*@DATE(15)* AUSTIN STEAM TRAIN ASSOCIATION * * * AUSTIN & TEXAS CENTRAL RAILROAD * * * * * MECHANICAL and AIR BRAKE EXAMINATION STUDY GUIDE *** Third Year Examination Questions and Answers *** 3. Q. How does pressure affect the temperature at which water boils? A. At atmospheric pressure, water boils at 212 Degrees Fahrenheit; however, temperature must be increased as pressure is increased. At 200 pound Boiler pressure, temperature would be 388 degrees. (In other words, the higher the Boiler pressure, the higher the temperature will be at which water will boil). 4. Q. Approximately what quantity of water should be evaporated in a locomotive Boiler for each pound of fuel oil burned? A. From seven to nine pounds of water. 5. Q. What is the source of power in a steam locomotive? A. Heat. 6. Q. What are the duties of an Engineer on arrival at terminal with a freight train to facilitate inspection of train by Car Forces? A. Before engine is detached, train should be stretched and brakes left applied by making at least a 20 lb. (Brake Pipe) reduction. (This may not be acceptable handling under present day rules, as this implies that the air is left "bottled" under the train with a 20-pound reduction in effect. Nowadays, if such an inspection is to be made the Brake Pipe pressure is usually drawn down to below 30 pounds at a service rate to insure that brakes will not be applied in emergency when engine is detached and Angle Cock is left open on remaining portion. Some railroads allow by Special Instructions that train may be left with air "bottled" and reduction in effect as long as train is secured with Handbrakes or Mechanical Forces take over - the above question is not completely clear if that is the case). 7. Q. What are the duties of an Engineer on completion of trip or day's work with reference to inspection of locomotive? A. He should inspect engine thoroughly for all defects such as broken Frame, hot Bearings, loose nuts and bolts, broken parts; note Brake Cylinder travel and inspect Firebox for leaks; then make full report on prescribed form. 8. Q. Trace the steam from the Boiler through the Cylinders to the atmosphere; explain how it transmits power. A. When the Throttle is opened, steam enters the Stand Pipe and flows through Dry Pipes to Header, then to the Steam Pipe, then to the Steam Chest; the Valves admit it to the Cylinders; after it is expanded, it is exhausted back through the Valves, through the Exhaust Nozzle and Petticoat Pipe, and then through the Smoke Stack. Power is transmitted by the Pistons being forced back and forth (by the expansive action of the steam) that are connected to the Crank Pins on the Wheels which cause them to turn. (A-1. From Boiler into Steam Dome, from Dome into Dry Pipe, to Superheater Header, to Superheater Units, back to Superheated portion of Superheater Header, to Throttle Box, to Steam Pipes, to Valve Chambers, to Cylinders, back from Cylinders through the Exhaust Ports of Valve Chamber, to Exhaust Pipes, to Nozzle Stand and Tip, to Stack and out to the atmosphere. It transmits power by excerting its expansive force on a Piston in the Cylinder, which by certain mechanical devices is transmitted to the Driving Wheels, developing motion and power {to the drawbar} MoPac 1942}). (A-2. Steam enters Throttle Valve located in highest part of Dome in order to get driest steam, then passes through Standpipe and Dry Pipe out of Boiler to Steam Pipe Tee or Niggerhead located in Front End, then through Steam Pipes to Steam Chest. A Steam Valve in each Steam Chest distributes steam so that it enters Cylinders at or just before beginning of stroke, pushing Piston to end of its stroke; just before Piston reaches end of Cylinder, Steam Valves open communication to Exhaust Port through cavity in its exhaust side, then through Exhaust Pipes and Tips up through Draft or Petticoat Pipe and Stack to atmosphere. When steam pushes Piston through Cylinder, its power is transmitted by Main Rod to Main Crank Pin, which causes Wheels to revolve, thus moving engine and its train. In case of Superheated Locomotive Units, through Units and Throttle Valve to Steam Pipe. The Traveling Engineer's Exam Book 1949). 9. Q. What is the most important duty of an Engineer in the care of the locomotive Boiler? A. He must work the engine with as short a cutoff as conditions will permit and see that a bright fire is kept in Firebox at all times; see that no more water is being put into Boiler than is being used; see that proper water level is being maintained by frequent test at Gauge Cocks and watching Water Glass closely. 