AUSTIN STEAM TRAIN ASSOCIATION * * * AUSTIN & TEXAS CENTRAL RAILROAD * * * * * MECHANICAL and AIR BRAKE EXAMINATION STUDY GUIDE *** First Year Examination Questions and Answers *** 1. Q. What are the duties of a Fireman on arrival at enginehouse prior to departure, on a locomotive? A. a) Examine Bulletin Books, Circular Books, and see that you have the current Timetable and Supplements, if any have been issued, and compare watch with Standard Clock. b) Upon entering cab of locomotive, first ascertain amount of water in Boiler by trying Water Gauge Cocks and both Water Glasses. If there is no indication of water, immediately put out the fire, get off the engine, and in no case attempt to put water in Boiler. Consult Engineer and Roundhouse Foreman. c) (Check condition of Gauges). Examine Stay Bolts, Fusible Plugs, Flues, Crown Sheet, and Side Sheets of Firebox to see if free from leaks, and examine condition of Firebox Channel Brickwork, Draft Pan, (Dampers), and that Burner is in good condition and is properly delivering oil parallel with Side Sheets and to Flash Wall properly. d) See that there is a proper supply of fuel oil, water (and sand, as well as the necessary tools for handling an oil fire: Sand-horn, Sand Scoop, Brick Hook and Carbon Bar (a small iron bar to be used in cleaning carbon from mouth of Burner) ). See that you have grease gun and pin grease, proper tools in toolbox, waste, valve oil, engine oil, and engine oil can; compound and bucket for mixing same, (flashlight or lantern), and extra headlight bulb. See that you have a full box of sand and a scoop. See that Steam Turret Valves are open. Examine Injectors and Boilerfeed Pump, if engine is equipped with same. Turn on Air Compressor and Generator and see that all lights are burning properly. e) (Examine Work Reports to determine what work has previously been reported on the locomotive being taken charged of). 2. Q. Name the various devices in the cab of a locomotive which pertain to the duties of a Fireman. A. Firing Valve, Blower Valve, Atomizer Valve, Tank Heater Valve, Blowback Valve, Superheater Valve, Fuel Tank Safety Latch Valve, Water Glass and Valves (Gauge Cocks), Steam Gauge, Train Heat Throttle and Governor Valve, Injector or Feed Water Pump, Tank Valves for Fuel Oil and Water, Bell Valve and Rope, and Damper Regulator. 3. Q. Name the devices used to force water into a Boiler under steam. A. Injectors and Boiler Feed Water Pumps. 4. Q. Explain the importance of having the devices referred to in Question #3 in proper working order before departure. A. It is of first importance that a Steam Boiler have sufficient water at all times, and the Injector and Feed Water Pumps are the only means for putting water into the locomotive Boiler; if they should fail, it may cause a complete engine failure or a delay would be the result. 5. Q. Explain the function of the Boiler Check and what action you would take in case the Check Valve started leaking, or stuck open. A. The function of the Boiler Check is to admit water to the boiler when the Injector or Feed Water Pump is working and to prevent the return of the Boiler Water to the Branch Pipe when the Injector or Feed Water Pump is shut off. In case Boiler Check is leaking or stuck open, close Boiler Check Stop Valve, prime Injector, and open Boiler Check Stop Valve and Injector will work. Feed Water Pump - close Boiler Check Stop Valve, open all drains on Pump and start Pump slowly. When water shows at drains, open Boiler Check Stop Valve and close drains on Pump. Boiler Check might be seated by tapping lightly on or around the Cage with a hammer. 6. Q. If the Boiler Check leaks badly, or sticks open, what effect would this have on the Feedwater Pump or Injector? A. With the Feedwater Pump, it would become steam bound; and with Injector will make it hard to prime; and if leaking very badly, Injector will not prime. 7. Q. How would you overcome a steam bound Water Pump caused by leaking Boiler Check? How should Pump be operated under these conditions? A. Close the Stop Valve at the Boiler Check, open drain cocks on Pump, start Pump slowly, and when water escapes at drain cocks, then open the Stop Valve to Boiler Check, then close all drain cocks. Operate Pump slowly until end of trip, except delays or station switching, shut off Pump and close Stop Valve to Boiler Check and supply water to Boiler with Injector. 