screws4 ,to set a go-ahead eccentric1 use the back-up one on that side for the marker4 ,if the eccentric had been keyed on1 would move the cam until the key-way in the axle came in line with the slot in the cam4 ,knowing the position of the eccentric in relation to the crank pin1 an inspection would show where it belongs4 ,the eccentrics are usually opposite the third spoke in the driving wheel from the pin1 sometimes ahead of the pin1 in other cases back of the pin1 depending on whether it is an inside or outside admission valve1 a go-ahead or back-up eccentric4 #fc4 ,q4 ,what should be done in case of a broken eccentric strap or rod8 ,a4 ,for a go-ahead strap or rod take down all broken parts1 disconnect valve rod1 cover ports1 and come in on one side4 ,it is safer to take down also the back-up strap and rod on that side4 ,if the back-up strap and rod is broken1 it is possible to secure the bottom end of the link so it will not turn over1 work the engine full stroke ahead1 proceeding with full train until the main line is clear4 #fd4 ,q4 ,how should the engine be disconnected if the lower rocker arm became broken8 ,if link block pin8 ,a4 ,would remove broken parts2 if moving link would strike anything connected with the rocker box or broken arm it would be necessary to take down both eccentric straps and rods4 ,block valve central over ports and come ahead on one side4 ,if a link block pin was broken1 it might be possible to put a bolt in there to do the work1 otherwise block the valve on the center of its seat and if the link will not clear the lower end of the rocker arm take down the eccentric straps and rod4 ,in any case where necessary to take off the eccentric rod always take off the strap also4 #fe4 ,q4 ,for what breakdown is it necessary to take down the main rod8 ,the side rod8 ,a4 ,a broken main crank pin1 broken main rod or strap1 broken piston rod when near the middle of the rod1 broken cross-head or guide1 broken valve or seat when steam cannot be kept out of the cylinder4 ,side rods must come down for broken side rod1 broken main pin1 or broken side rod pin affecting that rod4 #ff4 ,q4 ,if it is not necessary to take down the main rod of disabled side of the engine1 how would you arrange to lubricate the cylinders8 ,a4 ,if cylinder and piston are in good shape and it is possible to block the valve to admit a small quantity of steam into the back end of the cylinder1 oil from the lubricator will go through this opening and oil the piston rod and cylinder packing4 ,if not possible to block the valve properly1 cover the ports and oil the cylinder through the indicator plug openings or relief plug holes4 ,if not possible to do this1 slack off the bolts on the front cylinder head1 wedge the head open so oil can be introduced4 ,in some cases it may be necessary to take the head off2 that however1 allows dust and grit to enter the cylinder4 #fg4 ,q4 ,what is the by-pass valve1 and what is its duty8 ,a4 ,by-pass valves are connected to the steam port leading to the cylinder4 ,its duty is to open when the engine is drifting with steam shut off1 and close when working steam1 to allow air to pass back and forth from opposite sides of the moving piston4 #fh4 ,q4 ,what is a vacuum relief valve8 ,what a cylinder relief valve8 ,a4 ,a vacuum relief valve is usually located on the steam chest or the live steam passage to the chest and opens when steam is shut off and engine drifting1 allowing atmospheric pressure to pass into the steam chest1 closing when working steam4 ,a cylinder relief valve is a pop valve screwed into the cylinder head and set at high enough pressure so it does not open in ordinary service1 but will open to allow water to pass out when the exhaust port is closed by valves2 or on compound engines when the pressure in the low-pressure cylinder gets too high4 #fi4 ,q4 ,what would be considered a bad engine or tender truck wheel8 ,a4 ,one loose on axle2 having bad flat spots2 very sharp flanges2 bad sand spots2 cracks shelled out2 or other defect that would make the wheel unsafe4 #gj4 ,q4 ,what should be done if a tender truck wheel or axle should break8 ,a4 ,would place a piece of timber or rail across the tender1 jack up the corner of the truck that is disabled chain it to the timber and fasten the timber at the other end to hold it so it would carry the disabled truck4 ,if it is possible to slide the wheel or truck1 place a tie across the rail and keep the wheel from turning1 then slide it to a siding4 #ga4 ,q4 ,what should be done if an engine truck wheel or axle should break8 ,a4 ,would block between the engine frame and truck frame over the good wheel on disabled side1 swing the disabled corner of the truck to the engine frame with a chain4 ,look out when crossing frogs that disabled truck does not leave the track4 ,with a broken flange1 would block the wheel to prevent its turning and skid it to a siding4 #gb4 ,q4 ,what should be done for a broken tender truck spring8 ,a4 ,jack the tender up to where it belongs and put a block in place of the broken spring4 #gc4 ,q4 ,what should be done with a broken engine truck spring or equalizer8 ,a4 ,for a broken spring1 raise the front end of the engine and place blocks across the equalizers under the truck spring near the spring band4 ,for a broken equalizer1 block on top of engine truck boxes and under truck frame4 #gd4 ,q4 ,what should be done if a driving spring hanger or equalizer should break8 ,a4 ,would block between the driving box affected and under the frame over it1 using hardwood block or piece of iron4 ,would also block the equalizer up to its proper position between the disabled end and the frame1 or over the other end1 as the type of spring rigging requires1 to hold the equalizer level4 ,for a broken equalizer1 would block on top of all boxes affected1 would raise the engine by running the proper driving wheels upon an incline or wedge to lift the engine while other boxes were blocked2 a re-railing frog comes handy for this work4 #ge4 ,q4 ,how can an engine be moved if the reverse lever or reach rod were caught at short cut-off by a broken spring or hanger8 ,a4 ,by removing the pin at the forward end of reach rod1 to free the tumbling shaft and allow it to be moved either forward or back to move the engine4 ,a block should be placed over the link block to avoid damaging it when uncoupled1 as well as to hold link in proper position to move the engine4 ,this would allow the engine to be moved and clear the main line4 #gf4 ,q4 ,how can the blowing of steam past cylinder packing1 a valve or valve strip be distinguished or located8 ,a4 ,test for a leaky slide valve1 place the engine on the quarter on the suspected side with the reverse lever in center notch2 the valve should be in the middle of its travel and cover both ports4 ,if steam blows through the open cylinder cocks on that side1 the valve or seat are defective4 ,a leaky balanced valve strip will allow steam to blow through the hole on top of the valve into the exhaust port in the seat and very little steam will come out of the cylinder cock2 in some cases with the valve barely opening a steam port to the exhaust1 air will draw in at the cylinder cock4 ,if there is a drip cock in the exhaust pipe under the saddle1 the steam will blow out there4 ,after testing for leaky valve1 place the engine on about the forward bottom or top back eighth1 block the wheels or set the brakes solid1 put reverse lever in corner1 open cylinder cocks and give the engine steam4 ,if steam comes out of both cylinder cocks1 and testing valve shows it is tight1 then the packing is blowing4 ,cylinder packing should be tested with steam first on one side of the piston and then on the other4 #gg4 ,q4 ,if engine should blow badly and be unable to start the train when on the right dead center1 on which side would be the blow generally8 ,a4 ,on the left side4 ,if the side standing on the quarter cannot start the train1 the trouble is usually there4 #gh4 ,q4 ,if throttle were closed and steam came out of cylinder cocks1 what might be the cause8 ,a4 ,to test for this1 first shut off steam connection to the lubricator2 steam leaking into the cylinders can come from a leaky throttle or leaky dry pipe4 #gi4 ,q4 ,is it possible to distinguish between a leaky throttle and a leaky dry pipe8 ,a4 ,yes2 a leaky throttle usually leaks steam at all times4 ,a leaky dry pipe will leak both steam and water4 ,it will show a stream of water at the cylinder cocks when the water level in the boiler is raised above the leak in the dry pipe4 #hj4 ,q4 ,what effect have leaky steam pipes in the smoke-arch1 and how should they be tested8 ,a4 ,leaky steam pipes waste steam and very seriously affect the draft in the front end4 ,a bad leak in the back part of the joint at the bottom will blow into the tubes and make the engine smoke at the door with throttle wide open while standing still4 ,to test them1 open the front door and cover the joint with fine cinders4 ,when the engine is given steam1 the cinders will blow away from the leak2 to properly test them in the shop1 water under heavy pressure should be used4 #ha4 ,q4 ,how should the test for a leaky exhaust pipe joint1 or a leaky nozzle joint be made8 ,a4 ,about the only test that can be made on the road is to open the front end and reverse the engine with throttle partly opened1 watching the suspected joint at the same time4 ,for the bottom one with cinders around the joint1 for the top one it can sometimes be detected by holding a torch near the joint4 #hb4 ,q4 ,what should be done if a steam chest cracks8 ,a4 ,would loosen up the steam chest cover to free the sides1 and wedge between the studs and walls of chest1 crowding the broken parts together4 ,a brake shoe key does this nicely4 ,would then tighten down on steam chest cover and proceed4 #hc4 ,q4 ,what should be done if a steam chest breaks8 ,a4 ,would take off steam chest cover1 place strips of boards over the steam inlets and block on top of them so that the steam chest cover would hold them in place and prevent live steam coming out of inlet4 ,would then make the necessary disconnection and proceed on one side4 #hd4 ,q4 ,if a link lifter or arm were broken1 what should be done8 ,a4 ,take off the disabled parts1 block between the top of the link and link block1 having the disabled link blocked down very nearly in full strokes4 ,for safety1 both the top and bottom of the disabled link should have blocks in its slot2 the good link would be held in place by the reverse lever and should under no consideration be dropped down any farther than the disabled link was4 #he4 ,q4 ,if the reverse lever or reach rod should break1 what should be done8 ,a4 ,if either breaks1 place an iron bar or suitable piece of material across the top of both frames1 securely fastening it in position1 then fasten the arm of the tumbling shaft to the bar4 ,this will require the engine to be worked at about half cut-off2 handle such part of the train as the road conditions would permit4 #hf4 ,q4 ,what should be done if the piston1 piston rod1 cross-head1 main rod or crank pin are broken or bent8 ,a4 ,if a piston should break1 would remove broken parts1 disconnect valve stem1 clamp valve in central position1 and if moving piston would not damage cylinder1 leave main rod up and proceed4 ,if a piston rod1 cross-head1 main rod or crank pin are broken or bent1 would take down the main rod1 block the valve and cross-head2 if piston rod is broken off at the cross-head1 leave main rod up4 #hg4 ,q4 ,what should be done when there is a loose or lost cylinder key8 ,a4 ,if the cylinder key is loose1 it should be tightened up2 if lost1 something should be substituted4 ,in case nothing solid can be found to take the place of the key1 the engine should be run in light to avoid further damage4 #hh4 ,q4 ,what should be done if a safety valve spring or stud breaks8 ,a4 ,the steam pressure should be reduced4 ,with broken spring1 screw the parts down solid or clamp the stem down4 ,this can be done by laying a piece of scantling across the top of the valve1 fastening each end to the hand rail on opposite sides of the engine in case of broken stud4 ,would then raise steam pressure and proceed4 ,care should be taken to see that the other safety valves relieve the steam pressure properly4 #hi4 ,q4 ,how can an engine be brought in with a broken front end or stack8 ,a4 ,by boarding up the front end to make it as near air tight as possible and using a barrel or a petticoat pipe in place of the stack1 wiring it fast to the smoke-arch4 ,where a portion of the stack is inside the smoke-box the engine might steam without the barrel or petticoat pipe4 #ij4 ,q4 ,what should be done if the frame is broken between the main driver and cylinder8 ,a4 ,either give up the train and come in light1 or disconnect the engine on that side and come in with reduced tonnage1 depending on how badly the engine pounds when working steam4 #ia4 ,q4 ,if the frame is broken back of the main driver8 ,a4 ,do not disconnect and do not try to pull a heavy train2 it is safer to come in with light tonnage4 #ib4 ,q4 ,in case of broken side rods1 what should be done8 ,a4 ,take down the broken rod and corresponding rod on the other side of the engine4 #ic4 ,q4 ,what can be done if the intermediate side rods were broken on a consolidation engine having the eccentric on the axle ahead of the main wheel8 ,a4 ,in this case the engine must be towed in4 ,it is possible when the main pin is broken1 so that all rods on one side are taken off1 to leave the rods up on the other side and move the engine with her own steam1 but very few roads will allow this1 because engineers will be inclined to leave the main rod up on the disabled side to prevent engine catching on the center4 ,if main rod is left up on the disabled side1 the wheels will surely slip and wreck the rods on the other side4 #id4 ,q4 ,should one of the forward tire1 main tire1 intermediate tire1 back tire1 or a trailer tire break1 what must be done to bring the engine up8 ,a4 ,would run the wheel of the broken tire on a block in order to raise the wheel clear of the rail and the box up in the driving box jaws4 ,remove the oil cellar and place a block between the driving journal and pedestal brace to carry the disabled wheel center clear of the rail4 ,would also block up on top of the box of the wheel ahead or back as the case might be1 in order to take the weight from the disabled wheel4 ,it might not be necessary to take off any of the rods1 but would run the engine light to the shop1 giving special attention to lubrication of the disabled wheel and using extra precaution in entering side tracks and passing over frogs and switches4 ,with the tire of a back driver or trailer wheel broken1 it is usually necessary to swing the rear end of the engine from the tender to keep the rear end on the track4 ,with an inside radial journal1 box on the trailer axle2 for a broken trailer tire1 both trailer wheels must be blocked and swung clear of the rail4 #ie4 ,q4 ,what is a good method of raising a wheel when jacks are not available8 ,a4 ,by raising the wheel on a hardwood block or iron wedge2 a re-railing frog comes very handy for this purpose4 #if4 ,q4 ,how can it be known when the wedges are set up too tight and the driving box sticks1 and in what manner can they be pulled down8 ,a4 ,if wedges are set up too tight1 it causes the boxes to stick and the engine to ride rough4 ,inspection of the engine when moving will locate the disabled box2 usually this gets hot at once and the wedges should be immediately pulled down4 ,loosen the jam nuts on the wedge bolts and back them down2 if the wedge is stuck very tight it may be necessary to run one or more of the wheels over a block2 or to loosen the pedestal1 brace bolt and allow the jaws to spread to release the box4 #ig4 ,q4 ,what are some of the various causes for pounds8 ,a4 ,wedges not properly adjusted1 loose or worn driving box brasses1 rod brasses not keyed or in need of reducing1 loose side rod bushings or side rod connections1 worn cross-heads1 wrist pins1 broken frame1 loose cylinder key1 loose piston on rod1 or rod loose in cross-head1 loose follower bolts or obstruction in the cylinder4 #ih4 ,q4 ,how may a pound in driving boxes1 wedges or rod brasses be located1 and after locating what should be done8 ,a4 ,place the engine at half stroke on side to be tested4 ,do not set brake when testing for loose wedges or defective boxes2 set brake when testing for other pounds4 ,reverse engine from forward to back gear under steam1 noting the movement of the axle in the boxes1 the driving boxes between the wedges1 rod brasses on the pins and movement of cross-head between the guides4 ,if possible would adjust wedges or rod brasses at once and report repairs needed at the terminal4 #ii4 ,q4 ,how locate loose follower bolts8 ,a4 ,shut off steam and allow engine to drift2 there will be a pound in the cylinder when the loose follower bolt strikes a forward cylinder-head as the engine passes the forward center on that side2 give engine steam while still moving and if the pound stops it is likely to be a loose or broken follower bolt4 ,when working steam1 the compression or pre-admission takes up the lost motion in the rod and connections1 so the loose bolt does not strike the head2 when shut off the piston travels the extra amount of this lost motion and the bolt strikes the head4 #ajj4 ,q4 ,when should cross-heads or guides be reported to be lined8 ,a4 ,when there is excessive lost motion between the cross-head and the top and bottom guides1 or between the cross-head and the guide at the sides1 or when the piston rod is not central between the guides4 #aja4 ,q4 ,when should driving box wedges be reported to be lined8 ,a4 ,when they have been set up as far as possible and the boxes are still loose between the wedge and shoe4 ,at this time would also report any excessive flange wear on any one particular tire4 #ajb4 ,q4 ,when should rod brasses be reported to be reduced8 ,when to be lined8 ,a4 ,rod brasses should be reported reduced when they are larger than the pins and are pounding and cannot be keyed up properly4 ,they should be reported to be lined when the key has been drawn or driven to its full length and the brasses do not close together or are too loose in the strap lengthwise of the rod4 #ajc4 ,q4 ,when should lost motion between engine and tender be taken up8 ,a4 ,when the lost motion becomes so great as to endanger the breaking of connections4 #ajd4 ,q4 ,how do you proceed to pack a driving box equipped with a grease cellar8 ,a4 ,remove the filling plate on the inside of the cellar4 ,pull down the indicators and follower plates1 insert the grease between the follower plate and perforated plate2 when full1 replace the filling plate on the inside of the cellar and allow the spring and follower plate to force the grease through the perforated plate to the journal4 #aje4 ,q4 ,please explain the principle on which an injector works4 ,a4 ,with a lifting injector the steam valve is opened a small amount to furnish steam for the priming or starting jet4 ,this forces the air in the body of the injector and top end of suction pipe out through the overflow valve1 producing a partial vacuum in the body of the injector4 ,atmospheric pressure in the tank then forces the water into the injector body4 ,when it begins to come out through the overflow1 a further movement of the steam valve opens the forcing valve wide1 so a full supply of steam strikes the water at a high velocity and at the same time condensing4 ,this action of the steam gives the water sufficient velocity to overcome the boiler pressure and pass into the boiler4 #ajf4 ,q4 ,explain the passage of steam from the boiler to the steam heat pipe4 ,a4 ,steam is admitted to the steam heat pipe1 in which there is placed a reducing valve through which it passes at reduced pressure1 into the steam heat pipe under the entire length of the train4 ,the reducing valve is located in the cab close to the steam heat throttle4 #ajg4 ,q4 ,if the steam heat gauge shows proper pressure1 but the steam heat pipe pressure appears to be low1 what should be done8 ,a4 ,if the steam heat gauge is showing the correct pressure1 there is an obstruction in the pipe somewhere1 most likely in the steam heat hose1 and this should be looked for and remedied2 if the gauge is correct1 then it is the reducing valve that is at fault and this should be readjusted1 as well as the gauge4 #ajh4 ,q4 ,what is the cause of failure with the second injector1 and what should be done to obviate this failure8 ,a4 ,lack of attention and failure to use every day will allow joints to work loose and boiler check to fill up with mud and scale4 ,it should be tested every day and worked regularly so as to keep it in good working order4 #aji4 ,q4 ,if an injector stops working while on the road1 what should you do8 ,a4 ,would first ascertain if sufficient water was in the tender and tender valve open1 and that water was cool enough in the tender so the injector would handle it4 ,would next see that no obstruction was in the feed pipe or strainer and that the feed pipe was free from leaks1 and that the injector was getting a sufficient supply of steam4 ,if the injector would not prime1 would see whether overflow or heater valve could open wide1 or if overflow pipe was obstructed4 ,if suction pipe was very hot would blow water back into tank and let suction fill with cold water4 ,if possible1 examine for obstruction in the steam priming tube and water tubes4 ,if it would prime and fail to deliver water to the boiler1 would see that the delivery tube was not obstructed and then look for trouble at the boiler check4 ,an obstruction in the tubes would stop the injector working at once1 while wear of the tubes or filling up with scale would affect the injector gradually4 #aaj4 ,q4 ,what are the advantages of the combination boiler check and stop valve8 ,a4 ,a combination boiler check is fitted with a valve similar to a globe valve and can be closed at will4 ,its advantage is that the boiler pressure can be shut off from the check and the valve repaired without cooling the boiler4 ,this hand-operated valve can be closed to prevent the boiler water passing back in case the check valve sticks up and allows the boiler water to pass back to the injector when not working4 #aaa4 ,q4 ,how can a disconnected tank valve be opened without stopping8 ,a4 ,close the overflow or heater valve and turn steam back toward the tank2 this will usually lift the valve from its seat or turn it around so it opens4 #aab4 ,q4 ,what comprises the steam heat equipment on a locomotive8 ,a4 ,a globe valve throttle at the boiler1 a reducing valve1 a steam gauge connected to the steam heat pipe and the proper piping and hose connections4 #aac4 ,q4 ,what pressure is carried in the steam heat pipe1 and how is it controlled8 ,a4 ,from twenty to sixty pounds in the train pipe1 depending on the length of the train1 and is controlled by the regulating valve4 #aad4 ,q4 ,what would you do in case the regulating valve failed to operate8 ,a4 ,in case the regulating valve would not admit sufficient steam to the train pipe1 would take it apart and block the steam valve open4 ,if the pressure ran up too high in the steam heat train pipe1 would control it with the steam throttle at the boiler head4 #aae4 ,q4 ,how does the steam heat reducing valve control the pressure8 ,a4 ,the inlet valve for live steam is opened and closed by the movement of a metallic diaphragm in the valve which is opened by spring pressure on one side and closed by steam pressure on the other side4 ,to regulate this pressure1 stiffen the spring to carry more1 weaken it to carry less by turning the handle connected to this spring either up or down4 #aaf4 ,q4 ,if steam heat gauge showed the required pressure and cars were not being heated properly1 how would you proceed to locate the trouble8 ,a4 ,first note where the hand on the steam heat gauge stands when steam is shut off2 if it does not drop back to zero see how much it lacks of this and note the rise of pressure shown by the gauge when steam is turned on4 ,this is to test the gauge4 ,if gauge is not correct1 pay no attention to it1 but send back steam enough to heat the train4 ,over sixty pounds will usually make the hose couplings on the cars rise up and leak at the joints4 #aag4 ,q4 ,when engine is detached from the train1 what precaution should you take to prevent freezing of the steam heat train pipe8 ,what to prevent damage of steam heat hose8 ,a4 ,open steam throttle to allow a very little steam to pass into steam heat train pipe to prevent its freezing4 ,if end of hose is liable to strike frogs or crossings1 hang it up where it will be safe4 #aah4 ,q4 ,what constitutes abuse of an engine8 ,a4 ,improper use of injector by filling boiler at a rapid rate when drifting or standing in a siding1 unless you have a heavy bright fire to heat the injected water to the boiler temperature as fast as it comes into the boiler4 ,excessive use of the blower1 especially with a light fire or when cleaning the fire4 ,improper attention to machinery1 such as keeping parts not properly lubricated1 rods not properly keyed1 wedges not adjusted1 carrying too much or too little water in the boiler1 working water through the cylinders1 allowing engine to slip unnecessarily1 use of sand on one rail only or otherwise improperly2 being careless in any way where care is required and not properly reporting the necessary work so it can be done promptly4 #aai4 ,q4 ,how are accidents and breakdown best prevented8 ,a4 ,by inspection both at and after leaving terminals1 frequently while on the road1 keeping all parts properly adjusted1 water in the boiler at the proper level and using good judgment in the handling of the engine and train4 ,it is much better to use care and prevent accidents than to make repairs after they occur4 #abj4 ,q4 ,what are the duties of an engineman when leaving his engine at the terminal8 ,a4 ,place her on the proper track to be turned over to the hostler1 leave throttle closed securely1 reverse lever in center notch1 cylinder cocks open1 and lubricator feeds to steam chest and cylinders closed4 ,the boiler should be full of water and sufficient fire to maintain steam pressure until fire is knocked out4 ,call fireman's attention to anything of special importance4 ,inspect the engine very thoroughly1 ascertain whether any tools or signals have been lost on the trip and make