11. Q. In placing locomotive on turntable, or at water column and similar places, what should be done? A. Close Throttle far enough in advance to allow steam to be worked out, set Independent Brake, place Reverse Lever on Center, and open Cylinder Cocks. 12. Q. After locomotive has been started, how may it be operated most economically? A. Work engine with wide open Throttle admitting steam to the Cylinders with Reverse Lever, working engine with as short a cutoff as conditions will permit; thereby, using steam expansively. 13. Q. What is meant by working steam expansively? A. Placing Reverse Lever toward Center gives Valve a shorter travel and closes Live Steam Port when Piston has made only part of its stroke. This cuts off supply of live steam coming from Steam Chest (early in the stroke). The expansion of steam already in the Cylinder pushes Piston to end of stroke without use of a full cylinder of live steam. 14. Q. Explain the purpose and operation of the Back Pressure Gauge and how the locomotive should be operated to obtain best results. A. The Black Hand indicates Steam Chest Pressure, and the Red Hand indicates Back Pressure. The Reverse Lever should be worked with as short a stroke as possible, with the Back Pressure not more than 10 to 12 lbs. 15. Q. What is the maximum Back Pressure at which economical operation at full power of the locomotive can be maintained? A. 10 to 12 lbs. 16. Q. If Back Pressure Gauge does not register properly, what would you do? A. Would work engine at as short a cutoff as conditions will permit for remainder of trip, and report condition of Back Pressure Gauge on prescribed form or Work Report. 17. Q. What is the difference between Priming and Foaming in a locomotive Boiler? A. Priming is caused by carrying the water at too high a level. Foaming is caused by dirty and alkaline water or the accumulation of solids, which is known as concentration in a locomotive Boiler. (A-1. Priming is caused by carrying water too high in Boiler so that when Throttle is opened some of it passes over with steam in form of spray. Foaming is caused by water becoming dirty from animal or alkaline matter, so that heat makes it foam like soap suds. Muddy water or certain vegetable matter will also make a Boiler Foam. The Traveling Engineer's Exam Book 1949). (A-2. Priming is caused ny too much water in Boiler. Foaming is caused by impurities in the water. MoPac 1942). 18. Q. What danger is there when the water Foams badly? When it Primes badly? A. For Foaming, danger of knocking out Cylinder Head, cutting the Valves and Packing Rings, losing lubrication and stalling on grades (and of having water level get too low account unable to accurately tell level of water in Boiler). For Priming, danger of breaking Cylinder Packing, knocking out Cylinder Head, cutting the Valves, and losing lubrication (due to working water in the Cylinders). (A-1. There is danger of knocking out Cylinder Heads, cutting Valves, stalling on grades or getting on other trains' time, because engine cannot be worked to its proper power. When shutting off steam, water is liable to drop below Crown Sheet and thus risk burning Firebox. When water Primes badly, it is liable to break Cylinder Packing Rings, knock out Cylinder Heads, break Bolts in the Steam Chests and cut Valves. I such a case, additional oil should be fed to Steam Chest until Valves are properly lubricated. The Traveling Engineer's Exam Book 1949). 19. Q. What should be done to prevent Priming? A. By carrying water level at a safe level to prevent it from being drawn over into the Dry Pipe; if it should get too high, would blow it down at Blow Off Cock to desired level. 20. Q. What damage is done by working water through the Cylinders? A. Lose all lubrication, cuts the Valves, danger of knocking out Cylinder Heads, and stalling. 21. Q. How does water in Gauge Glass react to foaming of water in Boiler? A. It would be irregular and would be unable to determine the exact water level, and it is generally out of sight in top of glass. 22. Q. How can Foaming of water be avoided? A. By proper use of BlowOff Cocks, blowing out the Boiler and replacing it with clean water and using Compound or Boiler Oil when provided. 