8. Q. Explain the principles of operation of an Injector. A. The principle of operation of an Injector is due first to the difference between kinetic or moving energy and static or standing energy. Second, the fact is 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 water 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 steam. By imparting this velocity to the water, it gives it sufficient energy to throw open the Boiler Check and enter the Boiler against high steam pressure. (A-1. Steam under pressure travels at a tremendous velocity, and if placed in contact with a stream of water, it imparts to the water much of its velocity, and besides condensed to water itself. This solid stream of water has such velocity that its momentum raises the Boiler Check and is delivered to the Boiler. MoPac 1942). 9. Q. Explain the principles of operation of a Boiler Feed Pump and Feedwater Heater. A. The Pump is made up of two vertical water cylinders arranged tandem and both driven by one steam cylinder through the medium of a single piston rod; the steam cylinder is at the top and the piston motion is controlled by a steam driven valve. The speed of the Pump is controlled by a Throttle in the cab. The upper water cylinder takes cold water from the Tank and delivers it into the Heater chamber where it is mixed with steam from the engine exhaust. The lower cylinder takes the heated water from the heater chamber and delivers it into the Boiler. 10. Q. What are the principle causes for Boiler Feedwater Pump not supplying sufficient water? A. A partly closed Tank Valve, a blocked Strainer, defective packing in Hot Water Cylinder or defective suction in Discharge Valve. The Branch Pipe may be caked up or the Pump may not be getting proper lubrication. Condition of Pump should be reported on arrival at terminal. (A-1. If Pump does not supply sufficient water to the Boiler, it may be due to partly closed Tank Valve, Strainer partly stopped up, an obstruction in the Tank Hose, defective Cylinder Packing in Discharge Cylinder, a defective Suction or Discharge Valve, or steam end of the Pump may be defective. Any stoppage between Pump and Boiler, such as in Branch Pipe, Boiler Check, or opening into the Boiler. The Pump gauge should show a higher pressure then usual under this last condition. From Locomotive Engineers' & Fireman's Manual of Questions and Answers by Mark F. Herrick, 1943). 11. Q. If the Injector does not work properly, where would you look for the trouble? A. If the Injector primes well, but breaks when the steam is turned on full, the trouble is due to insufficient water supply, Tank Valve partly closed, Strainer stopped up or Tank Hose kinked, Injector Tubes out of line, limed-up Delivery Tube, cut out or wet steam from Throttle. If an Injector will not prime, trouble is due to insufficient water supply, Priming Tube out of order, or with the Lifting Injector, the trouble might be caused by a leak between the Injector and Tank. 12. Q. What do you consider a safe water level in the Boiler? A. An even water level that sufficiently covers the Crown Sheet at all times - 2 Gauges. 13. Q. Should the Water Gauge Glass be depended upon entirely to determine water level in the Boiler? A. No. Gauge Cocks should also be tried to determine water level. 14. Q. When locomotive is working steam, how rapidly should water be fed into the Boiler? A. Water should be fed into the Boiler to maintain a safe even water level at all times, except before reaching hilltops or stations where a stop is to be made, water level should be increased so it will not be necessary to use Pump while drifting or standing at stations. (A-1. Water should be fed to the Boiler while working, no more rapidly than it is being used, being careful to maintain a safe water level at all times. The Injector should be regulated so that the water level in the Boiler is maintained at a uniform level insofar as practicable. The operation of the Injector or Water Pump should be as nearly continuous as possible while locomotive is working. Variations in the steam requirements of the Boiler should be met by a change in the adjustment of the Injector Water Valve or Water Pump Throttle as required to maintain a proper water level in the Boiler and a constant a temperature as possible in the boiler. MoPac Exam 1942 and ICRR Exam 