*@DATE(15)* AUSTIN STEAM TRAIN ASSOCIATION * * * AUSTIN & TEXAS CENTRAL RAILROAD * * * * * MECHANICAL and AIR BRAKE EXAMINATION STUDY GUIDE *** Second Year Examination Questions and Answers *** 1. Q. Describe a Locomotive Boiler. A. It is cylindrical in form; It usually has a rectangular shaped Firebox at one end and a Smoke Box at the other, and Flues extending through cylindrical part, and like Firebox, are surrounded by water. (A-1. A locomotive Boiler consists of a cylindrical shell provided with Front and Back Flue Sheets and containing the Fire Tubes and Flues, an Enlarged Back End containing the Firebox, and Extended Front End, or Smokebox, containing the Stack and Draft Appliances. The cylindrical portion of the Boiler is made up of several sections, or "Course", which are joined together by riveting, and the Back End, which consists of the Roof Sheet, two Side Sheets, Throat Sheet, and Back Head - ICRR 1949). 2. Q. How are the Crown and Side Sheets of the Firebox supported in the Boiler? A. Side Sheets are supported by (Flexible & Rigid? - ICRR 1949) Staybolts screwed through Inside and Outside Sheets with their ends riveted over. Crown Sheet is supported by Crown Bars or Radial Staybolts (or Radial Stays running from the Boiler Roof Sheet to the Crown Sheet . These are screwed into the Sheets and riveted over - ICRR 1949). 3. Q. How is a locomotive Boiler supported on the Frames? How is expansion provided for between Boiler and Frames? A. By Cylinder Saddle and bolts, Belly Braces, Expansion Pads and Plates. Expansion Pads. (A-1. The Front End of the Boiler is rigidly secured to the Cylinder Saddle, and is supported at the Back End by Furnace (Firebox) Bearers, made in the form of Sliding Shoes, which permit longitudinal movement of the rear of the Boiler on the Frame. - ICRR 1949). 5. Q. Why are locomotive Boilers provided with a Steam Dome? A. To furnish more steam space and to obtain dryer steam and to provide place for Safety Valves, Steam Pipes, Throttle Valve and Whistle. (A-1. To provide the exit for steam at a point considerably above the level of the water level, thereby tending to supply steam free from mixture of water. It also provides a convenient place for the Throttle Valve, for Safety Valves, and other attachments. Enginemen's Manual by W.P. James 1924). (A-2. The Dome is used to obtain dry steam for the Cylinders. The dry steam in the Boiler will naturally rise to the highest point, which is the Dome. The Throttle Valve is located in the Dome and, also the Safety Valves and other attachments. The Locomotive Up To Date by McShane 1921). 9. Q. What would result if the Crown Sheet became overheated? A. It would be weakened and forced off Staybolts and (a Boiler) explosion would occur. 10. Q. What would you do on finding the Crown Sheet overheated? A. Put out fire and notify proper authority. (Under no circumstances put water into a Boiler of a locomotive that shows signs of sheets becoming overheated or bare as that would increase stresses and increase the likelihood of a Boiler explosion occurring). 11. Q. What would indicate the Water Glass or connections are becoming obstructed and preventing free circulation of water? A. The up and down movement of water in Glass would become slow and inactive or it would not register correctly with Gauge Cocks. 12. Q. What is the most common cause of leaky Flues? A. Too much variation in Steam Pressure, too much Blower, failure to feed water evenly to Boiler causing (excessive) expansion and contraction, fire cut too low while drifting. 15. Q. What is the reason for having the exhaust from the Cylinders pass through the Smoke Stack? A. To create a draft through the Tubes and Firebox (which automatically regulates itself when the locomotive is working to increase the draft as the locomotive is worked harder, enabling the locomotive to burn more fuel and produce more work). (A-1. To produce a vacuum in the Front End. This causes the draft on the fire by the air rushing through it to supply the vacuum in the Front End. MoPac 1942). (A-2. To create a draft through Tubes and Firebox. Exhaust steam escaping through the Stack tends to empty Smoke Box of gasses and produce partial vacuum there; atmospheric pressure then forces air through grates (or Firebox) and Tubes to refill Smoke Box, and in this way draft through the fire is established and maintained. The Traveling Engineers' Exam Book 1949). (A-3. To create a draft within the Smokebox that depends upon the amount of exhaust steam passing through the Nozzle and upon the velocity with which it leaves the nozzle. The amount of air drawn through the Firebox depends upon the amount of vacuum (draft) created in the Smokebox by the action of the exhaust steam issuing from the Nozzle and entering the Petticoat Pipe and Smoke Stack. ICRR 1949). 