31. Q. If the water disappears from the Water Gauge Glass immediately after closing the Throttle, what should be done? A. Open the Throttle immediately to endeavor to raise the water (again to point where it registered before Throttle was closed), and put on both Injectors until water is at a safe level before closing the Throttle again. (A-1. Would open Throttle and endeavor to raise water until both Injectors would put enough water in Boiler to make it entirly safe to close Throttle. If unable to raise water level to lower Gauge Cock, would smother fire or put it out entirely, if necessary, keeping both Injectors working. The Traveling Engineer's Exam Book 1949). (A-2. Open Throttle, hook engine up on center, try Gauge Cocks to locate water level; close top valve on Water Glass; if water is still over the Crown Sheet, the water will rise in the Water Glass until it can be seen. If no water can be found, kill the fire as quickly as possible to protect the Crown Sheet and avoid a Boiler explosion. MoPac 1942). 32. Q. What do you consider abuse of the Boiler and the Firebox? A. Careless supply of water to the Boiler, improper firing and permitting the steam pressure to vary too much, which causes expansion and contraction which is very injurious to the Firebox and Flues and causes them to start leaking. 38. Q. What should be done in case a Steam Safety Valve sticks open or a spring breaks? A. The steam pressure should be reduced, screw the parts down solid, place a scantling (a small piece of timber, like a two by four) across top of valve, then fasten each end to the handrail. 39. Q. How should locomotive be operated if a severe pound develops when drifting and is not noticeable when working steam? Where would you look for the trouble? A. Would work enough steam to prevent it from pounding and working with as short a cutoff as possible. Would look for loose Main or Side Rod Bushings or Brasses, loose Side Rod Connection, worn Crosshead, Wrist Pin, broken Frame, loose Cylinder Key, Rod loose in Crosshead, and examine Wedges. 40. Q. How can it be known when Wedges are set up too tight and the Driving Box sticks, and it what manner can Wedges be pulled down? A. Engine rides hard, Box will run hot. Loosen nuts on Wedge Bolts and pull them down; if Wedge is stuck very tight, it may be necessary to run wheels over a block to get it down. 41. Q. Name the various causes for pounds. A. Wedges improperly adjusted, worn Crossheads, loose or worn Main or Side Rod Brasses, broken Frame, or loose Cylinder Key. 42. Q. How can pounds in Driving Boxes or Rod Brasses be located? A. Place engine on Quarter on side to be tested and move Reverse Lever from Forward to Backward Gear under steam, noting movement of Axle in Boxes, Driving Boxes and Wedges, Rod Brasses and Pins, and movement of Crossheads between Guides. 45. Q. How can you detect between a blow in Valve or Piston Packing? A. Place engine on Top Quarter on right side, apply brakes fully, place Reverse Lever in Full Forward Gear, open Throttle sufficiently to set Rings against the Walls, then move the Reverse Lever slowly towards Center; if blow ceases, it is in the Cylinder Packing; if it continues, it is in the Valve Packing. 46. Q. How would you place locomotive to locate broken Admission Steam Ring on an Inside Admission Piston Valve? A. Would place engine on Quarter, Reverse Lever on Center so as to cover port, then open Throttle and steam will blow out of Cylinder Cock at end of Cylinder where broken Valve Ring is located. 47. Q. How would you locate broken Exhaust Ring on Piston Valve? A. Watch Crosshead when engine is working steam as there will be three normal and one light exhaust; it can be determined on which side of the engine the light exhaust takes place. 48. Q. What is meant by Steam Lap? A. The distance that the Valve overlaps the Steam Edges of the Port when it is in the center of its travel over seat. 49. Q. What is meant by Exhaust Lap? What is meant by Exhaust Clearance? A. Exhaust Lap is the distance that Exhaust Edge of Valve overlaps Exhaust Edge of Steam Port when Valve is in centrical (central?) position. Exhaust Clearance is opening between Exhaust Edge of Valve and Exhaust Edge of Steam Port with valve in centrical (center or central?) position. 