1949) (A-2. Water should be fed into the boiler at about the same rate as it is being used, maintaining a safe water level at all times, and increasing the level prior to topping grades or making station stops. Erratic pumping of the Boiler results in more Foaming troubles than any other single cause and causes changes in temperatures in the Boiler which increases stresses. The object is to keep the Firebox and Boiler temperature as constant as possible, eliminating undue expansion and contraction of the Boiler, Sheets and Flues that will cause leaks. RJM). (X. Q. How would you handle Injector of Feed Water Pump when drifting, or standing at station? A. Have water level high enough that it would not be necessary to work Injector or Feed Water Pump while drifting or standing still. Operating conditions may make it necessary to vary from this. MoPac 1942). (X. Q. What harm will result in feeding water too fast? A. It will flood the Boiler, lower the Steam Pressure, waste fuel, and cause Firebox and Flues to leak by the too rapid cooling effect on the Boiler. MoPac 1942). 15. Q. What are the advantages of a Feedwater Heater compared with an Injector? A. The Feedwater Heater reclaims the heat in a portion of the Exhaust Steam that otherwise would be wasted at the Stack and returns it to the Boiler in the Feed Water, thus reclaiming a large amount of the waste heat and reducing the amount of heat required in the furnace (Firebox) to raise the temperature of the water in the Boiler to that of steam at the prevailing Boiler Pressure, and save fuel from 10 to 20%, and also has the effect of increasing the effective Water Tank capacity from 12 to 15 percent. 21. Q. If Worthington Feedwater Pump becomes steam-bound, what should be done? A. Open all drain cocks on water end of Pump, allow steam to escape, and Pump to fill with water, and when water appears from all drain cocks, then close all drain cocks and start Pump. 23. Q. Outline the proper method of blowing out Boiler. A. In blowing out Boilers, the Blow-off Cock should be opened 7 seconds, then closed for a similar period; this should be repeated until satisfied that Boiler has been blown sufficiently. For best results, Boiler should be blown out when standing or with Throttle closed, and Injector or Water Pump not working. 24. Q. What does the Oil Burning Equipment on a locomotive and tender consist of? A. Blower Valve, Atomizer Valve, Tank Oil Heater Valve, Blow Back Valve, Oil Regulator, Oil Feed Cock, Engine Oil Heater Valve, Oil Heater Drain, Check Valve, Oil Heater Pipe and necessary piping, and compartment for fuel oil and one for water. 28. Q. How does water in fuel oil affect combustion in Firebox? A. When the locomotive is standing or drifting, this water settles towards the outlet and gets into the Oil Pipe and passes to the Burner. It produces a very dangerous condition such as intermittent flashings or kicking of fire. The fire will die down and sometimes go out and then flash up as the water disappears, and oil reaches the Burner; it also prevents oxygen from mixing properly with the oil to complete combustion, and causes Steam Pressure to drop and contraction of Flues and Sheets. 32. Q. What care should be exercised around Fuel Oil Tanks in the use of Lamps, Torches, Lanterns, or other open lights? A. Should never be brought closer than ten feet to Vent Pipe or Manhole as gases escaping may cause an explosion. 33. Q. Explain how you would light a fire in an oil burning locomotive. A. See that the locomotive is securely blocked and that no one is under or about it. Have two gauges of water in the Boiler, determining the water level by use of Gauge Cocks. Note condition of Water Glasses. Remove carbon, Fire Brick or other obstructions that would interfere with the flame from the Burner to opposite end of Firebox (Flash Wall). Open the Damper. Insure flow of oil to Burner by heating oil in Tank to proper temperature and by mild circulation of steam through Engine Oil Heater. Open the Blower Valve enough to create a light draft through the Firebox. Blow out any condensation that may be in the Steam Pipe or Steam Passage of Burner by opening the Atomizer Valve for a few seconds. Open the Oil Tank Valve. Apply the fire-lighter in the Firebox and stand to left side of Fire Door. Open Atomizer Valve enough so that when the oil begins to flow, the steam