a full report of the condition of the entire locomotive4 #aba4 ,q4 ,what is the most important bolt or nut on the locomotive8 ,a4 ,the loose one4 ,it should be cared for immediately4 #abb4 ,q4 ,in reporting work on an engine1 is it sufficient to do it in a general way1 such as saying3 ,injector won't work1 lubricator won't work1 engine won't steam1 engine blows1 etc48 ,or would you report each special defect so it could be located after the engine was put in roundhouse or on designated track whether it had steam pressure in boiler or not8 ,a4 ,no4 ,report all defects noticed so plainly that they can be located by the repair man without unnecessary work and whether there is steam in the boiler or not at the time repairs are to be made4 ,if the engine blows1 make a test to locate the blow and report it correctly4 ,also report any unusual feature in the operation of the engine during the trip4 ,,compound ,,locomotives #a4 ,q4 ,wherein do compound locomotives differ from ordinary or simple ones8 ,a4 ,simple engines take live steam from the boiler and after one expansion in a single cylinder it is exhausted to the atmosphere4 ,a compound engine has two cylinders1 sometimes one on each side of the locomotive2 other types have four cylinders or two on each side of the locomotive4 ,the live steam first passes into one cylinder1 expanding down for a portion of its pressure1 and then being allowed to pass into the second cylinder where it expands a second time1 thus getting two expansions from each volume of live steam4 ,both simple and compound locomotives consist of two engines coupled to the same set of driving wheels4 ,balanced compounds have four sets of main rods and crank pins4 ,mallet compounds have two complete sets of engines under one boiler4 #b4 ,q4 ,why is one cylinder on a compound locomotive called the high-pressure cylinder and the other one a low-pressure cylinder8 ,a4 ,the high-pressure cylinder takes that name because it works live steam direct from the boiler at high pressure4 ,the low-pressure cylinder receives the steam after the first expansion and works with a low pressure4 ,it is always larger than its companion high-pressure cylinder in order to get the same power from the low-pressure steam4 #c4 ,q4 ,in the ,schenectady two-cylinder compound1 what is the duty of the oil dash-pot8 ,a4 ,it is intended to prevent the too rapid movement of the intercepting valve which might damage the valve or seat1 and it is necessary that the dash-pot should be full of oil to make it work properly4 #d4 ,q4 ,explain how a ,schenectady two-cylinder compound may be operated as a simple engine4 ,a4 ,to operate the compound as a simple engine1 the separate exhaust valve is opened which will cause the intercepting valve to move and stay in position to allow the high-pressure cylinder to exhaust direct to the atmosphere and admits live steam at a reduced pressure to the low-pressure cylinder4 ,this should be done when starting a train or when moving very slowly and about to stall on a grade4 ,the engine should not be operated simple while running except when at low speed4 #e4 ,q4 ,explain how a two-cylinder compound is changed from simple to compound4 ,a4 ,place the handle of the three-way cock or simpling valve in the cab so as to release the air from the cylinder of the separate exhaust valve4 ,a coiled spring will then close this valve4 ,this permits the exhaust steam of the high-pressure cylinder to accumulate in the receiver until sufficient pressure is obtained to force the intercepting valve into compounding position4 ,this shuts off live steam from the low-pressure cylinder and allows exhaust steam from the high-pressure cylinder to feed through the receiver into the low-pressure steam chest4 #f4 ,q4 ,how should a compound engine be lubricated8 ,a4 ,one-third more oil should be fed to the high than the low-pressure cylinder1 using more oil at high speed than at slow4 #g4 ,q4 ,why feed more oil to high than to a low-pressure cylinder8 ,a4 ,because some of the oil from the high-pressure cylinder follows the steam into the low-pressure cylinder4 #h4 ,q4 ,how would you lubricate the valve of low-pressure cylinder if the oil feed became inoperative on that side8 ,a4 ,feed an increased quantity through the oil pipe to the intercepting valve4 ,shut the engine off occasionally and cut into simple position4 ,oil will then go direct from the intercepting valve into the low-pressure steam chest and cylinders4 ,this would avoid going out on steam chest to oil by hand4 #i4 ,q4 ,how much water should be carried in the boiler of a compound locomotive8 ,a4 ,a very moderate level1 never allowing it to get so high that moist steam will pass through the cylinders1 because for satisfactory service a compound engine should always have dry steam4 #aj4 ,q4 ,how should a compound locomotive be started with a long train8 ,a4 ,in simple position with cylinder cocks open4 #aa4 ,q4 ,when drifting what should be the position of the separate exhaust valve1 the cylinder and port cocks8 ,a4 ,open position4 #ab4 ,q4 ,what will cause two exhausts of air to blow from the three-way cock or simpling valve in the cab when the engine is being changed to compound8 ,a4 ,a sticky exhaust valve4 ,it does not move when air is first discharged4 ,the second exhaust comes when it does move4 #ac4 ,q4 ,what does steam blowing at the three-way cock indicate8 ,a4 ,the separate exhaust valve not seating properly caused by stuck valves1 a weak or broken spring1 or the packing rings of separate exhaust valve leaking4 #ad4 ,q4 ,what can be done if the engine will not operate compound when the air pressure on the separate exhaust valve is released by the three-way cock8 ,a4 ,the separate exhaust valve has failed to close4 ,try jarring it with a hammer on the front side1 near the exhaust valve4 ,with a bad case1 take the valve out1 clean it and replace1 if not broken4 #ae4 ,q4 ,if the engine stands with high-pressure side on the dead center and will not move when given steam1 where is the trouble1 and what may be done to start the engine8 ,why8 ,a4 ,the intercepting valve is stuck in compound position1 so live steam cannot get to the low-pressure cylinder4 ,in a case of this kind1 close the throttle1 open cylinder and port cocks2 when all pressure is relieved1 use a bar to move forward the rod that works through the oil dash-pot1 thus moving the valve to simple position and steam will pass to the low-pressure cylinder as soon as throttle is open4 ,the engine will not start1 because with the low-pressure piston on the quarter1 steam must be admitted to its cylinder to start the engine4 #af4 ,q4 ,in the event of a breakdown1 how should one disconnect8 ,a4 ,the same as a simple engine with separate exhaust valve open1 so engine will work simple instead of compound4 #ag4 ,q4 ,what may be done to shut off steam pressure from the steam chest and low-pressure cylinder8 ,a4 ,to shut off steam from the low-pressure chest1 pull out the rod that runs through the dash-pot as far as possible and fasten it in this position4 ,then open the separate exhaust valve4 #ah4 ,q4 ,is it important that air be pumped up on a two-cylinder compound before the engine is moved8 ,why8 ,a4 ,yes4 ,because the separate exhaust valve is opened by air pressure and the engine cannot be simpled without sufficient pressure4 #ai4 ,q4 ,how are the blows in a compound located8 ,a4 ,the same as in a simple engine with the exception that any blow on the high-pressure side will not be heard when the separate exhaust valve is closed4 ,a blow on the high-pressure side will increase the pressure in the low-pressure side1 so relief valves will pop on low-pressure side when working compound with full throttle4 #bj4 ,q4 ,what should be done if high-pressure piston of a cross compound is broken off the rod1 or if the high-pressure or low-pressure cylinder head is broken8 ,a4 ,cover the ports on that side1 open separate exhaust valve and run in2 use live steam in low-pressure cylinder only1 for the broken piston4 ,with broken cylinder head1 would cover ports on that side4 ,open separate exhaust and run in with low-pressure side4 ,would not take down main rod1 but would take out pop valves in both cylinder heads and see that the cylinder is properly oiled4 ,for low-pressure head broken1 would cover ports on that side1 open separate exhaust valve and use high-pressure side2 need not take down main rod1 but would see that the cylinder is well oiled4 #ba4 ,q4 ,in the event of separate exhaust valves failing to work when throttle is wide open1 what can be done to assist in opening8 ,a4 ,ease throttle off very fine to reduce the receiver pressure2 in a moment or two the separate exhaust valve should then move4 ,if this did not work1 would shut off entirely1 even at the risk of stalling1 as in that event the train could be started again with engine cut in simple4 #bb4 ,q4 ,if a transmission bar on a cross compound is broken1 what would you do for the right side8 ,for the left side8 ,a4 ,for right side would cover ports on that side1 take out pop from cylinder head1 open separate exhaust and run in with other cylinder4 ,for left side1 cover ports and fasten valve stem same as for right side4 ,would leave main rods up1 keep separate exhaust open in both cases and see that cylinder is well oiled4 #bc4 ,q4 ,in the event of a cross compound beginning to jerk badly and cylinder head pops in low-pressure cylinder popping1 where would you look for the trouble8 ,a4 ,that either the high-pressure valve or piston packing was blowing live steam into the receiver and then into low-pressure steam chest4 ,if possible would locate trouble and report accordingly4 #bd4 ,q4 ,if during a trip you found the piston valve rings of a cross compound were broken1 what would you do8 ,a4 ,if nothing but rings were broken1 would reduce boiler pressure about #be per cent4 and go on with my train if possible4 #be4 ,q4 ,if piston valve on cross compound was broken so it became necessary to remove it1 what should you do8 ,a4 ,remove the broken piston valve1 reduce boiler pressure to #ajj pounds and proceed4 #bf4 ,q4 ,what is the difference between a ,vauclain four-cylinder compound1 a four-cylinder tandem1 a balanced and a ,mallet compound in their arrangement of cylinders8 ,a4 ,a ,vauclain compound has two cylinders on each side1 one above the other1 and both piston rods connected to one cross-head4 ,a four-cylinder tandem has four cylinders1 the high pressure being ahead of the low pressure on each side1 and both pistons connected to one piston rod and one cross-head4 ,a balanced compound has four cylinders1 the two high-pressure cylinders being between the frames1 each having a main rod connected to a crank axle4 ,the two low-pressure cylinders are located outside the frame1 each having a main rod and crank pin connected to the driving wheel center4 ,a ,mallet compound consists of two separate and independent engines1 one fixed to the boiler1 the other swinging from a center and sliding back and forth under the front end of the boiler4 ,the rear engine works steam at high pressure2 steam from this engine exhausts through a receiver pipe having flexible joints to the forward engine which works the steam at low pressure1 then exhausts it to the front end and stack4 #bg4 ,q4 ,how many main steam valves has each type8 ,a4 ,the ,vauclain has one valve on each side1 distributing steam to the high and low-pressure cylinder on that side4 ,the four-cylinder tandem has two valves on each side1 one for each of the two cylinders4 ,a ,baldwin balanced compound has two valves the same as the ,vauclain4 ,the ,american balanced compound has four valves1 one for each cylinder1 the two valves for one side of the engine being connected to one valve rod4 ,a ,mallet compound has a separate valve for each cylinder the same as a simple locomotive4 #bh4 ,q4 ,how do you test for blow in high and low-pressure cylinder packing for each type of compound engine8 ,a4 ,simple the engine if a cross compound1 then make test the same as for a simple engine4 ,for ,vauclain four-cylinder compounds1 test low pressure first4 ,a blow past the low-pressure piston will show the same as on a simple engine2 a blow past the high-pressure piston will make the engine stronger on that side when working a full throttle and the exhaust from the low-pressure cylinder will be heavier4 ,to test the valve on either side1 cover the ports4 ,broken packing rings in the steam valve will show a blow in one position and be tight in another4 ,for tandem compound1 to test high-pressure piston packing1 stand engine on the top quarter1 lever in back gear1 drivers blocked and starting valve closed2 remove back indicator plug or open back cylinder cock of high-pressure cylinder4 ,steam coming from the back cylinder cock must get by the piston packing or by-pass or starting valve4 ,now put reverse lever ahead and try the other indicator plug or cylinder cock4 ,if a leaky by-pass valve in the front end is the trouble1 no steam will come through4 ,to test the low-pressure piston packing1 place the engine in the same position1 lever in position to admit steam into the front end of high-pressure cylinder4 ,open starting valve1 remove back indicator plug of low-pressure cylinder and give engine steam2 if steam comes from the indicator plug opening or open back cylinder cock1 either packing or by-pass is leaking4 ,to determine which one1 put reverse lever in another position1 close back indicator plug and open forward one2 if blow still continues1 the packing rings are leaking or else both by-pass valves4 ,would then inspect the by-pass valves4 #bi4 ,q4 ,how can the blow through sleeve packing between high and low-pressure cylinder of the tandem compound be located8 ,a4 ,place the engine as before on the top quarter1 put reverse lever in forward gear1 see that starting valve is closed1 block the drivers or set the brakes solid and open the throttle4 ,until the engine moves1 unless there is a leak1 no steam can get into the front side of the low-pressure cylinder4 ,remove the indicator plug in front end of the low-pressure cylinder for this test4 #cj4 ,q4 ,how test for piston packing blow with balanced compound8 ,a4 ,for a ,baldwin balanced compound to test the high-pressure piston packing1 place the engine with the outside main pin on that side of the engine on the bottom quarter1 the reverse lever in the forward notch1 starting valve closed1 set the brakes solid or block the drivers1 remove the indicator plug in the front end of either the high or low-pressure cylinder4 ,with throttle open this will admit steam to the back end of high-pressure cylinder4 ,steam coming out of this plug opening1 will indicate a leak past the piston or the high-pressure valve4 ,if uncertain1 next test the high-pressure valve by moving the reverse lever to the center notch4 ,this should cover the ports and if the valve is tight the blow will stop4 ,to test the low-pressure piston1 place the engine in the same position with wheels blocked1 starting valve open1 back indicator plug out2 when throttle is opened1 the leaky packing will be shown by steam issuing from the plug opening4 ,if uncertain1 the valve can be tested by bringing reverse lever to the center of quadrant1 which will spot valve over port and if it is tight the blow will stop4 ,in any compound engine a blow past the high-pressure packing tends to increase the pressure in the low-pressure cylinder4 ,a blow past the low-pressure packing can always be heard at the exhaust1 and is usually on both forward and back strokes1 while a blow past the by-pass valves or valve bushings occurs at a certain part of a complete revolution only4 #ca4 ,q4 ,in case it was necessary to disconnect on one side of a compound engine1 how would you cover ports and hold valves in position8 ,a4 ,the easiest way is to clamp the valve stem to hold valve in mid position2 this should cover all ports4 ,it may be necessary to take off head of piston valve chest and block in there4 #cb4 ,q4 ,is it a disadvantage to work a compound engine in short cut-off8 ,why8 ,a4 ,yes4 ,if cut-off is too short the proper proportion of steam passing the throttle will not get to the low-pressure cylinder4 ,the work should be divided between the two cylinders on same side4 #cc4 ,q4 ,in what way do the ,mallet or articulated compounds differ from other steam locomotives in the distribution of the steam8 ,a4 ,mallet compounds have two separate and complete engines under one boiler4 ,the rear engine has a rigid connection to the back end of the boiler2 this engine works boiler steam direct the same as a simple locomotive4 ,under the front end of the boiler is another engine so constructed that the entire front engine can move from side to side under the boiler1 having a hinged connection at the front end of the rear engine to allow the locomotive to pass curves more easily4 ,the front engine takes the exhaust steam from the rear engine through a flexible pipe or receiver and works it through a larger set of cylinders and thus compounds the steam4 ,from the low-pressure cylinders the steam is exhausted to the atmosphere through the stack4 #cd4 ,q4 ,how do you get the use of both engines when starting a train8 ,a4 ,to get steam into the low-pressure cylinders before the high-pressure engine has exhausted1 some types of the ,mallet compound have a live steam pipe with a valve in the cab to admit boiler steam to the receiver pipe and thus get the use of the front engine in starting a train4 ,the ,american ,locomotive ,company articulated compounds have an intercepting valve similar to the one used in the ,richmond cross compound1 located between the exhaust passage of the rear engine and the flexible receiving pipe of the front one4 ,this intercepting valve when in ,,simple position1 allows the high-pressure cylinders of the rear engine to exhaust directly to the stack instead of into the receiver1 and feeds boiler steam at a reduced pressure into the receiver pipe for the low-pressure cylinders without giving any back pressure on the high-pressure pistons4 ,this increases the power of the complete locomotive about #bj per cent4 ,when in compound position1 the intercepting valve cuts off the supply of live steam to the receiver pipe and forces the exhaust steam to go to the low-pressure engine ahead4 #ce4 ,q4 ,how is the ,american articulated compound changed from compound to simple1 and back to compound again8 ,a4 ,to work the locomotive simple1 place the handle of operating valve in the cab to point toward the rear4 ,this admits steam against the piston that operates the emergency exhaust valve and opens it4 ,exhaust steam from the high-pressure engine can pass to the exhaust nozzle instead of to the low-pressure engine4 ,the intercepting valve then moves over so that live steam reduced to #dj per cent4 of boiler pressure goes through the receiver pipe to the low-pressure engine4 ,to work compound1 place the handle of the operating valve to point forward4 ,this will exhaust the steam1 holding the emergency exhaust valve open2 a spring and the pressure of the steam exhausted from the rear engine will close the emergency exhaust valve and build up a pressure against the intercepting valve that will open it so exhaust steam from the rear engine will go to the forward one and at the same movement close the reducing valve so no more live steam goes to the receiver4 #cf4 ,q4 ,when is it necessary to use the operating valve to change the locomotive from compound to simple1 or from simple to compound8 ,a4 ,when giving the engines steam to start1 the intercepting valve should automatically go to simple position until exhaust steam from the rear engine builds up a receiver pressure that shifts the valve to compound2 if it does not1 use the operating valve4 ,when moving less than four miles an hour or when about to stall on a grade1 set the engines working simple2 changing to compound when the danger of stalling is over or the speed is more than four miles an hour4 ,if there is no intercepting valve to furnish live steam to the forward engine1 open the starting valve to admit live steam to the receiver pipe and low-pressure engine4 #cg4 ,q4 ,if in starting the locomotive the forward engine does not take steam1 what is the trouble8 ,a4 ,the reducing valve may be stuck shut on account of being dirty or stuck on the stem of the intercepting valve4 ,in case the reducing valve is stuck shut1 the head of the dash-pot can be taken off and the valve worked back and forth to loosen it4 ,the intercepting valve should be liberally oiled just before starting and occasionally during long runs to keep it free from sticking4 #ch4 ,q4 ,why does the ,mallet compound have more power when working simple than compound8 ,a4 ,if a starting valve is used to admit live steam to the receiver pipe and thence to the low-pressure engine1 this gives a higher pressure to the low-pressure cylinders4 ,if an intercepting valve is used1 the open emergency exhaust valve allows exhaust steam from the rear engine to go direct to the stack2 this takes away the back pressure of the receiver steam from the high-pressure pistons1 about #cj per cent4 of the boiler pressure1 and thus adds to the power of the rear engine4 ,the reducing valve when feeding live steam gives about #dj per cent4 of boiler pressure to the low-pressure engine instead of the #cj per cent4 it gets from the receiver2 the added power of both engines working simple is about #bj per cent4 over the compound operation4 #ci4 ,q4 ,what is the duty of the by-pass valves on the sides of the low-pressure cylinders8 ,should they be kept clean of gum and grit8 ,a4 ,these valves are connected to the steam ports at each end of the cylinders and open to allow air and steam to pass from one end of the cylinder to the other2 away from the moving piston when the engine is drifting4 ,if not kept clean they may stick open2 when working steam the engine will blow badly2 if they stick shut the engine will pound when drifting4 #dj4 ,q4 ,in what position should the reverse lever be when the steam is shut off and the engine drifting8 ,a4 ,below three-quarters of full gear1 so the valves will have nearly full travel4 #da4 ,q4 ,why should the power reversing gear of the ,mallet compound always have its dash-pot cylinder full of oil8 ,a4 ,to prevent the too rapid movement of the reverse gear piston and its damage4 #db4 ,q4 ,in what position should the engines stand to test for blows in valves and piston packing8 ,a4 ,put the operating valve1 or starting valve1 in simple position4 ,spot the engine in the proper position and test each engine for blows the same as for a simple engine4 #dc4 ,q4 ,what power is used with ,ragonnet or ,baldwin power reverse gear8 ,a4 ,air pressure4 #dd4 ,q4 ,can and should steam pressure be used8 ,a4 ,yes4 ,however1 steam should never be used except in an emergency when air is not available4 #de4 ,q4 ,what precaution should be taken regarding steam check and throttle8 ,a4 ,that they are tight and check working properly1 to insure that steam is kept from entering main reservoir1 for if it should do so it would burn out the gaskets in the air brake equipment1 allow moisture to accumulate1 which would result in freezing and bursting of equipment as well as being dangerous4 #df4 ,q4 ,what would cause the gear to fail to hold links in intended cut-off1 and allow them to raise and lower without operating valve in the cab being changed8 ,a4 ,leaks in main valve and piston packing4 ,,walschaert ,,and ,,baker-,,pilliod ,,valve ,,gears #a4 ,q4 ,give a brief explanation of the ,walschaert valve gear4 ,a4 ,the ,walschaert gear has an eccentric crank attached to the end of the main pin on each side of the locomotive1 with an eccentric rod from this pin to the connection at the bottom end of the link4 ,this eccentric is located so it serves for both forward and back motion4 ,the link swings on a center trunnion and cannot be moved up and down as the ,stephenson link1 but the link block can be moved from one end of the link to the other to reverse the engine2 or part way toward the center of the link to change the cut-off4 ,a radius rod connects the link block to the valve stem4 ,there are two motions given to the valve stem1 one from the link block which regulates the travel of the valve for the cut-off and reversing2 the other motion is from a connection with the cross-head which gives the valve a positive motion to take care of the lap and lead4 ,to give this motion there is used a combination lever or a lap and lead lever connected to a cross-head arm by the union link4 #b4 ,q4 ,is the ,walschaert gear direct or indirect8 ,a4 ,it is direct when the link block is below the center of the link2 it is indirect when the link block is above the center of the link4 #c4 ,q4 ,what are the principal differences in the location of the ,stephenson and ,walschaert gears1 and what advantages does this give the ,walschaert8 ,a4 ,the ,stephenson gear is placed between the main frames and employs two eccentrics1 with straps and rods on each side of the locomotive2 one for forward and one for backward motion4 ,the ,walschaert gear is placed outside the driving wheels and frame1 has but one eccentric1 which is a simple arm connected to the outside end of the crank pin for both forward and back motion4 ,the links are set above the wheels on a level with the steam chest1 the combination lever next to the cross-head4 ,this gives it an advantage of a better chance to inspect all parts1 the eccentric connections are much lighter and direct1 which makes them less liable to wear or breakdown1 and the valve has a constant lead4 #d4 ,q4 ,how is the lead affected by movement of the reverse lever with the two gears8 ,a4 ,with the ,stephenson gear the lead increases as the reverse lever is hooked toward the center in both forward and back motion4 ,with the ,walschaert gear the lead is the same in all positions of the lever1 so that the lever is used to reverse the engine or adjust the cut-off4 #e4 ,q4 ,in reversing1 how do the two gears differ as to the movement of the link and link block8 ,a4 ,with the ,stephenson gear1 when reversing1 the link is raised and lowered1 bringing the block which is not moved by the reverse lever under control of either the forward or back-up eccentric as is desired to move the engine the proper way4 ,with the ,walschaert gear the link is not moved by the reverse lever1 but the link block is raised and lowered in the link2 the position of the