50. Q. What is meant by Release? What is meant by Compression? A. Release is the point in the travel of the Piston when Exhaust Port is opened. Compression is the distance the Piston travels after Exhaust Port closes before Live Steam Port opens. (During this travel of Piston, Exhaust Port is closed so moving Piston compresses steam left in Cylinder. The Traveling Engineer's Exam Book 1949). 51. Q. What effect would changing the length of the Eccentric Rod have on the Lap and Lead of Valve? A. A change in the Eccentric Rod would not affect it, but would widen the port opening at one end of the travel and reduce it on the other end. Improper length of Eccentric Rod varies the port opening at the beginning of the stroke at both ends. 54. Q. What should be done if a locomotive Blow-off Cock breaks off or will not close; (or if a Wash-Out Plug blows out)? A. Kill the fire at once, get the train on siding if possible, or between switches (on Main Track). If unable to make repairs or stop Blow-off Cock, make locomotive ready to be towed in. 55. Q. If Throttle Valve becomes disconnected leaving Valve open, what should be done? A. Notify Train Dispatcher, reduce steam pressure, and handle train with Reverse Lever and brakes. (A-1. Proceed. Handle engine or train by means of the Reverse Lever and air brakes. MoPac 1942). (A-2. Great care must be excercised in handling the locomotive. The steam pressure should be reduced low enough so that the locomotive may be handled with the Reverse Lever and brakes. AT&SF 1942). 56. Q. When a Valve Yoke or Stem breaks inside of Steam Chest, how can the breakage be located? A. Open Cylinder Cocks and Throttle; steam will blow from the back Cylinder Cock on the disabled side and cannot be changed by changing position of the Reverse Lever. 78. Q. Name the parts of the Walschaert Valve Gear. A. Eccentric Crank, Eccentric Rod, Link, Reach Rod, Lifting Arm, Lifting Link, Reverse Shaft and Arm, Radius Bar, Union Link, Combination Lever, Crosshead Arm, Valve Stem and Guide, and Valve Spindle. 79. Q. Is any motion imparted to the valve when the Link Block is in the center of the Link? If so, from what source is this motion derived? A. Yes. From the Lap and Lead Lever or Combination Lever. 84. Q. How is the Lead affected by movement of the Reverse Lever in the Walschaert Valve Gear? A. With Walschaert Gear, lead is same in all positions of the Lever; Lever is used to reverse engine or adjust the cutoff. 85. Q. On locomotives equipped with Power Reverse Gear, how would you handle the Gear if there was no air supply available? A. Close air connections tight and open steam connection to operate. 86. Q. When steam has been used in the Air Reverse Cylinder, what should be reported on arrival at terminal? A. Report on proper form that steam has been used to reverse engine. 87. Q. What precaution should be taken before moving a locomotive equipped with Power Reverse Gear away from the ready track? A. Be sure that maximum (Main) Reservoir pressure has pumped up. 91. Q. Do you understand that before starting trip or day's work, you should familiarize yourself with location of Steam Valve to Air Reverse Cylinder so that it may be quickly operated in case of emergency? A. Yes. 92. Q. In what position should Reverse Lever be when steam is shut off and locomotive drifting? A. About 65% cut off. 94. Q. If Mechanical Lubricator Pipe to Steam Chest breaks, or joint leaks badly and repairs cannot be made on road, how would you supply the Cylinder and Valve with sufficient oil? A. Close Feed and lubricate engine through Relief Valve on Steam Chest. 95. Q. Should a broken Oil Feed Pipe be plugged on a Mechanical Lubricator? Explain. A. No. If plugged, pressure would build up in Pipe and either burst Pipe or damage Lubricator. 96. Q. How can you determine that the Mechanical Lubricator is operating? A. See that the Ratchet and Ratchet Arm are working and notice if there is a good film of oil on Piston (Rod?) and Valve Stem. 100. Q. How can you test for water in the Lubricator? A. By opening Drain Cock to Lubricator (and noting if there appears to be a presence of water). 102. Q. When Driving Box is lubricated with grease, how can you determine if a sufficient quantity is in the Grease Receptacle? A. Grease in the Cellar is determined by the position of the Indicator as grease Feed Plates raise with Auxiliary Cellar. By Telltale Bolt in Receptacle. 