current will be sufficient to carry the oil to the fire. Open Firing Valve carefully to avoid a heavy explosion when the oil ignites. Using only enough oil to generate steam without making black smoke, open Atomizer first, then open Firing Valve gradually. (A-1. Open Blower to create draft and to clear Firebox of gas vapors, to avoid explosions. Place lighted waste in Firebox about two feet from Burner. Securely close Fire Door. Open Blower lightly. Open Atomizer Valve enough to carry oil to burning waste. Open the Firing Valve slowly until the oil is ignited from the burning waste. Regulate Atomizer and Firing Valve to suit the conditions. MoPac 1942). 34. Q. Explain the injurious effect caused by excessive use of the Blower in oil burning locomotives. A. It draws excessive cold air through the Firebox which results in cooling the hot gases which is wasteful because the heat is being carried off by the excessive air. It also causes (a chilling effect and rapid) contraction in the Crown and Side Sheets and Flues (which will eventually cause them to leak or crack). (X. Q. In starting or closing the Throttle of the locomotive, how should the Fireman regulate the fire, in advance or after the action of the Engineer? A. In advance. MoPac 1942. In starting an oil burning engine, bring the oil up gradually as the Throttle is opened, and keep the movement and amount of oil slightly in advance of the action of the Engineer, so as to prevent the inrush of cold air as the engine is working, which would result in injury to the Firebox and Flues. Reduce the fire very slightly in advance of closing the Throttle. This will prevent the engine from popping and black smoke trailing over the train. From Progressive Examinations for Locomotive Firemen and Standard Examination for Locomotive Engineers by W.P. James, 1928.) (X. Q. 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 conditions? A. Yes. MoPac 1942. Yes, they should work in harmony with one another and while the Fireman should watch every move the Engineer makes, it is also the duty of the Engineer to advise the Fireman of every change of the Throttle so that he can operate his valves according therewith and thus save fuel, and avoid black smoke. From Progressive Examinations for Locomotive Firemen and Standard Examination for Locomotive Engineers by W.P. James, 1928.). 35. Q. What type of fire should be maintained while drifting, and why? A. The fire should be burned brightly and not permitted to get low enough to allow the Firebox to lose its temperature, as this will cause contraction and cause Flues to leak and Stay Bolts to break. 36. Q. Explain how the fire should be regulated when leaving a station. A. The fire should be forced just a little ahead of the working of the engine that a little smoke will show at the Stack to prevent cold air from being drawn through the Firebox (and chilling the Sheets) and to keep the draft from putting out the fire. When the exhaust is increased sufficiently, close the Blower Valve and adjust the Firing Apparatus to suit the position of the Reverse Lever and Throttle. 37. Q. Explain the purpose and operation of Dampers on a locomotive. A. The purpose of the Damper is to regulate the amount of air admitted to the Firebox. The Dampers must be regulated to suit the conditions under which the locomotive is working. When the locomotive is standing or drifting, Firepan Damper must be regulated to prevent excessive cold air being drawn into the Firebox to avoid possible damage to the Firebox, Sheets, and Flues (caused by the chilling or rapid cooling effect). When the locomotive is working, the Dampers should be regulated to give proper admission of air to the fire for proper combustion. Dampers should be closed when fire is extinguished (as a matter of safety and to prolong the cooling process and reduce stresses). 38. Q. When steaming properly, how much smoke should oil burning locomotive emit when operating with full tonnage? A. A light gray haze at the Stack. 40. Q. How does the sanding of Flues effect fuel economy? How often should Flues be sanded? A. Sand cleans soot and all foreign matter from the Flues and engine will steam more freely and use less oil. Flues should be sanded at the beginning of each trip soon as reaching a suitable point and thereafter followed at different intervals until trip is completed and sand engine just before arrival at terminal. 