block above or below the center of the link controlling the direction of motion4 #f4 ,q4 ,what would you disconnect if the eccentric crank1 eccentric rod1 or the arm at the bottom of the link should break8 ,a4 ,would remove the broken parts1 disconnect the link lifter from the radius rod and block the link block in the center of the link2 the combination lever would then move the valve twice the amount of its lap and lead1 which would be sufficient to provide for lubricating the cylinder4 #g4 ,q4 ,if the main crank pin was broken8 ,a4 ,take down eccentric rod1 eccentric crank1 main rod and all connecting rods1 block cross-head1 disconnect from end of radius rod1 chain it to running board and block steam valve to cover ports4 #h4 ,q4 ,broken cross-head pin1 main rod1 strap or brasses8 ,a4 ,take down main rod1 block cross-head1 disconnect front end of radius rod and chain to running board and block the valve to cover ports4 #i4 ,q4 ,with a broken combination lever1 union link or cross-head arms1 what would you do8 ,a4 ,would disconnect the forward end of the radius rod and secure it to the running board with a small chain1 wire or rope1 remove all broken parts1 take off the combination lever1 even if not broken1 secure the valve in its central position1 loosen cylinder head to provide for lubrication1 leave up main rod and proceed on one side4 ,if valve was blocked to open rear port slightly1 this would provide for lubrication and the cylinder head need not be loosened4 #aj4 ,q4 ,if the radius rod on ,walschaert gear is disabled1 what should be done8 ,a4 ,if broken in front of the link block1 take off the broken part by disconnecting from combination lever1 take down eccentric rod1 fasten valve to cover ports and proceed on one side4 ,if broken back of the link block1 block the link block in the desired position and proceed with both sides4 #aa4 ,q4 ,what would you disconnect with a ,walschaert gear if a valve yoke should break8 ,a4 ,disconnect the forward end of the radius rod1 suspend it from running board1 block the valve1 provide for lubricating the piston and proceed4 #ab4 ,q4 ,how proceed with a broken reach rod8 ,a4 ,remove the reach rod1 block links on lower side to hold them in running position for proper direction4 ,unless radius rod lifters can be uncoupled1 leave a little slack in the blocking4 #ac4 ,q4 ,how can you tell without opening the steam chest if the valve covers the port with ,stephenson gear8 ,with ,walschaert gear8 ,a4 ,place the rocker shaft vertical with ,stephenson gear4 ,place the combination lever vertical with reverse lever in mid gear so the link block is in the center of ,walschaert link4 #ad4 ,q4 ,what is the ,baker-,pilliod valve gear8 ,a4 ,it is an outside gear with an eccentric crank1 similar to the ,walschaert gear1 but without a reversing link4 ,the motion is reversed by means of a reversing yoke instead of a link2 the cut-off is changed in the same manner4 ,it uses a combination lever connected with a union link to its cross-head arm4 ,in case of breakdown remove the broken parts the same as described for ,walschaert gear1 blocking the reversing yoke1 if necessary1 in the proper position4 #ae4 ,q4 ,is the ,baker gear a direct or an indirect motion8 ,a4 ,it is direct1 going ahead for an inside admission and indirect backing up1 and just the opposite for the outside admission type4 #af4 ,q4 ,what parts of the ,baker gear take the place of the link which is used by the ,stephenson or ,walschaert motion8 ,a4 ,the radius bars and reverse yoke4 #ag4 ,q4 ,what relation to the main pin is the eccentric crank set to8 ,a4 ,the eccentric crank always follows the main pin4 #ah4 ,q4 ,should the eccentric rod or eccentric crank break how is the engine put in condition to proceed8 ,a4 ,the disabled side can have lap and lead travel and a port opening equal to the lead for all cut-offs4 ,first block the bell crank by using a ,u bolt 7which should be provided7 in the holes placed in the gear frame for this purpose4 ,throwing reverse lever in mid-gear will help to get bell crank in position to block4 ,second1 take down broken parts4 ,third1 knock out back pin of short reach rod and throw reverse yoke in forward motion against gear frame4 #ai4 ,q4 ,what is to be done should a gear connection rod break8 ,a4 ,do the same as for a broken eccentric or crank4 #bj4 ,q4 ,what is to be done should the upper part of gear connection rod break8 ,a4 ,if break is close to the middle pin1 do the same as for a broken eccentric rod and also tie lower end of gear connection rod to keep it from swinging4 ,if break is near the top and below the jaw1 first block the bell crank and wire the connection rod fast to radius bars4 ,if break is through top jaw1 do the same as for broken eccentric rod4 #ba4 ,q4 ,what is to be done should a radius bar break8 ,a4 ,do the same as for broken eccentric rod4 #bb4 ,q4 ,if the horizontal arm of bell crank should break8 ,a4 ,same as broken eccentric rod4 #bc4 ,q4 ,what is to be done should the vertical arm or bell crank break8 ,a4 ,take down union link combination lever and valve rod1 then block valve over ports by using set-screw in valve stem cross-head provided for that purpose4 #bd4 ,q4 ,should you break cross-head arm or union link1 what would you do8 ,a4 ,if rod be provided to secure lower end of the combination lever to guide yoke1 remove broken parts and proceed with full train1 working engine at long cut-off4 ,otherwise would remove broken parts1 combination lever and valve rod1 cover ports1 and proceed on one side4 #be4 ,q4 ,what do you do if a union link should break8 ,a4 ,same as for a broken cross-head arm4 #bf4 ,q4 ,what is to be done if a combination lever should break8 ,a4 ,tie combination lever plumb1 same as for a broken cross-head arm1 if it is possible4 ,if not possible1 take down the combination lever and valve rod and cover the ports4 #bg4 ,q4 ,what is to be done if a valve rod breaks8 ,a4 ,take down the broken parts and cover ports1 leaving the rest of the gear intact4 #bh4 ,q4 ,what is to be done if a reverse yoke breaks8 ,a4 ,if lugs for holding reach rod breaks1 block yoke securely at whatever cut-off you wish to work the engine and take down the short reach rod4 ,if break is below the lugs1 do the same as for broken eccentric rod4 #bi4 ,q4 ,what do you do if reach rod should break8 ,a4 ,if short reach rod breaks1 block the yoke at cut-off desired and wire fast so it cannot move4 ,if main reach rod breaks1 block between tumbling shaft arm and cross-tie brace1 wiring same securely4 #cj4 ,q4 ,what is to be done if the engine breaks down other than valve gear8 ,a4 ,in this case do the same as for any other valve4 ,,southern ,,valve ,,gear #a4 ,q4 ,if the eccentric crank or eccentric rods fail8 ,a4 ,disconnect the eccentric rod from crank1 radius hanger and transmission yoke1 tie up the hanger and yoke1 clamp valve central position and proceed4 #b4 ,q4 ,if radius hanger fails8 ,a4 ,disconnect the hanger from rod and take down eccentric rod1 clamp valve in central position and proceed4 #c4 ,q4 ,if transmission yoke fails8 ,a4 ,disconnect from the eccentric rod and clamp valve in central position and proceed4 #d4 ,q4 ,if horizontal arm of bell crank fails8 ,a4 ,disconnect the yoke from the eccentric rod1 tie up to clear1 clamp valve in central position and proceed4 #e4 ,q4 ,if vertical arm to bell crank breaks8 ,a4 ,clamp valve in central position and proceed4 ,take the broken arm down if necessary4 #f4 ,q4 ,if one auxiliary reach rod or reverse shaft arm fail8 ,a4 ,block both link blocks in same position of links1 and in such a position as to give port opening enough to start train and control speed by throttle4 #g4 ,q4 ,if main reach rod1 or middle arm to reverse shaft fail8 ,if both auxiliary reach rods fail8 ,a4 ,block link blocks in full valve travel1 controlling power and speed with the throttle4 ,,lubrication #a4 ,q4 ,what produces friction1 and what is the result of excessive friction8 ,a4 ,friction as considered in locomotive service is produced by one body being rubbed across the surface of another when they are held in contact by pressure1 and the result of excessive friction is heat more or less intense and the destruction of the journal and its bearing or the roughening of the sliding surfaces4 #b4 ,q4 ,what is lubrication and its object8 ,a4 ,the object of lubrication is to interpose a film of oil1 grease or some lubricant between the two surfaces that will prevent these rubbing surfaces from coming into too intimate contact4 #c4 ,q4 ,what examinations should be made by the engineer to insure successful lubrication8 ,a4 ,see that all oil holes are open1 cups filled and in good working order1 the packing in cellars evenly put in and in contact with the journal4 ,that waste on top of driving or truck boxes is in proper shape1 also that grease cups are filled1 and the plugs and jam nuts in good shape1 and that the grease cellars contain sufficient grease for the next trip4 #d4 ,q4 ,how should feeders of all oil cups be adjusted8 ,a4 ,to feed as small a quantity of oil as possible and regularly to give perfect lubrication4 #e4 ,q4 ,why is it bad practice to keep engine oil close to boiler in warm weather8 ,a4 ,the oil is thinned to such a degree by the heat of the boiler that it runs off as soon as applied1 and very often a hot bearing is the result4 #f4 ,q4 ,in what manner would you care for a hot bearing if discovered on the road8 ,a4 ,use as much time as available in cooling the same1 making sure that all moving parts are free and carefully lubricated before proceeding4 #g4 ,q4 ,what kind of oil should be used on hot bearings8 ,a4 ,use engine oil unless the temperature of bearing consumes it1 when a small quantity of valve oil may be used while the bearing is warm enough to make this oil flow4 ,the valve oil must be removed as soon as the bearing cools to prevent reheating4 #h4 ,q4 ,at completion of trip what is necessary8 ,a4 ,close all adjustable feeds and examine all lubricated parts by contact with the hand to determine that they are not above running temperature4 #i4 ,q4 ,how would you determine what boxes to report examined8 ,why not report all boxes examined8 ,a4 ,by placing the hand on driving box1 on hub of engine truck wheel and on top of tender truck boxes nearest the brass1 and would not report them examined unless the temperature of same was above running heat4 ,it is not necessary to report all boxes examined1 because they do not all give trouble at the same time4 ,if this report was made1 it would appear that a proper inspection had not been made and would result in unnecessary work and waste of material4 #aj4 ,q4 ,why is it bad practice to disturb the packing on top of driving and engine truck boxes with spout of oil can when oiling engine8 ,a4 ,this packing is put on top of boxes to assist in keeping dirt and dust out of oil holes1 also to aid in gradual lubrication from the top4 ,if this packing is disturbed it will permit dirt and grit to work into oil holes and on the bearings as well as feed the oil away too rapidly4 #aa4 ,q4 ,how do you adjust grease cups as applied to rods8 ,a4 ,screw down plug until you feel a slight resistance from the grease1 stop when grease shows between brass and pin2 this should be sufficient over the division4 #ab4 ,q4 ,is it usual for pins to run warm when using grease8 ,a4 ,yes2 grease does not work properly until it gets warm enough to flow readily over the bearing4 #ac4 ,q4 ,what effect does too much pressure produce8 ,a4 ,wastes grease and increases the friction until the surplus amount is worked out so the bearing runs free on its journal4 #ad4 ,q4 ,is it necessary to use oil with grease on crank pins8 ,a4 ,no4 #ae4 ,q4 ,when an engine is equipped with ,elvin driving box lubricator1 how can you tell whether a sufficient amount of lubricant is in the grease receptacle8 ,a4 ,the indicator wire fastened to the bottom of the grease cellar indicates the amount of grease left in the cellar4 #af4 ,q4 ,why should engine oil not be used on valves and cylinders8 ,a4 ,engine oil loses its lubricating qualities before it gets up to the temperature of the valves and cylinders when they are working steam4 #ag4 ,q4 ,at what temperature does engine oil lose its lubricating qualities8 ,at what temperature for valve oil8 ,a4 ,engine oil begins to separate and give off gas at #cde degrees ,f4 ,the temperature of steam at #abj pounds is #cej degrees ,f41 while valve oil has a flash test of #ebj degrees ,f4 ,the temperature of steam at #bce pounds is #dca degrees ,f41 much lower than the flash test of valve oil4 #ah4 ,q4 ,how and by what means are valves1 cylinders and the steam end of air pumps lubricated8 ,a4 ,by a sight-feed hydrostatic lubricator4 #ai4 ,q4 ,what is the principle on which a lubricator operates4 ,how does the oil get from the cup to the steam chest8 ,a4 ,the lubricator is located in the cab so there is a gradual descent in the oil pipe from the lubricator to the steam chest4 ,above the oil reservoir is a condenser that is kept filled with water condensed from steam fed from the boiler4 ,the pressure of this water comes on the oil in the oil tank below it1 forcing oil through the sight-feed valves2 it then passes up by the sight-feed glasses to the oil pipe and steam chest4 ,the use of the glasses is to make the drop of oil visible as it leaves the sight-feed nipple so the amount of oil fed can be regulated4 ,steam from the boiler fed to the lubricator at boiler pressure through the equalizing tubes balances the pressure which comes from the steam chest when the engine is working steam4 #bj4 ,q4 ,how should the lubricator be filled8 ,a4 ,first close all valves connected with the lubricator1 open drain plug and remove filling plug1 allowing water to escape until oil appears with it4 ,drain plug should then be closed4 ,fill the oil tank in the usual way1 being careful not to overflow it2 then replace filling plug4 ,if the supply of oil is insufficient to fill the lubricator1 water can be used to finish it1 as the lubricator will begin feeding sooner when filled full4 #ba4 ,q4 ,after filling lubricator1 what should be done8 ,a4 ,open the steam throttle to the lubricator wide1 then carefully open the water valve1 but do not open the feeds until sure the chamber in the glass is filled with water4 #bb4 ,q4 ,how long before leaving terminal should the feed valves be opened8 ,why8 ,a4 ,about fifteen minutes2 this time is necessary to allow oil to feed through the oil pipe and reach the steam chests4 #bc4 ,q4 ,how many drops should be fed per minute8 ,a4 ,from one to seven1 timed by the watch1 depending on conditions4 ,cylinders of large size require more oil than smaller ones4 #bd4 ,q4 ,if lubricator feeds regularly when working steam and too rapidly after shutting off1 what is the trouble8 ,a4 ,the opening in the choke plug at the lubricator or through the steam valves at the steam chest is too large and should be reduced to the proper size by applying new chokes or valves4 #be4 ,q4 ,when valves appear dry while using steam and the lubricator is working all right1 what would you do to relieve these conditions8 ,a4 ,ease off throttle for a few seconds to reduce the steam chest pressure and drop the reverse lever a few notches to give the valve a longer travel2 oil held in the pipes will then flow down4 ,,federal ,,regulations ,for ,inspection of ,locomotive ,boilers and ,safety ,appliances #a4 ,q4 ,what is the purpose of the federal rules and regulations for inspection of locomotive boilers8 ,a4 ,so that all railroads operating under the laws of the ,united ,states government1 would be obliged to maintain their boilers in a safe working condition4 #b4 ,q4 ,what is the purpose of the quarterly and monthly interstate inspection cards placed in the cab of the locomotive8 ,a4 ,so that the federal inspector or engineer may see that the locomotive boiler has received its monthly or quarterly inspection4 #c4 ,q4 ,what constitutes a safety appliance1 as applied to a locomotive8 ,a4 ,any appliance that is placed on a locomotive for the purpose of protecting the employees from personal injury4 #d4 ,q4 ,name some of the safety appliances found on a locomotive8 ,a4 ,shield for tubular glass lubricators1 also shields for water glass1 automatic couplers1 with lever attachments1 air brakes1 etc4 #e4 ,q4 ,in what condition should safety appliances be maintained8 ,a4 ,they should be maintained in first class condition4 #f4 ,q4 ,what should be done in event of any of the safety appliances being damaged while engine is in service so as to render it unsafe8 ,a4 ,warn all employees whose duties require them to work around the locomotive of its unsafe condition1 then make report to those in authority so that it may be taken out of service until repairs are made4 #g4 ,q4 ,what effort should be made on the part of the engineer to prevent persons using a safety appliance which he knows is damaged and unsafe8 ,a4 ,he should use such precaution as in his judgment would protect from injury all persons who are on or around the locomotive4 #h4 ,q4 ,what is the duty of the engineer in event of his discovering a safety appliance which is in an unsafe condition when taking an engine from roundhouse territory8 ,a4 ,he should report at once to the person in authority so that necessary repairs may be made before engine goes into service4 ,,pyle-,,national ,,electric ,,headlight #a4 ,q4 ,why are electric headlights applied to locomotives8 ,a4 ,electric headlights are applied to locomotives so that the engineer may have a clear view of the track for enough ahead of the train to enable him to protect the company's property in his charge4 #b4 ,q4 ,how far ahead of the engine should the arc headlight illuminate the track8 ,a4 ,not less than from fifteen to twenty telegraph poles4 #c4 ,q4 ,state how you would focus the lamp4 ,a4 ,first1 would adjust back of the reflector so front edge of reflector will be parallel with front edge of case4 ,second1 adjust the lamp to have point of copper electrode as near the center of reflector as possible with carbons as near the center of the chimney holes as you can set them4 ,third1 have the locomotive on straight track4 ,now move the base of the lamp around until you get a parallel beam of white light straight down the center of the track1 then tighten the lamp down4 #d4 ,q4 ,if the light throws shadows upon the track1 is it properly focused8 ,a4 ,no4 #e4 ,q4 ,if the light is properly focused1 that is1 if the rays are leaving the reflector in parallel lines1 but the light does not strike the center of the track1 what should be done8 ,a4 ,when the light rays are thrown out in parallel lines and they do not strike the center of the track1 it denotes that the headlight case is not set straight with the engine1 and the entire case on base board must be shifted until the shaft of light strikes the track as desired4 #f4 ,q4 ,what can you do to insure a good and unfailing light for the entire trip8 ,a4 ,by carefully inspecting the entire equipment before departing on each trip1 and know that there are no wires with insulation charred or worn off1 that all screws and connections are tight1 commutator clean and brushes set in brush holder in proper manner4 ,carbon in lamp of sufficient length to complete trip1 and that the carbon will feed through the clutch freely and rests central over the copper electrode4 ,copper electrode cleaned off1 oil in both bearings and see that steam does not blow at stuffing box gland4 #g4 ,q4 ,what kind of oil and how much would you use in the bearings of the electric headlight equipment8 ,a4 ,would use the best grade of black or engine oil furnished for both bearings and only enough oil in oil cellar that the revolving loose oil ring may trail through the oil4 ,when bearings are supplied with oil cups1 use a heavy oil such as good engine or valve oil4 #h4 ,q4 ,why should you not use valve oil in these bearings8 ,a4 ,valve oil cannot be used successfully in the main bearing because of its heavy body4 ,valve oil could not be carried up to shaft by the oil ring in cold weather1 as the ring will not revolve4 #i4 ,q4 ,what is the most vital part of the dynamo8 ,a4 ,the commutator4 #aj4 ,q4 ,what care or attention should be given the commutator8 ,a4 ,the commutator must be kept clean1 free from dirt1 and the mica must be kept filed a trifle below the surface of the copper bars4 #aa4 ,q4 ,what kind of a bearing should the brush have on the commutator8 ,a4 ,brushes should be fitted to have a bearing with the same contour as the commutator4 #ab4 ,q4 ,how are the brushes fitted8 ,a4 ,brushes are fitted by cutting a strip of ,no4 #j sandpaper about the width of the commutator surface 7have the dynamo idle71 place the strips of sandpaper under the brush1 then pull the sandpaper from left to right2 continue this process until the brush has been fitted to a true smooth bearing4 ,then trim about one-eighth inch off of the front edge of the brush4 #ac4 ,q4 ,is it advisable to ever try to fit a brush with a file or knife8 ,a4 ,most emphatically no4 ,you could not get a bearing across the brush no matter how hard you might try with either a file or a knife4 #ad4 ,q4 ,why is it important to clean the scale off of the point of the copper electrode each trip8 ,a4 ,the scale on the copper electrode after it has cooled off is a non-conductor of current1 and acts as a blind gasket between the carbon and the copper electrode4 ,unless this scale is removed1 the current cannot pass between the points of carbon and electrode and you cannot1 therefore1 have a light4 ,when the dynamo fields are compound wound1 it is unnecessary to clean scale from copper electrode oftener than once a week1 at which time copper electrode should be removed from holder and all scale cleaned off4 7,with compound wound dynamo fields the cab lamps will continue to burn when head-lamp is extinguished by lifting carbon by hand47 #ae4 ,q4 ,how should the copper electrode be trimmed at the point8 ,a4 ,the copper electrode should have about one-eighth inch surface on the contact point4 #af4 ,q4 ,how far should the copper electrode project over the holder8 ,a4 ,about one inch4 #ag4 ,q4 ,should the electrode be raised up to one and one-half inches1 what might happen8 ,a4 ,if the copper electrode was run at a point so near the clutch1 the intense heat of the arc might do damage to the top carbon holder and clutch4 #ah4 ,q4 ,what regulation should be given to the tension spring ,no4 #ic of the lamp1 and why8 ,a4 ,this tension spring1 ,no4 #ic1 should be regulated when the current is off the lamp and should be adjusted only tight enough to pull the magnet yoke up against the top stop lug on the side of lamp column4 #ai4 ,q4 ,if this tension spring was tightened too tightly1 what might happen8 ,a4 ,at usual speed between stations1 the movement of the engine would impart an added resistance against the pull of the solenoid by the tension spring1 which would shorten up the arc and dim down the light4 #bj4 ,q4 ,is there anything else that could cause the light to dim down when the engine is running fast8 ,a4 ,yes2 if the spring ,no4 #ib-;,a that hold the heel of the clutch should be too weak1 the heel of the clutch would be forced up by the motion of the locomotive2 this would release the carbon which would fall to the point of the copper electrode1 causing the light to dim down1 or1 if the clutch should be used until the sharp edge that grips the carbon should have become worn smooth or round1 the same would occur4 #ba4 ,q4 ,if the light burns satisfactorily while the engine is in motion1 but goes out when engine is stopped1 where would you find the trouble8 ,a4 ,this trouble is most always found to be caused by the tension spring ,no4 #ic being too weak1 though if the dash-pot plunger has become corroded until it sticks in the dash-pot1 the light will act the same as if the tension spring were too weak4 #bb4 ,q4 ,if the dash-pot should be found stuck1 would you put oil in it8 ,a4 ,coal oil could be used to clean and cut the dirt out of the pot and from off the plunger1 but after the dash-pot and plunger have been cleaned1 all oil must be wiped off1 for oil would cause the plunger to stick as well as collect dirt4 #bc4 ,q4 ,if the carbon of lamp should jig or pound1 what can be done to stop it8 ,a4 ,if the carbons pound the electrode1 it is evidence that the iron armature ,no4 #fd may be too far out of the solenoid1 or the speed of the turbine engine may be too slow4 ,this trouble can be remedied by adding another link to the suspension link1 which has one end connected to the magnet yoke1 the other end being connected to the iron armature ,no4 #fd4 ,if1 however1 when the arc is formed1 it is found that the bottom end of iron armature ,no4 #fd measures one-half inch from bottom of solenoid1 the pounding is caused by the speed of turbine engine being too slow4 #bd4 ,q4 ,if the copper electrode was fusing1 how would you know it8 ,a4 ,when the copper electrode is fused1 a green light is always given off4 #be4 ,q4 ,what should be done when a green light is seen8 ,a4 ,immediately close off on the steam throttle until a white light re-appears4 #bf4 ,q4 ,what is the cause of the fusing of the copper electrode8 ,a4 ,usually too high speed of the armature1 although should you connect the wires up wrong that the current flowing from the dynamo to the lamp should enter the lamp at the electrode instead of passing through the carbon first1 you would get a green light and fuse the electrode4 #bg4 ,q4 ,what arrangements have been made so that you cannot connect the wires wrong8 ,a4 ,the positive binding posts1 both at the dynamo and the lamp1 have been provided with a much larger hole to receive the wire than has been made in the negative binding posts1 and the ends of the positive wire should always be bent or doubled back1 so that they will just enter the receptacle in the positive binding posts1 but cannot be connected at the negative binding posts4 #bh4 ,q4 ,should the copper electrode and holder become fused until no longer serviceable while on the road1 what would you do8 ,a4 ,would remove the damaged holder from the lamp and substitute either an iron bolt of sufficient length or a carbon1 securing the improvised electrode in the bracket of lamp same as the electrode holder is held1 only being sure that the end of the bolt or carbon comes up into the center of the reflector and did not rest on the base of reflector or lamp4 #bi4 ,q4 ,what is the difference between a