108. Q. Is it permissible to use Valve Oil on Journals equipped with Spring Pad Lubricator? A. No. Special oil should be used. 109. Q. If, when steam is turned on, the Turbo-Generator fails to start, what may be the cause, and how would you proceed to start it? A. Defective Governor or Screen stopped up, or badly worn Bearings. (Start it?) 110. Q. Should the Turbo-Generator be allowed to run if the electric wiring is short circuited? Why? A. No. Because the current will flow to the point of least resistance than is offered for its usefulness. Also will cause a heavy laboring sound at exhaust and cause lights to dim or burn out. (If condition goes uncorrected, the Generator will overheat and eventually burn out). 111. Q. If the lamps burn excessively bright, what is the probable cause, and what should be done to prevent burning them out? A. Governor sticking and failing to regulate machine; Throttle should be regulated to reduce speed of the generator. (Steam should be controlled to Turbo-Generator manually by regulating steam supply down to give safe Generator speed?). 112. Q. What precaution should be taken to prevent Turbine freezing? A. Leave Throttle slightly open. 113. Q. If the Turbo-Generator is running at proper speed and Lamps do not burn, what may be the cause? A. A loose or broken Wire, short circuit in Wiring, burned out Bulbs, Brushes badly worn, or burned (blown) Fuse. 116. Q. If the cab Lamps burn with proper brilliancy and the Headlight Lamp fails to burn, what may be the cause? A. Bulb burned out, break in Wiring leading to Headlight or Wires disconnected, Bulb not screwed in tight enough. 117. Q. What will cause Lamps to burn dimly? A. Generator running too slow, Brush tension too weak, dirty Commutator, or a short circuit. 120. Q. If Lamps fail to burn, how can it be determined whether the trouble is in the Wiring or in the Generator? A. Place a piece of metal across Binding Posts, at the Generator; if there is not a flash, trouble is in the Generator. 121. Q. If the voltage becomes too high, what will be the result? What would you do to overcome this condition? A. It would probably burn out the Bulb; reduce the steam to the Governor to overcome this condition. 122. Q. What is an electrical "ground" and will one "ground" interfere with the flow of current through the Circuits? A. Wiring worn and touching parts of the engine. A ground will stop the flow of current. 123. Q. When an Automatic Application of the Brakes is made from the engine, will the Brakes start to apply throughout the train at the same time, or will they start to apply on the car next to the engine first, and then in sequence to rear of train? A. The head Brakes will apply first, and then in sequence to rear of train. 124. Q. Unless controlled, what effect would this tend to have on the slack in the train? A. It would cause the slack to run in rapidly. It tends to bunch the train and compress the Draft Gears. 125. Q. When Brakes are released on the train, which Brake will start to release first? A. The head Brakes are released by the time the rear Brakes start to release. 126. Q. Unless controlled, what effect would this tend to have on the slack in the train? A. It would cause the slack to run out rapidly. It would depend on how heavy the Brakes are applied and how slow the train is moving (as to how severe the resulting slack would be). 127. Q. How should the Brakes on freight trains be handled to avoid a run-in of slack while an Automatic Application is being made with the intention of braking with the slack stretched? A. Keep the Engine Brakes kicked off. By making a light Initial Reduction (six pounds), then closing the Throttle to a drifting Position, and keeping the Engine Brakes released. 128. Q. How should the brakes on freight trains be handled to avoid a run-out of slack when brakes are being released while braking with the slack bunched? A. Engine Brakes must be kept applied until it is known that the brakes on the train have released; additional steam must not be used (worked) until slack has had time to adjust itself, then gradually increasing it while slack is being stretched. 129. Q. Under what circumstances should brakes be handled with the slack stretched? A. When makeup of train or grade conditions tends to stretch the slack in the train, brakes should be handled with the slack stretched. 130. Q. Under what circumstances should brakes be handled with the slack bunched? A. When makeup of train or grade conditions tends to bunch the slack in the train, brakes should be handled with the slack bunched. 