41. Q. How should locomotive be worked when sanding Flues? A. Locomotive should be worked hard and traveling (not less than) 20 miles per hour (to avoid sand falling to floor of Firebox and accumulating in front of Flues. The Traveling Engineer's Examination Book, 1949). 43. Q. What should be done before leaving cab in case accident or derailment makes such action necessary? A. Unlatch the Oil Tank Safety Valve on top of Fuel Oil Tank by pulling cable extending from Safety Valve into cab for that purpose. Close Firing Valve. 44. Q. Outline the various causes for insufficient flow of oil to the Burner. A. Low temperature of the oil. Low oil supply in Tender Tank. The Burner or Piping being clogged, or bad leak in Oil Line. 45. Q. Explain how you would blow out Burner and Oil Piping. A. To blow out the Burner; close the Tank Oil Valve, open the Blower to create draft through Firebox. Open the Firing Valve gradually until full open, stand to left side of the Firedoor, then slightly open the Blow-back Valve. The steam will then pass through the Blow-back Valve into and through the Oil Feed Pipe and Oil Opening of the Burner, slowly blowing out any oil that remains in the Feed Pipe. When this is accomplished, open wide the Blow-back Valve for a short time to allow the full steam pressure to blow through the Oil Passage of the Burner. Then close the Blow-back and the Firing Valves. To blow back the Oil Feed Pipe Passage into the Oil Tank; close Firing Valve, open Oil Tank Valve, open Blow-back Valve, allow steam to blow back through Blow-back Valve into the Oil Tank, driving with it any obstructions that may be in the Feed Pipe or in the Oil Valve. Close Oil Tank Valve, close Blow-back Valve, except when blowing out the Oil Pipes or the Burner, the Blow-back Valve must be kept closed. 47. Q. On leaving locomotive at enginehouse at completion of trip or days' work, what precautions should be taken with reference to fire, and to water in Boiler? A. See that Boiler has a full Glass of Water and that you have a slow clear fire in the Firebox. 48. Q What is indicated if the fire in Firebox is dark in color? A. Indicates improper combustion, caused by leaky Steam Pipes, Side Seams, and Flues, improper use of Atomizer or locomotive not properly drafted by Dampers being shut, or Brick might be down in Firebox. (X. Q. How can you judge whether combustion is good or bad, so Firing Valve may be regulated accordingly? A. By the color of fire in Firebox. When it is dull red color temperature is below 1000 degrees and combustion is incomplete; dense black smoke will issue from stack. If it is bright red, temperature will be about 1800 degrees and combustion very good, and no black smoke will appear from stack. The Traveling Engineer's Examination Book, 1949). (X. Q. What color is most desirable at peep-holes in Firebox? A. A white color is most desirable. The Traveling Engineer's Examination Book, 1949). 49. Q. Name the two types of lubricators generally used for lubricating Valves and Cylinders on locomotives. What kind of oil should be used in each? A. Hydrostatic Lubricator and Force Feed Mechanical Lubricator. Use good valve oil in each. 53. Q. What precautions must be taken before an Air Compressor is started? A. The Air Compressor must be started slowly with drain cocks open to permit condensation to escape gradually, and prevent Piston Heads from striking Cylinder Heads, and lubrication should be started to feeding oil to unsure proper lubrication, depending on the character of service. 54. Q. How much oil should be given the Steam Cylinders of a Cross Compound Type Compressor? A. About two to four drops per minute, just enough to keep Compressor running smoothly, depending on character of service. 55. Q. How should Steam Throttle be operated to start an Air Compressor? A. The Steam Throttle should be opened gradually allowing the Compressor to run slowly until all condensation is out of Main Reservoirs and an accumulation of air for cushioning the Pistons (has been built up). The Throttle should be opened to full extent after thirty pounds of air has accumulated in the Main Reservoirs. 56. Q. What means are provided to drain condensation and foreign matter from air system? State where drains are located. A. Drain Cocks, Dirt Collectors and Drain Cups. Located on Retain Cylinders of Air Compressor and under side of Main Reservoirs. 