16. Q. What will cause the exhaust from the Stack to be heavy on one side? A. The Stack, Exhaust Pipe or Petticoat Pipe are out of plumb (which will cause an uneven draft through the Firebox and Flues, and perhaps cause poor steaming of the locomotive). 17. Q. What are the effects of steam leaks inside of Smokebox, or air leaks into Smokebox? A. The engine will not steam freely (owing to the fact these leaks reduce the draft and amount of air passing through the Firebox and Flues). (A-1. Some of the air which would pass through the Firebox will enter through the leaks in the Smokebox, resulting in insufficient air supply to the fire. In the case of steam leaks, steam fills the Smokebox and the effect is the same as that produced by an air leak. ICRR 1949). 18. Q. What effect does steam lost by Safety Valve blowing off, have on fuel consumption? A. It results in the loss of approximately two gallons of fuel oil per minute. 19. Q. What should be done to prevent black smoke when the Throttle is closed? A. Regulate your fire according to requirements in advance of closing of Throttle, use Blower lightly and don't adjust fire too low. 20. Q. How should water be fed to prevent damage to the Boiler? A. Evenly and no faster than it is evaporated into steam, unless just before a hard pull, or when shutting off with heavy bright fire in Firebox, to prevent waste of steam at Pops (Safety Valves). 21. Q. For what purpose are Cylinder Cocks provided? A. To relieve (clear) the Cylinders of condensation accumulated while standing or otherwise (and prevent the damage to Cylinder Heads, Packing Rings, Pistons, Valve Rods and Piston Rod Packing, that would result from water being compressed between the Piston and the end of the Cylinder). 23. Q. What are the advantages of Superheated over Saturated Steam? A. It does away with condensation in the Cylinders, (improves) economy of water consumption, economy of fuel, increases Boiler capacity and (makes for) a more powerful locomotive. (It increases the volume of the steam so that it may be worked more expansively). (A-1. The steam, in being superheated, has absorbed a quantity of heat over and above that required to convert it from water into Saturated Steam, and therefore contains more energy per unit of weight than Saturated Steam. Since it is possible to extract more work from a pound of Superheated Steam than from a pound of Saturated Steam, economy of operation is increased. Also, when Saturated Steam comes in contact with the relatively cool Cylinder Walls, some of it condenses into water, causing a further loss. Although the temperature of the Superheated Steam is somewhat reduced when this occurs, it is not cooled to the saturation point, and condensation therefore does not take place. ICRR 1949). 25. Q. What should be the position of the Throttle while drifting a Superheated Locomotive, and one with blocked Relief Valve? A. The Throttle should be left slightly open while drifting, so as to let a small quantity of steam in Valve Chamber and Cylinder above atmospheric pressure to prevent inrush of hot air and gases which destroy lubrication and also to prevent excessive wear to Valve, Cylinder and Piston Rod Packing. (If Cylinders and/or Valves are lubricated with Hydrostatic Lubricator, this also allows for the small amount of steam carrying with it the necessary oil for lubrication!?). 34. Q. How is the Mechanical Force Feed Lubricator filled? A. Clean around Filling Plug so no dirt or foreign substance will get into Oil Reservoir, remove Filling Plug and fill to Top Indicator which is designated in pints. 