series wound equipment and a compound wound equipment1 and what advantages are obtained from the use of the compound equipment4 ,a4 ,with the series wound equipment1 the incandescent cab lights burn only with the arc lamp1 while with the compound machine the incandescent lamps are independent of the arc and can be used as desired4 #cj4 ,q4 ,if you were running along with your light burning steadily and nicely1 then suddenly the light began to flash badly and kept it up1 where would you look for the trouble8 ,a4 ,trouble would usually be found at one of the binding posts1 where one of the binding post screws would be found loose4 #ca4 ,q4 ,if you were running along with light burning satisfactorily and suddenly it went out1 where would you be likely to find the trouble8 ,a4 ,you would find that either the carbon had burned out1 one of the lead wires had broken between the dynamo and the lamp1 or one of the wires had gotten loose at the binding post and fallen out4 #cb4 ,q4 ,if the light goes out while you are between stations1 what course should an engineer pursue8 ,a4 ,if the light goes out while you are between stations and an investigation cannot be made within a few minutes thereafter to determine the cause1 the steam should be shut off from the turbine and the dynamo stopped until such time when the cause of failure can be determined4 #cc4 ,q4 ,why is it essential to shut off steam and stop the equipment8 ,a4 ,for the reason that if the failure was due to a short circuit1 damage might be done to the coils or armature by overheating4 #cd4 ,q4 ,how does the equipment act when short-circuited8 ,a4 ,when there is short circuit1 the engine will labor heavily1 run slow with a large volume of steam blowing at the exhaust1 there will be no light shown either at the arc or cab lamps1 and the carbon point and cab lights will only show a dull red or go entirely out4 #ce4 ,q4 ,how will the equipment act when the circuit is broken1 either by a broken disconnected wire or a burned-out carbon8 ,a4 ,with a broken circuit the engine will run noiselessly and fast with very little steam blowing at exhaust and no light will be seen at the arc or on cab lights4 #cf4 ,q4 ,if the insulation on the cab wires is worn off until your two wires can come together either directly or through the medium of some metallic substance1 what would occur8 ,a4 ,a short circuit would result that would put out all of your lights4 #cg4 ,q4 ,what should be done8 ,a4 ,wrap the exposed wire1 if you can locate it1 with a piece of waste1 or if you cannot locate the short circuit1 disconnect one of your cab wires from the dynamo4 ,this would give you the benefit of the arc lamp and you can look for the trouble at your leisure4 #ch4 ,q4 ,if the light goes out when steam drops back fifteen to twenty pounds1 what is the trouble8 ,a4 ,either one of the governor valves is stuck shut1 short bushing ,no4 #ah in engine cab is worn badly1 allowing wheel to drop away from the governor stand so steam passes around wheel to exhaust1 or governor springs are too weak4 #ci4 ,q4 ,in this case what should be done8 ,a4 ,report of the action of the dynamo should be made upon the work book at the terminal4 #dj4 ,q4 ,if clutch rod ,no4 #gh-;,b should break while on the road1 what could be done to get use of the lamp8 ,a4 ,a piece of wire could be used by fastening one end around the end of top lever ,no4 #ei1 the other end being attached to clutch through eye4 #da4 ,q4 ,if you should lose the clothespin holder or top carbon clutch1 what could be done to get the light8 ,a4 ,would fasten a wire around the carbon and top holder to keep carbon in line1 being careful not to get the wire either too tight or too loose4 #db4 ,q4 ,if you should lose the iron armature ,no4 #fd in solenoid1 what could be done to get use of light8 ,a4 ,would use a common iron bolt and suspend same by wire in magnet4 #dc4 ,q4 ,what would be the result if any of the levers of the lamp should bind8 ,a4 ,all levers of the lamp must work absolutely free and must not drag1 for if they are not perfectly free the carbon cannot feed properly4 ,pyle-,national ,electric ,incandescent ,headlight #dd4 ,q4 ,what is meant by an incandescent headlight equipment8 ,a4 ,a headlight having an electric incandescent lamp in the reflector in place of the usual oil or acetylene gas flame1 and electric instead of oil cab lamps1 the electricity being generated by a small combination steam-turbine and electric generator4 ,suitable wiring distributes the electric current4 #de4 ,q4 ,in what manner does the incandescent headlight differ from the arc headlight8 ,a4 ,it is not so powerful4 ,an incandescent or bulb type of lamp takes the place of the arc lamp in the headlight reflector4 ,the current being less than is required for an arc1 is supplied by a smaller turbine4 #df4 ,q4 ,what type of incandescent lamp is used in the reflector8 ,a4 ,a low voltage1 gas filled bulb1 containing a very compact or concentrated fillament4 #dg4 ,q4 ,why cannot a standard or house type of lamp be successfully used in the reflector8 ,a4 ,because the fillament or light-giving wire inside the bulb is not sufficiently compact or concentrated to reflect the light in the form of a beam4 ,the voltage of the house lamp is also too high to be used on a locomotive installation4 #dh4 ,q4 ,how is the lamp held in place in the reflector8 ,a4 ,by the usual socket1 into which the lamp screws4 ,the socket is a part of the focusing device1 one type of which holds the lamp in a horizontal position1 while in the other the lamp is held vertically or upright4 #di4 ,q4 ,before turning the steam into the turbine1 what precautions should be observed8 ,a4 ,the turbo-generator should be lubricated by a small amount of black or engine oil1 placed in the cup on the turbine or steam end4 ,on the generator end1 the oil should be maintained within one-half inch of the top of the hinge-cover cup2 using black oil4 ,the drainage of the steam end is cared for automatically by a three-eighth inch drain pipe without a valve4 ,the pipe should be kept open4 #ej4 ,q4 ,how do you proceed when you wish to use the light8 ,a4 ,open the globe valve in the steam pipe to the turbo-generator1 at least two turns4 ,the water-glass1 steam and air gauge lamps in the cab1 and the number indicator lamp in the headlight case should light up as soon as the turbo-generator reaches full speed4 ,a double-throw knife switch in the cab controls the headlight4 ,in one position the switch gives the full brilliancy of the headlight4 ,the opposite or dimmer position reduces the brilliancy about one-half4 ,when the switch bar is in neither position the headlight is entirely out1 and only the number lamp is burning4 ,the classification lamp1 lubricator and order or reading lamp1 are controlled by a small switch on the socket of each lamp4 #ea4 ,q4 ,for what purpose is the dimmer1 and how does it operate8 ,a4 ,it is to reduce the intensity of the headlight when locomotive is in yards or around stations4 ,it consists of a small resistance tube in the wiring circuit1 and with the cab switch in dimmer position1 a portion of the current is converted into heat instead of light4 #eb4 ,q4 ,how is an incandescent headlight focussed8 ,a4 ,by moving the lamp in its position in the reflector until the most brilliant and compact beam of light is obtained4 ,if the beam does not strike the track centrally1 or as high or low1 the headlight case must be moved on its platform until the beam is properly directed4 ,it is often necessary to raise the front or back of the case by shimming between the case and its platform in order to direct the beam of light the proper distance ahead of the locomotive4 #ec4 ,q4 ,what provision is made for moving or focussing the lamp in the reflector8 ,a4 ,when the lamp is mounted horizontally there are thumb screws by which the lamp may be moved sidewise1 up and down1 and forward and backward4 ,this mounting is called the micrometer device1 because of the accuracy of adjustment4 ,with the vertical mounting1 a flat head thumb screw at the base of the lamp support releases the ball joint so that the lamp may be easily moved sidewise or forward and backward4 ,to raise or lower the lamp1 the thumb screw higher on the lamp stand must be loosened4 #ed4 ,q4 ,what causes a black spot in the illumination ahead of the locomotive8 ,a4 ,the lamp is out of focus1 being too far ahead or back of the proper position in the reflector4 #ee4 ,q4 ,how would you remedy the following possible defects8 ,a4 7a7 ,all lamps fail to burn4 ,if turbine is not running the wrong steam valve in the cab may have been opened1 or there may be a second valve1 closed1 in the steam pipe4 ,the screen on the governor valve in the turbine may be clogged4 ,remove brass cap at top of turbine and unscrew screen or strainer-cap4 7b7 ,turbo-generator runs1 but no lights4 ,wires may be short-circuited 7crossed7 which will cause brushes to spark badly1 and turbo-generator to pull hard4 ,the short can usually be found by an occasional sparking or smoke at the point of trouble4 ,separate and protect wires when short is found4 ,the brushes may be cocked up as left by some repair man4 ,open the dynamo door and see that the brushes bear on the copper commutator4 ,a wire may be loose at the dynamo binding posts 7which may be seen when the dynamo door is open71 or at the main switch in the cab4 ,a main wire may have broken4 7,all locomotives are not equipped with fuse plugs47 ,a fuse plug may have become loose or burnt out4 ,replace with new fuse plugs or break an incandescent lamp and twist the leads in the base together1 when the base may be screwed into the fuse plug socket1 answering the purpose of a fuse plug1 temporarily4 7c7 ,headlight fails to burn4 ,examine the wires between cab switch and head lamp for breaks or disconnections4 ,examine fuse plugs 7which are sometimes in head lamp circuit only7 and proceed as in 7b7 if trouble is found there4 ,headlight bulb may not be screwed in far enough to make contact in the socket1 as the lock-sockets provided to prevent lamps loosening cause lamp to screw in hard4 ,lamp may have broken fillament4 ,replace with proper type of lamp or use a cab lamp4 7d7 ,lamps burn dim4 ,steam valve not open wide enough4 ,boiler pressure too low4 ,brushes sparking badly on commutator of dynamo--due to poor contact4 ,governor or steam-valve of turbine improperly adjusted4 7e7 ,lamps burn too brightly4 ,improper turbine regulation4 ,throttle the steam valve in cab until lamps are reduced to proper brilliancy4 ,report all irregularities on arriving at terminal4 ,,schroeder ,,headlight #a4 ,q4 ,what is the speed of a ,schroeder headlight dynamo8 ,a4 ,about #b1hjj revolutions per minute4 #b4 ,q4 ,how is the speed altered8 ,a4 ,by a governor in the turbine4 #c4 ,q4 ,how would you proceed to change the speed of the governor8 ,a4 ,remove cover ,no4 #c and loosen lock nut ,no4 #ad and turn nut ,no4 #ac to the right to increase the speed and to the left to decrease it4 #d4 ,q4 ,what is a short circuit8 ,a4 ,a connection between the positive and negative wires of the dynamo without any resistance between4 #e4 ,q4 ,how does the dynamo act when short-circuited8 ,a4 ,it will run very slowly as it is under a heavy strain4 #f4 ,q4 ,what would be the result if left to run under that strain8 ,a4 ,the armature or fields would burn out4 #g4 ,q4 ,what would you do if a short circuit developed while on the road8 ,a4 ,shut the steam off and remove the positive or right-hand wire of the cab circuit from the dynamo1 start up and see if the headlight went to work properly2 if not1 replace the cab wire and remove the positive or left-hand wire and see if the cab lights burned properly4 ,if such was the case1 let it run1 using the small incandescent light in the case for a headlight and report it at the roundhouse4 #h4 ,q4 ,what is a volt8 ,a4 ,the unit of pressure of electricity4 #i4 ,q4 ,what is an ampere8 ,a4 ,the unit of quantity of electricity4 #aj4 ,q4 ,what is the proper voltage of a ,schroeder headlight8 ,a4 ,about #bh volts4 #aa4 ,q4 ,can a person be injured by that voltage8 ,a4 ,no4 #ab4 ,q4 ,what is the proper amperage of a ,schroeder headlight8 ,a4 ,about #cj4 #ac4 ,q4 ,how often should the ball bearings be oiled8 ,a4 ,about three times a week4 #ad4 ,q4 ,how often should the governor be oiled8 ,a4 ,before leaving every trip4 #ae4 ,q4 ,what kind of oil should be used8 ,a4 ,valve oil4 #af4 ,q4 ,is it necessary to clean the electrode every trip8 ,a4 ,no4 #ag4 ,q4 ,why8 ,a4 ,the dynamo is provided with shunt fields which build up the current regardless of the arc light4 #ah4 ,q4 ,what are the two causes of lamp burning green8 ,a4 ,speed too high1 or wires to the lamp being reversed4 #ai4 ,q4 ,if the carbons burned away too fast1 but otherwise the lamp appeared to be burning properly1 where would you look for the trouble8 ,a4 ,it would indicate that tripping spring ,no4 #bji was too tight4 #bj4 ,q4 ,if tripping spring ,no4 #bji was being annealed from heat and sparks were noticed at the clutch1 where would you look for the trouble8 ,a4 ,flexible wire ,no4 #bea would be broken4 ,,buda-,,ross ,,electric ,,headlight #a4 ,q4 ,what are the three essential elements in the ,buda-,ross electric headlight equipment8 ,a4 ,steam turbine engine1 dynamo directly connected on the same shaft1 and self-focusing arc lamp4 #b4 ,q4 ,at what speed should the turbine run8 ,a4 #b1hjj revolutions per minute4 #c4 ,q4 ,how is the speed controlled8 ,a4 ,by a centrifugal governing device4 #d4 ,q4 ,how does the steam enter the turbine8 ,a4 ,through a main valve which is perfectly balanced in all steam pressures directly and impinged on the buckets directly from a nozzle4 #e4 ,q4 ,about how much opening should this valve have8 ,a4 ,about one-fourth of an inch4 #f4 ,q4 ,can the lift of this valve be changed8 ,a4 ,yes4 #g4 ,q4 ,how8 ,a4 ,by adjusting the inner sleeve of the valve with a common monkey wrench after removing cap nut on top of turbine4 #h4 ,q4 ,can this be done while the light is burning8 ,a4 ,yes4 #i4 ,q4 ,what is necessary to do this8 ,a4 ,take a monkey wrench and screw the inner sleeve down to the right to reduce the lift1 and to the left to increase the lift4 ,in reducing the lift you reduce the speed1 and by increasing the lift you increase the speed4 #aj4 ,q4 ,is there any other method of setting speed8 ,a4 ,yes4 #aa4 ,q4 ,how8 ,a4 ,by removing oil box on the turbine cap and adjusting the nuts on the governor studs on the face of wheel4 #ab4 ,q4 ,is any provision made for operating the light with low pressure steam8 ,a4 ,yes4 #ac4 ,q4 ,what8 ,a4 ,an auxiliary valve is used which operates automatically at any predetermined pressure1 which is adjusted by an adjusting stem at the bottom of the engine and which can also be adjusted while the light is burning4 #ad4 ,q4 ,what kind of oil should be used in the ,buda-,ross bearings8 ,a4 ,cylinder or valve oil4 #ae4 ,q4 ,what style of generator is used4 ,a4 ,an iron-clad type with no outside magnetism4 #af4 ,q4 ,how many fields in this generator8 ,a4 ,two4 #ag4 ,q4 ,what style field is used8 ,a4 ,compound wound4 #ah4 ,q4 ,what kind of wire is used on these fields8 ,a4 ,deltabeston wire4 #ai4 ,q4 ,why is ,deltabeston wire used in preference to cotton-covered wire8 ,a4 ,so that it cannot be injured by short circuits1 for if a short circuit occurs and afterwards is removed there is no danger done to the insulation on this make of wire4 #bj4 ,q4 ,where are the fields located8 ,a4 ,one on each side of the dynamo4 #ba4 ,q4 ,why8 ,a4 ,so that they cannot be injured by waste oil from the ball bearing1 or by water or snow4 #bb4 ,q4 ,how should ball bearing on dynamo end be lubricated8 ,a4 ,by removing oil plug in frame just back of dynamo and introducing cylinder oil4 #bc4 ,q4 ,is it necessary to remove the top carbon holder from the lamp to remove reflector from case8 ,a4 ,no4 #bd4 ,q4 ,why not8 ,a4 ,because there is no top guide to the carbon1 as the carbon is guided by the clutches4 #be4 ,q4 ,how many levers are there in the lamp8 ,a4 ,only one4 #bf4 ,q4 ,what regulation should be given to top lever spring ,no4 #cjh on lamp8 ,a4 ,top lever spring ,no4 #cjh should be adjusted as loose as possible and not have light go out standing still4 #bg4 ,q4 ,if this spring was tightened until the light burned steady when the locomotive was at rest1 what might occur when engine was running high speed8 ,a4 ,it might cause the light to dim down4 #bh4 ,q4 ,is there anything else that would cause the light to dim down when the engine is running fast8 ,a4 ,if the clutches should be used until the sharp edge that grips the carbon have become worn smooth or round they would allow the carbon to feed too fast and the light would burn dim4 #bi4 ,q4 ,if the light burns satisfactory while engine is in motion1 but goes out when engine is stopped1 where would you find the trouble8 ,a4 ,this trouble is most always found to be caused by the top lever springs ,no4 #cjh being too weak2 or1 an imperfect carbon1 though if the dash pot plunger has become corroded until it sticks in the dash pot1 the light will act the same as if the tension spring was too weak4 #cj4 ,q4 ,is it possible to apply the bottom electrode holder wrong8 ,a4 ,no #ca4 ,q4 ,why not8 ,a4 ,for the reason that its support is on a center line with the electrode and the holder can be turned in any direction and the electrode is held central with the top carbon4 #cb4 ,q4 ,what would you do if you had no bottom electrode holder8 ,a4 ,place a piece of #e_/h-;inch carbon in the hole through the bottom bracket having top end in focal point of reflector and tighten with set-screw2 as this carbon would burn away the light would be raised and it would therefore be necessary to raise the carbon about every hour1 as the carbon would burn away about one-half inch per hour4 ,,general ,,questions ,,and ,,answers ,,on ,,electric ,,headlights #cc4 ,q4 ,describe the passage of the current through the lamp and tell how arc light is formed8 ,a4 ,it enters the lamp at the binding posts with the large hole1 then to the top carbon holder1 carbon1 then into the electrode and holder2 from there to the solenoid and back to the dynamo1 leaving the lamp at the binding post with the small hole in it4 ,the magnetism from the current while passing through the solenoid attracts magnet in a downward motion1 and it in turn1 by the levers on the lamp1 separate the carbon from the copper1 thereby forming the arc4 #cd4 ,q4 ,why should sandpaper be used to smooth commutator instead of emery cloth8 ,a4 ,in using emery paper a piece of emery might lodge in the grooves between the commutator segments1 and being a conductor of electricity1 causes short4 ,will also get embedded in the copper and cut the brushes4 ,sand will not do this4 #ce4 ,q4 ,state how you would go about to focus a lamp8 ,a4 7#a7 ,would adjust back of reflector so front edge of reflector would be parallel with front edge of case4 7#b7 ,adjust lamp to have point of copper electrode as near the center of reflector as possible with carbons as near the center of chimney hole as you can set them4 7#c7 ,have the locomotive on straight track4 ,now move the base of the lamp around until you get a parallel beam of white light straight down the center of the track1 then tighten lamp down4 #cf4 ,q4 ,if the light throws shadows upon the track1 is it properly focused8 ,a4 ,no4 #cg4 ,q4 ,if the light is properly focused1 that is1 if the rays are leaving the reflector in parallel lines1 but the light does not strike the center of the track1 what should be done8 ,a4 ,when the light rays are thrown out in parallel lines and they do not strike the center of the track1 it denotes that the headlight case is not set straight with the engine1 and the entire case on baseboard must be shifted until the shaft of light strikes the track as desired4 #ch4 ,q4 ,what can you do to insure a good and unfailing light for the entire trip8 ,a4 ,by carefully inspecting the entire equipment before departing on each trip and know that there are no wires with insulation chafed or worn off2 that all screws and connections are tight2 commutator clean2 brushes set in brush holder in the proper manner2 carbon in lamp of sufficient length to complete trip2 copper electrode cleaned off and oil in both bearings4 #ci4 ,q4 ,why would you not fill the main oil cellar full of oil8 ,a4 ,if you should fill the main oil cellar full of oil1 the oil would run out of the overflow holes on the side and all over the equipment and locomotive and could do the dynamo no good but possibly harm4 #dj4 ,q4 ,what is the most vital part of the dynamo8 ,a4 ,the commutator4 #da4 ,q4 ,what care and attention should be given the commutator8 ,a4 ,the commutator must be kept clean1 free from dirt and grease2 the mica must be kept filed down about one-sixty-fourth of an inch below the surface of the bars4 #db4 ,q4 ,how should you clean the commutator1 and when8 ,a4 ,the commutator should be cleaned before starting out on each trip by using a piece of damp waste1 rubbing the bars lengthwise1 then wipe dry with clean dry piece of waste4 #dc4 ,q4 ,what kind of a bearing should the brush have on the commutator8 ,a4 ,brushes should be fitted to have a bearing with the same contour as the commutator1 with bearing covering no less than two of the commutator bars1 nor more than three of the bars4 #dd4 ,q4 ,how are the brushes fitted8 ,a4 ,brushes are fitted by cutting a strip of ,no4 ,o sandpaper about the width of the commutator surface4 7,have the dynamo idle47 ,place the strip of sandpaper under the brush on the commutator with the rough side towards the brush1 then pull the sandpaper from right to left2 continue this process until the brush has been fitted to a true smooth bearing4 ,then trim about one-eighth of an inch off the front edge of the brush4 #de4 ,q4 ,is it advisable to ever try to fit a brush up with a file or knife8 ,a4 ,no4 #df4 ,q4 ,why is it important to clean the scale off the point of the copper electrode each trip8 ,a4 ,to allow the point of the carbon and the electrode to touch to form a circuit2 this scale being a non-conductor of electricity and with it on1 the current would not pass from the carbon to the electrode and holder4 #dg4 ,q4 ,how should the copper electrode be trimmed at the point8 ,a4 ,copper electrode should have about #a_/d-;inch surface at contact point4 #dh4 ,q4 ,how far should the copper electrode project above the holder8 ,a4 ,one inch4 #di4 ,q4 ,should the electrode be raised up to #a-a_/b inches1 what might happen8 ,a4 ,if the copper electrode was run at a point so near the clutch1 the intense heat of the arc might do damage to the top carbon holder and clutch4 #ej4 ,q4 ,if the dash pot should be found stuck1 would you put oil in it8 ,a4 ,coal oil should be used to clean and cut the dirt out of the pot and from off the plunger1 but after the dash pot and plunger have been cleaned all oil should be wiped off of same1 as the oil would cause the plunger to collect dirt and stick4 #ea4 ,q4 ,if one carbon of lamp should jig or pound1 what can be done to stop it8 ,a4 ,if the carbon jumps or pounds the electrode1 it is evident that the iron armature is too far out of the solenoid1 or the speed is too low4 #eb4 ,q4 ,does the pounding of the lamp occur with the old series wound machines or with the new compound wound machines8 ,a4 ,the pounding of the lamp occurs with the new compound wound machines4 #ec4 ,q4 ,if the copper electrode was fusing1 how would you know it8 ,a4 ,by the fact1 when copper is fused a shaft of green light will be thrown off instead of a shaft of white light4 #ed4 ,q4 ,what should be done when a green light is seen8 ,a4 ,close the throttle to turbine engine1 then open slowly until a white light re-appears4 #ee4 ,q4 ,what is the cause of the copper electrode fusing8 ,a4 ,the cause of the copper electrode fusing is due to too high speed of the generator1 or having lead wires connected up wrong1 allowing positive current to get into copper electrode first4 #ef4 ,q4 ,what arrangements have been made so that you cannot connect your wires wrong8 ,a4 ,the positive binding post both at the dynamo and lamp have been provided with a much larger hole to receive the wire than has been made in the negative binding post1 and the ends of the positive wire should always be bent or doubled back so they will just enter the receptacle in the positive binding posts1 but cannot be connected to the negative binding post4 #eg4 ,q4 ,should the copper electrode and holder become fused until no longer serviceable out on the road1 what would you do8 ,a4 ,would remove the damaged holder from the lamp and substitute a carbon1 securing the substituted electrode in the bracket of lamp same as the electrode holder is held4 ,be sure that the end of the carbon comes up to center of reflector and does not rest on base of reflector or lamp4 #eh4 ,q4 ,if you were running along with your light burning steady and nice1 then suddenly the light began to flash badly and kept it up1 where would you look for the trouble8 ,a4 ,you would no doubt find one of the lead wires loose in binding post4 #ei4 ,q4 ,if you were running along with light burning satisfactorily and suddenly your light went out1 where would you be likely to find the trouble8 ,a4 ,you would undoubtedly find carbon burned out1 or a lead wire was broken off or out of the binding posts4 #fj4 ,q4 ,if the light goes out while between stations1 what course would an engineer pursue8 ,a4 ,if investigation cannot be made within a few minutes thereafter to determine the cause1 the steam should be shut off from the turbine engine until such time when cause of failure can be determined4 #fa4 ,q4 ,why is it essential to shut off steam and stop the equipment8 ,a4 ,if failure was due to a short circuit1 damage might be done to the armature or field coils by overheating4 #fb4 ,q4 ,how does the equipment act when short circuited8 ,a4 ,the engine will labor heavily and run slowly with a large volume of steam blowing at the exhaust1 the carbon points and cab lights will only show a dull red light4 #fc4 ,q4 ,how would you test for a broken circuit8 ,a4 ,would test for a broken circuit or open circuit3 ,first1 by placing a carbon across the binding posts at dynamo4 ,if the trouble was in the dynamo1 no flash would be seen1 but if dynamo was all right you would get a flash2 this would indicate that the trouble was on towards the lamp4 ,second3 ,go to the lamp1 place your carbon across