57. Q. How frequently is it necessary to drain condensation and foreign matter from the air brake system? A. Before starting each trip or shift and at every opportunity thereafter. Condensation must be drained from Main Reservoirs, Dirt Collectors, and Drain Cups. 58. Q. Are Enginemen and Hostlers required to know that brakes of engines are operative after taking charge of same and before starting? A. Yes. 59. Q. How should test be made to determine that brakes of engines are operative before starting? A. See that Compressor is turned on and that air is pumped up to maximum pressure, apply Independent Brakes with Independent Brake Valve to see that Reducing Valve is set at 45 pounds, then release the Independent Brakes and make a Service Application with the Automatic Brake Valve. Note and see that Driver Brakes do not leak off caused by a leak in Application Cylinder or Application Cylinder Pipe, and see if Engine Brakes can be released with the Independent Brake Valve to test if the Application and Release Pipes are crossed. Then release the Automatic Brake Valve to recharge Brake Pipe, then go to Emergency Position with the Automatic Brake Valve to test the Safety Valve on the Distributing Valve, and see that it is set for 68 pounds, then release the Automatic Brake Valve and apply the Independent Brake Valve and check Piston travel and see that brakes apply and Brake Rigging doesn't bind or fail, then release brakes and see that Brake Shoes release from the Wheels, and that the Driving Brake Pistons release all the way up. 60. Q. What test of the air brakes should be made on light engines immediately after starting? A. Running Air Test with Automatic Brake Valve, working light Throttle, moving slowly. (Reword - While moving slowly and working light Throttle, Running Air Brake Test should be performed by making a Service Application of the brakes with the Automatic Brake Valve). 61. Q. When movement is made with more than one engine coupled, from which engine should brakes be operated? A. The air brakes must be operated from the leading engine. (in the direction of movement?). 62. Q. In what position should the Double-heading Cocks (Brake Pipe Cut Out Cocks) and Brake Valve Handles be placed on engines other than the one controlling the air brakes? A. On all engines other than the one controlling the air brakes must have Double-Heading Cocks (Brake Pipe Cut Out Cocks) closed and Brake Valve Handles kept in Running Position and Compressors running. 63. Q. With more than one engine in the train, should each Engineer observe Brake Cylinder Gauges, note that Running Test is being made, and brakes are operative on the engine in his charge? A. Yes. 65. Q. Is it permissible to leave the enginehouse with a passenger engine without testing and knowing that the Communicating Signal is in proper working condition? A. No. (This device may not be operative, nor required now?) 66. Q. Why do the Rules prohibit reversing the Valve Gear on an engine in motion while Driver Brakes are applied? A. To reverse the Valve Gear while brakes are applied would cause the Drivers to lock and slide the Driving Wheels, thereby putting flat spots on Drivers and damage to other equipment. 67. Q. What is the Standard Brake Pipe Pressure on freight or mixed trains? A. 80 pounds. (At least 70 PSI, but should reflect ASTA practice). 68. Q. What is the Standard Brake Pipe Pressure on passenger trains? A. 90 pounds. (At least 70 PSI, but should reflect ASTA practice). 69. Q. For what pressures should the following valves be adjusted? (a) Feed Valve on yard engine handling freight equipment? (b) Feed Valve on yard engine handling passenger equipment? (c) Low Pressure Main Reservoir Governor Top? (d) High Pressure Main Reservoir Governor Top? (e) Reducing Valve? (f) Safety Valve on Distributing Valve on engine with water in Boiler? (g) Safety Valve on Distributing Valve on engine in tow with no water in Boiler? A. (a) 80 lbs. (At least 60 PSI, but should reflect ASTA practice). (b) 90 lbs. (At least 60 PSI, but should reflect ASTA practice). (c) 110 lbs. \____ (Should reflect ASTA practice, but must maintain a minimum (d) 125 lbs. / differential between BP and MR of 15 PSI). (e) 45 lbs. (30 to 50 PSI, but should reflect ASTA practice). (f) 68 lbs. (30 to 68 PSI, but should reflect ASTA practice). (g) 25 to 30 lbs. (Cannot not be less than 30 PSI as per CFR 232.10). 