135. Q. Why is it advisable to use Sanders for the last fifty feet while stopping passenger trains? A. To increase the holding power of the Engine and Train Brakes and prevent Wheels from sliding while stop is being made and avoid slipping of Wheels of engine when starting. 136. Q. If sand is to be used to avoid Wheel sliding during a Service Application of the brakes, should Sand be started before or after the brakes are applied? A. It should not be used until after the brakes have been applied so as to avoid Sand from getting between the Wheels and the Shoes (which would increase the braking friction and increase the likelihood of the Wheels sliding). 137. Q. Is it advisable to use Sanders if it is known that Wheels are sliding? A. No. As it will (add to the friction already there and increase the wear that) cause flat spots on the Tires. 140. Q. When making Service Stops with passenger trains having 75 percent or more Graduated Release equipment, how should brakes be handled? A. One application is necessary keeping Engine Brake released. When speed is reduced, partly release the brakes on the train by moving the (Automatic) Brake Valve Handle to Release, Running, or Holding Position, then back to Lap. Repeat the graduations as necessary as the speed reduces and complete the stop with as little or no pressure in the Brake Cylinders. 142. Q. How should brakes and Throttle be handled on freight trains when it is intended to make a Service Stop with the slack bunched? A. Engineer must gradually close Throttle and maintain drifting Position allowing slack to adjust itself; then make Brake Pipe reductions which will not be enough to stop train at the desired point, making Final Reduction beginning within 40 feet of stopping point and with Brake Valve exhausting when completing stop, with engine brakes applied. 143. Q. How should brakes and Throttle be handled on freight trains when it is intended to make a Service Stop with the slack stretched? A. Steam should be worked to the stopping point or where time will not permit adjusting of slack: apply brakes in Service, keeping Engine Brakes released and continue to work steam, gradually closing Throttle and maintaining drifting position until train is stopped. 150. Q. How should Brake Pipe reductions be made while descending light grades? A. By making light Brake Pipe Reductions consistent with grade, speed and weight of train. 152. Q. How much slack should be taken, when necessary, to start passenger trains? A. Slack should be taken between Engine and Tender and between Tender and first car only. 158. Q. What controls the Brake Pipe pressure with the Automatic Brake Valve Handle in Release Position? When in Running Position? A. In Release Position --- The Main Reservoir. In Running Position --- The Feed Valve. 159. Q. What are the various positions of the Automatic Brake Valve Handle and what are their purposes? A. Release, Running, Holding, Lap, Service and Emergency Positions. Release -- Direct opening from Main Reservoir to Brake Pipe (Provides a large, direct opening from the Main Reservoir to Brake Pipe, for free flow of air, when chraging and recharging brakes. There is a danger of overcharging the brakes if Brake Vlave Handle is left in this position too long). Running -- Maintaining Brake Pipe pressure through Feed Valve. (This is the proper position for Brake Valve Handle when brakes are charged, also when it is desired to release Locomotive and Train Brakes at the same time. In this position, Brake Pipe pressure is maintained at a predetermined amount by the Feed Valve, as all air that now enters Brake Pipe must first pass through the Feed Valve). Holding -- To hold Engine Brakes applied while recharging Brake Pipe. (To hold Locomotive Brake applied while releasing and recharging Train Brakes. The charging of Brake Pipe and Equalizing Reservoir is same in Holding as in Running position). Lap -- To hold both Engine and Train Brakes applied. (To hold both Locomotive and Train Brakes applied following an Automatic Application {Service Reduction with Automatic Brake Valve}). Service -- To make gradual Brake Pipe reductions. (This position of Brake Valve enables Engineer to make a gradual reduction of Brake Pipe pressure, thus causing a Service Application of brake). Emergency -- Causing a quick, heavy reduction in Brake Pipe, causing all Valves to assume emergency position. (Brake Pipe pressure is connected directly with atmosphere thorugh the largest port in Brake Valve, causing a quick, heavy reduction in Brake Pipe air, in turn causing all Valves to assume Emergency Position). 