binding posts4 ,if wire was broken between dynamo and lamp you would not get a flash4 ,if your wires were all right you would get a flash and you would find your trouble in the lamp4 ,no doubt1 it would be a burned-out carbon4 #fd4 ,q4 ,how would you proceed to locate the point of trouble with a short circuit8 ,a4 ,would remove 7#a7 one of the lead wires from the binding post at dynamo2 if trouble was in dynamo you would not note any difference in action of speed4 7#b7 ,would disconnect one of the cab wires2 if the trouble is in cab circuit1 speed would increase and lamp would burn4 7#c7 ,if trouble is not in cab circuit1 would go to lamp1 disconnect one of the main wires from binding post2 if short circuit is in the wires between dynamo and lamp1 there would be no change in speed of dynamo1 but if the wires are ,o4 ,k4 the speed of engine would increase and your trouble would be in the lamp4 ,,duplex ,,locomotive ,,stoker #a4 ,q4 ,of what does the driving mechanism of a ,duplex ,locomotive ,stoker consist8 ,a4 ,it consists of a steam cylinder with reverse head and valve arrangement similar to the steam end of an eleven inch ,westinghouse air pump4 #b4 ,q4 ,how is the power controlled8 ,a4 ,the speed is variable1 and by turning the valve controlling the engine steam inlet1 can be made greater or less according to the amount of coal needed4 #c4 ,q4 ,for ordinary operation1 how much steam pressure is required8 ,a4 ,about fifteen pounds1 with piston strokes varying from #aj to #ae per minute4 #d4 ,q4 ,how can the duplex stoker driving engine be started1 stopped1 or reversed8 ,a4 ,by means of operating and reversing rod1 fastened to the back head and connected with the valve on reverse head of engine cylinder4 #e4 ,q4 ,how can the conveying screws be started1 stopped1 or reversed separately or together8 ,a4 ,by ratchet and pawl arrangement controlling each4 #f4 ,q4 ,what practice should be followed in building up the fire before leaving a terminal8 ,a4 ,build up a light even fire by hand and do not bring stoker into use until the locomotive is working steam4 #g4 ,q4 ,how should the stoker be oiled and operated8 ,a4 ,it should be thoroughly oiled before leaving the terminal1 then see that operating rod on back head is in center or running position1 open main jet line so they register about fifteen pounds on the jet steam gauge if coal is coarse1 or ten pounds if coal is small4 ,next1 the driving engine steam valve should be opened wide and the throttle valve opened just enough to supply the proper amount of coal to the fire-box4 #h4 ,q4 ,how is the distribution of coal over the grate area accomplished8 ,a4 ,by means of a low-pressure constant steam jet located in the back and bottom portion of each distributor elbow1 as indicated by its individual pointer on steam gauge4 #i4 ,q4 ,by increasing the jet pressure1 will more coal be carried to forward end of fire-box and against the flue-sheet8 ,a4 ,yes1 it will1 and by decreasing the jet pressure more coal will be fed at middle and back end of fire-box4 ,illustration #aj4 ,q4 ,can the fireman direct the even distribution of coal in the fire-box8 ,a4 ,yes2 by changing position of the dividing rib located in the transfer hopper1 and by moving the regulating lever to either side4 #aa4 ,q4 ,should the sliding plates at the bottom of the tank be closed before coal is put on tank8 ,a4 ,yes1 so that screw conveyor will not become clogged and inoperative4 ,only one slide should be opened at a time and coal fed from tank as required4 #ab4 ,q4 ,in case the stoker becomes clogged or it is desired to reverse it for any reason1 what must be done8 ,a4 ,the operating rod located on the back-head of the locomotive boiler--if the piston is making a power stroke--should be moved to its lower position1 and if the piston is making a return stroke1 it should be moved to its upper position4 ,this moves a small valve in the auxiliary head1 bolted to reverse head1 and steam is admitted to opposite head of cylinder1 causing the piston to change its direction4 ,the return of the operating rod handle to a central position causes the driving engine to resume its normal operation4 #ac4 ,q4 ,how can the fireman observe the condition of fire in fire-box8 ,a4 ,the elbows are provided with peep valves with swinging covers through which the coal supply and condition of fire may be seen4 #ad4 ,q4 ,why are two gauges necessary8 ,illustration ,a4 ,the driving engine gauge on the left indicates the pressure of steam used by the driving engine4 ,the one on the right has two indicators1 the red indicator showing the steam pressure on the jet in left elbow1 and the black indicator showing the pressure on the jet in the right elbow4 #ae4 ,q4 ,when train is standing on siding for a short period1 what should be done8 ,a4 ,shut stoker off by throwing operating rod on back head of locomotive boiler out of running position4 #af4 ,q4 ,when train is to stand for a long time or engine is left at terminal1 what should be done8 ,a4 ,the driving engine should be cut out entirely by closing main steam line inlet and main lubricator connection1 and in winter time all drain cocks should be opened4 #ag4 ,q4 ,if sufficient coal can not be supplied over front grates1 what may be the cause8 ,a4 ,distributors may be warped and point too low1 or steam jets may be plugged with pipe scale and not blowing freely4 #ah4 ,q4 ,how would you start and operate stoker8 ,a4 ,first open main valve ,no4 #a at steam turret4 ,valve #b is then opened2 this is the main valve in stoker steam line4 ,next open valve #c1 which allows the steam to flow to the distributor jet line2 open valves #d and #e1 which govern the pressure on the jets until ten pound pressure shows on the right-hand gauge4 ,see valve #h to the exhaust line is open1 and valve #i to the transfer hopper is closed4 #ai4 ,q4 ,how would you start the stoker engine8 ,a4 ,place operating lever #aj in horizontal or running position4 ,place conveyor reversing lever #ab in forward position4 ,open valve #f1 which allows the steam to pass to the operating valve and starts stoker running4 ,valve #g is to be used as an emergency valve only in case of clogging4 ,stoker should be run slowly at first4 ,do not feed too much coal and carry a light fire4 #bj4 ,q4 ,how would you reverse conveyor screw in tank8 ,a4 ,lower handle #aj on operation rod on boiler head to bottom position4 ,move screw conveyor1 reverse lever #ab back to rear or reverse position1 raise handle #aj on operating rod to center position4 #ba4 ,q4 ,how would you stop conveyor screw in tank8 ,a4 ,place conveyor reversing lever #ab in center position4 #bb4 ,q4 ,how would you reverse right or left elevator screw8 ,a4 ,raise elevator pawl shifter #bf on top of the vertical shaft to upper position4 #bc4 ,q4 ,how would you stop right or left elevator screw8 ,a4 ,raise elevator pawl shifter #bf on top of the elevator to middle position4 #bd4 ,q4 ,how would you locate clogs in case the stoker stalls8 ,a4 ,first1 shut off pressure to stoker engine cylinder by closing valve #f4 ,second1 move operating valve lever #aj to its lowest position4 ,third1 place tender conveyor reverse lever #ab in center4 ,fourth1 place right elevator pawl shifter #bf in neutral position4 ,fifth1 raise operating valve lever #aj to center position4 ,sixth1 open valve #f sufficiently to run left elevator to ascertain if it operates freely4 ,cut in right elevator by lowering pawl shifter #bf1 and if stoker stops1 the obstruction is in the right elevator4 ,if it continues to operate1 then the obstruction is in the tank conveyor4 #be4 ,q4 ,how would you remove clogs8 ,a4 ,clogs in upright elevators usually occur at the bottom4 ,raise the door in the engine deck and remove the obstruction if in the elevator1 reverse the elevator screw forcing the obstruction back down in transfer hopper4 ,it may be a small mine spike lodged above this point1 and by removing the nut at top of elevator casing and removing the door the obstruction can be easily removed4 #bf4 ,q4 ,if the clog is in the tank conveyor1 how would it be removed8 ,a4 ,the clog will usually be found in the crushing zone4 ,reverse the tank conveyor screw1 forcing the obstruction back1 when it can be removed from the trough4 #bg4 ,q4 ,how far should the conveyor screw be run backwards8 ,a4 ,not more than three revolutions4 ,illustration ,,parts ,,of ,,duplex ,,locomotive ,,stoker #a4 ,conveyor ,trough4 #b4 ,conveyor ,screw4 #c4 ,angle ,ring4 #d4 ,crusher4 #e4 ,operating ,head4 #f4 ,driving ,engine ,cylinder4 #g4 ,reverse ,valve4 #h4 ,piston ,rod4 #i4 ,transfer ,hopper4 #aj4 ,left ,elevator ,casing4 #aa4 ,left ,elevator ,screw4 #ab4 ,end of ,elevator ,screw ,shaft4 #ac4 ,elevator ,pawl ,shifter4 #ad4 ,elevator ,pawl ,casing4 #ae4 ,distributors4 #af4 ,left ,distributor ,elbow4 #ag4 ,right ,distributor ,elbow4 #ah4 ,dividing ,rib4 #ai4 ,right ,elevator ,casing4 #bj4 ,oil ,box4 #ba4 ,conveyor ,reverse ,lever4 #bb4 ,conveyor ,oil ,cups4 #bc4 ,rack ,housing4 #bd4 ,rack4 #be4 ,conveyor ,pawl ,casing4 #bf4 ,conveyor ,screw ,flexible ,connection ,sleeve4 #bg4 ,conveyor ,screw ,flexible ,connection4 #bh4 ,conveyor ,slide ,support ,roller4 #bi4 ,conveyor ,slide ,support4 #cj4 ,conveyor ,end ,bearing and ,gear ,case4 #ca4 ,conveyor ,screw ,gear4 #cb4 ,conveyor ,screw ,driving ,gear4 ,,air ,,brake ,,questions ,,compressor ,,governor #a4 ,q4 ,when steam is first turned on1 what must it pass through before entering the compressor8 ,a4 ,the compressor governor4 #b4 ,q4 ,what does ,fig4 #a represent8 ,a4 ,this shows a sectional view of the ,,sf compressor governor in open position4 #c4 ,q4 ,what is the duty of the compressor governor8 ,a4 ,to automatically regulate the main reservoir pressure by controlling the steam to the compressor4 #d4 ,q4 ,how are the regulating portions of the governor designated8 ,a4 ,the one having two pipe connections and a light regulating spring is known as the excess pressure head2 the other1 with a single pipe connection and heavy regulating spring1 as the maximum pressure head4 #e4 ,q4 ,when does the excess pressure head control the flow of steam to the compressor8 ,a4 ,when the automatic brake valve is in any one of its first three positions2 namely1 release1 running and holding positions4 #f4 ,q4 ,with the automatic brake valve in release1 running or holding position1 what pressure is in chamber f above the diaphragm8 ,in chamber d below the diaphragm8 ,illustration3 ,fig4 #a4 ,the ,,sf-#d ,compressor ,governor4 ,connections3 ,,fvp1 ,feed ,valve ,pipe4 ,,abv1 ,automatic ,brake ,valve4 ,,mr1 ,main ,reservoir4 ,b1 ,from ,boiler4 ,p1 ,to ,air ,pump4 ,a4 ,air1 at feed valve pipe pressure1 enters at the connection marked ,,fvp and flows to chamber f above the diaphragm2 this pressure acts in conjunction with the regulating spring #bg in creating the total pressure on the diaphragm4 ,air at main reservoir pressure flows through the automatic brake valve to the connection marked ,,abv to chamber d under the diaphragm4 #g4 ,q4 ,at what pressure is the regulating spring in the excess pressure head adjusted8 ,a4 ,usually twenty pounds4 #h4 ,q4 ,with the spring adjusted at twenty pounds1 what will be the total pressure on the upper side of the diaphragm8 ,a4 ,twenty pounds1 plus the pressure in the feed valve pipe4 #i4 ,q4 ,with the feed valve adjusted at seventy pounds1 and the regulating spring at twenty pounds1 what pressure will be had in the main reservoir when the governor stops the compressor8 ,a4 ,ninety pounds4 #aj4 ,q4 ,explain the operation of the governor in controlling the compressor when a main reservoir pressure of ninety pounds is reached4 ,a4 ,when the main reservoir pressure in chamber d slightly exceeds the pressure on top of the diaphragm it will move upward1 carrying the pin valve with it4 ,the air in chamber d passes by the unseated pin valve through port b into chamber b above the governor piston1 forcing it downward1 seating the steam valve #e1 thus shutting off the steam to the compressor4 #aa4 ,q4 ,how long will the governor remain in this position8 ,a4 ,until the main reservoir pressure falls below ninety pounds1 when the combined spring and air pressure in chamber f will force the diaphragm #bh down1 seating the pin valve4 ,this shuts off the supply of air from chamber d1 and the air confined in chamber b will escape to the atmosphere through the vent port c4 ,the pressure now being removed from above the governor piston1 the spring #i aided by the steam pressure under the valve #e1 will force the piston upward1 unseating the steam valve #e1 allowing steam to pass through the governor to the compressor4 #ab4 ,q4 ,when the steam valve is seated1 is steam entirely shut off from the compressor8 ,a4 ,no2 there is a small port drilled through the valve2 its purpose is to maintain a circulation in the steam pipe and keep the compressor working slowly2 thereby preventing condensation when the steam valve is closed4 #ac4 ,q4 ,with the automatic brake valve in release1 running1 or holding position1 does the maximum pressure head operate8 ,a4 ,no2 as during this time the main reservoir pressure is not sufficiently high to actuate its diaphragm4 #ad4 ,q4 ,where does the air come from that operates the maximum pressure head8 ,a4 ,from the main reservoir direct4 7,see ,fig4 #a47 #ae4 ,q4 ,when does the maximum pressure head control the compressor8 ,a4 ,when the automatic brake valve is in either lap1 service or emergency position1 also when the main reservoir cut-out cock is closed4 #af4 ,q4 ,how is the pressure created on top of the diaphragm in the maximum pressure head8 ,a4 ,by the regulating spring #ai4 #ag4 ,q4 ,what is the adjustment of this spring8 ,a4 ,spring #ai is adjusted to the maximum pressure desired in the main reservoir usually #acj pounds4 #ah4 ,q4 ,explain the operation of the governor when the main reservoir pressure exceeds the tension of the regulating spring #ai4 ,a4 ,when the pressure in chamber a exceeds the tension of the regulating spring #ai1 the diaphragm #bj is forced upward1 unseating the pin valve1 allowing air to flow from chamber a to chamber b above the governor piston1 forcing it down1 shutting off steam and stopping the compressor4 #ai4 ,q4 ,how long will the governor remain in this position8 ,a4 ,until the main reservoir pressure in chamber a under the diaphragm becomes slightly less than the adjustment of the regulating spring #ai1 when the diaphragm #bj will move down1 seating the pin valve1 shutting off the flow of air from chamber a to chamber b4 ,the air entrapped above the governor piston will escape to the atmosphere through the relief port c2 this will allow the governor piston to raise1 unseating the steam valve #e1 again allowing steam to pass through the governor to the compressor4 #bj4 ,q4 ,is the maximum pressure head cut out in any position of the automatic brake valve8 ,a4 ,no2 as the air that operates this head comes direct from the main reservoir1 therefore is not controlled by the brake valve4 #ba4 ,q4 ,is the excess pressure head cut out in any position of the brake valve8 ,a4 ,yes2 as the air that operates this head comes through the automatic brake valve1 and when the handle is moved beyond holding position1 the port in the rotary valve seat1 through which the air flows to chamber d is closed1 thereby cutting out this head1 leaving the compressor under the control of the maximum pressure head4 #bb4 ,q4 ,what is the object of the duplex or double head governor8 ,a4 ,by use of the duplex governor the main reservoir pressure may be controlled at two different predetermined pressures2 as when running along the excess or low pressure head controls the compressor1 at the low pressure--usually ninety pounds--this being sufficient to keep the brakes released and fully charged2 whereas1 in lap position1 as following a brake application1 the maximum or high pressure head controls the compressor at the maximum pressure used--generally #acj pounds--this for a prompt release and quick recharge of the brakes4 ,from this it will be seen that the compressor has to work against the high pressure only during the time the brake is applied4 #bc4 ,q4 ,in what position should the automatic brake valve handle be placed when adjusting the excess pressure head8 ,the maximum pressure head8 ,a4 ,running position for the excess pressure head2 lap position for the maximum pressure head4 #bd4 ,q4 ,if1 with the automatic brake valve handle in running position1 the brake pipe and main reservoir do not stand twenty pounds apart1 where would you look for the trouble8 ,a4 ,would first learn if the maximum pressure head was properly adjusted1 and if it were1 would then look for the trouble in the adjustment of the regulating spring in the excess pressure head4 #be4 ,q4 ,what should be done8 ,a4 ,the regulating spring should be properly adjusted4 #bf4 ,q4 ,how should the adjustment of the regulating spring in either pressure head be made8 ,a4 ,by removing the cap nut #be or #ag and screwing the regulating nut #bf or #ah up or down as may be required4 ,,defects ,,of ,,the ,,governor #bg4 ,q4 ,what would be the effect if one or both of the pin valves leaked8 ,a4 ,would cause a delay in opening of the steam valve after the pin valve had seated2 and if air leaks by faster than it can escape through the relief port c1 pressure will accumulate in chamber b and force the governor piston downward1 so as to partially or wholly close the steam valve #e4 #bh4 ,q4 ,how can you tell if the pin valves leak8 ,a4 ,leakage past the pin valve in the maximum pressure head will cause a constant blow at the relief port in all positions of the brake valve2 leakage past the pin valve in the excess pressure head will cause a blow in the first three positions of the brake valve only4 #bi4 ,q4 ,what would be the effect if the relief port c stopped up8 ,a4 ,the compressor will not start promptly after the pin valve seats4 #cj4 ,q4 ,what would be the effect if the drain port ,w were stopped up8 ,a4 ,steam leaking into the chamber under the governor piston will form a pressure and prevent the piston being forced downward to close the steam valve2 the compressor will therefore continue to work until the main reservoir pressure is about equal to boiler pressure4 #ca4 ,q4 ,if the pipe leading from the feed valve pipe to the excess pressure head of the governor breaks1 what effect will it have on the compressor8 ,a4 ,the compressor will stop when the main reservoir pressure reaches about forty-five pounds4 #cb4 ,q4 ,if the pipe breaks1 what should be done8 ,a4 ,plug the end toward the feed valve and put a blind gasket in the pipe leading from the automatic brake valve to the governor1 at the connection marked ,,abv4 #cc4 ,q4 ,if the pipe leading from the automatic brake valve to the governor breaks1 what should be done8 ,a4 ,plug the pipe toward the brake valve2 the compressor will now be controlled by the maximum pressure head4 #cd4 ,q4 ,if the pipe leading from the main reservoir to the maximum head of the governor breaks1 what should be done8 ,a4 ,plug the main reservoir end of the pipe4 ,the excess pressure head will now control the compressor in the first three positions of the automatic brake valve handle1 but will have no control after the handle is moved as far as lap position4 ,,parasite ,,governor #ce4 ,q4 ,what is the purpose of the parasite governor1 and where is this governor located8 ,a4 ,this governor is located in the pipe connection between the main reservoir and parasite reservoir1 and its purpose is to control the flow of air from the main to the parasite reservoir4 #cf4 ,q4 ,what is the purpose of the parasite reservoir8 ,a4 ,it is here that air is stored for use in all air operated devices on the locomotive1 except the brake4 #cg4 ,q4 ,explain the operation of the parasite governor4 ,a4 ,the operation of this governor is much the same as the compressor governor1 and differs only in that the supply valve is open when it is in its lower position4 #ch4 ,q4 ,at what pressure is the regulating spring adjusted8 ,a4 ,about fifteen pounds4 #ci4 ,q4 ,what pressure is required in the main reservoir before air is admitted to the parasite reservoir8 ,a4 ,at least fifteen pounds above that in the brake pipe4 #dj4 ,q4 ,what pressure is obtained in the parasite reservoir8 ,a4 ,the same as that in the main reservoir1 when the main reservoir pressure is fifteen pounds greater than that in the brake pipe4 #da4 ,q4 ,what will prevent the charging of the parasite reservoir1 and what should be done8 ,a4 ,this may be caused by the feed valve being improperly adjusted1 sticking in open position or leakage of main reservoir air past the valve to the feed valve pipe and governor top4 ,,westinghouse #i-a_/b ,,or #aa-;,,inch ,,compressor #db4 ,q4 ,what is the duty of the air compressor8 ,a4 ,to furnish the compressed air used in the operation of the brakes1 and all other air operated appliances on both locomotive and cars4 #dc4 ,q4 ,explain the operation of the steam end of the compressor4 ,a4 ,when steam is turned on at the boiler it flows through the steam pipe and governor1 entering the compressor at the steam enlet1 then through the steam passage a to the reversing valve chamber ,c also to the main valve chamber ,a between the differential pistons #gg and #gi4 ,the area of the piston at the right being greater than the one at the left1 the main valve is moved to the right1 7,see ,fig4 #b7 admitting steam to port b which leads to the lower end of the steam cylinder2 steam is now free to flow under the main piston1 forcing it upward4 ,when the piston has almost completed its upward stroke1 the reversing plate #fi on top of the piston #fe engages a shoulder on the reversing rod #ga1 moving the rod and reversing valve #gb upward 7,see ,fig4 #c74 ,the upward movement of the reversing valve closes the ports f and h and opens port g2 thus permitting steam to enter the chamber at the right of the large piston #gg1 balancing the pressure on this piston1 and the pressure acting on the right side of the small piston #gi--the chamber at the left being open to the exhaust--will force the main valve to the left4 ,illustration3 ,diagrammatic ,view1 ,up ,stroke ,fig4 #b4 ,when the main valve moves to the left1 steam is admitted through port c to the upper end of the cylinder on top of the piston #fe1 forcing it downward4 ,at the same time the lower end of the cylinder is connected through exhaust cavity b of the main valve to the exhaust port d1 allowing the steam below the piston to escape to the atmosphere4 #dd4 ,q4 ,when the piston has about completed its downward stroke1 what takes place8 ,a4 ,the reversing plate #fi engages the button k on the end of the reversing rod #ga pulling the rod and the reversing valve down4 ,this movement of the reversing valve closes port g and the cavity in the face of the valve connects ports f and h1 which allows the steam in chamber ,d at the right of the large differential piston to escape to the exhaust1 thus allowing the main valve to move to the right1 exhausting the steam from the top end of the cylinder1 and at the same time admitting steam to the lower end1 causing an upward stroke of the piston4 #de4 ,q4 ,explain the operation of the air end of the compressor4 ,a4 ,the movement of the steam piston #fe is imparted to the air piston #ff by means of the piston rod4 ,when the air piston moves up1 a partial vacuum is formed below it1 and air from the atmosphere will enter through passage ,f thence through passage n to the under side of receiving valve #hf;b 7see ,fig4 #b71 lifting this valve from its seat1 and will fill the cylinder with air at about atmosphere pressure4 ,illustration3 ,diagrammatic ,view1 ,down ,stroke ,fig4 #c4 ,in the meantime the air above the piston1 being compressed1 will hold the upper receiving valve #hf;a to its seat1 and when the pressure is slightly greater than that in the main reservoir1 this pressure acting under the upper discharge valve #hf;c1 will lift this valve from its seat and now the air will be free to flow through passage ,g to the main reservoir connection4 ,on the down stroke the action is similar1 air is taken in through the upper receiving valve #hf;a1 while the air below the piston is being compressed and forced past the lower discharge valve #hf;d1 to the main reservoir4 7,see ,fig4 #c47 #df4 ,q4 ,what lift should the air valves have8 ,a4 ,all valves should have a lift of three thirty-second of an inch4 #dg4 ,q4 ,at what speed should the compressor be run to obtain the best results8 ,a4 ,at #ajj to #abj single strokes per minute4 #dh4 ,q4 ,what kind of oil should be used in the air end of the compressor and on the swab8 ,a4 ,valve oil4 #di4 ,q4 ,how often should the air end of the compressor be oiled8 ,a4 ,no fixed rule can be given as so much depends on the condition of the compressor1 as well as the amount of work required2 but in any case it should be used sparingly4 ,,cross-,,compound ,,compressor #ej4 ,q4 ,what do ,figures #d and #e represent8 ,a4 ,these are diagramatic views of a cross-compound compressor4 #ea4 ,q4 ,why is this called a cross-compound compressor8 ,illustration3 ,diagram of #h-a_/b ,cross ,compound ,compressor4 ,the ,high ,pressure ,steam 7,low ,pressure ,air7 ,piston on ,its ,upward ,stroke ,fig4 #d4 ,a4 ,because both steam and air are compounded1 that is1 the steam is used the second time before it is exhausted to the atmosphere1 while the air is compressed the second time before it is delivered to the main reservoir4 #eb4 ,q4 ,how many cylinders have the cross-compound compressor8 ,a4 ,four2 two steam cylinders and two air cylinders4 #ec4 ,q4 ,what is the diameter of the different cylinders8 ,a4 ,the high pressure steam cylinder is #h-a_/b inches2 the low pressure steam cylinder #ad-a_/b inches2 the low pressure air cylinder #ad-a_/b inches2 high pressure air cylinder #i inches4 #ed4 ,q4 ,explain the valve gear of this compressor4 ,a4 ,the valve gear is the same as that of the #i-a_/b or #aa inch compressor1 only that a piston valve is used to distribute the steam instead of a slide valve4 #ee4 ,q4 ,where does the steam come from that is used in the high pressure steam cylinder8 ,a4 ,direct from the boiler4 #ef4 ,q4 ,where does the steam come from that is used in the low pressure steam cylinder8 ,a4 ,the steam after doing work in the high pressure steam cylinder is exhausted into the low pressure steam cylinder1 where it becomes the working pressure of this cylinder4 #eg4 ,q4 ,explain the operation of this compressor4 ,a4 ,when steam is first turned on1 it enters the compressor at the steam inlet 7see ,fig4 #d7 and flows through passage a into the reversing valve chamber ,c and on to chambers b and y against the inner faces of the differential pistons1 causing the main valve to move to the right4 ,in this position of the main valve1 port g is open to chamber b1 thus admitting live steam to the lower end of the high pressure steam cylinder1 causing an upward movement of the piston #g4 ,when the piston #g has nearly completed its up stroke1 the reversing plate #ah1 which is attached to the top of this piston1 comes in contact with a shoulder on the reversing rod #ba1 forcing it upward1 carrying with it the reversing valve #bb1 the movement of which closes port m1 at the same time opens port n1 filling chamber ,d with live steam from chamber ,c and passage a4 ,this balances the pressure on the two sides of the large piston of the differential pistons1 and the pressure acting against the inner side of the small piston causes the main valve to move to the left 7see ,fig4 #e74 ,the main valve moving to the left closes port g to the live steam and at the same time connects this port with port f leading to the lower end of the low pressure steam cylinder1 causing an up stroke of the low pressure steam piston #h4 ,in the meantime port c1 which leads to the upper end of the high pressure steam cylinder1 is open to chamber y1 allowing live steam to flow down on top of the high pressure steam piston #g1 forcing it downward4 ,as the high pressure steam piston about completes its downward stroke1 the reversing plate #ah engages the button on the lower end of the reversing rod #ba1 pulling the rod and reversing valve #bb down1 closing port n and at the same time connecting port m and l through the exhaust cavity q1 thus allowing the steam in chamber ,d to escape to the exhaust4 ,the pressure being removed from the outer face of the large differential piston1 the main valve will again move to the right1 opening port g1 admitting live steam beneath the piston #g1 and at the same time connecting the upper end of the high pressure steam cylinder through port c1 chamber h and port d to the upper end of the low pressure steam cylinder1 causing a downward movement of the low pressure steam piston2 the steam below this piston will now be free to escape to the exhaust through port f1 chamber i and port e4 ,thus it will be seen that the steam used in the high pressure steam cylinder is live steam from the boiler1 while the steam used in the low pressure steam cylinder is the exhaust steam from the high pressure steam cylinder4 #eh4 ,q4 ,explain the operation of the air end of the compressor4 ,a4 ,as the low pressure air piston #i moves up1 a partial vacuum is created beneath it and air from the atmosphere enters the air inlet and passage r past the lower receiving valve #ch and fills the lower end of the cylinder with air at about atmospheric pressure 7see ,fig4 #d74 ,in the meantime the air above the piston being compressed will hold the upper receiving valve #cg to its seat1 thus preventing a back-flow of air to the atmosphere2 at the same time the upper intermediate discharge valves #ci are forced from their seats1 allowing the air from the low pressure air cylinder to flow through passage u to the high pressure air cylinder1 the piston of which is now moving downward4 ,the air beneath the high pressure air piston #aj being compressed will hold the lower intermediate discharge valves #dj to their seats1 thus preventing the air in the high pressure air cylinder flowing back to the low pressure air cylinder4 ,when the pressure in the high pressure air cylinder becomes slightly greater than the main reservoir pressure1 the final discharge valve #db will be forced from its seat and the air beneath the piston allowed to flow to the main reservoir through passage w4 ,on the opposite strokes of these pistons air is compressed in a similar manner1 but the opposite air valves are used4 ,illustration3 ,diagram of #h-a_/b ,cross-,compound ,compressor4 ,the ,high ,pressure ,steam 7,low ,pressure ,air7 ,piston on ,its ,downward ,stroke ,fig4 #e4 #ei4 ,q4 ,how many valves are there in the air end of the compressor8 ,a4 ,ten2 two upper and two lower receiving valves2 two upper and two lower intermediate discharge valves2 one upper and one lower final discharge valves4 #fj4 ,q4 ,are the air valves all the same size8 ,a4 ,no2 the receiving and final discharge valves are the same size and of the size used in the #aa-;inch compressor1 while the intermediate valves are the same as used in the #i-a_/b-;inch compressor4 ,the receiving and final discharge valves are two inches in diameter1 while the intermediate valves are one and one-half inches4 #fa4 ,q4 ,what lift is given the different air valves8 ,a4 ,all valves have #c_/cb-;inch lift4 ,,defects ,,of ,,the ,,compressor #fb4 ,q4 ,what are some of the common causes for the compressor stopping8 ,a4 ,lack of lubrication2 bent1 worn or broken reversing rod2 loose or worn reversing plate2 nuts on air end of piston rod coming off2 defective compressor governor2 and1 in addition with the cross-compound compressor1 final discharge valve broken or stuck open1 or packing rings in main valve pistons breaking and catching in the steam ports4 #fc4 ,q4 ,what will cause the piston to make an uneven stroke8 ,a4 ,this may be caused by a broken or stuck open air valve1 or air valves not having proper lift4 ,where the piston short strokes1 it is generally caused by over-lubrication of the steam end4 #fd4 ,q4 ,what are some of the common causes for the compressor running hot8 ,a4 ,the overheating of the compressor may be due to any one of the following causes3 ,running at high speed2 working against high pressure2 packing rings in air piston badly worn2 air cylinder worn2 defective air valves2 air passages or air discharge pipe partially stopped up2 leaky piston rod packing2 lack of lubrication4 #fe4 ,q4 ,what will cause the compressor to run slow8 ,a4 ,this may be caused by leaky air piston packing rings2 final discharge valves leaking1 or air passages partially stopped up4 ,a defective governor may also cause the compressor to run slow4 #ff4 ,q4 ,what will cause the compressor to run very fast and heat1 and not compress any air8 ,a4 ,this may be caused by the strainer becoming clogged with ice or dirt1 preventing air entering the cylinder4 #fg4 ,q4 ,if1 when steam is first turned on1 the piston makes a stroke up and stops1 where would you look for the trouble8 ,a4 ,the shoulder on the reversing rod may be worn2 the opening in the reversing plate too large to engage the shoulder on the reversing rod2 loose reversing plate studs preventing the piston traveling far enough to reverse the compressor1 or the main valve stuck in its position at the right4 #fh4 ,q4 ,if the piston makes a stroke up and a stroke down and stops1 where is the trouble8 ,a4 ,this may be caused by a loose reversing plate1 or the button on the lower end of the reversing rod worn or broken off1 or the nuts off the piston rod in the air end1 or the main valve stuck in its position at the left4 #fi4 ,q4 ,what will cause the piston to make a quick up stroke8 ,a4 ,this may be caused by a broken or stuck open upper receiving or lower discharge valve4 #gj4 ,q4 ,what will cause the piston to make a quick down stroke8 ,a4 ,lower receiving or upper discharge valve broken or stuck open4 #ga4 ,q4 ,if a receiving valve breaks or sticks open1 how may it be located8 ,a4 ,the air will flow back to the atmosphere as the piston moves toward the defective valve and may be detected by holding the hand over the strainer4 #gb4 ,q4 ,if a receiving valve in a cross-compound compressor breaks1 what may be done8 ,a4 ,remove the broken valve1 blocking the opening made by its removal1 and as there are two upper and two lower receiving valves the compressor will now take air through the other valve4 #gc4 ,q4 ,if an intermediate discharge valve breaks or sticks open1 how may it be located8 ,a4 ,no air will be taken in to that end of the compressor as the piston moves from the defective valve1 and may be located by holding the hand over the strainer4 #gd4 ,q4 ,if an intermediate discharge valve breaks1 what may be done8 ,a4 ,remove the broken valve1 blocking the opening made by its removal1 and as there are two upper and two lower intermediate discharge valves the air will now pass from the low pressure cylinder to the high pressure cylinder through the other valve4 #ge4 ,q4 ,if a final discharge valve breaks1 what effect will it have on the compressor8 ,a4 ,will cause the compressor to stop when the main reservoir pressure is in excess of forty pounds4 #gf4 ,q4 ,how would you test for a defective final discharge valve8 ,a4 ,to test for this defect1 bleed the main reservoir pressure below forty pounds1 and if the compressor starts it indicates a defective discharge valve4 #gg4 ,q4 ,if a final discharge valve breaks1 what may be done8 ,a4 ,as the receiving valves and final discharge valves are the same size1 the defective valve may be replaced by one of the receiving valves1 blocking the opening made by the removal of the receiving valve4 #gh4 ,q4 ,where piston rod packing is blowing bad1 what may be done to stop it8 ,a4 ,this generally indicates lack of lubrication1 and by cleaning and oiling the swab the trouble may be overcome4 ,however1 there are times when leakage by the packing is so great that the oil is blown off the swab as fast as it is applied1 therefore is of no value in lubricating the parts4 ,where this condition exists1 a little hard grease wrapped up in an old flag and tied around the piston rod will ensure its being lubricated4 #gi4 ,q4 ,if the compressor stops1 how can you tell if the governor is responsible for the trouble8 ,a4 ,by opening the drain cock in the steam passage between the governor and the compressor2 if steam flows freely1 the trouble is in the compressor2 if not1 it is in the governor4 #hj4 ,q4 ,how may a compressor often be started when it stops8 ,a4 ,by closing the steam throttle for a few seconds1 then opening it quickly2 if this does not start it1 try tapping the main valve chamber4 ,this will usually overcome the trouble where the compressor stops on account of lack of lubrication4 #ha4 ,q4 ,what will cause a compressor to short-stroke or dance8 ,a4 ,too much oil in the steam end2 bent reversing rod2 or low steam pressure1 as when the governor has almost shut off the steam4 ,,engineer',s ,,brake ,,valve #hb4 ,q4 ,name the different positions of the ,g-#f and ,h-#f brake valves4 ,a4 ,release1 running1 lap1 service1 and emergency position1 with the ,g-#f2 release1 running1 holding1 lap1 service1 and emergency positions1 with the ,h-#f4 #hc4 ,q4 ,what is the purpose of release position8 ,a4 ,to provide a large and direct opening from the main reservoir to the brake pipe1 for the free flow of air1 when charging and recharging the brakes4 #hd4 ,q4 ,what pressure will be had in the brake pipe if the brake valve be left in release position8 ,a4 ,main reservoir pressure4 #he4 ,q4 ,can the locomotive brake be released by the automatic brake valve in release position1 when using the ,h-#f valve8 ,a4 ,no2 as the port in the automatic brake valve to which the distributing valve release pipe is attached is blanked in this position of the valve4 #hf4 ,q4 ,what is the purpose of running position1 and when should it be used8 ,a4 ,this is the proper position for the brake valve when the brakes are charged and not in use1 also when it is desired to release the locomotive brake with this valve4 ,in this position the brake pipe pressure is maintained at a predetermined amount by the feed valve1 as all air that now enters the brake pipe must pass through the feed valve4 #hg4 ,q4 ,what is the purpose of holding position8 ,a4 ,to hold the locomotive brake applied while recharging the brakes4 ,the charging of the brake pipe and equalizing reservoir is the same in holding as in running position4 #hh4 ,q4 ,what is the purpose of lap position8 ,a4 ,to hold both the locomotive and train brakes applied after an automatic application4 #hi4 ,q4 ,what is the purpose of service position8 ,a4 ,this position of the brake valve enables the engineer to make a gradual reduction of brake pipe pressure1 thus causing a service application of the brakes4 #ij4 ,q4 ,what is the purpose of emergency position8 ,a4 ,in this position of the brake valve1 the brake pipe is connected directly with the atmosphere through the large ports in the valve1 causing a sudden reduction of brake pipe pressure1 this in turn causing the distributing valve on the engine and all operating triple valves on cars in the train to move to emergency position1 thus insuring a quick and full application of the brake4 #ia4 ,q4 ,how should the brake valve be handled when making an emergency application of the brake8 ,a4 ,the valve should be placed in full emergency position and left there until the train stops1 even though the danger may have disappeared4 ,,defects ,,of ,,the ,,brake ,,valve #ib4 ,q4 ,what will cause a constant blow at the brake pipe exhaust port1 and what may be done to overcome it8 ,a4 ,this indicates that the brake pipe exhaust valve is being held off its seat1 due no doubt to dirt2 tapping the side of the valve will sometimes stop the blow2 if not1 close the brake pipe cut-out cock and make a heavy service reduction2 next1 place the brake valve handle in release position4 ,this will cause a strong blow at the exhaust port1 which will invariably remove the trouble4 #ic4 ,q4 ,if the pipe connecting the brake valve with the equalizing reservoir breaks1 can both locomotive and train brakes be operated with the automatic brake valve8 ,a4 ,yes2 by placing a blind gasket in the pipe connection at the brake valve and plugging the brake pipe exhaust port4 ,to apply the brake1 move the handle carefully toward emergency position1 making a gradual reduction of brake pipe pressure through the direct exhaust ports of the brake valve2 when the desired reduction is made1 the handle should be moved gradually back to lap position4 #id4 ,q4 ,what would be the effect if the handle were moved to lap quickly8 ,a4 ,would cause the release of the brakes on the head end of the train4 #ie4 ,q4 ,what will cause air to blow at the brake pipe exhaust port when the handle is moved to lap position8 ,a4 ,this is caused by a leak from the equalizing reservoir or its connections1 which reduces the pressure in chamber ,d above the equalizing piston1 allowing brake pipe pressure under the piston to force it up1 unseating the brake pipe exhaust valve1 permitting brake pipe air to flow to the atmosphere4 #if4 ,q4 ,what is the purpose of the equalizing reservoir8 ,a4 ,the purpose of the equalizing reservoir is to furnish a larger volume of air above the equalizing piston than is found in chamber ,d1 thus to enable the engineer to make a graduated reduction of the pressure above the equalizing piston4 #ig4 ,q4 ,what defect will cause the brake pipe and main reservoir pressure to equalize when the handle is in running position8 ,a4 ,this may be caused by leakage past the rotary valve1 defective body gasket1 or leakage by the feed valve or its case gasket4 ,to determine which part is at fault1 close the cut-out cock under the brake valve and move the handle to service position1 exhausting all air from chamber ,d and the brake pipe2 return the handle to lap position4 ,leakage of air past the rotary valve is generally into the brake pipe port which allows the air to come in under the equalizing piston1 thus forcing it upward1 unseating the brake pipe exhaust valve1 allowing this air to escape to the atmosphere at the brake pipe exhaust port4 ,leakage past the body gasket allows air to enter chamber ,d1 above the equalizing piston1 holding it in its lower position1 keeping the brake pipe exhaust port closed1 thereby preventing the escape of this air to the atmosphere4 ,since the capacity of the equalizing reservoir and chamber ,d is small1 such a leak will cause the black hand to quickly move up to the position of the red hand4 ,to determine if the leakage be in the feed valve or its gasket1 recharge the brake pipe to some pressure below the adjustment of the feed valve1 then place the handle in lap position4 ,if the black hand on the air gauge remains stationary1 it is fair to assume that the trouble is in the feed valve or its gasket1 as in this position of the brake valve the feed valve is cut out4 #ih4 ,q4 ,with the engine alone1 the brake pipe pressure will equalize with that in the main reservoir1 while when coupled to a train the pressure will remain at that for which the feed valve is adjusted2 where is the trouble8 ,a4 ,this is caused by light leakage of main reservoir air into the brake pipe1 and may come past the rotary valve1 body gasket1 or feed valve1 and with the lone engine is sufficient to raise the brake pipe pressure to that in the main reservoir2 while1 when coupled to a train1 the brake pipe leakage of which is greater than this amount1 this leakage will not be noticed4 ,,the ,,feed ,,valve ,,and ,,its ,,defects #ii4 ,q4 ,what do ,figures #f and #g represent8 ,a4 ,these are diagrams of the ,b-#f feed valve in both open and closed positions4 #ajj4 ,q4 ,name the different parts of the feed valve4 ,a4 ,the valve consists of the following parts3 #b1 valve body2 #c1 pipe bracket2 #e1 cap nut2 #f1 piston spring2 #g1 piston spring tip2 #h1 supply valve piston2 #i1 supply valve2 #aj1 supply valve spring2 #aa1 regulating valve cap nut2 #ab1 regulating valve2 #ac1 regulating valve spring2 #ad1 diaphragm2 #ae1 diaphragm ring2 #af1 diaphragm spindle2 #ag1 regulating spring2 #ah1 spring box2 #ai and #bj1 stop rings2 #ba1 clamping screw2 #bb1 hand wheel4 #aja4 ,q4 ,explain the operation of the feed valve4 ,a4 ,the feed valve consists of two portions1 the supply and regulating portions4 ,the supply portion consists of a slide valve #i and a piston #h 7see ,fig4 #f74 ,the supply valve #i opens and closes communication between the main reservoir and the feed valve pipe and is moved by the piston #h which is operated by main reservoir air entering through passage a on one side or by the pressure of the spring #f on the other side4 ,the regulating portion consists of a brass diaphragm #ad1 on one side of which is the diaphragm spindle #af1 held against the diaphragm by the regulating spring #ag1 and on the other side a regulating valve #ab1 held against the diaphragm or its seat1 as the case may be1 by the spring #ac4 ,chamber ,l at the left of the diaphragm is open to the feed valve pipe through the passage e and d4 ,the feed valve is adjusted by turning the hand wheel #bb in or out1 thus increasing or decreasing the pressure exerted by the spring on the diaphragm4 ,the same results are obtained in turning the hand wheel #bb as when turning the adjusting screw in the older types of feed valves4 ,illustration3 ,fig4 #f4 ,diagram of ,b-#f ,feed ,valve1 ,closed4 ,connections3 ,,mr1 ,main ,reservoir ,pipe2 ,,fvp1 ,feed ,valve ,pipe4 ,air from the main reservoir flowing through passage a into chamber ,b will force the piston #h to the left against the tension of the spring #f2 the piston in moving will take with it the supply valve #i1 opening the supply port in the valve to port c in its seat as shown in ,fig4 #g4 ,main reservoir air will now be free to flow through passage a1 chamber ,b1 port c and passage d to the feed valve pipe4 ,air coming through port c also flows through passage e to chamber ,l at the left of the diaphragm #ad1 and this pressure tends toward forcing the diaphragm to the right2 but the diaphragm being supported by the regulating spring #ag1 will remain in its position at the left1 holding the regulating valve #ab off its seat1 until the pressure in chamber ,l exceeds the tension of the regulating spring #ag4 ,air1 therefore1 continues to flow from the main reservoir through a1 ,b1 c1 d and e to the feed valve pipe and chamber ,l1 increasing the pressure1 until the pressure on the diaphragm #ad overcomes the tension of the regulating spring #ag1 when the diaphragm will move to the right1 allowing the spring #ac to force the regulating valve #ab to its seat1 closing port ,k4 ,chambers ,g and ,h are then no longer open to chamber ,l and the feed valve pipe1 and these chambers being small1 the pressure raises quickly to main reservoir pressure due to the leakage of air past the supply piston #h1 which forms but a loose fit in its bushing4 ,when the pressure in chamber ,g becomes nearly equal to that in chamber ,b1 the piston spring #f forces the piston #h and its slide valve #i to closed position1 which prevents further flow of air from the main reservoir to the feed valve pipe 7see ,fig4 #f74 ,the feed valve will remain in closed position until the pressure in chamber ,l is slightly reduced so that the pressure on the diaphragm #ad is no longer able to withstand the pressure of the regulating spring #ag1 which then forces the diaphragm to the left1 lifting the regulating valve #ab from its seat and again opening port ,k to chamber ,l1 thus dropping the pressure at the left of piston #h below that of the main reservoir acting on the opposite side of the piston4 ,illustration3 ,fig4 #g4 ,diagram of ,b-#f ,feed ,valve1 ,open4 ,main reservoir pressure then forces the supply piston and valve over into open position1 as shown in ,fig4 #g1 and allows a further flow of air through port c to the feed valve pipe to again raise its pressure to the adjustment of the feed valve1 when the valve will again close4 #ajb4 ,q4 ,what is the duty of the feed valve8 ,a4 ,to control and maintain a constant pressure in the brake pipe when the brake valve is in running or holding position4 #ajc4 ,q4 ,what defect in the feed valve will cause the brake pipe pressure to equalize with that in the main reservoir8 ,a4 ,this may be caused by a defective feed valve case gasket1 permitting main reservoir air to leak into the feed valve pipe1 or leakage past the supply valve1 or the regulating valve held from its seat1 or the supply valve piston too tight a fit in its cylinder4 #ajd4 ,q4 ,if the brake pipe charges too slowly when nearing the maximum pressure1 where is the trouble8 ,a4 ,this may be caused by a loose-fitting supply valve piston #h1 or the port past the regulating valve #ab partly stopped up4 #aje4 ,q4 ,how should the feed valve be tested8 ,a4 ,with the brakes released1 and charged to the adjustment of the feed valve1 create a brake pipe leak of from seven to ten pounds and note the black hand on the brake pipe gauge4 ,the fluctuation of this hand will indicate the opening and closing of the feed valve1 which should not permit a variation of over two pounds in brake pipe pressure2 if it does1 it indicates a dirty condition of the valve1 and should be cleaned4 #ajf4 ,q4 ,if the main reservoir pipe connection to the feed valve breaks1 what should be done8 ,a4 ,this will cause a loss of main reservoir air1 and both ends of the pipe must be plugged4 ,as no air now comes to the feed valve to charge the brake pipe in running or holding position of the brake valve1 the handle must be carried in release position4 #ajg4 ,q4 ,what must be done if the pipe between the feed valve and automatic brake valve breaks8 ,a4 ,slack off on the regulating nut of the feed valve until all tension is removed from the regulating spring and plug the pipe toward the brake valve4 ,to charge the brake pipe1 the brake valve handle must be carried in release position4 #ajh4 ,q4 ,if the feed valve becomes defective so that it will not control brake pipe pressure1 what may be done8 ,a4 ,as the reducing valve used for the independent brake1 and the feed valve are practically the same1 they may be changed one for the other1 the reducing valve taking the place of the feed valve4 ,,independent ,,brake ,,valve #aji4 ,q4 ,name the different positions of the independent brake valve used with the ,e-,t equipment4 ,a4 ,release1 running1 lap1 slow-application position1 quick-application position4 #aaj4 ,q4 ,what is the purpose of release position8 ,a4 ,to release the locomotive brake when the automatic brake valve is in other than running position4 #aaa4 ,q4 ,what is the purpose of running position8 ,a4 ,this is the proper position for the brake valve when not in use1 and to release the locomotive brake when the automatic brake valve is in running position4 #aab4 ,q4 ,what is the purpose of lap position8 ,a4 ,to hold the locomotive brake applied after an independent application4 #aac4 ,q4 ,what is the purpose of slow-application position8 ,a4 ,this position may be used when it is desired to make a light or gradual application of the brake1 as in stretching or bunching the slack of a train4 #aad4 ,q4 ,what is the purpose of quick-application position8 ,a4 ,to apply the locomotive brake quickly1 as in short switching4 #aae4 ,q4 ,what brake cylinder pressure is usually developed with this brake8 ,a4 ,about forty-five pounds4 ,,dead ,,engine ,,feature #aaf4 ,q4 ,what is the dead engine device8 ,a4 ,the dead engine device is a pipe connection between the main reservoir and the brake pipe4 ,in this pipe is found a combined strainer and check valve with a choke fitting and cut-out cock1 which when open forms a connection between the brake pipe and the main reservoir4 #aag4 ,q4 ,what is the purpose of this device8 ,a4 ,to provide a means of charging the main reservoir of an engine whose compressor is inoperative4 #aah4 ,q4 ,what is the object of charging a main reservoir of an engine with a disabled compressor8 ,a4 ,as the air used in the locomotive brake cylinders comes from the main reservoir1 for the brakes to be operated on this engine it is necessary that its main reservoir be charged4 #aai4 ,q4 ,with a #gj-pound brake pipe pressure1 what pressure should be had in the main reservoir when using this device8 ,a4 ,about fifty pounds4 #abj4 ,q4 ,when the dead engine feature is being used1 in what position should the automatic and independent brake valves be carried8 ,a4 ,running position4 #aba4 ,q4 ,what should be the position of the brake pipe cut-out cock below the brake valve8 ,a4 ,it should be closed4 ,,distributing ,,valve #abb4 ,q4 ,what is the duty of the distributing valve8 ,a4 ,to admit air from the main reservoir to the locomotive brake cylinders when applying the brake1 to automatically maintain the brake cylinder pressure against leakage1 to develop the proper brake cylinder pressure regardless of piston travel