70. Q. Are Enginemen required to frequently observe pressure shown on gauges in cab, inspect equipment in their charge at every opportunity, and correct defects when practicable? A. Yes. 71. Q. If your train was being delayed and you were not otherwise occupied, would you avail yourself of the opportunity to inspect the equipment in your charge? A. Yes. 72. Q. Before working on Brake Rigging on a car or an engine, what precautions should be taken? A. When emergency repair work is done under or about cars in a train, and a Blue Signal is not available, the Enginemen must be notified by a member of the crew and protection must be given those engaged in making the repairs. The same employee must notify Enginemen when work has been completed. Before working on Brake Rigging, brake must be cut out by closing Cut Out Cock in the Branch Pipe and draining all Reservoirs. Where Cut-Out Cock is in the Brake Cylinder Pipe, it is only necessary to close this Cock. 73. Q. Are Enginemen required to look back at frequent intervals to observe the equipment and watch for signals? A. Yes. 74. Q. How must engine Whistle be sounded to indicate the following?: (a) Apply brakes, stop? (b) Inspect Brake Pipe for leaks, or for brakes sticking? (c) Engineer of second engine assist in recharging Brake Pipe? (I would not recommend this practice - most current Air Brake Instructions prohibit such). (d) Engineer of second engine take control of Air Brakes? (Would this practice be necessary, even in case of emergency? It would seem more likely that train should be stopped immediately, by any means necessary should an emergency exist, to change control. By most current Air Brake Rules, an Air Test would be required after controls changed hands). A. (a) O (This signal not in current General Code of Operating Rules). (b) O ___ (This signal is a part of the GCOR's). (c) OO OO \ _____ (d) OO ___ / (These signals not recognized in GCOR's). 75. Q. If one or more cars are added to a train between terminals, what test of the air brakes should be made on the cars added? A. When one or more cars are added to a train between terminals, trainmen must see that Hand Brakes are released before moving the cars, and when in the position where they are to handled in a train, they must be tested (given a set and release) to see that air brakes apply and release on the cars added. 76. Q. When cars with LN, UC or D-22 Control Equipment are handled in freight trains, what changes should be made in the Air Brake Equipment? A. They must be set for Direct Release (operation). 77. Q. Explain how the following are changed to operate in Direct Release. (a) LN Equipment? (b) UC Equipment? (c) D-22 Control Equipment? A. (a) When cars with LN Equipment are placed in freight trains, the Cut-Out Cock in the pipe between Supplementary Reservoir and Brake Cylinder Head must be closed and drain cock left open on Supplementary Reservoir. (b) When cars with UC Equipment are placed in freight trains, close Cut-Out Cock in the Branch Pipe, drain all Reservoirs, set Direct/Graduated Release Cap in Direct Release Position, then open Cut-Out Cock and close drain cocks. (c) Close Cut-Out Cock in Branch Pipe, drain all Reservoirs, remove nuts from 2 stud bolts, turn Cap clockwise to indication of Direct Release Position, replace nuts on stud bolts, open Cut-Out Cock and close drain cocks. 78. Q. Before passenger trains leave terminals, must cars with LN Equipment have Supplementary Reservoirs cut in, and cars with UC or D-22 Control Equipment have the Direct/Graduated Release Cap set in Graduated Release Position? A. Yes. 79. Q. When cars with UC or D-22 Control Equipment are added to passenger trains between terminals, should the Direct/Graduated Release Cap be set in Graduated Release Position if, by doing so, trains will be delayed? A. No. 80. Q. When cars with LN Equipment are added to passenger trains between terminals, would it cause any delay to trains to cut in Supplementary Reservoirs and secure the benefit of the Graduated Release Feature? A. No. 81. Q. If brakes are sticking on a freight train while in motion, what should be done? A. If brakes are sticking on a freight train while in motion and cannot manually be released, train must be stopped and the cause ascertained and corrected. 