35. Q. Should water be placed in a Mechanical Force Feed Lubricator? A. No. 36. Q. How is the oil in a Mechanical Force Feed Lubricator heated in cold weather? What is the atmospheric temperature below which Heater should be used, and how should the temperature of the oil be regulated? A. By a small Heater Line from Steam Turret, the Oil Container is fitted with a Tube, steam flowing through same and warming oil. Steam should be turned on when temperature is 40 degrees or lower and regulated from cab by Steam Valve. 37. Q. How often should Hydrostatic Lubricator be blown out? A. Before each trip or shift, and at anytime in your judgment it needs to be. 39. Q. How should the Hose, Feed Pipe and Delivery Pipe (of Injectors) be protected from freezing? A. Steam Valve at Turret should be slightly open to permit circulation of steam through Feed and Branch Pipe. Heater Cock should be closed and Drip Cock under Boiler Check or on Branch Pipe should be opened to insure circulation of steam through Branch Pipe. 40. Q. If the Injector primes properly but breaks when steam is turned fully on, where would you look for the trouble? A. Insufficient water supply due to Tank Valve being partly closed, stopped up or kinked Tank Hose, Injector Tube out of line of limed up, or Delivery (Tube) Pipe cut, or wet steam from Throttle (or Angle Valve ahead of Boiler Check closed. TTE's Exam Book 1949). 45. Q. When the Feedwater Heater Pump fails to start, where would you look for the trouble? A. See that the Pump Turret Valve and Pump Emergency Valve located near Pump are wide open. If these are open, the Steam Gear Reversing Valve may be dry. Increase Lubricator Feed of oil heavy for a few minutes. 46. Q. When the Pump fails to pick up water, what is generally the cause? A. Tank Valve may be closed or Strainer stopped up. Boiler Check may be leaking badly causing water in Suction Pipe to get too hot for Pump to lift. 47. Q. How can it be determined when the Pump is supplying hot water? A. Open Squirt Hose Valve and see if water is hot or cold. 49. Q. What will cause excessive pressure to register on Hot Water Pump Gauge? A. Boiler Check leaking or stuck open. 74. Q. What means are permissible for holding down the Brake Valve Handle or Foot Pedal on an engine or motor equipped with Safety Control Feature? A. By the Engineer and no other means. 81. Q. When Tail Hose Cock is used for back-up movement, how should air brake test be made? A. Engineer must charge brake system to not less than 5 pounds below standard pressure, make reduction of 10 pounds, Lap Brake Valve, give one sound of Whistle. Additional Service Reduction must then be made with Tail Hose Cock; when Engineer notes the Brake Pipe pressure falling, he must answer with two sounds of the Whistle, release brakes, and keep Brake Valve Handle in Running Position. (This handling probably cannot be found in any modern day AB&TH Book, if such is actually to be used. There are other instructions in various books for Tail Hose use though). 82. Q. If brakes have been placed in Emergency by the Engineer, should he release them before the train stops if the cause for the emergency has been removed? A. No. 83. Q. If the train brakes are applied by any means other than by the Engineer, what action should the Engineer take? A. He must Lap Brake Valve and leave it there until train stops. If working steam, he must gradually close Throttle and maintain drifting position until train stops, then allow sufficient air to pass to Brake Pipe to enable trainmen to locate cause. 84. Q. If Air Compressor is inoperative or train brakes cannot be controlled from the engine, with train standing on grade, what precautions should be taken to insure safety of the train before attempting to make repairs? A. Train must be stopped and proper flag protection given and Hand Brakes set. 85. Q. If trains cannot be satisfactorily controlled with air brakes, what should be done? A. They should be stopped. If on grade, Hand Brakes must be secured (applied). 86. Q. What action should be taken if complete air brake failure occurs? A. Train must not be moved unless it can be done with safety and then only to the first available point of communication with Chief Train Dispatcher, where authority must be received before proceeding. (Considering this may involve passenger operations, may want to just park train until repairs can be made, or problem corrected!). 