and to exhaust the air from the brake cylinders when releasing the brake4 #abc4 ,q4 ,to what is the distributing valve attached8 ,a4 ,to the distributing valve reservoir4 #abd4 ,q4 ,how many chambers has the distributing valve reservoir8 ,a4 ,two2 pressure chamber and application chamber4 ,illustration3 ,fig4 #h4 ,release1 ,automatic or ,independent4 ,connections3 ,,mr1 ,main ,reservoir ,pipe2 ,,iv1 ,distributing ,valve ,release ,pipe2 ,,ii1 ,application ,cylinder ,pipe2 ,,cyls1 ,brake ,cylinder ,pipe2 ,,bp1 ,brake ,pipe4 #abe4 ,q4 ,name the different pipe connections to the distributing valve reservoir4 ,a4 ,referring to ,fig4 #h1 the connection marked ,,mr is the main reservoir supply pipe2 ,,ii1 application cylinder pipe2 ,,iv1 distributing valve release pipe2 ,,bp1 brake pipe2 ,,cyls1 brake cylinder pipe4 #abf4 ,q4 ,to what do these different pipes connect8 ,a4 ,the main reservoir supply pipe connects the distributing valve with the main reservoir pipe4 ,the application cylinder pipe connects the application cylinder of the distributing valve with the independent and automatic brake valves4 ,the distributing valve release pipe connects the application cylinder exhaust port in the distributing valve with the independent brake valve1 and through it1 when in running position1 to the automatic brake valve4 ,the brake cylinder pipe connects the distributing valve with the different brake cylinders on the locomotive4 ,the brake pipe branch pipe connects the distributing valve with the brake pipe4 #abg4 ,q4 ,explain the operation of the distributing valve when making an automatic service application of the brake4 ,a4 ,when the brakes are fully charged1 the brake pipe and pressure chamber pressures are equal1 and when a gradual reduction of brake pipe pressure is made it will be felt in chamber p at the right of the equalizing piston #bf1 creating a difference in pressure on the two sides of the piston1 causing it to move to the right4 ,the first movement of the piston closes the feed groove v1 also moves the graduating valve #bh1 uncovering the service port z in the equalizing slide valve #ca2 this movement of the piston also causes the shoulder on the end of its stem to engage the equalizing slide valve1 and the continued movement of the piston moves the valve to service position1 in which port z connects with port h in the seat of the valve1 as shown in ,fig4 #i4 ,as the equalizing slide valve chamber is at all times connected to the pressure chamber1 air can now flow from this chamber to both the application cylinder and chamber through ports z and h1 cavity n and port w until the pressure on the left or pressure chamber side of the equalizing piston #bf becomes slightly less than that in the brake pipe1 when the piston and graduating valve will move to the left until the shoulder on the piston stem strikes the slide valve2 this movement of the graduating valve closes the service port z1 thus closing the communication between the pressure chamber and application chamber and cylinder1 also closing port l which leads to the safety valve4 ,the distributing valve is now said to be in service lap position4 7,see ,fig4 #aj47 #abh4 ,q4 ,upon what does the pressure in the application chamber and cylinder depend when making a service application of the brake8 ,a4 ,on the amount of brake pipe reduction2 and as the relative volume of the pressure chamber and application cylinder and chamber is practically the same as that of an auxiliary reservoir and brake cylinder1 it will be understood that one pound from the pressure chamber will make two and one-half pounds in the application chamber and cylinder2 in other words1 with the pressure chamber charged to seventy pounds and no pressure in the application chamber and cylinder1 if they were connected and the pressure allowed to equalize it would do so at about fifty pounds2 that is1 twenty pounds from the pressure chamber will make fifty pounds in the application chamber and cylinder4 ,illustration3 ,fig4 #i4 ,automatic ,service4 #abi4 ,q4 ,how is the application piston #aj affected by the air pressure in the application cylinder g8 ,a4 ,pressure forming in this cylinder will force the piston to the right2 the piston in moving will carry with it the exhaust valve #af1 closing the exhaust ports e and d1 at the same time moving the application valve #e1 opening the supply port b1 allowing main reservoir air from chamber a to flow through ports b and ,c to the connection marked ,,cyls1 and on to the different brake cylinders of the locomotive until the pressure in the brake cylinders and at the right of the application piston becomes slightly greater than that in chamber g when the application piston and valve will move back to lap position as shown in ,figures #i and #aj4 #acj4 ,q4 ,with the application valve in lap position1 if there be brake cylinder leakage1 will the locomotive brake leak off8 ,a4 ,no2 any drop in brake cylinder pressure will be felt in chamber b at the right of the application piston #aj1 causing a difference in pressure on the two sides of the piston1 thus allowing the pressure in the application cylinder to move the application piston and valve to the right1 again opening the supply port b allowing a further flow of main reservoir air from chamber a to the brake cylinders until the pressure is again slightly greater than that in the application cylinder g1 when the application piston and valve will move back to lap position4 ,thus in this way air will be supplied to the brake cylinders of the locomotive1 holding the brake applied regardless of leakage4 #aca4 ,q4 ,what effect will piston travel have on the pressure developed in the brake cylinders8 ,a4 ,none2 as the pressure in the brake cylinders is entirely dependent on the pressure in the application cylinder1 which is not affected by piston travel4 #acb4 ,q4 ,explain the movement of the parts in the distributing valve when the automatic brake valve is moved to release position1 after an automatic application of the brake4 ,a4 ,in release position of the brake valve1 air from the main reservoir flows direct to the brake pipe1 causing a rise of pressure which is felt in chamber p on the right or brake pipe side of the equalizing piston #bf2 this increase of pressure will cause the piston to move toward the left1 carrying the graduating valve #bh and slide valve #ca to release position4 ,illustration3 ,fig4 #aj4 ,service ,lap4 ,this allows the air from the application chamber and cylinder to flow to the distributing valve release pipe ,,iv and on through the independent brake valve to the automatic brake valve1 where the port to which this pipe leads is blanked by the automatic rotary valve1 thus preventing the air from leaving the application chamber and cylinder1 holding the locomotive brake applied while the train brakes are being released4 ,the movement of the parts1 and the results obtained are the same where the release is made in holding position4 #acc4 ,q4 ,explain the movement of the parts in the distributing valve when the brake valve is moved to running position after having first been moved to release or holding position1 following a brake application4 ,a4 ,in this position of the brake valve the port to which the distributing valve release pipe is connected is open to the exhaust1 thus allowing the air to escape from the application chamber and cylinder4 ,the reduction of pressure in chamber g1 will allow the brake cylinder pressure in chamber b to force the application piston and its valves to release position1 thus allowing the brake cylinder air to escape to the atmosphere1 through the exhaust ports e and d4 7,see ,fig4 #h47 #acd4 ,q4 ,explain how an independent release of the locomotive brake is obtained after an automatic application has been made4 ,a4 ,if the brakes have been applied throughout the train1 by means of the automatic brake valve1 and it is desired to release the locomotive brakes without releasing the train brakes1 the handle of the independent brake valve is placed in release position4 ,in this position of the independent brake valve1 the application cylinder in the distributing valve is connected through the application cylinder pipe to the direct exhaust port of the independent brake valve2 thus exhausting the air from the application cylinder1 causing a release of the locomotive brake4 ,this independent release of the locomotive brake does not cause the equalizing piston and its slide valve in the distributing valve to change their position4 #ace4 ,q4 ,explain what takes place when an automatic emergency application is made4 ,a4 ,any sudden reduction of brake pipe pressure is felt on the brake pipe side of the equalizing piston #bf and will cause it and the slide valve #ca to move to the extreme right1 compressing the graduating spring #fj4 7,see ,fig4 #aa47 ,in this position pressure chamber air can flow to the application cylinder only as the application chamber is now cut off4 ,this will cause a quick rise of pressure in the application cylinder1 forcing the application piston and its valves to full application position1 admitting main reservoir air to the brake cylinders and applying the brake4 ,in emergency position of the automatic brake valve there is a small port in the rotary valve1 called the blow-down timing port1 through which main reservoir air is free to flow to the application cylinder g through the application cylinder pipe ,,ii1 causing a rise of pressure equal to the adjustment of the safety valve4 #acf4 ,q4 ,at what pressure is the safety valve adjusted8 ,a4 ,at sixty-eight pounds4 #acg4 ,q4 ,what is the purpose of the quick action cap1 and where is it located8 ,a4 ,its purpose is to assist the brake valve in venting brake pipe air when an emergency application of the brake is made1 and is located on the brake pipe side of the distributing valve in place of the plain cap4 7,see ,figs4 #h and #aa47 #ach4 ,q4 ,explain the operation of the quick action cap4 ,illustration3 ,fig4 #aa4 ,emergency ,position of ,no4 #f ,distributing ,valve with ,quick-,action ,cap4 ,a4 ,in an emergency application1 the equalizing piston #bf moves to the extreme right1 the knob on the piston strikes the graduating stem #ei1 causing it to compress the graduating spring #df1 and move the slide valve #dh to the right1 opening port j4 ,illustration3 ,fig4 #ab4 ,independent ,application4 ,brake pipe pressure in chamber p flows to chamber ,x1 pushes down check valve #ec1 and passes to the brake cylinders through port m in the cap and distributing valve body4 ,when the brake cylinders and brake pipe pressures equalize1 check valve #ec is forced to its seat by spring #ed1 thus preventing air in the brake cylinders from flowing back into the brake pipe4 ,when a release of the brake occurs and piston #bf is moved back to its normal position1 spring #df forces graduating stem #ei and slide valve #dh back to release position4 #aci4 ,q4 ,explain the operation of the distributing valve when making an independent application of the brake4 ,a4 ,when the independent brake valve handle is moved to application position1 air is admitted from the reducing valve pipe through the application cylinder pipe to the application chamber and cylinder4 ,pressure forming in the application cylinder will move the application piston #aj to the right1 carrying with it the exhaust valve #af and the application valve #e1 closing the exhaust port and opening the supply port1 admitting main reservoir air from chamber a to the brake cylinders 7see ,fig4 #ab7 until the pressure in the brake cylinders and chamber b slightly exceeds that in chamber g1 when the application piston #aj and valve #e will move back to lap position4 ,by moving the brake valve handle to either release or running position1 the air is exhausted from the application cylinder and chamber1 thus reducing the pressure in chamber g1 allowing the pressure in chamber b to force the piston to the left1 carrying with it the exhaust valve #af1 opening the exhaust ports e and d1 allowing the air from the brake cylinders to escape to the atmosphere1 thus releasing the brake4 ,,distributing ,,valve ,,defects #adj4 ,q4 ,if the locomotive brake released with the automatic brake valve in lap position1 where would you look for the trouble8 ,a4 ,would look for a leak in the application cylinder pipe or in the application cylinder cap gasket4 #ada4 ,q4 ,if the brake remained applied in lap position1 but released in release or holding position1 where would you look for the trouble8 ,a4 ,would look for a leak in the distributing valve release pipe4 #adb4 ,q4 ,if the distributing valve release pipe and application cylinder pipe were crossed1 what would be the effect8 ,a4 ,a brake application made by the automatic brake valve cannot be released by the independent brake valve4 #adc4 ,q4 ,if the safety valve leaks1 what will be the effect8 ,a4 ,this may prevent the brake applying1 and in an independent application if the brake does apply1 it will release when the brake valve is returned to lap position4 ,,broken ,,pipes #add4 ,q4 ,if the main reservoir supply pipe to the distributing valve breaks1 what should be done8 ,a4 ,plug the pipe toward the main reservoir4 ,the locomotive brake is lost1 but if the distributing valve is equipped with a quick action cap1 when an emergency application is made1 the air coming from the brake pipe1 through the quick action cap1 will apply the locomotive brake4 #ade4 ,q4 ,if the application cylinder pipe breaks1 what effect will it have on the locomotive brake8 ,a4 ,the locomotive brake cannot be applied with either automatic or independent brake valve4 ,by plugging the pipe toward the distributing valve the automatic brake will be restored4 #adf4 ,q4 ,if the distributing valve release pipe breaks1 what will be the effect8 ,a4 ,the holding feature of the brake will be lost2 that is1 the locomotive brake will release when the automatic brake valve is moved to either release or holding position1 the same as with the old ,g-#f equipment4 #adg4 ,q4 ,if the release pipe is broken and not plugged1 can the independent brake be applied8 ,a4 ,yes1 by placing the brake valve handle in quick-application position the brake will apply1 but there will be a waste of air through the broken pipe1 and the brake will release when the brake valve is returned to lap position4 #adh4 ,q4 ,if the brake cylinder pipe breaks1 can the locomotive brake be applied8 ,a4 ,this depends on where the pipe breaks2 if between the cut-out cock and any one of the brake cylinders1 close the cut-out cock to that cylinder1 and the other cylinders may be used4 ,but if the pipe breaks at the distributing valve1 the locomotive brake will be lost4 #adi4 ,q4 ,if the brake pipe connection to the distributing valve breaks1 what should be done8 ,a4 ,plug the end from the brake pipe2 the locomotive brake must now be released by placing the independent valve in release position4 #aej4 ,q4 ,if the brake pipe connection to the distributing valve breaks and is plugged1 can the locomotive brake be operated8 ,a4 ,the independent brake may be applied and released in the usual manner1 but the automatic brake will be lost for service braking4 ,,type ,k ,,triple ,,valve #aea4 ,q4 ,on what is this type of triple valve designed to operate8 ,a4 ,on freight equipment cars only4 #aeb4 ,q4 ,explain the operation of the ,k triple valve4 ,illustration3 ,fig4 #ac4 ,full ,release and ,charging ,position4 ,a4 ,when air is admitted to the brake pipe it is free to enter the triple at a 7see ,fig4 #ac7 and flow through the passage e to chamber f1 thence through port g to chamber h in front of the triple valve piston #d4 ,pressure forming in chamber h will force the piston to the left until its packing ring uncovers the feed groove i in the bushing1 thus creating a communication between chamber h and the slide valve chamber4 ,brake pipe air will now be free to flow past the piston to the slide valve chamber and out at ,r to the auxiliary reservoir4 ,air will continue to feed through the groove i until the auxiliary reservoir and brake pipe pressures are equal1 and it is then we say that the brake is fully charged4 ,brake pipe air entering chamber a will lift the check valve #ae1 and charge chamber ,y to brake pipe pressure4 ,when a gradual reduction of brake pipe pressure is made1 as in a service application of the brakes1 the pressure being reduced in chamber h1 auxiliary reservoir pressure will move the piston #d toward service position4 7,see ,fig4 #ad47 ,the first movement of the piston closes the feed groove i1 thus closing communication between the auxiliary reservoir and the brake pipe1 preventing a back-flow of air from the auxiliary to the brake pipe1 and at the same time moving the graduating valve #g1 opening the service port ,z in the slide valve4 ,the continued movement of the piston will move the slide valve until the service port ,z registers with the brake cylinder port r in the valve seat1 thus creating a communication between the auxiliary reservoir and the brake cylinder4 ,air will now flow from the auxiliary to the brake cylinder until the pressure on the auxiliary side of the piston #d becomes slightly less than in the brake pipe1 when the piston and the graduating valve #g will move back just far enough to close the service port ,z1 thus closing communication between the auxiliary reservoir and the brake cylinder4 ,at the same time1 the first movement of the graduating valve connects the two ports o and q in the slide valve through the cavity v in the graduating valve1 and the movement of the slide valve brings port o to register with port y in the slide valve seat1 and port q with port t4 ,this permits the air in chamber ,y to flow through port y1 o1 v1 q1 and t1 thence around the emergency piston #h1 which fits loosely in its cylinder1 to chamber ,x and the brake cylinder4 ,when the pressure in chamber ,y has reduced below the brake pipe pressure remaining in chamber a1 the check valve #ae is raised and allows brake pipe air to flow past the check valve and through the ports above mentioned to the brake cylinder4 ,illustration3 ,fig4 #ad4 ,quick ,service ,position4 ,the size of these ports are so proportioned that the flow of air from the brake pipe to the top of the emergency piston #h1 is not sufficient to force the latter downward and thus cause an emergency application1 but at the same time takes enough air from the brake pipe to cause a local reduction of brake pipe pressure at that point1 thus assisting the brake valve in increasing the rapidity with which the brake pipe reduction travels through the train4 ,the triple valve is now said to be in ,quick ,service position4 7,see ,fig4 #ad47 #aec4 ,q4 ,will the triple valve move to quick service position whenever a gradual reduction brake pipe reduction is made8 ,a4 ,no2 with short trains1 the brake pipe volume being comparatively small1 will reduce more rapidly for a certain reduction at the brake valve than with a long train4 ,therefore1 with a short train1 the brake pipe pressure reducing more quickly1 the triple piston and its valves will move to full service position1 as shown in ,fig4 #ae4 ,in this position the quick service port y is closed1 so that no air flows from the brake pipe to the brake cylinder4 ,thus1 when the brake pipe reduction is sufficiently rapid1 there is no need for this quick service reduction1 and the triple valve automatically cuts out this feature of the valve when not required4 #aed4 ,q4 ,how long will the auxiliary reservoir air continue to flow to the brake cylinder8 ,a4 ,air will continue to flow to the brake cylinder until the pressure on the auxiliary side of the triple piston becomes slightly less than that on the brake pipe side1 when the piston #d and the graduating valve #g will move to the left until the shoulder on the piston stem strikes the slide valve4 7,see ,fig4 #af47 ,this movement has caused the graduating valve to close the service port ,z1 thus cutting off any further flow of air from the auxiliary to the brake cylinder and also port o1 thus preventing any further flow of air from the brake pipe to the brake cylinder4 ,the triple valve is now said to be in lap position4 #aee4 ,q4 ,how is the triple valve affected by a further reduction of brake pipe pressure8 ,illustration3 ,fig4 #ae4 ,full ,service ,position4 ,a4 ,a further reduction of brake pipe pressure will cause the triple piston #d and the graduating valve #g to again move to the right1 opening ports ,z and o1 allowing a further flow of brake pipe and auxiliary air to the brake cylinder4 ,this may be continued until the auxiliary reservoir and brake cylinder pressures become equal1 after which any further reduction of brake pipe pressure is only a waste of air4 ,with seventy pounds brake pipe pressure1 and eight-inch piston travel1 a twenty-pound reduction will cause equalization at about fifty pounds4 ,illustration3 ,fig4 #af4 ,lap ,position4 #aef4 ,q4 ,explain the operation of the triple valve in the release of the brake4 ,a4 ,to release the brakes and recharge the auxiliary reservoirs1 air is admitted through the brake valve to the brake pipe4 ,this increase of pressure on the brake pipe side of the triple valve piston #d above that on the other side causes the piston and slide valve to move back to release position1 which permits the air in the brake cylinder to flow to the atmosphere1 through the exhaust port of the triple1 thus releasing the brake4 ,at the same time1 air from the brake pipe flows through the feed groove i around the triple piston to the auxiliary reservoir1 which is thus recharged4 ,now the ,k triple valve has two release positions3 ,full ,release and ,retarded ,release4 ,to which of these two positions the parts will move when the brakes are released1 depends upon how the brake pipe pressure is increased4 ,it is generally understood that those cars toward the head end of the train1 receiving the air first1 will have their brake pipe pressure raised more rapidly than those in the rear2 thus the friction of the brake pipe causes the pressure to build up more rapidly in the chamber h of the triple valve toward the front end of the train than in those in the rear4 ,as soon as the pressure is enough greater than the auxiliary reservoir pressure to overcome the friction of the piston1 graduating valve and slide valve1 all three are moved toward the left until the piston stem strikes the retarding stem #ca1 which is held in position by the retarding spring #cc4 ,where the rate of increase of brake pipe pressure is slow1 it will be impossible to raise the pressure in chamber h sufficiently to overcome the tension of the retarding spring #cc1 and the triple valve will remain in full release position1 as shown in ,fig4 #ac4 ,brake cylinder air will now be free to exhaust through port r1 large cavity n in the slide valve and port p leading to the atmosphere4 ,if1 however1 the triple valve is near the head end of the train1 and the brake pipe pressure builds up more rapidly than the auxiliary can recharge1 an excess of pressure will be obtained in chamber h over that in the auxiliary reservoir1 and will cause the piston #d to compress the retarding spring #cc1 and move the triple valve parts to retarded release position as shown in ,fig4 #ag4 #aeg4 ,q4 ,what effect has retarded release position of the triple valve on the release of the brakes8 ,a4 ,in this position of the triple valve1 cavity n in the slide valve connects port r leading to the brake cylinder1 with port p to the atmosphere1 and the brake will release2 but as the small tail port extension of cavity n is over exhaust port p1 the discharge of air from the brake cylinder is quite slow4 ,illustration3 ,fig4 #ag4 ,retarded ,release and ,charging ,position4 #aeh4 ,q4 ,what is the object of delaying the exhaust of the brake cylinder air8 ,a4 ,in this way1 the brakes on the front end of the train require a longer time to release than those on the rear4 ,this feature is called retarded release1 and although the triple valves near the locomotive commence to release before those in the rear1 yet the exhaust of air from the brake cylinder is sufficiently slow to hold back the release of the brakes at the front end of the train long enough to insure a uniform release of the brakes on the train as a whole4 ,this permits of releasing the brakes on very long trains at low speeds without danger of damaging train4 ,illustration3 ,fig4 #ah4 ,emergency ,position4 #aei4 ,q4 ,what other desirable feature is found in this position of the triple valve8 ,a4 ,in this position1 the back of the piston is in contact with the end of the slide valve bush1 and1 as these two surfaces are ground to an accurate fit1 the piston makes a tight seal on the end of the bush except at one point1 where a feed groove is cut in the piston to allow air to pass around the end of the slide valve bush into chamber ,r and the auxiliary reservoir4 ,this feed groove is much smaller than the feed groove i in the piston bush1 so that when the triple valve piston is in ,retarded ,release position the recharge of the auxiliary reservoir takes place much more slowly than when it is in ,full ,release position1 thus permitting a greater volume and pressure of air to flow toward the rear of the train4 #afj4 ,q4 ,explain the operation of the triple valve in emergency position4 ,a4 ,when any sudden reduction of brake pipe pressure is made below that in the auxiliary reservoir1 it will be felt in chamber h in front of piston #d and cause this piston to move to the extreme right1 as shown in ,fig4 #ah4 ,this movement of the parts will open port t in the slide valve seat and allow air from the auxiliary reservoir to flow to the top of the emergency piston #h1 forcing the latter downward and opening emergency valve #aj4 ,the unseating of the emergency valve allows the air in chamber ,y to escape to the brake cylinder1 thus permitting brake pipe pressure in chamber a to lift the check valve #ae and flow to the brake cylinder through chambers ,y and ,x1 until brake cylinder and brake pipe pressure nearly equalize1 when the check valve is forced to its seat by the check valve spring #ab1 preventing the air in the cylinder from escaping back into the brake pipe again4 ,the emergency valve and piston will now return to their normal position4 ,at the same time port s in the slide valve registers with port r in the slide valve seat1 and allows air from the auxiliary reservoir to flow to the brake cylinder4 ,this sudden discharge