160. Q. What are the various positions of the Independent Brake Valve Handle and what are their purposes? A. Release, Running, Lap, Slow Application and Quick Application. Release -- To release Locomotive Brakes when Automatic Brake Valve is in other than Running Position. Running -- Proper position for Brake Valve (Handle) when not in use. Lap -- To hold Locomotive Brake applied following an Independent Application. Slow Application -- A gradual or light application of Engine Brakes. Quick Application -- To apply Engine Brakes quickly. 161. Q. What controls the pressure to the Independent Brake Valve and the Communicating Signal System? A. The Reducing Valve. 162. Q. What limits the maximum Brake Cylinder pressure on the engine? A. A Safety Valve on the Application Chamber of Distributing Valve. 163. Q. When a 10 pound reduction is made from an original 70 pound Brake Pipe pressure, what pressure will then be in - (a) The Brake Pipe? (b) The Distributing Valve Pressure Chamber? (c) The Distributing Valve Application Chamber? (d) The Distributing Valve Application Cylinder? (e) The Brake Cylinders? A. (a) 60 pounds. (b) 60 pounds. (c) 25 pounds. (d) 25 pounds. (e) 25 pounds. 165. Q. When an Emergency Reduction is made from an original 70 pound Brake Pipe pressure and Brake Valve Handle left in Emergency Position, approximately what will the pressure on engine then be in - (a) The Brake Pipe? (b) The Distributing Valve Pressure Chamber? (c) The Distributing Valve Application Chamber? (d) The Distributing Valve Application Cylinder? (e) The Brake Cylinders? A. (a) 0 pounds. (b) 68 pounds. (c) 0 pounds. (d) 68 pounds. (e) 68 pounds. 167. Q. If the Brake Cylinder Packing on the engine is leaking moderately, will this cause the brakes to leak off? A. Leakage is controlled and replenished by the Distributing Valve. 171. Q. If any of the following pipes break at or near the Automatic Brake Valve, what repairs should be made and what will the effect then be on the brakes - (d) Equalizing Reservoir Pipe? (e) Equalizing Reservoir Gauge Pipe? (f) Low Pressure Governor Operating Pipe? A. (d) Equalizing Reservoir Pipe: Plug the broken pipe from the Brake Valve. Before making application of brakes, close the Doubleheading Cock (Brake Pipe Cut Out Cock), place Automatic Brake Valve Handle in Service Position and open the Doubleheading Cock (Brake Pipe Cut Out Cock) until the required reduction is made. To release brakes, place Automatic Brake Valve Handle in Release, open Doubleheading Cock (Brake Pipe Cut Out Cock), then return it (the ABV Handle) to Running Position. (e) Equalizing Reservoir Gauge Pipe: Plug the broken pipe (with loss of the use of the gauge only). (f) Low Pressure Governor Operating Pipe: Close Cutout Cock at the (Automatic) Brake Valve. (Effect? Maximum Pressure Head of Governor will control flow of steam to Compressor in all positions of the Automatic Brake Valve?). 173. Q. What pressure is in the High Pressure Governor Operating Pipe? What should be done if this pipe breaks? A. Main Reservoir pressure. If it breaks, throttle the Pump to carry the desired pressure. XXX. Q. For what purpose is the Equalizing Reservoir provided? A. It is a small volume provided so that the Engineer may make a quick, controlled reduction in pressure that will cause the Brake Pipe to follow with a like reduction at a Service Rate through the Equalizing Piston of the Automatic Brake Valve. It would be much harder for the Engineer to accurately control a Brake Pipe reduction if he were dealing directly with the large volume of air in the Brake Pipe. (This is my own question and answer which may need some improving on the wording, however I feel it is an important subject that should be understood, as it is the key to the way the automatic feature of the brake equipment functions). 181. Q. If Equalizing Piston in Automatic Brake Valve will not seat or will not remain seated with Automatic Brake Valve Handle in Lap Position, what is usually the cause, and what should be done? A. This is due to dirty Seat or foreign matter under Rotary Seat, close Automatic Brake Valve Doubleheading Cock (Brake Pipe Cutout Cock), apply brakes in Emergency and release. 04-01-92 RJM