82. Q. If brakes are sticking on a passenger train while in motion, what should be done? A. The Engineer must make a (Service) reduction of at least 15 pounds, then release brakes. If brakes cannot be released, train must be stopped and the cause ascertained and corrected. 84. Q. If Brake Pipe is charged to Standard Pressure and brake will not release after venting air manually from the car Reservoirs, where would you look for the trouble? A. Retaining Valve Handle may be turned up, if not, Retaining Valve or Pipe may be stopped up or Hand Brakes set. 85. Q. When necessary to manually release air brakes with no pressure in the Brake Pipe, what method should be used on all classes of equipment? A. When necessary to manually release air brakes and no pressure is in the Brake Pipe, completely drain all Reservoirs. 86. Q. When Brake Pipe has been ruptured or train parted, what precautions should be taken to insure safety of the train before attempting to make repairs? A. Take precaution to see that rear portion does not run into front portion while stopping (This is something probably not covered by current-day Air Brake Rules, as the most common practice is to immediately apply the Independent Brakes to a point that will prevent wheels sliding until stopped. Some railroads instruct that if slack was bunched prior to emergency application, the Independent Brake should be applied immediately to prevent slack from running out, however would permit Independent Brake to be kept bailed off until stopped if train had been stretched prior to emergency application to prevent heavy run-in of slack. The preceding statement would not be entirely clear on its own, but I believe the practice was to prevent Engine Brakes from applying and work a moderate amount of steam until satisfied that rear portion of train had stopped and head end of train could be brought to a stop safely - something impossible to do on a modern day diesel after PC switch trips), and after stopping whistle out flag to rear, and Angle Cocks must be closed on both sides of the defect (?!? This instruction seems to be a little unclear to me - and if it means what it says, would fly in the face of the practice of leaving the Angle Cock open on the remaining, or standing portion, of the train. What purpose would closing the Angle Cock on the detached portion of a train serve, except perhaps inviting a local build-up of Brake Pipe pressure and possible roll away?) and sufficient Hand Brakes set to insure safety of the train before attempting to make repairs. Enginemen must be properly notified when work has been completed, and know all is in the clear before moving engine. 87. Q. What precautions should be taken to protect cars set out on grade? A. They must be coupled, if practicable, and in addition to brakes being set, wheels must be blocked. Passenger equipment, a (Service) reduction of (20) lbs. Brake Pipe Pressure must be made, and the Hand Brakes set. With the exception of Question #87 above (Which possibly would be covered in an Air Brake Rule Book?), I have only included those that had been marked for inclusion in the exam. The only additional ones that I felt may should have been included were Nos. 17 and 18 pertaining to the operation of the Feedwater Pump, unless that device is under the charge of the Engineer (doesn't the Engineers side just have an Injector?). I was surprised that the SP had no questions in the first year exam concerning actions to be taken should water level get dangerously low, and nothing on Priming and Foaming of the Boiler and the actions to be taken there - it would seem to me to be a subject of importance, even though its occurrence may be rare. Of course these subjects may be covered in the 2nd and 3rd Year Exams, though I haven't checked yet. The comments contained in parenthesis and in italics are mine - either a comment added, clarification in wording or an alternate answer that I have found in another source that you may want to consider. Though the original answers are no doubt adequate as an employees answer to the question, as a stand alone study guide, I do feel that perhaps some answers need to be expanded upon or further explained for a better understanding by the employee in preparing to be examined. After all, this "study guide" may well be the only written study materials that the student receives. 02-28-92 RJM