91. Q. Is it a requirement that air brake system of trains be tested before departure from terminals? A. Yes. 94. Q. After making the Initial Reduction while testing the air brakes, is the Engineer required to note the amount of Brake Pipe leakage? A. Yes. NOTE: Other than instructions that would be necessary for the handling of Steam Locomotives as vs. Diesel, may want to adopt modern Air Brake Rules already in existence. These Air Brake Rules would reflect modern and uniform current accepted practice and could be slightly rewritten to include handling with steam motive power. 99. Q. If test is made with helper engine in train, from which engine should the brakes be operated? A. (From the) To lead engine. 103. Q. Should defects be corrected before cars are permitted to leave a yard? A. Yes. 110. Q. How should Communicating Signal on passenger trains be tested before leaving a terminal, or if Cut Out Cock in Signal Pipe has been closed? A. By the cord from the rear car. Pull cord one second for each intended sound of the Whistle and allow at least 4 seconds between each operation. NOTE: This is one instruction that would have to be added in modern day rules and air brake instructions, as it is literally a dinosaur that has fallen into disuse and by the wayside. As the operation is to be somewhat historical in nature however, this type of operation may be desired to continue. 111. Q. How, and under what circumstances, should Running Air Brake Test be made with passenger train? A. As soon as speed permits. After engine and/or engine crew has been changed, helper engine added or detached, or Angle Cock closed, Train Brakes must be applied with sufficient force to determine whether they operate properly. Steam or power must not be shut off unless conditions require. During test, a trainman must station himself at Retaining Valve of last car so equipped; and if air escapes from it while brakes are being released, he must signal the Engineer to increase speed using Communicating Signal and give 5 sounds of Whistle. 113. Q. When not coupled to another Hose, how should Brake Pipe and Signal Hose Couplings be protected to prevent accumulation of dirt or injury? A. It must be coupled to the Dummy Coupling when provided. 114. Q. When an Emergency Application occurs on a train having one or more cars equipped with AB Brakes, where should the Automatic Brake Valve Handle be placed, and how long should it be kept there before attempting release? A. In Lap Position and left there for 70 seconds (to allow time for Vent Valves to reseat - to attempt a release earlier would just waste air and tax the Air Pumps). 117. Q. When necessary to change to a lower Brake Pipe pressure on passenger equipment, what procedure should be followed? A. Brake Pipe pressure must be reduced to 60 pounds with Automatic Brake Valve, the Supplementary Reservoir on LN and Emergency Reservoir on UC Equipment drained, Drain Cock left open for approximately 10 seconds, then brakes released. This must be done with the train standing and the brakes examined to see that all release. 119. Q. How much higher than the desired air pressure must the Boiler steam pressure be to operate the Compressor properly? A. 40 pounds. This is a copy of the SP/T&NO Steam Exam edited to reflect questions suitable for the ASTA operation. The questions included are just the ones highlighted on the answer sheet that you provided me with. My own additions and changes in wording are noted in italics, as well as alternate answers for consideration, found in other sources. In checking, most of the original answers found in the material you had seem to have come, for the most part, from "The Traveling Engineer's Exam Book". The answer sheets you had are a blessing, as my experience in finding the answers in the book previously mentioned has been quite difficult and time consuming! That book is not laid out or indexed very well for looking up specific subjects, and as I related earlier, the same identical questions may be found in the different year levels of each railroad or guidebook - nothing rigid about what subject is covered where and when! Additional questions that I would have liked to seen included are: #6, #8, #27 (just name the two types of Lubricators - I assume the Air Pump, at least, is lubed from a Hydrostatic Lubricator on the 786?), #38 (possibly, in case other locomotives are ever contemplated being used), #42, #127. SP/T&NO Circa 1940 Combined & retyped 03-05-92 RJM