of brake pipe air into the brake cylinder has the effect on the next triple valve1 which in turn vents brake pipe air that affects the following triple valve and so on throughout the train4 ,,new ,,york ,,air ,,brake ,,air ,,compressor #afa4 ,q4 ,what do ,figures #ai and #bj represent8 ,a4 ,these are cross-sectional views of the ,new ,york compressor4 #afb4 ,q4 ,of what does the valve gear of this compressor consist8 ,a4 ,of two main valves1 actuated by tappet rods which enter into the hollow piston rods1 and are moved by tappet plates1 which are fastened to the steam piston heads4 #afc4 ,q4 ,how is the admission and exhaust of steam controlled8 ,a4 ,the valve under the cylinder at the right controls the flow of steam to and from the cylinder at the left2 while the valve under the cylinder at the left controls the flow of steam to and from the cylinder at the right4 #afd4 ,q4 ,explain the operation of the steam end of the compressor4 ,illustration3 ,low ,pressure ,piston ,moving ,upward4 ,high ,pressure ,piston at ,rest4 ,fig4 #ai4 ,a4 ,assuming both pistons are at the bottom of their cylinders1 when the compressor throttle is opened1 live steam will flow to both steam chests ,b 7see ,fig4 #ai71 and through port o to the under side of the piston ,t and through port g to the upper side of piston ,h4 ,the steam under piston ,t will force it upward1 and when it very nearly completes its stroke1 the tappet plate ,q will engage the button on the end of the tappet rod ,p1 moving the main valve ,c to its upper position4 ,in this position the exhaust cavity r in the main valve connects port g with the exhaust port ,x1 thus allowing steam above the piston ,h to escape to the exhaust1 at the same time steam is admitted through port s to the under side of piston ,h1 forcing it upward4 ,as this piston very nearly completes its stroke1 the tappet plate ,l 7see ,fig4 #bj7 engages the button on the tappet rod ,p1 moving the main valve ,a to its upper position4 ,exhaust cavity r now connects port o1 which leads to the lower end of the cylinder at the right1 with the exhaust port ,x1 thus allowing the steam under piston ,t to escape to the exhaust1 at the same time steam is admitted through port ,v to the upper end of the cylinder at the right1 on top of piston ,t1 forcing it downward2 as it very nearly completes its stroke1 the tappet plate ,q engages the shoulder on the tappet rod ,p1 moving the main valve ,c to its lower position4 ,the exhaust cavity r in the valve now connects port s with the exhaust port ,x1 allowing steam below piston ,h to escape to the exhaust1 and at the same time steam is admitted to the top of this piston1 forcing it down1 thus completing a cycle of the compressor4 #afe4 ,q4 ,explain the operation of the air end of the compressor4 ,a4 ,as the piston in the low pressure cylinder ,d moves up 7see ,fig4 #ai71 a partial vacuum is formed below it1 and air flowing through the strainer passes downward through the air passage1 then past the lower receiving valve ,w into the lower end of the cylinder1 filling it with air at about atmospheric pressure4 ,in the meantime the air that is being compressed above the piston holds the receiving valve ,u to its seat1 and lifts the upper intermediate discharge valve ,k from its seat1 allowing the air to pass from the low to the high pressure cylinder ,f4 ,the high pressure piston now moving up causes a partial vacuum to be formed below it1 and air from the atmosphere flows past the lower receiving valve ,n1 filling this end of the cylinder with air at about atmospheric pressure4 ,the air above the piston being compressed1 holds the upper intermediate valve ,k and receiving valve ,j to their seats and lifts the upper final discharge valve ,m1 allowing the air to pass to the main reservoir4 ,the action is the same on the down stroke1 only air is compressed in the opposite end of the cylinders and the opposite air valves are used4 #aff4 ,q4 ,what should be the lift of the different air valves8 ,a4 ,in the ,no4 #a and ,no4 #b compressors all valves should have #a_/af-;inch lift2 in the ,no4 #e and ,no4 #f all valves should have #c_/af-;inch lift4 #afg4 ,q4 ,if a receiving valve to the low pressure air cylinder breaks or sticks open1 what effect will it have on the compressor1 and how may it be located8 ,a4 ,no air will be compressed in the low pressure cylinder1 as the piston moves toward the defective valve1 and may be located by noting the movement of the low pressure piston1 as it will be much quicker toward the defective valve than the opposite stroke4 ,air will blow back to the atmosphere as the piston moves toward the defective valve1 and may be detected by holding the hand over the strainer4 #afh4 ,q4 ,if an intermediate discharge valve breaks or sticks open1 what effect will it have on the compressor1 and how may it be located8 ,a4 ,if an intermediate discharge valve breaks or sticks open1 no air will be compressed by that end of the compressor where is located the defective valve1 as the air will simply flow back and forth from the high to the low pressure cylinders2 no air will be taken in from the atmosphere through the strainer as the pistons move from the defective valve4 #afi4 ,q4 ,if a final discharge valve breaks1 what effect will it have on the compressor8 ,a4 ,main reservoir air will be free to return to the high pressure cylinder as the high pressure piston moves from the defective valve2 therefore1 no air will be taken in through the receiving valve of the high pressure air cylinder at the end where is located the defective valve4 ,the low pressure piston will make a slow stroke toward the defective valve and a normal stroke from it2 while the high pressure piston will make a slow stroke toward the defective valve and a quick stroke from it4 ,defective air valves may generally be located by noting the temperature of the valve chamber in which they are located4 #agj4 ,q4 ,what will cause the compressor to run hot8 ,a4 ,running the compressor too fast2 working against high pressure2 air piston packing rings leaking2 air cylinder worn2 air passages or discharge pipe partially stopped up2 air valves leaking2 air valves stuck shut2 or lack of lubrication4 #aga4 ,q4 ,how should the air end of the compressor be oiled1 and what grade of oil used8 ,illustration3 ,fig4 #bj4 ,high ,pressureiston ,moving ,upward4 ,low ,pressure ,piston at ,rest4 ,a4 ,oil should be used sparingly in the low pressure cylinder1 but more is required in the high pressure cylinder1 owing to higher temperature4 ,a good quality of valve oil should be used4 #agb4 ,q4 ,how is the steam end of the compressor affected by the use of too much oil8 ,a4 ,this may cause the compressor to short stroke1 and where the piston type of valve is used1 may cause the compressor to stop4 ,l-,t ,,equipment ,,automatic ,,control ,,valve #agc4 ,q4 ,what is the duty of the control valve8 ,a4 ,to admit air from the main reservoir to the locomotive brake cylinders when applying the brakes2 to automatically maintain the brake cylinder pressure against leakage2 to develop the proper brake cylinder pressure regardless of piston travel2 and to exhaust the air from the brake cylinders when releasing the brake1 in all automatic applications of the brake4 #agd4 ,q4 ,explain the operation of the control valve when making an automatic service application of the brake4 ,a4 ,air enters the control valve at the connection marked ,,bp 7,fig4 #ba71 which leads to chamber ,f above the piston #c1 forcing it down1 uncovering the feed groove ,g in the bushing1 allowing air to feed past the piston into the slide valve chamber1 and then through port ,h to the auxiliary reservoir4 ,the air will feed through in this manner until the auxiliary reservoir and brake pipe pressure equalize4 ,when a gradual reduction of brake pipe pressure is made1 it will be felt in chamber ,f1 above piston #c1 creating a difference in pressure on the two sides of the piston1 which will cause it to move upward4 ,illustration3 ,fig4 #ba4 ,automatic ,control ,valve4 ,full ,release4 ,the first movement of the piston closes the feed groove ,g1 also moves the graduating valve #aj1 uncovering the service port ,j in the slide valve #d1 and the continued movement of the piston moves the slide valve to service position1 in which the service port ,j connects with port ,e in the valve seat4 7,see ,fig4 #bb47 ,as the slide valve chamber and auxiliary reservoir are connected at all times1 air can now flow from the auxiliary to the control cylinder ,d and control reservoir1 through ports ,h1 ,j and ,e1 until the pressure on the lower or auxiliary side of piston #c becomes slightly less than that in chamber ,f or brake pipe side1 when the piston and graduating valve will move down until the shoulder on the piston strikes the slide valve2 this movement of the graduating valve closes the service port ,j1 thus closing the communication between the auxiliary and control cylinder and reservoir1 also closing port ,w1 which leads to the safety valve4 7,see ,fig4 #bc47 #age4 ,q4 ,how is piston #b affected by the air pressure in the control cylinder ,d8 ,a4 ,pressure forming in this cylinder will force the piston downward4 ,the piston in moving down will carry the exhaust valve #g with it1 closing the exhaust port ,n and moves the preliminary admission valve #a;,a from its seat against the tension of spring #h1 allowing the pressure in chamber ,o to pass to the brake cylinders1 thus creating a balancing effect on valve #a1 which allows it to be opened against main reservoir pressure1 thus allowing main reservoir air to flow from chamber ,a to chamber ,b and the brake cylinders on the locomotive 7see ,fig4 #bb7 until the pressure in the brake cylinders and chamber ,b1 below piston #b1 becomes slightly greater than that in the control cylinder ,d when the piston will move up just far enough to allow the valves #a and #a;,a to be seated1 or to lap position4 7,see ,fig4 #bc47 ,illustration3 ,automatic ,control ,valve4 ,service ,position4 ,fig4 #bb4 #agf4 ,q4 ,with the control valve now in lap position1 will the brake release on account of brake cylinder leakage8 ,a4 ,any drop in brake cylinder pressure will be felt in chamber ,b below the piston #b1 causing a difference in pressure on the two sides of the piston1 allowing the pressure in the control cylinder ,d to move the piston #b down1 unseating the admission valves1 allowing a further flow of main reservoir air from chamber ,a to chamber ,b and the brake cylinders until the pressure is again slightly greater than that in the control cylinder ,d1 when the piston #b will again move up1 allowing the admission valves to close4 ,thus in this way air will be supplied to the brake cylinders of the locomotive1 holding the brakes applied regardless of leakage4 #agg4 ,q4 ,explain the movement of the parts in the control valve1 when the automatic brake valve is moved to release position1 following an automatic application of the brake4 ,a4 ,in release position of the brake valve1 air from the main reservoir flows direct to the brake pipe1 causing an increase of pressure1 which is felt in chamber ,f on the upper side of piston #c2 this increase of pressure will cause the piston to move down1 carrying with it the graduating valve #aj and slide valve #d to release position4 ,this allows air from the control cylinder ,d and control reservoir to flow through the release pipe ,,iv and on to the automatic brake valve1 where the port to which this pipe leads is blanked by the automatic rotary valve1 which prevents the air leaving the control cylinder and reservoir1 thus holding the locomotive brake applied while the train brakes are being released4 ,the movement of the parts are the same where the release is made in holding position4 #agh4 ,q4 ,explain the movements of the parts in the control valve when the automatic brake valve is moved to running position1 after having first been moved to release or holding position4 ,illustration3 ,automatic ,control ,valve4 ,service ,lap ,position4 ,fig4 #bc4 ,a4 ,in this position of the brake valve the port to which the release pipe ,,iv is connected is open to the exhaust1 thus allowing the air in the control cylinder and reservoir to escape to the atmosphere4 ,the reduction of pressure in the control cylinder ,d below that in chamber ,b causes the control piston #b to move up1 carrying with it the exhaust valve #g to release position1 opening the exhaust port ,n1 thus allowing the air to return from the brake cylinders through ports ,c and ,n to the atmosphere1 releasing the brake4 7,see ,fig4 #ba47 #agi4 ,q4 ,explain what takes place in the control valve when an automatic emergency application of the brake is made4 ,a4 ,any sudden reduction of brake pipe pressure will be felt on the brake pipe side of piston #c1 and will cause it and the valve #d to move to their extreme upper position1 the knob on the piston striking the graduating stem #ac1 causing it to compress the spring #ad1 moving the emergency valve #ae upward1 opening port ,q2 this allows brake pipe air to flow against valve #af1 unseating it1 then through port ,t to the brake cylinder4 7,see ,fig4 #bd47 ,in the meantime auxiliary reservoir air can flow past the end of the slide valve through port ,e to the control cylinder ,d and control reservoir1 forcing piston #b downward unseating valves ,i and ,,ia1 thus allowing main reservoir air to flow to the brake cylinders1 applying the brake4 #ahj4 ,q4 ,at what pressure will the auxiliary reservoir and control reservoir equalize when using seventy pounds brake pipe pressure8 ,a4 ,at about fifty pounds2 however1 with the automatic brake valve in emergency position1 there is a small port in the rotary valve 7called the blow-down timing port7 opened to the control reservoir pipe and control reservoir which allows main reservoir air to flow to the control reservoir and cylinder1 raising the pressure to the adjustment of the safety valve4 ,illustration3 ,fig4 #bd4 ,automatic ,control ,valve4 ,emergency ,position4 7,with ,quick ,action ,cylinder ,cap47 #aha4 ,q4 ,at what pressure is the safety valve adjusted8 ,a4 ,at fifty pounds4 #ahb4 ,q4 ,what types of brake valve are used with this equipment8 ,a4 ,the automatic brake valve is of the rotary valve type and is the same valve as used with the ,e-,t equipment4 ,the straight air brake valve is of the slide valve type4 ,the control valve takes no part in the application or release of the straight air brake4 ,what has been said of the ,h-#f brake valve used with the ,e-,t equipment1 applies to the automatic brake valve used with the ,l-,t equipment4 ,,broken ,,pipes #ahc4 ,q4 ,if the main reservoir supply pipe to the automatic control valve breaks1 what should be done8 ,a4 ,plug the pipe toward the main reservoir4 ,the locomotive brake cannot be applied in an automatic service application2 but if the control valve be equipped with a quick action cap and an emergency application is made1 the air vented from the brake pipe to the brake cylinder will apply the brake4 ,the independent brake will not be affected4 #ahd4 ,q4 ,what will be the effect if the release pipe breaks8 ,a4 ,the holding feature of the brake will be lost2 that is1 the brake will release when the automatic brake valve is returned to release or holding position4 #ahe4 ,q4 ,if the brake cylinder pipe breaks1 can the locomotive brake be applied with the automatic brake valve8 ,with the independent brake valve8 ,a4 ,this depends on where the pipe breaks2 if between the cut-out cock and any one of the brake cylinders1 close the cut-out cock to that cylinder1 and the other cylinders may be used4 ,but if the pipe breaks between the control valve and the double-throw check valve1 the automatic brake is lost2 if the break be between the independent brake valve and double-throw check valve1 the independent brake is lost4 #ahf4 ,q4 ,if the brake cylinder pipe breaks and is not plugged1 what must be done8 ,a4 ,close the cut-out cock in the main reservoir supply pipe1 this to avoid the waste of air when a brake application is made on the train4 #ahg4 ,q4 ,if the brake pipe connection to the control valve breaks1 what should be done8 ,a4 ,plug the end leading from the brake pipe2 the automatic brake cannot be applied on the locomotive1 but the independent brake will not be affected4 #ahh4 ,q4 ,if the control cylinder pipe breaks1 what effect will it have and what must be done8 ,a4 ,the locomotive brake cannot be applied with the automatic brake valve2 by plugging the pipe1 this feature of the brake will be restored1 but the independent release feature will be lost4 #ahi4 ,q4 ,if any of the pipes here enumerated breaks1 will it in any way affect an application of the independent brake8 ,a4 ,no2 as the independent and automatic features are entirely separate from each other2 that is1 the automatic control valve is not brought into use when an independent application of the brake is made4 ,,control ,,valve ,,defects #aij4 ,q4 ,if there is a blow at the control valve exhaust port when the brake is released1 where would you look for the trouble8 ,a4 ,this would indicate a leaky application valve1 or a leak past the emergency valve4 #aia4 ,q4 ,if there be a continuous blow at the control valve exhaust port when the brake is applied1 where would you look for the trouble8 ,a4 ,this would indicate leakage past the exhaust valve #g4 #aib4 ,q4 ,if the locomotive brake released with the automatic brake valve in lap position1 where is the trouble8 ,a4 ,would look for a leak in the control reservoir pipe or special release valve4 #aic4 ,q4 ,if the brake remained applied in lap position1 but released in release or holding position1 where would you look for the trouble8 ,a4 ,this would indicate a leak in the control valve release pipe4 ,,miscellaneous #aid4 ,q4 ,what is meant by an application of the brake8 ,a4 ,the first and all following reductions1 until the brake is released4 #aie4 ,q4 ,how many applications of the brake should be made when making a stop with a passenger train1 and why8 ,a4 ,two2 the first a heavy one to reduce the speed quickly1 and the second a light one to complete the stop2 thereby preventing wheel sliding and shock to the train4 #aif4 ,q4 ,how many applications of the brake should be made when making a stop with a long freight train8 ,a4 ,one2 this to prevent the possibility of causing damage to the train4 #aig4 ,q4 ,explain how a stop should be made with a freight train4 ,a4 ,probably no more difficult question to answer could be asked1 as the service braking of a train must be governed by the condition surrounding it2 meaning1 relation of brake power to weight of train2 rail condition2 speed and grade4 ,to prevent breaking in two and other damage1 freight trains should be stopped with one brake application1 which may consist of one or more reductions1 up to full service4 ,generally speaking1 the slack should be bunched before the brakes are applied1 and this may best be done by gradually closing the throttle and allow the train to drift some little distance4 ,the first reduction should not be less than five or more than eight pounds4 ,the brakes should be applied as soon as possible after the slack has had time to run in1 the object of this being to have the train slack adjusted while the brakes are least effective1 due to the high speed and light brake cylinder pressure4 ,it is at this time that damage may be done to the train2 therefore1 if the slack be kept bunched or stretched1 as the case may be1 the possibility of train damage will be greatly reduced4 ,to obtain this condition1 complete the stop with as light a brake application as permissible4 ,when the brake is first applied1 the engineer should note if the tendency be for the train slack to bunch or stretch1 and having learned that the train is inclined to stretch badly1 he can keep the slack stretched by making the initial brake pipe reduction before shutting off steam1 then shut off steam gradually as soon as the brake valve exhaust port closes1 the object in working steam being to prevent the slack running in as the application is made1 which in turn will prevent severe jerks due to the slack running out as the rear brakes become effective4 ,where the locomotive is equipped with an independent release feature1 its brakes should be kept released while the train brakes are being applied4 #aih4 ,q4 ,is it considered good practice to attempt making an accurate stop with a freight train8 ,a4 ,it may be said to be very poor judgment to attempt making an accurate stop with a freight train1 such as a spot stop for coal or water or a close-up stop for a switch4 ,some engineers seem to think that it is a reflection on their judgment if an accurate stop is not made1 but this is not so1 due to the fact that no two trains brake alike1 and the same train may not brake twice alike4 ,therefore1 aim for a smooth stop1 which means a safe stop1 leaving accuracy out of the question until the time comes when you are handling a passenger train4 #aii4 ,q4 ,what precaution should be taken after a stop is made on a heavy grade8 ,a4 ,the air brakes should be released and a sufficient number of hand brakes applied to hold the train4 ,never rely on the air brake to hold the train for any length of time4 #bjj4 ,q4 ,why is it dangerous to repeatedly apply and release the brakes without giving time for the auxiliaries to fully recharge8 ,a4 ,as time is required to charge the auxiliaries1 the feed groove in the triple valve being small1 if the brakes are repeatedly applied and released without giving time to recharge1 the braking power will be lost4 #bja4 ,q4 ,what benefits are derived from the use of the retaining valve8 ,a4 ,by use of the retaining valve the brake is held applied while the triple valve is in release position and the auxiliary is being recharged2 thereby assisting in retarding the movement of the train down grade1 also keeps the train bunched and gives a higher brake power on the second application with the same reduction of brake pipe pressure4 #bjb4 ,q4 ,with a seventy-pound brake pipe pressure how much of a reduction is necessary to set the brakes in full1 and why8 ,a4 ,about twenty pounds4 ,this will cause the auxiliary reservoir and brake cylinder pressures to equalize4 #bjc4 ,q4 ,what effect has piston travel on the pressure developed in the brake cylinder8 ,a4 ,the longer the piston travel the greater the volume or space to be filled with air2 therefore the lower the pressure4 #bjd4 ,q4 ,when should brakes be tested8 ,a4 ,brakes should be tested before leaving a terminal and after any change in the make-up of the train1 at all designated points1 also1 whenever the engineer is in doubt as to his having the control of all brakes4 #bje4 ,q4 ,how should a terminal test of the brakes be made8 ,a4 ,after the pressure is pumped up1 a reduction of about ten pounds should be made and the length and force of the brake pipe exhaust should be noted1 also the manner in which the exhaust closes2 then a further reduction of ten pounds should be made and the brake held applied until signaled to release4 #bjf4 ,q4 ,if1 when making a service application of the brake1 the brake pipe exhaust closes suddenly and then begins to blow again1 what does it indicate8 ,a4 ,that the brakes1 or at least part of them1 have applied in quick action4 #bjg4 ,q4 ,what is meant by a running test1 and when should this test be made8 ,a4 ,a running test is made while the train is in motion1 and steam is being used1 when a sufficient reduction should be made to apply all brakes4 ,after noting the efficiency of the brakes they should be released4 ,running tests should be made following all standing tests and at all other points on the road as required by the rules4 #bjh4 ,q4 ,when double-heading1 which engineman should have full control of the brakes8 ,a4 ,the head engineer2 the cut-out cock under the brake valve on the second engine should be closed and the compressor allowed to run4 #bji4 ,q4 ,how may the engineman assist the trainman in finding a bursted hose8 ,a4 ,after the train has come to a stop1 the brake valve should be placed in running position2 by so doing1 air will be admitted to the brake pipe and cause a blow at the point where the hose is burst4 #baj4 ,q4 ,if the locomotive brake creeps on with the automatic and independent brake valves in running position1 where would you look for the trouble8 ,a4 ,this is caused by the pressure chamber being overcharged or a non-sensitive feed valve allowing brake pipe pressure to vary1 which in turn causes an automatic application of the brake4 #baa4 ,q4 ,how often should the main reservoir be drained8 ,a4 ,the main reservoir should be drained at the beginning of each trip4 99 99 99 99 99 ,,index ,page ,air ,brake ,questions1 ,first ,series #bb ,air ,brake ,questions1 ,second ,series #dd ,air ,brake ,questions1 ,third ,series #afd ,compound ,locomotives #ih ,examination ,questions1 ,first ,series #g ,examination ,questions1 ,second ,series #be ,examination ,questions1 ,third ,series1 ,mechanical #fb ,federal ,regulations #abf ,headlight1 ,pyle ,national #abg ,headlight1 ,schroeder #ada ,headlight1 ,buda-,ross ,electric #adc ,lubrication #abj ,oil ,burning ,locomotives #dg ,preface #c ,southern ,valve ,gear #aai ,stoker1 ,duplex #aed ,walschaert and ,baker-,pilliod ,valve ,gears #aac 99 99 99 99 99 ,transcribers ,notes3 ,punctuation and heading format normal4 ,page #g1 feul changed to fuel 7use of fuel74 ,page #af1 therby changed to thereby 7thereby causing7 ,page #ca1 criculation changed to circulation 7good circulation7 ,page #fe1 lcomotive changed to locomotive 7locomotive has been started7 ,page #gh1 reevrse changed to reverse 7reverse lever7 ,page #hf1 serously changed to seriously 7very seriously affect7 ,page #ajh1 disadvanage changed to disadvantage 7disadvantage to work7 ,page #abf1 aperating changed to operating 7operating under the laws7 ,page #abi1 sucessfully changed to successfully 7used successfully7 ,page #aca1 damge changed to damage 7might do damage7 ,page #aci1 ,tubo changed to ,turbo 7,turbo-generator7 ,page #adg1 direcion changed to direction 7in any direction7 ,page #adi1 cummutator changed to commutator 7,the commutator7 ,page #bjd1 distributng changed to distributing 7distributing valve7 ,page #bae1 chambr changed to chamber 7remaining in chamber7 ,page #baf1 slighty changed to slightly 7slightly less7 ,page #bcc1 releas changed to release 7release is made7 ,page #bdc1 the changed to then 7and then begins to blow74